(2015) Plan Mobilite Dirab - Koulwa Devlopman Nò a - Ayiti

--- Pages 101-150 --- Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Ameri Development Bank service), comfort, road conditions, infrastructures, safety, etc. were available but, most importantly, the "other" answer was the most popular among the choice. Table 3.11 presents the overall breakdown of problems users identified by mode of transportation used. The following general findings are: → The most popular answer was related to road conditions for all types of modes used except for walking and cycling; → Pedestrians and cyclists feel that the most problematic issue is the lack of infrastructure; → The second most reported problem was the concern of security; → Cost of gasoline and travel time came in closely at 3rd and 4th positions. Table 3.7 OD survey results: Summary of transportation problems identified by mode of transportation Type of Vehicle General Problems Tractor- Other, Car Bus Truck Moto Moto-taxi Pedestrian Tap-tap Bike Trailer (Empty) Total precise Comfort 1 2 65 6 2 76 Vehicle 10 5 1 10 1 25 2 3 57 Cost of gasoline 98 2 14 3 33 9 2 27 1 1 7 197 Costs 1 1 74 1 9 3 89 Roads conditions 152 26 51 7 78 209 54 184 43 6 11 821 Poor choice of destination 1 1 7 9 Service Frequency 1 60 7 20 2 90 Lack of infrastructure (sidewalks, track, etc.) 1 1 1 73 7 66 3 2 154 Security 80 16 30 2 35 76 13 78 33 2 4 369 Parking 42 4 13 1 2 2 15 1 80 Long time of travel 1 1 5 38 37 4 34 3 1 124 Other 215 117 61 11 128 184 107 391 63 15 23 1315 No object (question not asked) 1259 601 958 161 761 1418 883 2324 477 275 416 9533 No Answer 420 268 388 26 248 565 333 1160 158 62 79 3707 General Total 2277 1038 1523 212 1305 2706 1512 4250 875 369 554 16621 Number of users 713 340 488 68 422 838 490 1388 267 121 5135 Number of respondents 293 72 100 42 174 273 157 228 109 59 1507 Although out of the multiple choices offered for this question of the survey, the main problems identified could clearly be identified, the "other” choice was the most popular answer. This can be explained by the choice of words used by the user that were different from the choices given and entered separately by the surveyor. When examining the most popular “other” answers, it can clearly be observed that they correspond to the categories identified above. Figure 3.34 below shows a breakdown by size of words (word clouds) for the most popular answers in the "other" category of problems identified. Other problems mostly relate to either road conditions (problem, route, roadway, too narrow, bad, etc.) or safety issues (free range, animals, too many accidents, etc.). PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 88 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank Figure 3.34 Word cloud of transportation problems identified in the "other" category by surveyed transportation users Route est Trop Etroite Trop de Gens Trop D'accidents Fatigue Mauvaise Circulant Trop de Temps Panne Tap Tap Animaux at Elevage Libre Passa Moto Mauvais Etat Trop Forte Etroite N'Y Retardoiture Panne de Pneu Blocus chaussee D'elevage Libre Poussiere D'ane Libre Route rest BUS Trop de Retard Stationnement Poussière Trop Etroite Temps de Chargement Risque D'a Emboutteillage Betails Manque D'animaux Police circulationcident Elevage Libre Tap Taps Poussiere Parking Taptap Douane Probleme Douns Cause Tap-taps Trop Le Fatigue Potesse Accident Retard Cout d Essencсе Panne Se E Blocus Trop de Temps Route Fragile Embouteillage Panne de Pneu Bouchons Animaux dans la Rue Excès de Vitesse Chauffeurs Conduisent Travailleurs Camions Rapidite Barricades PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 89 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank 3.9 KEY FINDINGS OF CURRENT AND PROJECTED CONDITIONS This section is presented in the form of the current conditions indicators and a strength, weakness, opportunity and threat analysis. 3.9.1 TRANSPORTATION INDICATORS – CURRENT CONDITIONS This chapter presents a number of key indicators pertaining to transport in the study area. This evaluation is based on the results of the analysis of current conditions, available literature and data collection. The list and the evaluators are based on the IDB's Methodological Guide for the Indicators of the ESCI (2013). The evaluators have three categories: green (no problem), yellow (problem, but not critical) and red (critical issue) based on the ESCI's stoplight classification criteria. It should be noted that these were developed for cities and the current mandate comprises large rural areas. These indicators are shown by category (economic, environmental, land-use and transport/mobility) and reveal a number of challenges: → A relatively weak economy with low incomes and a low GDP per capita; → Relatively low vehicle emissions, but few environmental controls; → Few urban planning tools are available and enforced. On the bright side, urban areas have a good urban density, although the quality of housing is deficient; A high transit and active transportation modal, even though there is little transportation infrastructure. The little transport infrastructure available is skewed towards cars. → An unaffordable transit system, even for travelling within an urban area. 3.9.1.1 ECONOMIC INDICATORS Little detailed economic data is available for the region. For this reason, national level data was used in the assessment. Haiti has a number of economic challenges including a low GDP per capita and high unemployment. This reduces the capacity of the local population to pay for transportation services (either directly through fares or indirectly through taxes and fees). Table 3.8 Economic Indicators - Current Conditions Category Economy Indicator Definition Benchmark Evaluator Strength of Economy – Average GDP per person in Haiti (USD, 2013) Source: WEO, IMF 1,300 Unemployment rate – Haiti (IHSI, 2007) Informal employment as a percentage of total employment 17 to 41% 57% Transparency / Transparency International Corruption Management Perception Index 19 (161st of 175) Note: the evaluators are based on the IDB's Indicators for the ESCI, except for indicators marked with a "1". The evaluation is done using stoplight criteria (green, yellow and red). Green indicates there is no major problem, amber a problem that should be addressed and red is a critical issue. PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP va 90 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank 3.9.1.2 ENVIRONMENTAL INDICATORS Estimated greenhouse gas emissions related to transportation are quite low due to little long- distance travel and little use of private vehicle modes. That said, few environmental regulations have been implemented or are enforced. Environmental Indicators - Current Conditions Table 3.9 Category Environment Indicator Definition Air Quality Control - Existence, monitoring and enforcement of air quality Transport GHG emissions per capita (annual kg CO2 per capita) – for regional travel Noise - Existence of regulatory mechanisms to reduce noise pollution Benchmark Evaluator Regulations not effective and not enforced 53 Regulations not effective and not enforced Note: the evaluators are based on the IDB's Indicators for the ESCI, except for indicators marked with a "1". The evaluation is done using stoplight criteria (green, yellow and red). Green indicates there is no major problem, amber a problem that should be addressed and red is a critical issue. 