جامعة النجاح الوطنية

كلية الهندسة و تكنولوجيا 
 المعلومات

An-Najah National University 

Faculty of Engineering and 
Information Technology 

 

 

 

Graduation Project Report I I   

 

 

{ Developing and Using Speed Humps for Power Generation in Nablus 
City}  

 

By  

Aya Aqhash– Reg. No: 11613063 

Aya Rahhal – Reg. No: 11612999 

Huda Saqf Al hait– Reg. No:  11525717  

 Islam Koa– Reg. No: 11610627 

Wesam Rabaya– Reg. No: 11611919 

 

Under supervision of:  
 Dr. Fady Hassouna and Dr. Mahmoud Assad Dwikat 

 

 

 

Submitted in partial fulfillment of the requirements for 
Bachelor degree in Civil Engineering 

 

Fall / spring 2020  

 

 

 



  

 

 

2 

 

 

DEDICATION 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 



  

 

 

3 

 

 

ACKNOWLEDGEMENT 
 قال تعالى: { َيْرَفعِ اللَّهُ الَِّذيَن آَمنُوا ِمْنُكْم َو الَِّذيَن أُوتُوا اْلِعْلَم دََرَجات}.

First and foremost, praises and thanks to the God, the Almighty, for His showers of blessings 

throughout our project work to complete the project successfully. 

We would like to express our sincere gratitude to our advisor Dr. Fady Hassouna for the 

continuous support of our project study for his patience, motivation, enthusiasm, and immense 

knowledge. His guidance helped us in all the time of research and writing of this project. We 

could not have imagined having a better advisor and mentor for our BSc project. He has taught 

us the methodology to carry out the research and to present the research works as clearly as 

possible. It was a great privilege and honor to work and study under his guidance. Sincere 

thanks also to Eng. Reema Al-Nassar and Dr. Khaled Al-Sahili from the Department of Civil 

Engineering for their valuable and constructive help and suggestions. 

Besides our advisor from the Department of Civil Engineering, we would like to thank our 

supervisor, Dr. Mahmoud Al-Assad, from the Department of Mechanical Engineering, for his 

assistance and support. Sincere thanks also to Eng. Loqman Herzallah from Department of 

Mechanical Engineering, Eng. Suleiman Al-Daifi from the Department of Industrial 

Engineering, and Eng. Musab Aurduniah for their valuable and constructive help and 

suggestions. Also, a special thanks go to technicians Eng. Abdul Moeen Douglas and Eng. 

Monem Al-Masry who helped us to use all required equipment and the necessary materials to 

complete this task. 

Furthermore, we are very grateful to the North Electricity Company, Nablus Municipality, and 

Masadar Company, for their support and continuous assistance to us, in addition to the facilities 

they provided to us and for the information necessary to continue and facilitate our research 

work. 

This journey would not have been possible without the support of our professors, mentors, and 

friends. So, our thanks go to all the people and colleagues, who have supported us to complete 

the research work directly or indirectly. 

Last but not the least, we also thank our family who encouraged us and prayed for us throughout 

the time of our research. 

 



  

 

 

4 

 

 

DISCLAIMER 
 

This report was written by students: Aya Abd Aljabbar, Aya Rahhal, Huda Alhait, Islam 

Koa and Wesam Rabaya at the Civil Engineering Department and Mechanical 

Engineering Department, Faculty of Engineering and Information Technology, An-Najah 

National University.  It has not been altered or corrected, other than editorial corrections, 

as a result of assessment and it may contain language as well as content errors. The views 

expressed in it together with any outcomes and recommendations are solely those of the 

students. An-Najah National University accepts no responsibility or liability for the 

consequences of this report being used for a purpose other than the purpose for which it 

was commissioned. 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 



  

 

 

5 

 

 

TABLE OF CONTENTS 

TABLE OF CONTENTS ........................................................................................................... 5 

LIST OF FIGURES................................................................................................................... 7 

LIST OF TABLES ..................................................................................................................... 8 

LIST OF ABBREVIATION ...................................................................................................... 9 

ABSTRACT ............................................................................................................................. 11 

1 INTRODUCTION ........................................................................................................... 12 

1.1 GENERAL BACK GROUND .............................................................................................. 12 

1.2 SPEED HUMPS............................................................................................................... 12 

1.2.1 Types of humps: ................................................................................................... 13 

1.2.2 The future of speed humps in Palestine ............................................................. 15 

1.3 SOLAR PANEL SYSTEM .................................................................................................. 15 

1.4 OBJECTIVES .................................................................................................................. 17 

1.5 LITERATURE REVIEW .................................................................................................... 18 

1.5.1 Piezoelectric: ........................................................................................................ 18 

1.5.2Thermoelectric: ....................................................................................................... 19 

1.5.3 Mechanical: ......................................................................................................... 20 

1.5.4 Hydraulic: ............................................................................................................ 21 

1.6 SIGNIFICANCE OF THE PROJECT ................................................................................... 21 

1.7 STUDY AREA .................................................................................................................. 22 

1.8 APPROACH .................................................................................................................... 23 

1.9 REPORT STRUCTURE ..................................................................................................... 24 

2 METHODOLOGY ........................................................................................................... 25 

2.1 DATA COLLECTION ........................................................................................................ 25 

2.2 GIS MAP PREPARATION ............................................................................................... 25 

2.3 PERFORMING TRAFFIC VOLUME STUDY ....................................................................... 26 

2.4 SETTING CRITERIA AND STANDARD .............................................................................. 26 

2.5 SPEED HUMPS DESIGN ................................................................................................. 27 

2.6 ANALYSIS OF ECONOMIC FEASIBILITY STUDY .............................................................. 27 

2.7 DESIGN ALTERNATIVE .................................................................................................. 28 

2.8 PROJECT CONSTRAINTS ................................................................................................ 29 

3 DATA COLLECTION ..................................................................................................... 30 

3.1 TYPE OF COLLECTED DATA .......................................................................................... 31 

3.1.1 Reconnaissance Visit ........................................................................................... 31 

3.1.2 Collection Maps and Information ...................................................................... 36 

3.1.3 Speed Humps Coordination ................................................................................ 37 

3.1.4 Traffic Volume .................................................................................................... 39 

4 DATA ANALYSIS ........................................................................................................... 45 

4.1 VOLUME STUDIES ......................................................................................................... 45 

4.1.1 Introduction ......................................................................................................... 45 

4.1.2 Purpose of Traffic Volume Study ....................................................................... 45 



  

 

 

6 

 

 

4.1.3 Study location and Methods ................................................................................ 46 

4.1.4 Duration of Counting .......................................................................................... 46 

4.2 ILLUSTRATIVE EXAMPLE .............................................................................................. 55 

4.3 DESIGN VEHICLE .......................................................................................................... 59 

4.4 SPEED HUMPS............................................................................................................... 63 

5 SPEED HUMP DESIGN ................................................................................................ 67 

5.1 DEFLECTION CALCULATIONS: ....................................................................................... 68 

5.2 MECHANICAL SYSTEM SPECIFICATIONS ....................................................................... 73 

5.2.1 Specification of Gears ......................................................................................... 73 

5.2.2 Specification of springs ....................................................................................... 75 

5.3 SPECIFICATION OF PULLEYS AND BELT ........................................................................ 77 

5.4 ENERGY CALCULATIONS: .............................................................................................. 78 

5.5 LARGE VEHICLE PROBLEM ............................................................................................ 78 

5.6 MAINTENANCE: ............................................................................................................ 80 

5.6.1 Gears: ................................................................................................................... 80 

5.6.2 Springs: ................................................................................................................ 81 

5.6.3 Belt: ...................................................................................................................... 82 

5.7 PREDICTED STRUGGLES AND SOLUTIONS FOR THE MECHANICAL SYSTEM: ................... 82 

5.8 DESIGN OF SOLAR PANEL .............................................................................................. 84 

