REHABILITATION OF QABATIA – ARAB AMERICAN UNIVERSITY OF PALESTINE – JENIN STREET Graduation project ІІ 1 1 CONTENTS: Project description Methodology Data Collection Traffic Analysis Geometric Design Pavement Design Intersection Design Traffic Control Devices Bill Of Quantities Conclusion & Recommendation 2 CH 1 PROJECT DESCRIPTION 1.1 Location The street extends from Qabatia (West) to the AAUP (East), and lies in the north of Jenin governorate as shown in the next slide. 3 Figure 1.1 : Geographical Map for The Intersection 4 1.2 OBJECTIVES OF THE PROJECT It is intended to improve the capacity and serviceability of the street through providing the required geometric, traffic, and pavement enhancing designs. 5 6 Segment 1 Segment 2 Length 3.0 Km 2.8 Km Pavement Condition Poor Poor Traffic Devices None None # of Lanes Each of 3.6 m 2 2 Shoulders, Medians None None Current LOS A D Width 7.2 m 7.2 m 1.3 General Information 7 Figure 1.2 (a) : Alligator Cracks Figure 1.2 (b) : Longitudinal Cracks CH 2 METHODOLOGY 2.1 STANDARDS AND SPECIFICATIONS AASHTO (For pavement and geometry design) HCM (For traffic analysis) MUTCD (For traffic control devices) 8 2.2 SOFTWARE PROGRAMS Civil 3D (For geometric and pavement design) HCS (For traffic analysis) 9 2.3 DATA COLLECTION Traffic count Inventory Study Maps Markets 10 2.3.1 DESIGN SPEED Determined the design speed to be 80Km/h The design speed is determined due the classification and nature of the study area 11 2.3.2 LEVEL OF SERVICE Determined the desired LOS to be C The road is rural collector of class II 12 2.4 PROJECT DESIGN CONSTRAINTS Difficulties in getting surveying. Expansion and growth rate information of students and cars attending AAUP. Getting soil samples from site. Some of the existing buildings encroach the master plan of the street, and thus minimize the right of way of the street and hinders the geometric design process. 13 CH 3 DATA COLLECTION 3.1 DATA COLLECTION AND SITE VISIT The very first step in every engineering project is to visit the place of the problem that needs to be solved, and gather general information that may guide to the problem causes. 14 DATA COLLECTED: Master Plan – From the Ministry of public works. Growth rates in the study area – From AAUP. Estimated future Population Is 25000 person. 5 hours of intersection count including the whole work time. Costs of execution 15 3.2 TRAFFIC STUDY This is a major step to start analyzing the situation to get into the problem. 16 Table 3.1 : Traffic Count Results 17 PH PHV (veh/hr) PHF DHV (veh/hr) First Segment 1-2 pm 106 0.82 130 Second Segment 7:45-8:45 am 691 0.86 813 Intersection 7:45-8:45 am 1015 0.89 1141 Table 3.2 : Vehicles Classification PC TAXI MINIBUS BUS TRUCK OTHERS TOTAL 3182 413 120 66 230 111 PERCENTAGE 77.2% 10% 2.9% 1.6% 5.6% 2.7% CH 4 TRAFFIC ANALYSIS Analysis will be in two stages: Segment 1 Segment 2 Each segment will be analyzed as existing and future conditions. Since the street is of CLASS ІІ, PTSF governs. 18 Table 4.1 : LOS Criteria for Class ІІ streets Figure 4.1 : Street’s Master Plan with Details 19 Segment 1 ( Existing condition ) The terrain is level, with length equals 3040 m and right of way = 12 m. First, we need to determine all the required input data from data collected and tables of HCM, then adjust them with the equations. We get that: The shoulder width is 1m and the lane width is 3.6 m, so fLS = 4.2 Km/h. There are 6 access points, while the length of segment is approximately 3 Km, so fA = 1.33 Km/h. 20 Percent of no-passing zones is about 60% of the total segment. Vd = 60 veh/h, VO = 46 veh/h, PHF = 0.82. PT = 7.2%, PR = 0%, so ET = 1.1. 21 Figure 4.2 : Input Data Figure 4.3 : Output Data 22 Comments: The resulted LOS ( A ) was absolutely reasonable; it was predicted to be A since the volume is currently very light. 23 With the same procedure we get that: Segment 1: Existing condition LOS: A Future condition LOS: B Although the increase of number of vehicles, it will still serve as two-lane highway for 20 years with LOS B, which is great. 24 25 Figure 4.4 : Future LOS for Segment 1 Segment 2: Existing condition LOS: D Since the LOS result was worse than desired LOS after 20 years (C; From AASHTO), the two-lane highway will turn into a multilane highway in future analysis and design. Future condition LOS: B The result is satisfying. 26 Figure 4.5 : Current LOS for Segment 2 Figure 4.6 : Future LOS for Segment 2 27 CH 5 GEOMETRIC DESIGN 5.1 Horizontal Alignment Design Criteria In the design process, the center line was laid out using Civil 3D program, and then curves were designed such that the radius of designed curves is not smaller than the minimum required radius. 