3.9.1.3 LAND-USE, PLANNING AND ZONING INDICATORS Urban areas in the region are very dense and can support transit services and numerous local services. On the other hand, there is a general lack of enforced urban plans or zoning regulations. There is little ability to direct urban development in desirable areas except through the provision of positive measures such as housing, transport and electricity. All communes have informally settled areas which have poorly developed street grids that increase travel distances and decrease the effectiveness, if not render impossible, the delivery of public services (sanitation, transport, local bus/tap-tap, water, sewers, etc.). Table 3.10 Land-Use, Planning and Zoning Indicators – Current Conditions Category Land Use, Planning and Zoning Indicator Definition Benchmark Evaluator 14,327 Density (Net) urban population density (residents/km²) for cities of the study area (Source: IHSI, 2012) Land Use Planning - Existence and active implementation of a land use plan Up to-date, legally binding Master Plan Urban Inequality – Poverty Percentage of the population below the poverty line The cities do not have Master Plans The cities do not have Master Plans No formal measure available, empirically a high percentage PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 91 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti Category Indicator Definition Urban Inequality – Poverty – Percentage of housing located in informal settlements IDB In-Amer Development Bank Benchmark No formal measure Evaluator available, empirically a high percentage Note: the evaluators are based on the IDB's Indicators for the ESCI, except for indicators marked with a "1". The evaluation is done using stoplight criteria (green, yellow and red). Green indicates there is no major problem, amber a problem that should be addressed and red is a critical issue. 3.9.1.4 TRANSPORTATION AND MOBILITY INDICATORS The following findings can be made concerning transportation and mobility based on the indicators in the table below: → The road transport network is underdeveloped, and most of it is difficult to use. It also favours private transportation since there is very little infrastructure for pedestrians, no infrastructure for cyclists and no infrastructure dedicated to collective transportation even though these modes represent the vast majority of users. → There is little information available on transport safety, although empirically accident rates are likely high. → There is a general lack of capabilities for transportation planning and management in the region. Although travel times and distances are relatively short, tap-tap and bus fares are very high relative to incomes in the region. Return-fare on local transit would represent close to 30% of a lower-quintile household's daily income. Table 3.11 Mobility and Transportation Indicators – Current Conditions Category Mobility / Transportation Indicator Definition Benchmark Evaluator Balanced transportation infrastructure Kilometers of roads per 100,000 population 197 (including many not passable) Balanced transportation infrastructure Kilometers of roads dedicated to transit per 100,000 population 0 Balanced transportation infrastructure Kilometers of bicycle path per 100,000 0 population Balanced transportation infrastructure Kilometers of sidewalks and walking paths per 100,000 population 14.8 Public transport and active >70% transportation - Modal Share Clean Transportation - Average age of >12 public transport fleet (2004-2005) PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 92 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti Category Indicator Definition Benchmark Evaluator Safe Transportation - Transportation fatalities per 1,000 population (Estimate) Ν.Α. Average travel speed on primary thoroughfares during peak hours 29 Number of automobiles per capita (Haiti) Ν.Α. Planned and managed transportation – Transportation planning and Existing OD survey (this management system mandate) Affordability of travel (2 trips per day x 30% (inside Average fare) / Income of bottom Cap-Haïtien) quintile (Assumed at 90 HTG per day) to148% (regional travel) >45 Average travel time – PM peak hour All modes¹ Average travel distance – PM peak hour All modes¹ 8.7 Average travel distance – PM peak hour Public transit¹ 8.3 Average travel distance - PM peak hour Private vehicles¹ 11.2 IDB In-Amer Development Bank Note: the evaluators are based on the IDB's Indicators for the ESCI, except for indicators marked with a "1". The evaluation is done using stoplight criteria (green, yellow and red). Green indicates there is no major problem, amber a problem that should be addressed and red is a critical issue. 3.9.2 ANALYSIS OF STRENGTHS, WEAKNESSES, OPPORTUNITIES AND THREATS 3.9.2.1 STRENGTHS → A high transit and active transportation modal share, despite a drastically underdeveloped transportation system. The region has good connections with the Dominican Republic, access to a port in Cap- Haïtien and is served by an international airport. New major industrial investments in Caracol and in Ouanaminthe are providing employment to the region's residents. The RN6 is in good condition and allows better travel conditions between the region's larger cities and towns. Most segments of the RN6 have a large residual vehicular capacity. → Travel conditions on intercity buses are improving after the purchase of new buses and minibuses. The airport of Cap-Haïtien has a high capacity, which is largely unused. PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 93 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank 3.9.2.2 WEAKNESSES → The transportation system is largely undeveloped and is heavily skewed towards private vehicles, despite high transit and active transportation modal shares. → Little institutional capabilities to develop, maintain, operate and enforce the transportation system. → Existing institutions are not properly enforcing existing regulations, whether it is land-use, vehicle emissions, access management, vehicle safety, traffic codes and others. This lack of enforcement further encourages undesirable behaviors. → There are no urban plans, master plans or transportation plans for the study area's communes. Little capacities exist at the local level in terms of transportation and urban planning. → Few alternative routes exist apart from major roads. Many areas can be isolated after storms and this limits accessibility and emergency interventions. → Some important trip generators are located far away from existing urban areas which require workers and students to travel longer distances. → Current road design on major roads is not appropriate and unsafe for all road users, especially in urban areas. Pedestrians and cyclists are particularly at risk, compounded by the lack of active transportation infrastructure. → Nighttime free ranging of livestock and theft discourages travel after dark and therefore concentrates most travel, especially transportation of goods, during daytime when traffic conditions are at their worst thus increasing travel times. → The centres of Cap-Haïtien and Ouanaminthe are often congested and there are no alternative routes for through traffic. Certain segments in the center of these two cities are at capacity. → Transit needs to be more organized and many vehicles are overcrowded, unsafe and uncomfortable. No scheduled departures are available. There are no organized goods transport companies. → Many roads are in very poor condition and are vulnerable to flooding, which can leave communities isolated after storms. Travel to isolated communities is slow. → Although there are few motorized vehicles relative to the region's population, the existing vehicle pool is older and is more polluting than later models. → There is little accessibility to transport services in isolated areas south of the RN6. → Travel by mass transit and active transport is significantly slower than by private vehicle, motorcycle or moto-taxi thus making it less competitive in the event the economy of the region would improve and the population could afford turning to private modes. Transit fares (tap-tap and bus) are high relative to the population's income. Most surveyed users were not interested in walking, cycling or in tap-taps, likely due to the lack of infrastructure, comfort and safety. PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP va 94 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank 3.9.2.3 OPPORTUNITIES Numerous improvements could be made to the region's transportation infrastructure and services, but these opportunities are mostly aimed at identifying on-transport elements that could have an impact on travel in the region. → The region is expected to grow at a fast rate, although it is a challenge to manage this growth, most future residents will live in areas that have not yet built or densified existing areas. Development patterns for these areas, including connected street grids, will shape future travel in the region. → Increased wages will allow more residents to transition from day to day living and be able to better plan their own lives and making long-term decisions (e.g. housing location to minimize transport costs). → The region has significant development potential. The development of transportation infrastructure and services could encourage further investment in agriculture, in natural resources, tourism and industry and further improve living conditions. → Significant investments in industry, tourism, agriculture and natural resources could in turn be used as a lever to induce change in transportation (e.g. minimal standards for vehicles, etc.). Most residents in the study area live in areas that have a topography that is well adapted for walking and cycling, although the infrastructure is lacking. Planned improvements to the RN1 and RN3 will better connect the study area to the rest of the country and greatly reduce travel times. 