5.9 BATTERIES .................................................................................................................... 85 

6 ECONOMICAL FEASIBILITY STUDY ....................................................................... 88 

6.1 INTRODUCTION ............................................................................................................. 88 

6.2 MARKET SURVEY: ......................................................................................................... 88 

6.3 TECHNICAL STUDY: ....................................................................................................... 89 

6.3.1 Initial Cost Estimation ........................................................................................ 89 

6.3.2 Revenues. ............................................................................................................. 94 

6.4 ECONOMIC ANALYSIS .................................................................................................... 96 

6.4.1 Net Cash flow ....................................................................................................... 96 

6.4.2 Present-Worth Analysis (PW) ........................................................................... 101 

6.4.3 Internal Rate of Return (IRR): ......................................................................... 102 

6.4.4 Benefit Cost Ratio (B/C): .................................................................................. 102 

6.4.5 Payback Period (np) .......................................................................................... 103 

6.4.6 Capital Recovery (CR): ..................................................................................... 104 

6.5 ECONOMIC ANALYSIS FOR DESIGN ALTERNATIVES .................................................... 104 

7 CONCLUSION AND RECOMMENDATIONS .......................................................... 105 

7.1 CONCLUSIONS ............................................................................................................. 105 

7.2 RECOMMENDATIONS ................................................................................................... 106 

REFERENCES .......................................................................................................................... 107 

 

 

 

 

 



  

 

 

7 

 

 

 

 

 

LIST OF FIGURES  

Figure 1.1 Different common type of humps ........................................................................... 14 

Figure 1.2 On grid system ........................................................................................................ 16 

Figure 1.3 Off grid system ....................................................................................................... 16 

Figure 1.4 The central location of Nablus city in West Bank .................................................. 22 

Figure 1.5 The central location of Nablus city in Nablus governorate .................................... 23 

Figure 1.6 Report structure of the project ................................................................................ 24 

Figure 3.1 Nablus city neighborhoods ..................................................................................... 33 

Figure 3.2 Nablus city zones .................................................................................................... 34 

Figure 3.3 Nablus city zones .................................................................................................... 35 

Figure 3.4 The form of monitor coordination humps ............................................................... 38 

Figure 3.5 Counting location in Nablus city . .......................................................................... 40 

Figure 3.6 Graph Shows The Number Of Vehicle And Growth Rate ..................................... 44 

Figure 3.7 Counting location in Nablus city …………………………………………………………………………………..51 

Figure 4.1 Relation between ph and adt on rural arterials ....................................................... 49 

Figure 4.2 Percentage of vehicles. ........................................................................................... 59 

Figure 4.3 The percentage of car license for the years 2017 and 2018. ................................... 60 

Figure 4.4 Vehicle dimension. ................................................................................................. 61 

Figure 4.5 Vehicle dimension. ................................................................................................. 63 

Figure 4.6 Number of speed humps in each zone. ................................................................... 65 

Figure 4.7 Speed hump view. ................................................................................................... 66 

Figure 5.1 The SPGS by using Solid works. ............................................................................ 68 

Figure 5.2 Speed bump view. ................................................................................................... 69 

Figure 5.3 the first set by using Solid works ............................................................................ 74 

Figure 5.4 Pulleys and belt. ...................................................................................................... 77 

Figure 5.5 Rubber Coil Spring Spacer .............................................................................. 79 

Figure 5.6 Designed to withstand the weight of large vehicles…………………………………………….79  
Figure 5.7 ASTM mechanical properties……………………………………………………………………………..81 

Figure 5.8 Rubber Slides……………………………………………………………………………………………………. 83  
Figure 5.9 Speed bump component to prevent water enter into system………………………………. 83 
Figure 6.1 Cash flow with input data……………………………………………………………………………………97           
 Figure 6.2 Geometric gradient series………………………………………………………………………………….98  
Figure 6.3 Cash flow diagram……………………………………………………………………………………………..99 

 



  

 

 

8 

 

 

LIST OF TABLES  

Table 4.1 PHV , DHV & ADT For Each Speed Hump ........................................................... 50 

Table 4.2 PHV For Speed Hump A29 In Westbound .............................................................. 56 

Table 4.3 PHV For Speed Hump A29 In Eestbound ............................................................... 57 

Table 4.4 Vehicle Model Weight (N) For Different Type Of PC. ........................................... 60 

Table 4.5 Vehicle Dimension ................................................................................................... 61 

Table 4.6 The Number And percentage Of Speed Humps ....................................................... 64 

Table 5.1 Daily produced power from Solar Panel .................................................................. 84 

Table 5.2 Daily produced power from Solar Panel .................................................................. 85 

Table 5.3 the different types of batteries used ......................................................................... 87 

Table 6.1 Components costs..................................................................................................... 90 

Table 6.2 Cost of all batteries in Nablus city ........................................................................... 91 

Table 6.3 Capitalize cost of the total project. ........................................................................... 94 

Table 6.4 Total amount of power generated. ........................................................................... 95 

Table 6.5 Annual Revenue ....................................................................................................... 95 

Table 6.6 Cash flow inflows and outflows ............................................................................... 98 

Table 6.7 Net cash flow. ......................................................................................................... 100 

Table 6.8 Results of Economic Analysis for Design Alternatives………………………………………….  105 

  



  

 

 

9 

 

 

LIST OF ABBREVIATION 

- AADT                   Average Annual Daily Traffic  

- AASHTO              American Association of State Highway and Transportation                                                             

                              Officials   

- AC                         Alternating Current                                                   

- ADT                      Average Daily Traffic 

- AISI                      American Iron and Steel Institute 

- ASME                   American Society of Mechanical Engineers 

- ASTM                   American Society for Testing and Materials 

- DC                         Direct Current 

- DHV                      Design Hour Volume 

- DIP                        Direct In-line Package 

- DOD                      Depth of Discharge  

- FHWA                   Federal Highway Administration 

- GIS                        Geographic Information System  

- GPS                       Global Positioning System 

- HV                         Hourly Volume 

- HPS                       High Pressure Sodium 

- IEC                        Israel Electricity Corporation 

- ITE                        Institute of Transportation Engineers 

- LED                       Light Emitting Diode 

- LPS                        Low Pressure Sodium lights 

- MEF                       Monthly Expansion Factor 

- NO                         Number 

- PC                          Passenger Car 

- PHF                       Peak Hour Factor 

- PHV                      Peak Hour Volume 

- PETL                     National Electricity Transmission Company  

- PV                         Photovoltaic Solar Panels  

- UMT                     United  Motor Trade 

- SH                         Speed Hump 



  

 

 

10 

 

 

- SHGEP                 Speed Hump Generating Electrical Power 

- SMD                     Surface Mounted Diode 

- PV                         Photovoltaic systems 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 



  

 

 

11 

 

 

 

ABSTRACT 

Nablus is one of the largest Palestinian cities, it has a unique location that plays an important 

role in making Nablus vital commercial. In the recent years, the city has witnessed expanded in 

the residential and commercial areas, significant increase in the amount of traffic population, 

and the demand for basic services such as electricity. 

Electricity in one of the most important innovations that makes our life easier. It is used in our 

daily life. There are many sources that are used to generate the electricity, such as fossil fuel, 

solar energy, etc. Nablus city suffers from many problems in the electricity sector in light of 

the political issues especially as it gets a high percentage of its electricity needs from Israeli’s 

occupation. In this project, the possibility of harvesting electric energy from the traffic of 

vehicle on speed humps will be studied for Nablus city. The study will introduce an eco-friendly 

speed hump. 

The methodology in this project includes; collect traffic data such as the coordinates of speed 

humps in the city using GPS devices. Next, use these coordinates to create a GIS map using 

ArcGIS software. In addition, the traffic volume counts were conducted in the city streets in 

order to determine the amount of electricity that can be harvested through the speed humps. 