28 5.1.1 Design Speed The preliminary design speed was chosen to be 80 km/h, but a reduction of this speed at some curves is needed because of the limited right of way, and existence of some sharp horizontal and vertical curves. 29 30 Table 5.2 : Design Speeds in terms of Terrain & Type of Roadway 5.1.2 Super Elevation For roads located in rural areas with no snow or ice, a maximum super elevation rate of 6% is generally used based on AASHTO (2011). 5.1.3 Side Friction Factor The coefficient of side friction (fs) is the friction force divided by the mass perpendicular to the road surface. For design speed of 80 km/h, the (fs) is (0.14) based on AASHTO (2011). 31 32 Table 5.2 : Coefficient of Side Friction for Different Design Speeds 5.1.4 Minimum Radius The minimum radius is the limiting value of curvature for a given design speeds. The minimum radius can be calculated by the following equation: 33 So the minimum radius of the horizontal curves for design speed of 80 km/h equals 252 m. All curves in the road satisfy the minimum value of radius as shown in the next slide. 34 5.2 Horizontal Curves In order to connect straight tangent sections of roadway with a horizontal curve, several options are available. The most suitable option is the simple curve, which is just a standard curve with a single constant radius that satisfies the design speed of the road. 35 36 Table 5.3 : Horizontal Curves Radius 37 Figure 5.1 : Example on Horizontal Curves 5.3 Vertical Alignment The vertical alignment of a highway consists of straight segments of highway known as grades connected by vertical curves. Vertical Curves A vertical curve provides a transition between two slopes roadways, allowing the vehicle to cross the elevation rate change at a gradual rate rather than a sharp cut. There are two types of vertical curves: sag curves and crest curves. 38 39 Figure 5.2 : Vertical Alignment (Curves) 5.4 Cross Section Road width should be sufficient to carry the traffic load safely and to meet the design speed of the road. Also, there must be a commitment not to violate private land property surrounding the road. The available ROW in segment 1 of the road is 12 m, and 20 m in segment 2. 40 There are factors that need to be taken into account when selecting the width of the road: • Functional classification of the road • Traffic volume • Vehicle classification • Design speed 41 5.4.1 Travel Lanes Lane width usually varies from 3.0 m to 3.6 m. Based on the factors above and the available right of way, the recommended lane width was chosen to be 3.6 m in both segments. 42 5.4.2 Shoulders Shoulders are contiguous with the travel lanes providing space along the highway for vehicles to stop especially during emergencies. Shoulders width was chosen to be 1.8 m in segment 1, and 2 m in segment 2. 43 5.4.3 Curbs Curbs were used only in the roundabout area because of the small volume of pedestrians on the road. Curbs width was chosen to be 1.5 m in segment 1, and 1.35 m in segment 2. 5.4.4 Side Slopes Side slopes were taken to be 3H:1V to maintain roadside soil stability. 44 5.4.5 Guard Rails In the this road, guardrails are used at sharp curves and sections with high fills as illustrated in appendix H and design sheets. 5.4.6 Retaining Walls Retaining walls were used in the road at stations where high fill values demand the need to support (2 m),briefly explained in appendix H. 45 46 Figure 5.3 : Cross Section for Segment 1 47 Figure 5.4 : Cross Section for Segment 2 CH 6 PAVEMENT DESIGN 6.1 Introduction Pavement design is the major component in the road construction. Nearly one-third of the total cost. Highway pavement is divided into three main categories, flexible, semi-rigid and rigid pavements. Due to the nature of the street area and relevance of the street, a flexible pavement will be designed for. 48 6.2 Structural Components of Flexible Pavement The flexible pavement consists of wearing surface (asphalt layer), base coarse, sub base coarse, and subgrade material as shown below. 49 Figure 6.1 : Structural Components of Flexible Pavement 6.3 Geotechnical Report Analyses The geotechnical report is a tool used to match the site conditions with the design process. Soil Tests Results Along the street area, five samples of subgrade soil have been taken every 1 Km. Each sample weighs 10 Kg, excavated from depth more than 60 centimeters. The following table shows the results of the tests on each sample. 