3.9.2.4 THREATS → The region will see considerable growth over the coming 25 years. According to some scenarios, the region's population could more than double. The overall population could be somewhere between 1.0 to 1.4 million residents, up from 650,000 by 2040. Managing this growth and providing transportation services will be a considerable challenge to keep up with this increasing demand. → Although improved wages will bring noticeable improvements in residents' quality of lives, this would likely increase motor vehicle ownership rates (currently there are approximately 35 vehicles per 1,000 residents in Haiti), motorized travel, congestion and pollution. As a comparison, in 2009 and not including two-wheelers, the Dominican Republic had 132 motor vehicles per 1,000 capita in 2009, Guatemala 66, Jamaica 185 and the United States 803 (World Bank, 2013). Haiti also benefits from subsidized oil prices which could further encourage motorization. Nevertheless, many countries at comparable development levels can have drastically different motorized travel rates (Ecola et al., 2014). → Further motorization rates would also increase the number of accidents, injuries and deaths if no extensive interventions are implemented to improve road safety. Increased motorization could also be an important threat to active transportation as motorized vehicle volumes further increase. PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 95 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank Important population increases will require significant improvements to the region's transportation infrastructure. → The development of transport networks reduces operational costs for economically productive activities, but also does so for less desirable activities. The development of transport in certain areas could lead to cutting down mangroves along the coast and further deforestation in mountainous zones if not properly controlled. → The development of the transport network could encourage many residents to locate further away than their current workplace, school or business, this would increase the total distance travelled increasing emissions and requiring additional capacity on the transport network. → Improvements to connections with the Dominican Republic and harmonization of regulation could have some negative impacts on the area's economy if the business sector, including the transportation sector, is not well prepared for this type of change and increased competition. The centres of Cap-Haïtien and Ouanaminthe could be further congested with increased travel because there is limited capacity and high demand for travel in these corridors. These areas are also critical for goods transportation coming in and out of the region. → The region's population will increase further. The lack of land-use planning and regulations could further accentuate some existing linear development patterns and increase the number of residents in close proximity to major roads. The lack of well- planned and regulated development of residents and services in close proximity would also lead to illegal squatting and the creation of slums (e.g. Cité Soleil neighbourhood in Port-au-Prince). → The construction of new major trip generators isolated from transportation infrastructure and existing urban areas. → The area is prone to natural hazards (flooding, hurricanes and seismic activity) and the transportation system is in dire need to be adapted to this reality. PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 96 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank 4 VISION, GOALS, OBJECTIVES AND 4.1 4.2 CONSTRAINTS This section of the Plan establishes the vision and goals that will be used to develop the proposed measures. It is critical that the vision and goals be clearly established in order to orient the recommendations of this Plan. VISION AND PRINCIPLES FOR TRANSPORT IN THE NORTHERN CORRIDOR The regional transportation system should help to generate economic prosperity, reduce inequalities and improve living conditions through ensuring the movement of people and goods with surrounding areas and within the region. Safe and efficient travel conditions should be offered for all modes of travel, whether by foot, by bike, by transit or by private vehicle. The Sustainable Mobility Plan aims to direct the development of the region's transportation infrastructure away from just road transport, but also include walking, cycling and transit as integral to the functioning of the transportation system. The fast growth of the region, especially with the addition of Caracol Industrial Park, compounds the need for action. The development of the transportation system should help foster economic growth in the region through reducing transport costs and providing better access to jobs, employees and services. GOALS AND OBJECTIVES The Sustainable Mobility Plan has the following goals (not in any particular order of importance or preference): 4.2.1 TRANSPORTATION MODES – QUALITY OF SERVICE → Provide safe and comfortable infrastructure for pedestrians and cyclists where there is high demand (within 2 km of built areas) and where other vehicles travel at high speeds (National Roads). 6 → Ensure a level of service of Dº or better for all transport modes by 2040, except where there are constraints. Where there is limited room to expand capacity, active modes and transit will be favored (author's note: Level of Service D or better could lead to more expensive interventions than if we accept a lower standard such as E). → Provide well-located and efficiently planned transit stations (buses, tap-taps, moto taxis) in all towns and cities. 6 Transportation related levels of service (LOS) are based on average travel delays (time lost compared to free flow conditions) or density (number of vehicles per lane per fixed length (kilometer) at a fixed time (peak). A LOS of D is considered acceptable by users. As for a comparison, LOS A represents free flow conditions, thus with no delays as for LOS F represents conditions above the capacity of the infrastructure and major delays or density. For example, according to North American standards, at an unsignalized (stop controlled) intersection, an LOS of F represents an average delay at or above 50 seconds of waiting time (time between the first stop approaching an intersection and the time when crossing it). It is of usual practice to design infrastructures for a LOS of D or better at the planning stage for future conditions. PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 97 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank All vehicles should be safe, in good running condition and comfortable. 4.2.2 INFRASTRUCTURE QUALITY → Ensure future investments are appropriate to all modes of travel, especially walking, cycling and mass transit. → Direct transportation investments away from environmentally, ecologically, agricultural and culturally sensitive areas and to hinder the development of sensitive areas, specifically: the Parc des Trois-Baies and the mangrove along the coast, Labadie, the Citadel/Sans-Souci in Milot are among these sensitive areas. → Improve and provide proper safety for all transportation modes through design, regulation and enforcement. → Infrastructure should be built to last and should be passable in most weather conditions. → Infrastructure should be properly maintained. Specialized maintenance techniques should be avoided to ensure that these are used over time. → Reduce isolation in rural areas by connecting all cities, towns and villages with roads passable in all-weather conditions. All towns and cities should have at least two all- weather links to reduce isolation during floods and ensure disaster response capabilities, if ever necessary. Newly developed urban areas should have proper street grids that facilitate walking and ensure proper transit services can be provided. Existing areas should also be adapted, where possible. → Measures should be adapted to the Haitian context since sufficient local buy-in (local population, private transport actors and all levels of government) is required for the success of any measure. 