Then, an electric speed bump design was developed in order to determine the energy and 

environmental impacts of electrical speed bump in the future. For this purpose, an economic 

and environmental feasibility analysis was conducted. 

The results have showed that this could save NIS 742073 of energy consumed costs in street 

lightening and traffic signals during one year. More specifically, this number is almost equal to 

44.66% of energy consumed annually in Nablus city for street lighting. Moreover, the payback 

period and the number of profits within 20 years are 15.5 years and NIS 4 million, respectively. 

However, if the project can be implemented on streets on which the flow is high, which is 14.1% 

of the total humps and 38% of the required energy could be produced. Also, the payback period 

and the number of profits within 20 years are 3.1 years and NIS 5.4 million, respectively. 

Furthermore, significant amounts of greenhouse gas (GHG) emissions could be reduced, as a 

result of reduced electricity production from fuel. 



  

 

 

12 

 

 

1 INTRODUCTION 

1.1 General Back Ground  

Transportation is a non-separable part of any society. It exhibits a very close relation to the style 

of life, the range, location of activities, and the goods, and services which will be available for 

consumption. Advances in transportation has made possible changes in the way of living and 

the way in which societies are organized and therefore have a great influence in the development 

of civilizations.  

Means of transportation have gone through great developments associated with technology 

development. Transportation uses a huge amount of energy, for example, powering our cars, 

boats and planes. The transportation sector consumes a lot of energy in order to serve passengers 

and goods within the transportation system. Most vehicles require fuels like gasoline or diesel 

in order to run smoothly and efficiently. These fuels are derived from primary fuels like crude 

oil or natural gas, which consider as a non-renewable resource.  

Recently, the problem of high energy consumption has arisen. The rapidly growing world 

energy use has already raised concerns over supply difficulties, exhaustion of energy resources 

and heavy environmental impacts. Energy harvesting development has become the source of 

many innovations as hybrid cars, solar panels, wind turbines, etc. 

Energy harvesting, which is the process of extracting energy from the environment or from 

surrounding system and converting it to useable electrical energy became a prominent research 

topic. Generating renewable energy from the roadway infrastructure, which is called roadway 

harvesting, is an innovative idea. In this graduation project, the feasibility of generating 

electricity from speed humps will be determined.  

1.2 Speed Humps 

Since 1953, a great invention came in the world of physics and solved many problems of car 

accidents. Speed humps were back in time and still one of the most innovative ways to reduce 

car speed and protect the driver and the pedestrians from many problems. 

Speed hump is a common traffic calming device that uses vertical deflection to slow down 

vehicles in order to improve traffic safety (Ahmad et al., 2019). 



  

 

 

13 

 

 

Speed humps are sometimes referred to as “pavement undulations” or “sleeping policemen”. 

Geometrically, humps are an elevated profile on the road defined by its base length, height and 

width.  

Speed humps are implemented using various materials. They can be made from asphalt, 

concretes or prefabricated elements (tiles), rubber or plastic components. Furthermore, they are 

typically found on specific place on roadways and parking lots and do not tend to exhibit 

consistent design parameters from one installation to another, depending on type and shape of 

humps. 

Generally, many factors contribute to the road safety improvement. These factors include road 

design, vehicle design, driver education and enforcement. The right hump in the right place 

may improve safety but that doesn't mean all humps make the road safer wherever they're put. 

However, removing some of the humps from the center of cities could help improve traffic flow 

and reduce exhaust emissions. 

1.2.1 Types of humps: 

Speed humps can be implemented in one of the following four shapes: 

1. Speed Bumps: 

Speed bump is an area raised from the road surface in a transverse direction; it is a narrow width 

and sharply inclined profile as shown in Figure 1.1. According to Federal Highway 

Administration (FHWA), the height of which usually ranges between (7 -10 cm) and its travel 

length between (30 -100 cm), So that a car has to slow down to 10 km/hr. to navigate one 

without damage. This format is usually performed on sub-local roads, residential area and in 

parking lots. 

2. Speed Humps: 

Large humps that span the entire width of the road. They look more like a feature of the road 

itself than speed bumps do, as they're covered in asphalt. Also, it is an area raised from the road 

surface in a transverse direction with long width and lower angle of slope as shown in Figure 

1.1. According to (FHWA) the height of which usually ranges between (7 -10cm), but they're 

usually not as tall as speed bumps, also it is length around (3.5-4.5m). So that a car has to slow 

down to 25 to 35 km /hr. to navigate one without damage. This format is usually performed on 

residential local road.  



  

 

 

14 

 

 

From an operational standpoint, speed humps and bumps have critically different impacts on 

vehicles. Within typical residential operational speed ranges, vehicles slow to about 25 to 35 

km/h on streets with properly spaced speed humps. A speed bump, on the other hand, causes 

significant driver discomfort at typical residential operational speed ranges and generally results 

in vehicles slowing to 10 km/h or less at each bump. 

3. Speed Table 

Speed tables are midblock traffic calming devices that raise the entire wheelbase of a vehicle 

to reduce its traffic speed; as shown in Figure 1.1 Speed tables are longer than speed humps and 

flat-topped, with a height of (7.5–9cm) and a length of 6.5 m. 

4. Speed cushion 

A speed cushion consists of two or more raised areas placed laterally across a roadway. The 

primary difference with other bumps is that a speed cushion has gaps between the raised areas 

to enable a vehicle with a wide track. Furthermore, the cutouts in the speed cushions are 

positioned such that a passenger vehicle cannot pass it without traveling over a portion of the 

raised pavement. 

 

Figure 1.1 Different common type of humps 



  

 

 

15 

 

 

1.2.2 The future of speed humps in Palestine 

Specific design standards and installation procedures for speed humps and related features such 

as signs and pavement markings shall be prepared and implemented by Transportation Ministry 

or other specification and standards related organizations.  

Speed Bump Generating Electrical Power (SBGEP), transform kinetic energy and potential 

energy into electrical energy sorted in batteries and ready to be used for public lighting. This 

machine is very useful if it is used instead of widespread humps in Palestine since SBGEP is 

renewable energy generation system. 

1.3 Solar Panel System 

Light or visible light is electromagnetic radiation within the portion of the electromagnetic 

spectrum that can be perceived by the human eye Which consists of quanta (called photons). 

Solar Photovoltaic systems (PV) absorb and convert sunlight into electrical energy by convert 

the energy-packed photons of natural sunlight into a usable energy form. This happened through 

Photons of light hitting the solar panel knock electrons in the substrate material into a higher 

level of activity, these electrons are then channeled off of the panel to create DC electricity. In 

most cases, an inverter will be used to convert the DC power into AC power, making it more 

directly usable to consumers as most modern electric appliances operate only on AC power. 

The solar system works with two different systems, On-grid system and off-grid system. 

How On-grid System works? 

This system works in two-ways — the supply of electricity can flow from the grid to which it 

is connected to the user’s home and from the user’s home to the grid. This feature makes the 

on-grid solar system affordable and highly useful. The solar panels, installed on the user’s 

home are ‘tied’ to the grid. The solar panels convert sunlight into electric energy, which is 

Direct Current (DC). This current is then sent to an inverter. The solar inverter then converts 

the DC to Alternating Current (AC), thus making it power the electrical items. This electricity 

is then routed to the grid where it is supplied for day-to-day use. The grid tied inverter 

additionally regulates the amount and voltage of electricity fed to the household since all 

the power generated is mostly much more than a home needs or can handle. An important 

feature is the net meter. It is a device that records the energy supplied to the grid and the 



  

 

 

16 

 

 

energy consumed. At the end of each month, the outstanding is recorded and the consumer is 

provided with a bill. This ‘converted’ power supply is then used by homes through the main 

electricity distribution panel. 

 

                 

 Figure 1.2 On grid system  

How Off-grid System works? 