50 Sample No. %finer sieve # 200 Liquid Limit % Plasticity Index Soil Classification CBR Value 1 72 40 16 A-6 4.80 2 65 54 11 A-7-5 8.02 3 56 44 12 A-7-5 8.03 4 51 57 13 A-7-5 9.00 5 47 34 18 A-6 8.75 51 Table 6.1: Soil Tests Results 6.4 Soil Treatment It was intended to improve the strength of the overall pavement using two techniques, rock fill and geotextile. 6.4.1 Rock-Fill It was desired to replace the existing soil with rock material to a certain depth. This depth depends on the size of the material itself, which is practically about 0.80 meter. 52 6.4.2 Geotextile A geotextile is defined as a permeable geosynthetic made of textile materials (see Figure 6.2). The geotextile was placed between the subgrade and rock fill layers as this the most appropriate option due to the nature of the study area. 53 Figure 6.2: Geotextile 6.5 Structural Design AASHTO design method will be used to determine the thickness of each layer. Many factors are considered in AASHTO procedure such as: • Pavement performance • Traffic • Subgrade material • Materials of construction • Environment • Drainage • Reliability 54 6.5.1 Pavement Performance Pavement performance modeling is the study of pavement deterioration throughout its lifecycle and the evaluation in terms of comfort riding. It is assessed using Present Serviceability Index (PSI) indicator PSI = Pi – Pt = 4.5 – 2 = 2.5. 55 6.5.2 Traffic Load In AASHTO design method, the traffic load is determined in terms of the number of repetitions of an 80 KN single axle load applied to the pavement on two sets of dual tires, which is referred to as ESAL. ESAL can be calculated from the following equation: 56 Load Equivalency Factor: Based on vehicles classification, the load equivalency factor is taken from the Ministry of Public Works and Housing ESAL table. The total ESAL is computed as illustrated in the following table. 57 Vehicle Class % Vehicle ESAL Factor % Vehicle ESAL Factor Passenger cars (class A) 87.2 0.0004 0.000348 Taxi van (class B) 2.9 0.02 0.00058 SU 2 axle 4 tiers (class C) 0.506 0.02 0.00010 SU 2 axle 6 tiers (class C) 1.52 0.21 0.00319 Bus (class C) 1.6 0.21 0.00336 SU 3 axle (class C) 5.6 0.73 0.04088 Truck / Trailer (class D) 0.675 0.98 0.006615 Total     0.055073 58 Table 6.2: ESAL Table Growth factor: = / r For both segments, r = 4.19 % … = 30.38. Design Lane Factor: It depends on the number of lanes. For the first segment equals 0.50, for the second one it is 0.45. 59 AADT AADT = / K K = 0.15 for a rural collector road For the first segment: AADT = 106 / 0.15 = 707 veh/day. For the second segment: AADT = 691 / 0.15 = 4607 veh/day. 60 Total ESAL For the first segment ESAL = 0.23106 and for the second segment ESAL = 1.28 106 It is preferable to take ESAL = 1.51106 for all the road. 61 6.5.3 Subgrade Material Rock materials were used as new subgrade material of the site, with Mr equals the minimum of sub base layer's modulus, which equals 17.5 ksi. 62 6.5.4 Materials of Construction Asphalt layer, base coarse material and sub base material are imported to be constructed with specific properties where: , a1 = 0.44 , a2 = 0.14 , a3 = 0.13. 63 6.5.5 Drainage By assuming that the quality of drainage is good, the water is removed within one day, and the percent saturation condition is (5-25) %. The result of drainage coefficient m i for base coarse and sub base equals 1.075. 64 6.5.6 Reliability Reliability of R = 0.90 is considered for a rural collector road. Standard deviation of a flexible pavement is assumed to be So = 0.45. 65 6.5.7 Structural Number (SN) It represents the overall structural requirement needed to sustain the design's traffic loading. Using this equation and the AASHTO design Nomo graph, the results of layers’ thicknesses are as follows: 66 For the first segment: SN for base course SN1 = 1.4 SN for sub base SN2 = 2.13 SN for subgrade SN3 = 2.13 The corresponding thicknesses are as follows: D1 = 2.36 inches = 6 cm … (thickness of asphalt layer) D2 = 8.0 inches = 20 cm… (thickness of base coarse layer) D3 = 0.0 inches… (no need for sub base layer). 67 68 Figure 6.3: First segment layers' thicknesses Legend For the second segment: SN for base course SN1 = 2.25 SN for sub base SN2 = 2.83 SN for subgrade SN3 = 2.83 The corresponding thicknesses are as follows: D1 = 2.75 inches = 7 cm… (thickness of asphalt layer) D2 = 12.0 inches = 30 cm… (thickness of base coarse layer) D3 = 0.0 inches… (no need for sub base layer). 