4.2.3 INSTITUTIONAL CAPACITY → Reinforce governmental and non-governmental institutional capabilities to develop, maintain and operate the transportation system. → Enforcement capabilities should be reinforced to increase transportation safety and traffic fluidity. → Create local planning capabilities to develop and enforce local development plans and regulations. Ensure the development of the local construction and transportation sectors to develop, maintain and operate the system. 4.2.4 IMPROVING ACCESSIBILITY → Ensure local transportation fares are affordable to households in the lowest income quintile. A local return fare should be no more than 10% of the lowest quintile's income (Note: this could be very difficult to achieve without subsidies since GPD levels are not expected to rise significantly and significant investment is required). PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 98 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank Reduce the need to travel long distances by providing affordable shops and services within walking distance of most residents. Local services such as schools, shops and healthcare should be well-located in the centre of towns, villages and cities. The walking route should not be hazardous by providing proper infrastructure: sidewalks and trails. → Develop transportation for active modes, walking and cycling, which have no marginal trip cost. → Improve the dignity of travelling by active modes and mass transit by reducing overcrowding, improving reliability and increasing comfort. 4.2.5 TRANSPORTATION SAFETY 4.3 → Gradually increase and enforce vehicle safety standards. → Develop adequate enforcement capabilities. → Implement, improve and enforce driver licencing and education. → Reduce vehicular speeds, especially in urban areas. → Direct urban development and services away from high-speed travel corridors, where possible. → Ensure tap-taps and other transit vehicles have useable and safe areas to stop. CONSTRAINTS The development of the Plan takes into account the following regulatory, institutional, physical and economic constraints. 4.3.1 REGULATORY AND INSTITUTIONAL CONSTRAINTS → The success of the transportation plan is highly dependent on related and supporting policies (economic growth, institutional capabilities in all fields, development of social services, decentralization and other reforms). → Many organisations do not currently have sufficient capabilities to intervene. 4.3.2 PHYSICAL CONSTRAINTS → The topography of the area: the ocean, mountains, rivers, etc. limit interventions. Many areas are already developed, even informal ones, and it is expensive to retrofit these sectors. → Major streets in some towns travel to historic areas where space is limited to intervene. 4.3.3 ECONOMIC CONSTRAINTS → Financial resources are limited to fund, maintain and operate transportation projects. Ideally, projects would eventually be self-sustaining. This is the case for the Haitian government, the local population and international organizations. PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP va 99 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Ameri Development Bank Ensure the longevity and sustainability of investments in the region. Measures should be affordable and not require unusual maintenance that risks their abandonment. Importing parts or international expertise is expensive. → The financial capacity of the local population is limited to pay transport fares. → Many local residents live on a day-to-day basis and it is difficult for them to plan ahead to minimize their long-term costs. → Economic projections do not increase real incomes very significantly over the coming decades in absolute terms. The economic realities of today, although improved, will not be extremely different from today. PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 100 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank 5 FUTURE TRANSPORTATION DEMAND AND SCENARIOS 5.1 This chapter presents the development and the assessment of the regional transportation network. This was done through the results of the assessment of current conditions, the development of a regional transportation model (VISUM) which assessed three scenarios: 1) high population growth, 2) low population growth and 3) adjusted population growth. An analysis of the second series of stakeholder consultations is also presented. The chapter culminates with a recommended transportation scenario that will be developed in the following chapter. GENERAL METHODOLOGY AND ASSUMPTIONS The future travel demand was assessed using a regional transportation model that was developed with the VISUM software and calibrated and validated against the existing 2014 conditions. Numerous factors can influence the region's mobility (demography, economic, land-use and transport). Many of these factors are interrelated and have effects on some of the other factors, which also have an influence on transport. The different variables can have an influence on various aspect of mobility: → The number of trips per person (how often do people travel?); → The effects of technology (e.g. improved communications can decrease the need for travel). → The origins and destinations of these trips (where are people originating and where are they going?); The mode of travel used (walk, bike, transit, car, etc.); → The time of travel (peak, off-peak, weekday, weekend, etc.); The sequence of trips (trip chaining vs. a series of home-based trips); → The route choice. Some of these factors that were captured from the travel origin-destination survey are assumed within the VISUM model and others are assumptions (e.g. land use, development levels and demography). The assessment of current conditions, the origin-destination survey and the counts were used to develop a model of the current PM peak hour. Additional details on the modelling are available in Appendix E. 5.1.1 GENERAL ASSUMPTIONS In order to assess the projected situation in 5 to 25 years, the following general assumptions were made: → The number of people travelling is driven by demographic and employment growth in the region. Since these are unique to each scenario, population and employment is available in the following section. → Economic development levels will continue to increase over time. The GDP per capita is expected to increase at an average rate of 2.5% to 3% per year. This assumes an improved Haitian economic performance than past performance (WEO, 2014). In turn, this should translate into increased wages for the region's workers and increased PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 101 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank motorization (rate of vehicle ownership), but it should remain low compared to other countries in the Caribbean. Development of the transport network focused on active and mass transportation and supportive policies should help counteract this effect (UN- HABITAT, 2013 and Ecola et al., 2014). The assessment assumes that supportive infrastructure, land-use and economic policies are implemented. → Additional people of working age are expected over the next 25 years (Haitian Statistics Institute or IHSI). The percentage of 15 to 64 year olds is expected to increase from 60% in 2010 to 67% in 2040. This is mostly due to a reduction in the proportion of children (0 to 14 years old). As such, trip generation rates per capita were increased accordingly based on the relationship between household size and trip generation rates in developed countries over the past few decades (FHWA, 2011). → Future travel patterns will be similar for each of the zones in the study area. 5.1.2 LIMITATIONS OF THE METHODOLOGY This methodology has some limitations which need to be --- Pages 151-175 --- Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank 6.4 URBAN STREETS AND RURAL ROADS AND STREETS 6.4.1 INTERURBAN ROADS The future interurban road network is presented in figure 6.6 and the following modifications are recommended: → The Haitian National Road Network is complete and the RN1 and RN3 are both completed to allow the passage of trucks between the study area, Port-au-Prince and the rest of the country. → The PIC's eastern gate and the road leading to the RN6 are passable for trucks and buses to better distribute demand. A new road is built between Trou-du-Nord and the PIC to shorten travel distances and serve this growing urban area. → The RN6 will be widened to 2 lanes per direction in Cap-Haïtien with a median. Protection for widening is recommended between Cap-Haïtien and Trou-du-Nord and approaching Ouanaminthe. 