An off-grid system is not connected to the electricity grid and therefore requires battery 

storage. Off-grid solar systems must be designed appropriately so that they will generate 

enough power throughout the year and have enough battery capacity to meet the home’s 

requirements, even in the depths of winter when there is generally much less sunlight. 

This description is for an AC coupled system, in a DC coupled system power is first sent to 

the battery bank, then sent to your appliances. To understand more about building and setting 

up an efficient off-grid home see our sister site go off-grid/hybrid. 

 

Figure 1.3 Off grid system 



  

 

 

17 

 

 

Understanding the components of a solar power system is the first step. The components of 

solar power system include: 

1. Solar inverter  

Inverters are the mechanisms that convert the direct current (DC) produced by the solar panels 

into the alternating current (AC) that homes require.  

Inverters come in three types: 

1. String or centralized inverters: They are the least expensive, but can be inefficient. This 

is because there is potential production loss if there is shading on the roof. 

2. Micro inverters: These inverters are more expensive, and are attached to each solar 

panel, allowing for smooth operations even when some panels are shaded. 

3. Power optimizers: Installed in each panel, they optimize the DC output of each PV 

module, which then goes on to a string inverter for conversion to AC power. They are 

less expensive than micro inverters, but slightly more expensive than string inverters. 

2. Solar storage  

Solar batteries can be installed to store energy for later or simply overnight. Essentially, storage 

batteries allow a PV system to operate when the electric grid is not available.  

Alternatively, in some communities, net metering is available, which allows excess energy to 

be sent to the grid for credits. In essence, you will be using the grid as your excess storage 

option. 

1.4 Objectives 

The main objective of the project is to generate clean and cheap electricity as a result of traffic 

movement of vehicles on the speed humps in Nablus city and use them to operate the lighting 

poles and traffic lights. This would save energy and reduce the large amounts of money that is 

paid to Israeli occupation as a cost of the used electricity 

Furthermore, the project suggested several different solutions to deal with the maintenance 

process. Additionally, this research will provide a GIS map for the locations and numbers of 

the speed humps in Nablus city, the volume of the vehicle on each hump, and to determine the 



  

 

 

18 

 

 

expected traffic loads on these speed humps and as a result the expected amount of produced 

electricity. Finally, designing and fabricating a novel speed bump prototype. 

1.5 Literature Review  

Recently, electricity has become one of the main daily life problems that people face in 

Palestine. It is an essential part of nature and one of the most widely used forms of energy. 

Thus, creating methods for generating energy has become an important area for research due to 

the defects of traditional energy resources such as fossil fuels, coal, and natural gas that cause 

a lot of pollution and noise to the environment. 

Despite the great importance of renewable energy and its abundance widely, some many 

problems and obstacles limit its spread and effective use. Including weather fluctuations, which 

reduce reliability of these resources, as in wind and solar energy, in addition to the fact that it 

requires large areas to exploit them effectively. As well as nuclear energy, which poses a threat 

to the environment and the human being, resulting in a lot of waste due to the consumption of 

radioactive materials and others. 

Hence, traffic engineering is one of the areas in which energy harvesting attracts a lot of 

attention. With the continuous increase in the number of cars in a large way, we can take 

advantage of the humps that constitute an obstacle for drivers and benefit from them by 

producing clean and cheap energy. Moreover, this energy is used for road lighting and traffic 

system, and this energy can also be stored in batteries for later use. Also, this energy is used in 

the lighting of the roads and the traffic system, and this energy can also be stored in batteries 

for later use. 

This topic is based on many research and studies; however, there are several innovative methods 

to generate energy from the speed hump, in this paper, some of these techniques are intended 

to be developed. 

1.5.1 Piezoelectric: 

Piere and Jecues. (1880) ,were the first who thought about harvesting energy from pressure, the 

study found that applying pressure on some materials created electricity this phenomenon 

known as the piezoelectric effect which is found in different crystals, bones and ceramics         



  

 

 

19 

 

 

Roshani et al. (2016), in USA, showed the results of testing several prototype systems. Each 

had different specifications but all works on the same concept which was piezoelectric effect. 

The prototypes were tested in a laboratory by applying a sinusoidal compressive load at a 

specific frequency. Each prototype showed a different result depends on its construction but in 

general this experiment confirmed that exploiting the traffic over highways can be dependable 

in powering many different applications. 

Estyantiat et al. (2016) who’re from Indonesia, suggested speed bumps with piezoelectric 

cantilever system as electrical harvester. They created a prototype with specific dimensions, 

which consisted of springs, electrical converter circuit and cantilever piezoelectric module. 

After testing the prototype in a laboratory the system generated energy was about 68.82 mJ. 

Ennawaouil et al. (2019), designed roadway energy harvesting modules in a Korean local 

highway, which were based on piezoelectric polymers that can be a good alternative to 

piezoelectric ceramics. The modules output power was 16.5W/��. They noticed that there is a 

linear relation between the generated power and the speed and weight of the vehicle. 

Rania Rushdi (2019), introduced a new expression in her research called “Piezo-bump” which 

inserted piezoelectric cells with speed bumps. This research consisted of two study method 

stages, the first one is designing a model with the maximum efficiency and the second stage 

consisted of applying this model in a case study then checked its designed efficiency. The study 

area was one of the most crowded streets in Egypt to get highest possible efficiency. However, 

the final results showed that the piezo-bumps generated 20 times over required consuming 

energy for lightning this road. 

1.5.2 Thermoelectric: 

According to Seebeck effect, electricity can be generated through a temperature difference. 

Shaban et al. (2019), studied the concept of applying thermoelectric generators in pavements, 

for producing electricity and using it in multi purposes. By exploiting the temperature difference 

between the surface of the pavement and it’s underlying layers. The thermoelectric module 

made of a hot mix asphalt pavement order and a Portland cement concrete pavement order in a 

laboratory in USA. This experiment proved that thermoelectric effect has a very low efficiency 

almost about 300 W/lane-km. 



  

 

 

20 

 

 

Tahami (2019), Showed the development of thermoelectric pavement generators, by adding a 

cooling design to a prototype, in order to cool the underlying layers to increase the temperature 

difference, so higher efficiency. After this improvement the output power when the surface 

temperature is 65°C in a range of 19-46 MW by the 4 thermoelectric generators prototypes, 

which is fine but still not enough as an alternative competitor energy source. 

1.5.3 Mechanical:  

Sorma et al. (2014), introduced a mechanical method called in their article (Electro-Kinetic 

power generation). The Electro-Kinetic power generator is a process of producing electricity 

by harnessing the kinetic energy of automobiles that drive the track, the track is a number of 

designed roller. There was no prototype of this method, but the estimated calculated output 

power was 1.67W by one car. This main disadvantage of this process is the huge energy losses 

which estimated about 50-70%. 

Ramadan et al. (2015), considered a mechanical system included many mechanisms connected 

to generator, in order to convert the kinetic and the potential energy into electricity. A small 

prototype was constructed than could handle 80kg, and the output power was 44.7W. After 

these experimentally results, the expectation output power of a speed bump breaker power 

generator of this type is 0.56KW per car. Which is an excellent estimation result if we consider 

this system in a traffic street? 

Todaria et al. (2015), embodied a novel speed bump energy harvester in a special design that 

change the up and down movement into rotational one, so then rotate the generator. The 

advantages and disadvantages were known by using physical modeling and simulation. The 

electrical resultant power 200W. 

A study by Zhang et al. (2016), described a method to convert the waste kinetic mechanical 

energy into useful electrical energy by using a mechanical system. This system consisted of 

main four elements, speed bump, suspension, generator and the power storage module.  The 

average output voltage of this system experimentally was 55.2V, this number can be got when 

the vehicle is moving in speed of 40Km/h, which is acceptable for lightning road tunnels for 

example. 



  

 

 

21 

 

 

Iyen et al. (2017), performed in this project rack and pinion mechanism system which was 

connected to generator. The generated power was 1.9KW from this system, and to get that 

number this system must be put in heavy street traffic in order to get the required efficiency.  