69 70 Figure 6.4: Second segment layers' thicknesses Legend CH 7 INTERSECTION DESIGN 7.1 Introduction An intersection is an at-grade junction where two or more roads or streets cross, whose main function is to provide for the change of route directions. They vary from simple intersections to complex ones. 71 72 Figure 7.1: Existing intersection of the area Segment 1 Segment 2 7.2 Geometric Design The proper geometric design of an intersection improves traffic safety, increase capacity and accommodate all vehicles' movements. There are many factors that have an impact on this process such as: • Design Vehicle: which is WB-19 • Intersection angle: which equals 75 degree • Approach width • Channelization • Allowable speed reduction: the speed at the intersection is 30 Km/hr. 73 7.2.1 Minimum Design Criteria The fundamental objective is to minimize the severity of potential conflicts among different streams of traffic. At the same time, it is necessary to provide for the smooth flow of traffic across the intersection. 7.2.1.1 Corner Radius The corner radius of an intersection pavement should not be less than either the turning radius of the design vehicle or the radius required for the design velocity of the turning roadway under construction. 74 For this intersection, simple curve with taper will be used in design. Since the speed at the intersection is 30 Km/hr (exceeds 20 Km/hr), the radius required for this speed was considered as a minimum criterion.  = 26 m. 75 7.2.1.2 Minimum Pavement Width of the Turning Roadway For this intersection, Case 1 and traffic condition C are considered. Case 1: one-lane, one-way operation with no provision for passing a stalled vehicle Traffic condition C: design vehicle is WB-12, WB-15 or higher. 76 77 Table 7.1: Minimum pavement width of turning roadway From the following table, the minimum pavement width of the turning roadway = 6 m. 7.2.2 Intersection Design The proposed design for this intersection is as shown in the figure below. 78 Figure 7.2: Intersection proposed design Additional right-turn-lane width is added due to high right turn volumes form the east approach to the north approach. Inscribed circle diameter: 47 meter diameter. Central island diameter: 34 meter diameter including the truck apron. Corner radius: multiple values satisfy the minimum required value. Turning roadway pavement width: 6.5 m. Entry and exit width with a minimum value of 4.5 m. Taper length of 54 m with 1:15 slope. 79 Acceleration length of 30 m. Splitter island dimensions: length of 25 m and other dimensions are shown in the figures below. 80 Figure 7.3 (a): Splitter island dimensions 81 Figure 7.3 (b): Splitter island dimensions Details are in Appendix G CH 8 TRAFFIC CONTROL DEVICES 8.1 Introduction They are critical features of traffic control and operation that the designer considers in the geometric layout of such a facility. The potential for future operational efficiency can be significantly enhanced if signs, markings, and signals were treated as an integral part of design 82 8.2 Traffic Signs The functions of signs are to provide regulations, warnings and guidance information for road users. 8.2.1 Regulatory Signs Regulatory signs provide information about road rules and traffic laws. These rules are: Right of way, Speed, Movement, Parking, Pedestrians and Miscellaneous. 83 8.2.2 Warning Signs A warning sign is a type of signs which indicates a potential hazard, obstacle or an unexpected condition requiring special attention. Must be placed sufficiently in advance of the hazard conditions to allow the driver to see the sign. 84 8.2.3 Guidance Signs Guide signs are essential to direct road users along streets and highways, to inform them of intersection routes , and generally to give such information as will help them along their way in the most simple, direct manner possible. 85 8.3 Pavement Markings Pavement markings are any kind of device or material that was used on a road surface in order to convey important information to drivers. 8.3.1 Longitudinal Markings Longitudinal markings are placed along the direction of traffic on the roadway surface, for the purpose of indicating to the driver his proper position on the roadway. They were also provided for separating traffic flow in the same and opposing direction. 86 8.3.2 Transverse Markings Transverse markings are marked across or partly across the road in association with certain traffic control devices, in order to indicate that an immediate action is required by the vehicle operator. The primary types of these markings are stop lines, yield lines and crosswalks. 