You are using an outdated browser that does not fully support the intranda viewer.
As a result, some pages may not be displayed correctly.

We recommend you use one of the following browsers:

Full text

Technical Commission VII

roves the
1 change
/hich are
e applied
ver, after
use, it is
letect the
in which
ind hence
| efficient
ig height
om the
almost all
lems of
ration of
used for
s already
ressed on
iques for
| Circuits
ictions on
P., 2008.
in dense
pment of
in Society

International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences, Volume XXXIX-B7, 2012
XXII ISPRS Congress, 25 August — 01 September 2012, Melbourne, Australia
O. Alhusain * * *, Gy. Engedy *, A. Milady ©, L. Paulini *, G. Soos*
? UVATERV Engineering Consultants C.C. Ltd., H-1537 Budapest 114, P.O. Box 453/421, Hungary,
engedy@uvaterv.hu, paulini@uvaterv.hu, soos@uvaterv.
® Budapest University of Technology and Economics, H-1111 Budapest, Muegyetem rkp. 3, Hungary,
* Railroad Project Execution and Management Board, P.O. Box 82376 Swani Road, Tripoli, Libya
KEY WORDS: Urban, Planning, City, Imagery, Aerial, Satellite, Multitemporal
Tripoli, the capital city of Libya is going through significant and integrated development process, this development is expected to
continue in the next few decades. The Libyan authorities have put it as their goal to develop Tripoli to an important metropolis in
North Africa. To achieve this goal, they identified goals for the city's future development in all human, economic, cultural, touristic,
and nonetheless infrastructure levels. On the infrastructure development level, among other things, they have identified the
development of public transportation as one of the important development priorities.
At present, public transportation in Tripoli is carried out by a limited capacity bus network alongside of individual transportation.
However, movement in the city is characterized mainly by individual transportation with all its disadvantages such as traffic jams,
significant air pollution with both carbon monoxide and dust, and lack of parking space.
The Libyan authorities wisely opted for an efficient, modern, and environment friendly solution for public transportation, this was to
plan a complex Metro Network as the backbone of public transportation in the city, and to develop and integrate the bus network and
other means of transportation to be in harmony with the planned Metro network. The Metro network is planned to provide
convenient connections to Tripoli International Airport and to the planned Railway station. They plan to build a system of Park and
Ride (P+R) facilities at suitable locations along the Metro lines.
This paper will present in details the planned Metro Network, some of the applied technological solutions, the importance of
applying remote sensing and GIS technologies in different planning phases, and problems and benefits associated with the use of
multi-temporal-, multi-format spatial data in the whole network planning phase.
Planning of the Tripoli Metro Network was carried out for the
first time in the period of 1984-1990. However, the revision of
that original plan was done from scratch producing almost new
plan. The new plan presented into this study took into
consideration the city topography, its future development plans,
population growth figures both in numbers and in distribution,
and trends of age and occupations, future transportation
demands were estimated until the year 2025. Accordingly
Tripoli Metro Network was proposed to be consisting of three
lines A (green), B (red), and C (blue) crossing the city from east
to west and from north to south with good coverage of the inner
parts of the city, with a total of transportation length of 99.5 km,
and a total of 72 stations, the total length of the network
including service sections will be 106 km. Figure 1, shows the
schematic representation of Tripoli Metro Network, while figure
2, shows the layout of the Network.
Beside the generic elements of the planning process, the
revision study dealt with many areas related to the planning
process. Computer aided design of the project can't be carried
out efficiently without the use of digital format displaying as a
substitution to the classical planning hardcopy base maps.
Digital spatial data usually is casted into one of two formats,
either vector or raster format. Taking into consideration that

* Corresponding author.
vector digital maps of the project site were unavailable, so
planners of the project at UVATERV (acronym of the capital
letters of Üt VAsüt TERVezés, Hungarian words meaning Road
and Railway Planning) opted to carry out their studies and
analysis on raster format digital maps (digital imagery).
Planning activities in the original planning study of the period
1984-1990 were conducted using hardcopy maps provided by
the contracting Libyan Railroad Project Execution and
Management Board (RPEMB). The provided maps were
prepared by the Polish POLSERVICE-WADECO in the period
of 1979-1981. Production of the maps depended on 1:15000
scale aerial photographs, where aerial photography was carried
out in the same period of 1979-1981. The datum of the mapping
system is the ELD79, the projection system was the Transverse
Mercator's 7th zone. The Mediterranean Sea Mean Level was
chosen as an elevation datum. The analogue aerial photographs
were data captured to produce 1:1000 and 1:5000 scale map
segments. Content of these map segments includes buildings,
fences, roads, earth roads, paths, and field forms.
Legal and administrative borders and some lines of the surface
infrastructure were shown on these map segments. In non-urban
areas 2 m interval contours represented, on the other hand in
urban areas tagged elevation points can be found. Map keys
provide reference to land use, buildings, and vegetation.