6.4.1.1 LINKAGES WITH THE DOMINICAN REPUBLIC At this point, there is only one link between the study area and the Dominican Republic. The results of the analysis have shown that volumes are insufficient to justify a new link with the Dominican Republic. That said, if trade increases significantly between the two countries, one or additional border crossings could be required. A link between the RN6 at Ferrier and Highway 45 would reduce travel times and avoid congestion in the growing city of Ouanaminthe. 6.4.1.2 NATIONAL ROAD FROM CENTRE-ARTIBONITE TO OUANAMINTHE Projected volumes do not seem to justify a new road between Ouanaminthe and the Centre and Artibonite departments. That said, this region is greatly underserved by roads and it would allow the development of agriculture in the Centre and Artibonite departments. 6.4.1.3 IMPROVING ROADS TO VILLAGES AND TOWNS FURTHER AWAY FROM THE RN6 Projected volumes do not justify major improvements leading to communes further away from the RN6 (Sainte-Suzanne, Capotille, etc.). On the other hand, improvements to these roads would be beneficial in terms of providing transit access to these isolated areas, encourage the development of agriculture and the development of natural resources and provide all-weather access. A network of roads would also create greater resiliency to natural hazards. As few urban development tools are in place, roads in environmentally sensitive areas should be deferred until these are implemented and effective. A new road between Limonade and Grande-Rivière-du-Nord does not seem necessary according to projected volumes. 6.4.1.4 DEVELOPMENT OF A SECONDARY EAST-WEST ALTERNATIVE TO THE RN6 A secondary east-west road is proposed south of the RN6 to avoid going through the environmentally sensitive mangroves along the coast as shown in figure 6.6. Proper land-use controls will be required to ensure that urban development still only occurs in desired areas. 6.4.1.5 GATEWAY TRAFFIC CALMING AT URBAN AREAS ENTRANCES Vehicles travel at high speeds along the RN6 and other areas outside built areas. A typical gateway traffic calming concept for the transition into an urban area is shown in figure 6.4. The objective of this concept is to mark entrances in order to greatly reduce vehicular speeds and increase pedestrian safety. This is composed of a number of modular elements including: PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 138 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank A center median island to reduce the speed of vehicles entering the city; → A speed table with a pedestrian crossing (if required); → Advance signage and markings; → Proper roadway lighting; → The possibility to include an archway into the design; → The provision of sidewalks and/or bicycle pathways on one or both sides. This concept needs to be adapted to each city entrance through a design exercise. In cases where an intersection is close to the desired location, a roundabout could be used instead of a median center island to reduce travel speeds. Temporary measures such as bollards, transverse markings and lighting can also be used. Sample design guidelines are available in Appendix I. Note that these should be adapted to the appropriate design vehicle (truck, farm equipment or other vehicle types). Archways marking the entrance of a commune can also be incorporated into specific designs and are used throughout Haiti. Figure 6.4 Sample Traffic-Calming Concept for Urban Area Entrances Traverse piétonne surélevée (si nécessaire)/ Raised pedestrian crossing (if necessary) Vera la zone urbane Towards arbian arma Marquage transversal/ Transverse lane marking Aménagements pour cyclistes et piétons/ Cyclist and pedestrian facilities flot central pour réduire la vitesse des véhicules et marquer l'entrée de la ville/Centre median to reduce speeds and mark city entrance PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 139 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti Roundabouts can also mark the entrance to an urban area if there is an intersection. IDB In-Amer Development Bank Source: WSP. (examples in Québec and Guadeloupe). Temporary markings such as chevrons (left) and bollards (right) can also be used alone or in conjunction with other measures, although not as effective as a permanent configuration. Source: FHWA (2009). 25 PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 140 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Americ Development Bank Many Haitian cities have archways to mark an entrance. These can be incorporated into the design, such as Barrière Bouteille in Cap-Haïtien. A high-speed impact attenuator should also be incorporated for the high speed approach if this type of structure is incorporated. Source: Christian Claveau, Panomario (2013). 6.4.1.6 ACCESS MANAGEMENT GUIDELINES The objective of access management is to limit and consolidate access along major roadways while providing access on parallel roadways. The application of these varies according to the type of road (National Road, secondary road and local) and by area type (urban and rural). Generally, prescriptions are more restrictive on high-speed rural National Roads and less so on local streets in urban areas. Detailed guidelines will need to be developed, but at a minimum, the following guidelines should be followed: → Restrict access points within and in proximity to intersections, tight curves and bus stops; → Limit the number and the width of access points for each property (ideally, a maximum of one entry with a maximal width of 6m); → Promote the use of frontage roads, service roads and parallel street networks instead of locating access points on National Roads; → Adopt and enforce minimal sight-distance for access points according to the speed of travel and limit the number of obstructions in high-speed areas; → Limit the number of access points along high speed roads by encouraging adjacent property owners to consolidate access points. → The number of vehicular access points should also be limited to avoid conflict points with pedestrians and cyclists. PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 141 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank Promoting the use of frontage roads and parallel streets to minimize access points on major roads (South African Road Standards). Back road Curve widening may be required Throat length required Frontage road Two-way roads to allow travel in all directiong Marginal access Class 13 road - Partial access may be provided Source: Sokolow (2006). Note: Vehicles drive on left in this diagram (South Africa). 6.4.1.7 SECURITY IMPROVEMENTS ALONG THE RN6 Full access - Traffic signals could be required Even though detailed accident data is unavailable, a number of intersections along the RN6 were not built according to best practices when the RN6 was retrofitted recently. The following intersections identified in figure 6.8 should be improved: → RN6 / Trou-du-Nord Road east access: this intersection has a number of low-angle movements that have low-visibility and high vehicle turning speeds. This intersection should be transformed into a T-intersection to lower speeds and improve visibility. → RN6 / Caracol Road: the turning radii are too wide and vehicles turn at high-speeds. A proposal for this intersection is shown in appendix H. → Intersections in urban areas where many pedestrians cross the RN6 should also be modified to have shorter pedestrian crossings through the installation of pedestrian refuge islands and curb extensions. Also, as mentioned previously safe pedestrian crossings should be provided periodically to allow safe pedestrian crossing points. Examples are shown in appendix H. Periodic safety assessments should be undertaken along roads to identify safety deficiencies. 