8.3.3 Word and Symbol Markings Word, symbol and arrow markings serve the purpose of guiding, warning or regulating the traffic as they help in converting the information to the driver. 87 8.4 Application of Traffic Control Devices 8.4.1 Application of Traffic Signs A wide variety of signs will be used in the traffic control process over the street. Each sign will be set on its suitable place as shown in appendix H. 88 Figure 8.5: Examples on Traffic signs 8.4.2 Application of Traffic Markings 8.4.2.1 Application of Longitudinal Markings White longitudinal lines are used at the middle of the road separating between opposing traffic directions, being solid where passing is prevented, broken where passing is permitted, or dotted where tapered acceleration lane exists. Yellow longitudinal lines are used at the right edges of the travel lanes. 89 90 Figures 8.2, 8.3, 8.4: Examples on Longitudinal Markings 8.4.2.2 Application of Transverse Markings Crosswalks are set at the intersection in case of existence of pedestrians. 91 Figure 8.5: Example on Symbol Markings 8.4.2.3 Application of Word and Symbol Markings Arrow markings are set before and on the intersection to show the desired turning path for each approaching vehicle. 92 Figure 8.6: Example on Symbol Markings CH 9 BILL OF QUANTITY AND COST 93 Item Unit Quantity Unit Price ($) Total Price ($) Earthwork Excavation m3 163,320 7.0 1,143,240 Embankment Construction m3 37,975 8.0 303,800 Earthwork 1,447,040 Rock fill, base coarse and geotextile Rock fill m3 75,132 10.0 751,320 Base course m3 24,527 25.0 613,175 geotextile m2 93,915 4.80 450,792 Rock fill, base course and geotextile 1,815,287 Table 9.1: BOQ & Cost Bituminous construction Prime Coat m2 59,800 0.20 11,960 Asphalt (6 & 7 cm depth) m2 59,800 9.0 538,200 Bituminous construction 550,160 Concrete works Concrete shoulder m2 20,600 17.0 350,200 Concrete ditches m2 9,612 23.0 221,076 Concrete works 571,276 94 Miscellaneous Works Traffic Signs No. 50 120.0 4,560 Pavement markings m2 3,812 21.0 80,052 Curb stones m.r 363 18.5 6,716 Guard rail m 1,260 55.0 69,300 Retaining walls m3 7,453 225.0 1,676,925 Miscellaneous Works 1,838,993 Drainage system works Drainage pipes m 92 340.0 31,280 Drainage system works 31,280 Total cost 6,254,036 95 CH 10 CONCLUSION AND RECOMMENDATIONS 10.1 Conclusion The rehabilitation process of the street has gone through several steps. We can sum up the change in both segments as follows in the two next tables: 96 97 Segment 1 Segment 2 Length 3.0 Km 2.8 Km Pavement Condition Excellent Excellent Traffic Devices All the Needed Signs and Markings All the Needed Signs and Markings # of Lanes Each of 3.6 m 2 4 Shoulders, Medians, etc.. Shoulders and ditch, but no Medians Shoulders and ditch, but no Medians Future LOS B B Width 12 m 20 m Table 8.1: Conclusion of Future Condition 98 Segment 1 Segment 2 Asphalt 6 cm 7 cm Base Coarse 20 cm 30 cm Sub Base - - Rock Fill 80 cm 80 cm Shoulders 1.8 m 2 m Ditch 1.2 m 1.6 m Table 8.2: Conclusion of Future Condition 10.2 Recommendations Both horizontal curves and vertical curves (profile) should be made as flat as practical at intersections where sight distance along either roads is important where vehicles may have to slow or stop. It is necessary to have nearly the same surface elevations at intersections so that there will be no need to change entrances surfaces’ elevations. Layers' materials should be imported with specific properties and tested to achieve the predicted results. 99 The Ministry of Public Works and Housing should fund enough money to achieve all design specifications. The Ministry of Public Works and Housing or the AAUP must take into consideration the new design for the road in all their future projects to attain the maximum benefit and serviceability. 100 THANK YOU FOR LISTENING 101 image6.png image7.jpg image8.jpg image9.png image10.png image11.png image12.png image13.png image14.png image15.png image16.jpg image17.jpeg image18.png image19.png image20.png image21.png image22.png image23.png image24.gif image25.png image28.png image26.png image27.png image29.png image30.png image31.png image34.png image32.png image33.png image35.png image36.png image37.png image38.png image39.png image40.png image41.png image42.png image43.png image44.png image45.png image46.png image47.png image48.png image49.png image50.png image2.png image3.png image4.png image5.png /docProps/thumbnail.jpeg