Gholikhani et al. (2019), studied two different mechanisms of electromagnetic energy 

harvesting technology to generate electricity: rotational mechanism and cantilever mechanism. 

The performance of these mechanisms was measured experimentally in a laboratory in USA, 

where the maximum output power the cantilever was 2.8W, while in the rotational mechanism 

0.25W.  After got these results, both mechanisms can be a certified alternative renewable 

energy. 

1.5.4 Hydraulic: 

A study by Gupta et al. (2013), showed an efficient model for generating electricity by using 

speed bumps. This method consisted of hydraulic press, crank lever mechanism that works as 

a beam engine and a dynamo plus electricity reservoir. The output power was about 3KW/100 

vehicles, which is enough for lightning streets in rural areas in India as the article showed. 

1.6 Significance of the project 

Speed humps are mainly used as traffic calming devices in Palestinian cities, especially the 

city of Nablus, and as a result of the large traffic volume in the city of Nablus, the weight of 

moving cars on speed humps can be utilized to produce energy in safe and clean ways.      

Transportation is an essential element in sustainable development because it maintains the 

flow of traffic continuously, reduces the consumption of renewable resources and limits the 

use of resources and energy production. 

Adopting this method certainly does not substitute for other sources of electricity production, 

but its importance is formed by its reliance on clean energy and limiting the use of fossil fuels 

and their pollution and noise, also it has a continuous movement compared to most renewable 

and unpredictable sources such as wind ,solar, tidal and geothermal energy. 

The project does not require special infrastructures or high financial costs. The developed 

speed bumps will be used to generate electricity that can contribute in lighting the streets.  



  

 

 

22 

 

 

1.7 Study area  

The project was conducted in Nablus city, which is a Palestinian city that is located at the north 

of West Bank, also it is considered as a link between the Palestinian cities, it connects the 

northern and southern cities as well as eastern and western, located between Ebal and Jarzeem 

mountain with longitude 32.26667 and latitude 35.26667. Figure 1.4 and Figure 1.5 illustrate 

the location of Nablus city with respect to West Bank and Nablus governorate, respectively. 

 

 

 

 

 

 

 

 

 

 

 

 

 

 
 

 

 

 

 

 

 

Figure 1.2 The central location of Nablus city in West Bank 



  

 

 

23 

 

 

 

 

 

 

 

 

 

1.8 Approach 

When implementing any project, it’s necessary to collect relevant data and to conduct good 

planning and designing. The method of collecting data depends upon two main steps: use 

existing data from previous projects and collect required data from the project site.  

The team began the work by an inventory study for the Nablus city, in order to collect the 

coordinates of speed humps, using two devices: Mobile and Handheld GPS device. The 

accuracy obtained through these two devices from 3-5 meters.  This accuracy was found by 

taking a coordinate of a specific point from the Palestinian Land and Water Settlement 

Commission site and then form the Handheld GPS device, then comparing the two values. 

Moreover, the team visited relevant institutions to get the required data and devices. First, the 

department of Geography at An-Najah National University to get the map of Nablus city and 

use it to plan and drop the coordinates of the speed humps. Also, the department of Geometrics 

Engineering (Surveying Lab) to get the Handheld GPS device, and use it to work out the 

coordinates of speed humps. Second, the Municipality of Nablus, to get street centers and places 

of lamp posts plans.  

Also, the team used previous studies in traffic volume analysis, to determine the design vehicle 

weight, then calculate peak hour (PH), peak hour volume (PHV), then to determine Average 

Figure 1. 3 The central location of Nablus city in Nablus governorate 



  

 

 

24 

 

 

Daily Traffic (ADT). Software programs were used such as ArcGIS, Excel sheet to analyze 

traffic volume data. Solid work program to design primary prototype of speed bump. Then 

calculate the feasibility study. 

1.9 Report Structure 

The graduation project consists of seven chapters: first chapter gives an introduction. The 

methodology of how the project is done presented in chapter two. Chapter three presents the 

way the data were collected. The analysis of data was illustrated in chapter four. The Speed 

hump design was illustrated in chapter five. In addition, Feasibility study illustrated in chapter 

sex. Finally, Conclusions and recommendation illustrated in chapter seven. Figure1.6 shows 

these chapters. 

 

 

Figure 1.4 Report structure of the project 

1 • Introduction

2 • Methodology

3 • Data collection

4 • Data analysis

5 • Speed hump design 

6
• Feasibility Study

7
• Conclusions and Recommendations



  

 

 

25 

 

 

2 METHODOLOGY 

This chapter will present the steps that the team followed to match the desired objectives stated 

previously in this report. It includes the methodology that was implemented   in collecting data 

that are related to area of study, analyzing these data via computer software programs and 

economic feasibility study. In addition, GIS preparation, performing traffic volume study; 

furthermore, the methodology includes the set criteria and standards followed by the team. The 

speed hump design and constraints that were faced in this study.  

2.1 Data collection  

This stage considered to be one of the main stages of the project. In the beginning, the project 

team visited Nablus municipality, North Electricity Company, and Masader Company. Nablus 

municipality was visited to gather the required information, such as street AutoCAD drawing, 

lighting poles spots maps, also the cost of the speed hump per component (asphalt), excavation 

cost per speed hump and the monthly rate of electricity consumption by traffic signals and 

lighting of the streets of Nablus and the cost of electricity consumption demand. In addition, 

North Electricity Company was visited to obtain the number of lighting poles, the amount of 

energy loss in the network and the amount of consumption of the LED lamp compared to a 

regular lamp; furthermore, Masader Company was visited to obtain information about the solar 

panel, connecting cost with network, and how the system used to connect with the network. 

After that the coordination of humps were collected for Nablus city, then data related to the 

number and classification of vehicles passed in each lane at each intersection and links were 

collected. Next, Excel sheets were used to determine the peak hour (PH), peak hour factor 

(PHF), peak hourly volume (PHV) and design hourly volume (DHV) for each lane.  

 

2.2 GIS Map Preparation  

A geographic information system (GIS) is a framework for gathering, managing, and analyzing 

data. Rooted in the science of geography, GIS integrates many types of data. It analyzes spatial 

location and organizes layers of information into visualizations using maps and Aerial 

photograph. (Esri, 2012). 



  

 

 

26 

 

 

In this project, an aerial photograph of Nablus city was analyzed by using the ArcGIS software 

as an important layer for many tasks. Firstly, the city was divided into different zones according 

to the spatial location of the city. Secondly, dropping the coordinates of the speed humps. 

2.3 Performing Traffic Volume Study  

Traffic volume studies are conducted to determine the volume of traffic moving on the roads at 

a particular section during a specified time period. Traffic volume studies are usually conducted 

when certain volume characteristics are needed such as Average Annual Daily Traffic (AADT), 

Average Daily Traffic (ADT) and Peak Hourly Volume (PHV). 

Traffic volume study can be conducted in several ways depending on many factors such as the 

type of traffic data required, manpower available and available instrument. In this project, the 

manual method was used in recording the observed vehicle onto special sheet. This method is 

the least expensive. Vehicle classification, turning movement, the direction of travel, and 

vehicle occupancy were determined.  

2.4 Setting Criteria and Standard  

The criteria and standard that were used in this project are based on: 

- ITE: The Institute of Transportation Engineers. ITE is an international membership 

association of transportation professionals who works to improve mobility and safety 

for all transportation system users and help build smart and livable communities. In 

1997, the Institute of Transportation Engineers (ITE) published a Recommended 

Practice for the design and application of speed humps. 

 

- FHWA: Federal Highway Administration. The Federal Highway Administration is an 

agency within the U.S. Department of Transportation that supports State and local 

governments in the design, construction, and maintenance of the Nation’s highway 

system. The Federal Highway Administration (FHWA) has responded by launching a 

national traffic calming technical assistance project in partnership with the Institute of 

Transportation Engineers (ITE). This report is one work product that includes a 

recommended practice for the design and application of speed humps. 