6.4.2 STREET GRIDS IN CAP-HAÏTIEN AND OUANAMINTHE In Cap-Haïtien, a network of major streets is developed to better distribute traffic and serve anticipated urban development towards the south as observed in figure 6.6. The development of an urban street grid is limited by a number of barriers including the Haut-du-Cap River, the mountains and the airport. A link between the RN6 and the RN1 south of the airport is added to reduce demand on the RN3 between Carrefour La Mort and Station Madeline. In Ouanaminthe, a grid of major urban streets is developed around the existing urban core to improve the structure of future urban growth, better distribute traffic and avoid widening the RN6 PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 142 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank through the center of the city which would require significant expropriations and entail major social and economic impacts. If the whole right-of-way is not built initially due to lack of funds or other reasons, posts should be placed at the limits of the fully built infrastructure. The local commune or the MTPTC will need to enforce this right-of-way with regular visits and enforcement, probably on a weekly basis until these streets are fully built. This strategy was implemented successfully along the RN1 southeast entrance of Gonaïves, although it required continual efforts from the commune. 6.4.3 STREET DESIGN AND GRIDS WITHIN URBAN AREAS The development of proper street grids and complete streets designed for all modes are integral to the success of the Plan. There are two types of street grids: → A network of continuous major streets that serves all modes, and is especially critical for providing effective transit services. Ideally, a grid of streets spaced from 400 to 500m apart would be provided in all urban areas to provide efficient transit service with good coverage. A well-connected local street networks that is especially important for encouraging active transportation and providing access to transit services. These should have both good internal connectivity and to major streets where transit is provided. This will especially be a challenge in adapting informal urban areas, most of which have poor street connectivity. Streets are much more than transport infrastructure; they are also a social and commercial space. Ideally, streets should accommodate all of these users where space allows. Table 6.1 presents use and design guidelines for various street types. Figure 6.5 presents typical urban cross- sections. These networks should be identified as part of the local urban commune plans. Right-of-ways should be acquired with appropriate compensation, where required, as soon as possible. These right-of-ways should be protected by placing posts at its limits. The local commune or the MTPTC will need to enforce this right-of-way with regular visits and enforcement, probably on a weekly basis until these streets are fully built. Table 6.1 Type of Street Function Pedestrians Cyclists Proposed Street Design Parameters for Urban and Rural Roads Major Urban Street Local Urban Street Major Rural Road Allowed, sidewalks provided on both sides Allowed, dedicated facility provided Allowed, sidewalks provided or shared street Allowed, usually shared with traffic Allowed, pathway provided on at least one side Allowed, facility provided, usually shared with pedestrians Yes Other Rural Road Allowed, usually on shoulder Allowed, dedicated facility or shoulders Yes Yes Transit Yes No Private vehicles Yes Yes, not encouraged Yes Trucks Allowed Not allowed Allowed Allowed PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 143 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank Local Urban Street Major Rural Road Type of Street Vendors Major Urban Street Allowed outside travel portions of Usually present in market areas street Allowed at some transit stops and intersections where space allows Other Rural Road Usually not present Characteristics Speed limit On-street parking 40 to 50 km/h Can be provided 30 km/h or less Can be provided Number of travel lanes per direction Transit lanes 1 to 2 1 Where required No Design width Total width 20-45m 10-21m Sidewalks, 1.5m-2.5m footpaths per side Cycling facility 1.5m-2.5m dedicated facility 3-6m usually in travel lanes 50 to 90 km/h On shoulders, limited use 1 to 2 Where required 50 to 80 km/h On shoulders, limited use 1 No 16.5-50m 17-24m (without ditches) 2.5m-3.5m (without ditches) 1.5m-2.5m usually shared with usually shared with pedestrians pedestrians or in travel lanes Frontage and 2-3m 2-3m 2-3m vending areas per side 3-3.5m each 3m each 3.5m each Travel lanes (width) Median, where provided 2 to 4m (required when more than one travel lane per direction) None 2m 2m 2 to 4m (required when more than one travel lane per direction) 2.5m Parking lane, where provided Transit Lanes and stops 7.6m without stops 11.6m with stops 0 Adapted from: AASHTO (2011), ITE (2010) and ITDP (2011) 7.6m without stops 11.6m with stops 3m per bus bay 2-3m 3-3.5m each None 2m 0 PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 144 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank Figure 6.5 Sample Cross-Sections Major Urban Street – 2 Lanes (24m ROW) P 2m 5 2m 3.25m 2.5m 2m Note: Parking areas can be replaced with bus stops, merchant space, sidewalks or green space. Major Urban Street – 4 Lanes (31m ROW) P 2.5m 1.5 2m 2m 6.5m 2m 6.5m m 2m 2m 1.5 2.5m Note: Parking areas can be replaced with bus stops, merchant space, sidewalks or green space. PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 145 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti Major Urban Street – 4 Lanes with reserved bus lanes (35m to 40m ROW) P 2m 2m 3m 3m 3m 2m 2.5m IDB In-Amer Development Bank Note: Where bus stops are provided, the ROW should be widened by a further 4 to 6m. Parking areas can be replaced with bus stops, merchant space, sidewalks or green space. 6.4.4 MARKETS AND MERCHANTS Merchants and markets play an important role in the region's economy and to provide goods and services. Many are attracted to major streets and tap-tap/bus stops due to the number of potential clients. As such, they will not disappear but better management is required to ensure transport safety and better operational conditions on major streets. The following recommendations are made concerning markets and merchants: → Upgrade existing markets and provide new markets in well-located areas to attract this activity away from major roads. → Provide space for street merchants along major streets, where possible. The space provided between the sidewalk and the travel lanes along major roads to accommodate merchants as shown in the typical cross-sections in figure 6.5. This has the added advantage of further separating pedestrians away from the travel lanes and increasing their comfort. The construction of stalls that reduce the visibility of sidewalks should be proscribed. Merchants and vendors should be informed and trained on the proper location of stands to maximize transport safety. This will be a continual process that will need to be implemented by the MTPTC and local communes. 