  

 

 

27 

 

 

- Palestinian 1923 / Palestinian Grid: The British Mandate Palestine grid was 

the geographic coordinate system used by the Palestine. The system was chosen by the 

Survey Department of the Government of Palestine in 1922. The projection used was 

the Cassini-Soldner projection. 

- AASHTO (2011): American Association of State and Highway Transportation 

Officials. It includes standards set and specification, protocols, quality control, 

principles, and procedures that are used to design highways across the United States. 

Also, procedure that are used to calculate characteristics of traffic volume. 

- ASME: The American Society of Mechanical Engineers. It is an American expert 

association that makes up the specifications and standards that must be followed in the 

foundations of mechanical engineering designs. In this project we use it in prototype 

design to determine the type of material used, modules of elasticity for spring (E), 

modules of rigidity (G) and elasticity of meshes.  

 

2.5 Speed Humps Design  

Mechanical speed hump energy harvesting system was used. The applied system consists of 

two sections; the first section is a mechanical section which includes different gears, a flywheel, 

pulleys and a belt.  The second section is electrical one, which includes a generator, an inverter, 

a charger controller and a buttery. The use of the mechanical parts is transforming the up and 

down motions that result from the passing of vehicles over the speed hump into rotational 

regular motion. The rotational motion shifted directly to the first part of the electrical system 

which is the generator. The golden star in our system is given to the generator which is the 

essential part in the system that turns the mechanical energy to electrical energy. 

2.6 Analysis of Economic Feasibility Study 

The economic feasibility study is carried out by analyzing the cost of manufacturing, periodic 

maintenance, and the annual revenue resulting from covering the electricity to the network, and 

this in turn depends on Cost Benefit Analysis (CBA). CBA starts from the premise that a project 

should only be commissioned if all the benefits exceed the aggregate costs. 



  

 

 

28 

 

 

Accordingly, the economic feasibility was analyzed using Excel and Matlab. The Matlab 

program was used in order to find out the number of batteries suitable for their type for each 

electrical speed bump,calculate Internal Rate of Retain (IRR), Pay Back Period (PBP), and 

classify the electrical speed bumps according to Flow, and calculate the number of batteries 

suitable for their type for each classification. Furthermore, excel program was used to calculate 

the Net Cash flow. 

In the field of electrical speed bumps, an economically feasible electrical speed bump means 

that all the benefits arising from this process exceed its total costs and, therefore, it is shown 

that electrical from speed bump is a positive process not only from an economically point of 

view, but also environmentally. This is the golden point in this project, that the project is 

environmental and economic, it is rarely available. 

 

2.7 Design Alternative 

When a product is available in different cases where all the cases share the same components. 

However, adding or applying other parts to a specific place, these are referred to as alternatives. 

Design alternatives for the facilities at a particular site can readily be considered in the decision 

analysis framework for siting.  Here, design alternatives means two distinct but similar facilities 

at the same site, for the same ultimate purpose. 

In this project several alternatives have been proposed, and these alternatives depend on the 

percentage of energy produced from the consumed energy. 

These alternatives as follow: 

 Bumps are divided according to traffic volume into three categories: 

1. Maximum Flow: The speed humps represent the traffic volume on them of more than 

10,000 vehicles. And their number was 57 speed humps. 

2. Average Flow: The bumps represent the traffic volume on them that ranges between 

1000 and 10,000 vehicles. And their number was 276 speed humps. 

3. Minimum Flow: The bumps represent the traffic volume on them of less than 1000 

vehicles. And their number was 72 speed humps. 



  

 

 

29 

 

 

The results of each category of output energy, cost their economic feasibility were analyzed in 

the following chapters. 

 

 Adding solar panels to the lighting poles near the SBGEP because the storage system is 

available, and this addition can improve the amount of electrical energy produced from 

the SBEP. 

2.8 Project Constraints  

Project constraints are restrictions that define project’s limitation, such as time, resources and 

quality. They have an impact on how the project is accomplished and its results. Thus, these 

constrains must be well defined and the impact of each one of them on the project should be 

determined. 

 The main constraints that were faced in this project, are as the following: 

 Time: The project final due date, with the state of emergency to face the coronavirus in 

the country and worldwide. The biggest challenge was to continue the volume studies 

and prepare a prototype for the speed bump within the specified date. Thus, the project's 

final delivery date was delayed.  

 Resources: This constraint is associated directly to the project cost. The required amount 

of money for achieving the work. Such as problem was faced in obtaining the expensive 

GPS devices to find the speed hump coordinates. As an alternative, the handheld GPS 

devices and Mobile were used. Then the accuracy obtained through these two devices 

from 3-5 meters.  This accuracy was found by taking coordinates of a specific point 

from the Palestinian Land and Water Settlement Commission site and then form the 

Handheld GPS device, then comparing the two values in order to determine the 

adjustment factor and as a result to increase the accuracy of the data. 

 Lake of available data: At the beginning of the project, the Geo-MoLG site was disable, 

so no aerial photo 2019 for Nablus city is available. To overcome such as lake in data, 

Geography Department helped with giving a photo for 2018. In addition, the lack of 

data in previous graduation project and difficult to get it.   

 



  

 

 

30 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

3 DATA COLLECTION 

Data collection is the process of gathering and measuring information about various fields and 

it is an important aspect of any type of research study. 

Collecting traffic data is a basic requirement for transportation systems for several functions: 

1. Transportation Operation. 

2. Planning and Design of the roads networks. 

3. Traffic Control and Management.  



  

 

 

31 

 

 

4. Maintenance. 

There are several sources of data collection in this project, which include reconnaissance visits, 

collection maps and information from the municipalities and companies. Coordinates and 

dimensions of speed humps were recorded using the handheld GPS device and the mobile 

phone. Traffic survey was conducted on many intersections and streets in the city during the 

morning and evening peak hours. The detailed traffic volume data with vehicle classifications 

were filled in the sheet at the given time interval in the data sheet. Further, the filled data sheet 

was used to analyze the data for the required result. The traffic volume counts were conducted 

using coverage method of manual counting for short duration counts, ranging from six hours to 

seven days, distributed throughout the system to provide point-specific information. 

3.1 Type of Collected Data 

The team collected various types of data, including 

3.1.1 Reconnaissance Visit 

Reconnaissance visits are the basis for field studies, which is used in the early stages of any 

scientific research or graduation project, aiming to collect the necessary data within the 

circumstances in which this research is conducted 

This project based mainly on reconnaissance visits. In order to model the system, it was 

necessary to divide the study area into traffic zones. According to the municipal divisions, 

Nablus City was divided into 43 neighborhoods as shown in Figure 3.1 then include each group 

of neighboring neighborhoods to form one zone. As a result, Nablus city was divided into 6 

main zones as shown in Figure 3.2, these zones are: 

a. Rafidia / Al makhfia zone (A). 
b. Central zone (B). 

c. Gerizim zone (C). 

d. Ebal zone (D). 

e. Eastern zone (E). 

f. Industrial zone (F). 



  

 

 

32 

 

 

After that, every zone has given a letter as shown in Figure 3.3, also they were visited by the 

team to investigate the study area more accurately and collect the coordinates of the speed 

humps over two consecutive weeks, which made it easy to create a map that contains all the 

speed humps, thus determining the appropriate places to calculate the traffic volume. Through 

reconnaissance visits, many things were identified, including clarifying the mechanism of work 

and determining the dimensions of the existing speed humps, and if they satisfy the standards 

or do not. 