6.4.5 MOTORCYCLES Empirically, the number of motorcycles has increased drastically in the past years. Although for some an outright ban would be desirable, motorcycles have a number of advantages (greater mobility, low cost, use of less road space than cars for the same number of passengers, fast point to point travel during peak periods, provide fast access to rural areas, provide income for owners if used as moto-taxis) and disadvantages (higher pollution although less than cars and trucks, decreased use of bicycles, transit and cars, use of sidewalks in congested areas, decreased road safety, difficulty to regulate). The increase in motorcycle travel is less desirable and efficient than walking, cycling and transit, but more so than travel by private car. Therefore, the following recommendations are made: → The development of active transportation and transit services can help alleviate the increase in motorcycle use. PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 146 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank A motorcycle ban from certain parts of urban areas or at the same times will be very difficult to enforce. A number of Chinese cities (which have high enforcement capabilities) have tried this unsuccessfully (ITDP, 2009). It is therefore, not recommended to ban motorcycles outright, but rather work on tariffs, licencing fees and safety regulations. A review of motorcycle import tariffs could be revised to reduce the number of motorcycles, although care should be taken because of the important role of motorcycles in rural mobility or encourage older more polluting models to stay on the road. Ideally, this would be done in conjunction with other import duties. This could also be done through licensing fees. → One of the major inconveniences of motorcycles is their use of sidewalks, bicycle facilities or pathways to avoid congested areas. This might be expected, to a lesser extent in rural areas where lower-speed motorcycles and scooters might use pathways to avoid travelling along high-speed roads. This will need to be managed though the use of physical measures rather than only relying on enforcement. The use of bollards, trees, gates, low fences and other physical separators can be used to restrict access to walking and cycling facilities. Since they are not ideal for cyclists that need to slow considerably, they should be avoided in areas where there is less risk of use by motorcycles. This has the added advantage of restricting vehicle parking on sidewalks. Regular inspection and maintenance will be required to ensure these are not removed. Low-fence separating bicycle path Motorcycles using sidewalks HOSTA Source: People for Bikes. 6.4.6 MOVEMENT OF GOODS AND ACCESS TO PORTS The following measures are recommended for the transportation of goods: → The development and improvement of the road network in the urban centers of Cap- Haïtien and Ouanaminthe will allow quicker access to the Port and the Dominican Republic. → The PIC's improved eastern gate will allow improved access to and from the east. → Planned interventions of the RN1 and the RN3 will allow trucks to travel from the study area and Port-au-Prince and its larger port. PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 147 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Ameri Development Bank Urban plans should encourage warehouses, transshipment and distribution centers to be located outside the center of cities, such as Cap-Haïtien, where streets are not properly adapted for large vehicles, notwithstanding loading and unloading areas. → Measures should be considered to develop a Haitian logistics industry to provide services to major goods generators (trucking, warehouses, etc.). Ideally, truck movements can be done outside of peak periods to reduce travel demand. That said trucks do not represent a large percentage of the overall traffic. PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 148 e Haut-du-Cap R Plan de mobilité durable Corridor de développement du nord - Haïti (corridor Cap-Ouanaminthe) Sustainable Mobility Plan - Northern Development Corridor - Haiti (Cap-Ouanaminthe Corridor) IDB Inter-American Development Bank A VILLE Ajout de voies de desserte / TOWN Add a service road B Cormier VILLE Nouveau pont / New bridge Labadie TOWN Élargissement de la route existante / Widening existing roadway Baie du Cap-Haïtien Bay C VILLE 土 Port international du Cap-Haitien/ Route de contournement / Cap-Haitien International Port TOWN Bypass NON-RECOMMANDÉ NOT RECOMMENDED Cap-Haïtien VILLE Situation actuel / aitien Aéroport international Quartier-Morin TOWN Current situation Carrefour Grande Rivière du Nord River Augmentation du nombre de voies ou construction d'une route locale / Add new traffic lane or construction of service road Milot Amélioration de la RN1 / Improvement RN1 Plaine- du-Nord RN3 améliorée / Improved RN3 Légende / Legend RN RN Rivière Commerco Limonade Limonade Universte Roi-Henri-Christophe University RN 6 EKAM Сальноо Parc Industriel de Camcol Caracol Industrial Park Caracol Trou-du-Nord Trou-du-Nord Milot Nouveau segment non-prioritaire / Non-priority new segment Parc des Trois-Baies Park Route nationale / National Road Route collectrice / Collector Road Développement du réseau routier national / Development of the National Road Network Grande-Rivière-du-Nord Sainte-Suzanne Département du Nord-Est / North-East Department Département du Nord / North Department Améliorations aux routes rurales / Rural Road Improvements Développement d'une trame de rue urbaine - Alignement conceptuel / Dévelopment of a Street Grid - Conceptual alignment Développement d'une trame de rue urbaine - Alignement à déterminer/ Dévelopment of a Street Grid - Alignement T.B.D rande-Rivière-du-Nord Augmentation du nombre de voies (1 à 2 par direction) / Add New Traffic Lane (1 to 2 per direction) 2km Figure 6.6 Rivière T Crou-ou-Nord Riv Sainte-Suzanne Lien alternatif à la RN6 / Secondary road to RN 6 Réseau routier régional proposé en 2040 / Proposed Regional Road Network in 2040 141-15934-00_Fig6-9_RegRoadNet2040_20150408.ai Terrier-Rouge Terrier-Rouge Grand-Bassin Phaëton Baie de Fort-Libérté Bay 2 Fort-Libérté RN 6 Fort-Libérté Rivière Marion River Perches Perches Acul-Samedi Dérac Rivière Lamat Avel - Ferrier Ouanaminthe Nouveau lien vers Hinche / New link towards Hinche Ferrier N N République Dominicaine Dominican Republic Pepillo Salcedo Ouanaminthe Marché- Binational- Market WSP Dajabón Rivière Massacre River En partenariat avec: In collaboration with : IBI DAA Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank 6.5 INSTITUTIONS Institutions are an integral part of implementing the recommendations of this plan and operating a multimodal transportation system. Many physical measures cannot be effectively implemented without institutional strengthening (for example: land-use controls are integral to achieving a good access management policy). As mentioned in section 6.1.4, a general reinforcement of governmental, non-governmental and private organizations is also required in parallel to these planning related recommendations. 6.5.1 REGIONAL URBAN AND TRANSPORT PLANNING AGENCY The integration of urban planning with multimodal transportation planning is a key element to ensure the success of this plan. Elsewhere, these functions are often segmented into different silos separated by mode and by role (urban planning, zoning, transit, active transport, roads, ports, airports, etc.). This leads to competing interests and poor planning (UN-Habitat, 2013a). There have been discussions to create the "Authorité d'aménagement du Nord et du Nord-Est (AANNE)”, which would coordinate planning within the region. The implementation of such an agency is an opportunity to also integrate multimodal transport planning within this agency. The geographical scope could cover the study area and also communes to the west of Cap-Haïtien (Vaudreuil, Limbé, etc.). This new authority would coordinate closely with existing communes and ministries. Since transit services also face the same regional challenges, the oversight of transit would be a logical next step. In addition, this agency could provide technical expertise to local communes for the development and application of policies (urban plans, active transport, access management and others). There is also a need to better coordinate transit services throughout the region. Oversight by a regional planning organization would allow for better coordination. Specifically responsibilities would include: → Strategic planning and policy: Π Regional urban planning. Multimodal regional transport planning (roads, transit, active transportation, freight). Ensure coherence of local plans and projects with a regional vision. → Regulations and oversight: Work with ministries to adopt