 

 

 

 



  

 

 

33 

 

 

 
Figure 3.1 Nablus city neighborhoods 



  

 

 

34 

 

 

 
Figure 3.2 Nablus city zones 



  

 

 

35 

 

 

Figure 3.3 Nablus city zones 



  

 

 

36 

 

 

3.1.2 Collection Maps and Information  

The map is the primary element to clarify everything in every location in addition to the aerial 

photograph that shows all parts of the city like streets, buildings, etc., for this reason the need 

for an aerial photograph in this project is one of the important elements to accomplish this 

project in an organized and accurate manner. 

Therefore, the Department of Geography at An-Najah National University was visited to obtain 

the aerial photo of Nablus (for the year 2018) and to use it in many important matters. First, to 

divide the city into parts, for easy handling of all speed humps. Secondly, using the aerial photo 

to drop the coordinates of speed humps, lighting poles and street centers on it. 

Furthermore, some required data were collected from local institutions and authorities, for 

instance, Nablus municipality, Northern Electricity Company and Masader Company. Nablus 

municipality was visited to gather AutoCAD files that contain street centers and lighting poles; 

in order to know the number of lighting poles and the number of traffic signals in every street 

that can be supplied with electricity from speed bumps. Also, the cost of constructing a speed 

hump and electrical speed bump as asphalt material, site work, installation work, and cost of 

running a speed bump and connecting it to the network .  

In addition, the data about electricity within the city of Nablus, like the cost of 1 kilowatt (kW) 

which is approximately 0.5531 NIS, and therefore the average consumption of electricity per 

household is about 330 kilowatts per month, as well as, the average consumption of electricity 

which is about 29,393 kW per day, 894,037 kW per month, and 10,728,439 KW annually, the 

electricity used by traffic signals only costs the municipality approximately 100,000 NIS per 

month and lighting poles costs about 469,603 NIS per month; This is to compare the rate of 

consumption of electricity with the rate of electricity production from the speed bump. 

Moreover, The Northern Electricity Company has also been visited to search for the prices 

paid to the occupying power for the electricity supplied to the city of Nablus, which is 

estimated about 18 million NIS per month. Also, the prices paid to National Electricity 

Transmission Company PETL about 7 million NIS.  Where PETL is the first Palestinian 

governmental company to supervise the construction and operation of the national electric 

energy transmission system and its transportation to the Palestinian market. Moreover, 

information on the type of lamp used and the volume of its consumption were taken daily. 



  

 

 

37 

 

 

Furthermore, Masader Company was visited to obtain information about the solar panel, 

connecting cost with network, and how the system used to connect with the network. 

3.1.3 Speed Humps Coordination  

Global Positioning System (GPS) is a system of 30+ navigation satellites circling Earth. Their 

location is known because they constantly send out signals. Moreover, it is considered one of 

the most important systems used to locate objects on the ground. 

The coordinates are values by which specific locations are determined on the surface of the 

Earth or map. The coordinate systems vary according to the difference in reference surface on 

which the locations are represented. In this project world 1983 and Palestinian Grid 1923 were 

used to determine the coordinates. 

The coordinates of the speed humps were obtained through the following steps: 

Firstly, the city of Nablus was divided into 6 zones: A, B, C, D, E and F in order to facilitate 

coordinate setting process. 

Secondly, every zone was visited in order to record the coordinates and dimensions of speed 

humps using the handheld GPS device and the mobile phone and filled in data sheet as shown 

in Figure 3.4. Then the coordinates were transformed from the international system to the 

Palestinian system through GIS program. Also, they were verified through the website of the 

Palestinian Land and Water Settlement Commission. This site is a system that divides the 

concerned area into basins and neighborhoods with names that are known in the region for the 

purpose of inference and guidance on land borders and others. 

Finally, these speed humps with their characteristics were entered on the Excel program, each 

speed hump was given a symbol according to the zone in which it was located, and then these 

coordinates were projected on the city's aerial photograph using the GIS program. 

 

 

 



  

 

 

38 

 

 

   

 

 

 Figure 3.4 The form of monitor coordination humps 



  

 

 

39 

 

 

3.1.4 Traffic Volume   

In traffic volume count, the number of vehicles passing through a road or intersection over a 

period of time is counted. Traffic data collection is very important part in transportation for 

planning, also traffic volumes are the major factor in determining design criteria and it's an 

integral part of many transport studies for example, determine level of service of a road, finding 

annual average daily traffic, design a signal at intersection. Although manual counting is one 

of the most used methods, other techniques have recently emerged. 

Manual count: is the most common way to collect traffic volume data which include a group 

of people who collect data that cannot be obtained efficiently by automated methods such as 

vehicle occupancy rate, pedestrian and vehicles classification during a specific time period in a 

specific location by marking counting papers, then the data is organized for compilation and 

analysis by marking counting papers, then the data is organized for compilation and analysis. 

Automatic count: this method is based on a roadside device and sensor that records the number 

of passing vehicles and the most important ones are pneumatic road tubes, piezoelectric sensors 

and magnetic loops. It is used in cases where manual count is not possible to be conducted.  

In this project we used manual counting by filling counting forms as shown in Figure 3.6 and 

Figure 3.7. 

In this project a traffic volume survey was conducted, which is the determination of the number, 

movement and classification of roadway vehicles at a given location. As mentioned before, the 

main objective of the project is to measure the potential amount of electricity generated from 

the speed humps in Nablus city, to achieve this goal adequate information about the volume of 

vehicles passing through the speed humps should be collected. 

Volume survey was performed over Nablus city, in order to achieve the survey; the city was 

divided into 6 areas as mentioned before. To make the process easier, each area was given a 

letter, then every counting location in that area was named by the letter and a number. 

Counting locations were chosen based on the location and number of speed humps as shown in 

figure 3.5 Where the red color represents the places that were counted by the team and their 

percentage was 97%, while the green color represents the readings taken from previous studies 

and their percentage was 3%. Furthermore approximately 10% of these areas were counted after 

the emergency period. The locations varied between T-intersection, four intersections, multi-



  

 

 

40 

 

 

intersection, two-lane two-way road and four lane road. The traffic count was performed during 

the expected peak hour. That is, during the morning period (7.00-9.00AM) and during the 

evening period (12.00-3.00PM) for four days per week of the same sight for the uniformity of 

data. 

The vehicles were classified into five categories according to American Association of State 

Highway and Transportation Officials (AASHTO): passenger car, mini bus, buses, trucks and 

others.  

 

 Figure 3.5 Counting location in Nablus city . 

 

 



  

 

 

41 

 

 

 

 

 

 

 

 

 

 

 

 Figure 3.6 The form of traffic volume count at intersection. 



  

 

 

42 

 

 

 

3.1.4.1 Previous studies   

Previous studies are one of the most important pillars that must be considered when planning 

to conduct a study to implement any project in any field. Previous Studies must be reviewed 

and analyzed in order to present a new scientifically contribution. 

At some locations, the traffic volumes were determined based on the previous graduations' 

projects. The volume at 12 main intersections was taken from the (Rabee et al, 2016) and 2 

other intersections from (Salman et al, 2019). Using the appropriate growth rate, the traffic 

volume at these intersections was calculated. These intersections are: 

 Figure 3.7 The form of traffic volume count at a link. 



  

 

 

43 

 

 

1. Al-Gawi Intersection 

2. Al-Quds – Balata Intersection. 

3. Asira Intersection. 

4. An-Najah Hospital intersection. 

5. Tell- AL-Makhfia Intersection. 

6. Nablus Aljadeedah Intersection. 

7. Tunis- Abda-lRaheem Mahmoud Intersection.  

8. Tunis-Yaffa Intersection. 

9. Tunis-Hiafa Intersection. 

10. Al-Shilla Villas Intersection. 

11. Ring Road Intersection. 

12. Korean Institute intersection (Almaktoom Intersection). 

13. AL-Amria Intersection. 

14. Rafedia-AL-Molouk Halls Intersection. 

The growth rate refers to the change in population size as a factor of time, both for the human 

and non-human populations. In this project, the growth rate for traffic volume is calculated 

using the Growth Equation: 

�� = �� × �1 + ��
                                                                                                      �3.1� 

Where: 

Po: Current volume 

Pt: Volume at time t. 

r: Growth rate. 

n: Number of years. 