national regulations (traffic, safety, etc.). Application of transport regulations (vehicle conditions, etc.). → Coordination: Coordinate with the MTPTC on the management of the RN6. Coordinate with local communes on various projects. → Transit services: Π Π Establish transit fares and minimal service standards by route. The responsibility for establishing transit fares could also fall under its jurisdiction (currently under the Ministry of social affairs and labor, MAST). Develop criteria and training for admitting individual vehicle owners, drivers and employees. Establish which corridors and routes will be served. Manage and operate the region's transit infrastructure including bus stops, transit stations and bus reserved lanes. Operators would be charged fees for the PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 150 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Americ Development Bank maintenance of these facilities (current model used by an owner's association of intercity transit service from Port-au-Prince to the south). Technical expertise: provide technical expertise to local communes on various transport and land-use subjects. This agency will need appropriate human and financial resources to achieve its objectives. It will be difficult to implement a regional plan unless transport funding flows through this agency. It will be a challenge since this will require the repatriation of numerous responsibilities from existing ministries and departments (CIAT, MPCE, MTPTC, MAST, etc.). 6.5.2 ΜΑNAGEMENT OF NATIONAL ROADS The RN6 crosses the study area and serves national, regional and local functions since it is used for the transport of people and goods for international, inter-departmental and local trips. These requirements can be conflicting at times. At a minimum, the following changes should be made: → Consideration of transit and active transportation in all projects. → Application of access management along the corridor (currently under the SGU unit within the MTPTC). → Development of transit and active transport infrastructure along the corridor (pedestrian crosswalks, pathways, bus stops, etc.). Alternatively, the MTPTC could delegate its authority to plan the corridor to the regional planning agency, while still being responsible for operations, management and maintenance. 6.5.3 INTERNATIONAL ORGANIZATIONS The use of external investments is an opportunity to influence organizational changes. The construction of externally funded infrastructure could be used to bring about reforms. International investments should also follow/consider local policies, such as urban plans once adopted (for example, when choosing a location for a new school). 6.5.4 PRIVATE SECTOR The development of the transport services, construction and professional services industries should also be encouraged in parallel to the development of the public sector. This will require multiple interventions from education policy, taxation, procurement, tariffs and other spheres. 6.5.5 ENFORCEMENT CAPABILITIES Positive measures to promote sustainable travel are not sufficient, appropriate regulations and their enforcement will also be required. This includes: → Developing specialized traffic safety police units within existing police departments in larger communes. This type of specialized unit also exists within Port-au-Prince. Their main role would be to apply traffic and safety regulations. These specialized units should also be responsible for investigating accidents, in parallel with an accident reporting system. This will require specialized training and the development of a central database. This information should be relayed to local authorities and the MTPTC to assess whether improvements can be done and prioritize future projects. → A specialized vehicle inspection unit will also be required to inspect vehicle conditions, passenger overcrowding and other unsafe conditions. PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 151 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank The regional planning agency can also play a role in enforcing transit regulations (standards, use of stations, use of bus stops, etc.). 6.5.6 DEVELOPMENT OF TRANSPORT GUIDELINES Haiti has few standards and guidelines for transport infrastructure and transport service standards. These standards can be inspired from international examples, while accounting for elements that are specific to the Haitian context. As with other elements, these standards will evolve and be completed over time. This will also require establishing committees to recommend and adapt standards and guidelines over time with representation from various organizations. The development of these guidelines is a good opportunity to also combine them with training of Haitian professionals, while also monitoring the implementation. These will need to cover various topics and the entire project lifecycle (planning, design, construction, operations, maintenance and monitoring): → Road and street infrastructure and signage (lane markings, signage, geometry, infrastructure, specific treatments, etc.). → Active transport (infrastructure and signage). → Transit infrastructure (stations, bus stops, pedestrian access, etc.). → Transit service standards. 6.5.7 PROFESSIONAL TRAINING Of course, this will require the continued support improvement and development of training programs at all-levels from technical courses to university level training to train professionals, managers, maintenance and construction workers and drivers. The development of professional training is an opportunity to better train professionals on the importance of active transportation and transit in the development of projects. The management of the region's transport infrastructure will require additional training of professionals and other staff in ministries, departments and communes by using existing materials and adapting them to the Haitian context, such as: → The International Road Assessment Programme's (IRAP) Road Safety Toolkit; Access Management Guidelines; → Pedestrian and Cycling Planning Facilities (e.g. FHWA's Pedestrian Safety Action Plan Webinars); → Transport infrastructure maintenance; → Transport and land-use planning introduction; Development and implementation of traffic calming measures; → Driver training; Vehicle inspection training; → And others. Certain professionals should be proficient enough to give these training sessions to others. Infrastructure standard training done in conjunction with the planning and implementation of applicable measures would be more beneficial than classroom training. PROJECT No 141-15934-00 | October 13, 2015 | v5.0 WSP 152 Inter-American Development Bank Sustainable Mobility Plan – Northern Development Corridor – Haiti IDB In-Amer Development Bank 6.6 COST ESTIMATION AND PHASING OF MEASURES A detailed cost estimate and phasing of projects is available in appendix G. 6.6.1 COST ESTIMATION Preliminary high-level capital costs were estimated for the measures of the plan. These are based on typical general construction costs in Haiti in 2015 US dollars (per km, per station, per structure, etc.). Estimated long-term capital requirements are estimated at approximately $US 365 M. These will not necessarily be financed by the IDB. The breakdown by type of project (active transportation, transit, national roads and secondary roads) and by phase (short- [2015-2020] and long-term [2020-2040]) is shown in figure 6.7. Figure 6.7 Breakdown of Capital Costs 250 000 000 $ Total Cost (USD 2015) 200 000 000 S 150 000 000 5 100 000 000 $ 50.000.000 $ 05 Active Tranportation National Roads Secondary Roads Transit Infrastructure 2015 to 2040 2015 to 2020 2020 to 2040 Note: there are exclusions to the capital costs shown above. Cost estimation assumptions and details are provided in appendix G. The following elements are not included in the capital costs: → land acquisition and relocation of residents, businesses, buildings, etc. → unusual site conditions (soils, erosion, etc.) → non-transport improvements such as adding electricity distribution or sewers → local projects (improvements to local streets, development of major streets in developing communes) inflationary risks and increase in wages PROJECT No 141-15934-00 | October 1