To find the growth rate that reflects volume changes of vehicles in Nablus, the number of 

licensed vehicles in the city was taken from the Transportation Ministry from 2012 to 2018. 

Sample of calculations: 

- The growth rate for 2013-2014: 

 26139 = 24079�1 + r�� → r = 8.57 %  
- The growth rate for 2015-2016  



  

 

 

44 

 

 

30870 = 270582 × �1 + ��� → � = 11.92 %  
- The growth rate for 2016-2017  

34013 = 30870 �1 + ��� → � = 10.18 %  
As can be observed from the graph shown in Figure 3.8, there is a large variation in the growth 

rate over the years, and the value starts decreasing from the year 2016 to 2018. The reason for 

this reduction because the value is affected by several factors, the main factors are the economic 

satiation in the country and the taxes imposed by the government. 

Another way to find the growthrate value is from previous studies. Back to previous graduation 

projects, the value was taken 4%, which could be representative for many reasons. The value is 

in continues decreasing since 2016, and 4% is close to the normal population growth rate in the 

city (3-4%). 

Figure 3.8 Graph shows the number of vehicle and growth rate. 

 Figure 5 Graph Shows The Number Of Vehicle And Growth Rate 



  

 

 

45 

 

 

4 DATA ANALYSIS 

4.1 Volume Studies  

4.1.1 Introduction 

Traffic volume is defined as the number of vehicles that pass through a point on transportation 

facility during a specified time period. Volume studies are conducted to determine the number, 

movements and classification of roadway vehicles at given location. The data collected can be 

used to identify critical flow time periods, determine the influence of large vehicles or 

pedestrians on traffic flow. The length of counting period depends on the type of count being 

taken and intended use of the data recorded. The information on traffic volume is an important 

required for planning, analysis, design and operation of roadway systems. 

4.1.2 Purpose of Traffic Volume Study  

General Objective of Traffic Volume Study: 

1. Design purpose. 

2. Dynamic Traffic Management.  

3. Estimation of highway usage. 

4. Measurement of current demand of a facility. 

5. Economic feasibility evaluation. 

 

Specific Objective of Traffic Volume Study:  

The main objectives of traffic volume study in addition to counting the number of vehicles for 

the studied road network in this project, identifies the most traffic volume street that contains 

speed humps in order to generate the maximum amount of electricity. As a result of the study, 

the frequency of the vehicles that pass through the speed hump can be determined, this is very 

important for measuring the amount of generated electricity. By knowing the predominant type 

of vehicle that passes over these speed humps, design vehicle can be selected in order to 

estimate the expected amount of produced electricity. 

 



  

 

 

46 

 

 

4.1.3 Study location and Methods  

The study was conduct in Nablus city. The method used in manual count method. The reasons 

that this method is used are: 

1. Easy, simple and direct.  

2. Not expensive. 

3. Easy to collect data. 

4. The vehicle count can be classified. 

5. No need for special equipment. 

6. The data collected can be used immediately after collection. 

4.1.4 Duration of Counting  

The study was conducted from 15 February to 6 March 2020, then stopped because of the 

emergency state (Coronavirus lockdown) and continued from 12 to 18 June 2020. The time 

chosen in the study was 7am to 9am which includes morning peak hour and 12pm to 3pm which 

includes afternoon peak hour.  

 For this project, the data collected from traffic count are used to determine certain volume 

characteristics:   

 Average Annual Daily Traffic (AADT)   

Average Annual Daily Traffic is one of the most important parameters used in the transportation 

engineering. AADT is the total volume collected every day of a year, divided by 365. It’s an 

important traffic measure used in any transportation related project, also it is an important 

parameter used in Safety Analysis software and the Highway Safety Manual (Harwood, 2004). 

AADTs are used in several traffic and transportation analyses for: 

a. Estimation of highway user revenues. 

b. Computation of crash rates in terms of number of crashes per 100 million vehicle 

miles. 

c. Establishment of traffic volume trends  

d. Evaluation of the economic feasibility of highway projects. 

e. Development of freeway and major arterial street systems. 

f. Determining funding for highway maintenance and improvement. 



  

 

 

47 

 

 

g. Analyzing the environmental hazards of pollution related to road transport 

 
 Average Daily Traffic (ADT)   

The Average daily traffic is defined as the total volume during a given time period, greater than 

24 hour and less than one year, divided by the number of days in that time period. The current 

ADT volume can be determined when continuous traffic counts are available. When only 

periodic counts are taken, the ADT volume can be estimated by adjusting the periodic counts 

according to such factors as the season, month, or days of week. 

  ADTs may be used for:  

a. Planning of highway activities. 

b. Measurement of current demand. 

c. Evaluation of existing traffic flow. 

 

Another method to find AADT, other than counting, is from ADT. The AADT for a given year 

can be obtained by estimating the average daily traffic (ADT) for a month and multiple this 

volume by monthly expansion factor (MEF). 

Because of the lake of information, and the difficulty to find the AADT by counting, also 

because limited duration for the project. The ADT is used as an alternative for the AADT in the 

project, which won’t make much difference. 

To find the ADT, the following equation is used  

��� =  �! " # →  �! = ���#                                                                           �4.1� 

Where:  

ADT: Average Daily Traffic (veh/day). 

DHV: Design Hourly Volume (veh/hr.) 

K: Proration of ADT occurring in the peak hour 

 

 

 



  

 

 

48 

 

 

 K – Factor  

K – Factor is important in traffic engineering statistics used throughout highway engineering, 

capacity and design purpose, there are several oscillating values of K – Factor such as K 30, 

K50 and K100 the most common one is typically referred to as the K-30. 

 Based on the Figure 4.1 which shows the relationship between the highest hourly volumes and 

ADT on rural arterials that produced from an analysis of traffic count data covering a wide 

range of volumes and geographic conditions, it is recommended that the hourly traffic volume 

that should generally be used in the design is the 30th highest hourly volume of the year, 

abbreviated as 30 HV or K30,because it is forming a control element in the design through the 

changes that result from the choice of size higher or somewhat less and also K30 is the most 

frequent in each year. 

K – Factor is typically derived from continuous count station on the same routes with similar 

traffic characteristics in the same area. On a typical rural arterial that having unusually high or 

low fluctuation in traffic flow the value ok K – Factor is in the range of (12 - 18) % of the ADT, 

as well the range in maximum hourly volumes for the same groups of roads varies 

approximately from (16- 32 ) % of the ADT. However, in an urban area, the value of K – Factor 

is in the range of (8 – 12) % of the ADT. 

In this project, Nablus City was the study area which considered as urban classes, so the value 

of 10 % is considered as an ideal value because it represents the average of the range. 



  

 

 

49 

 

 

 

  

 

 

 

 

 

 

 

 

 

 Peak Hour Factor 

(PHF) 

The 

accepted unit of 

time for expressing flow rate is a one-hour period so in traffic volume studies, the focus is 

placed on the peak – hour traffic volume and considered as the acceptable unit for describing 

traffic flow, which used in evaluating capacity and other parameters. Because the flow is not 

uniform during one hour there are periods during the hour where congestion is worse than other 

times, so the hour was divided into four quarters of 15 minutes. Accordingly, the total hourly 

volume that can be served without exceeding a specified degree of congestion is equal to or less 

than four times the maximum 15-minute count. In this project depending on the traffic count at 

each speed hump for a period of four hours, it was found that the peak hour at most speed humps 

is between (7-9) Am.  

Peak Hour Factor (PHF) can be described as the ratio of the peak hour volume  to the number 

of vehicles during the highest 15-minute period multiplied by 4, this factor used to convert the 

rate of flow during the highest 15-minute period to the total hourly, it reflects the stability of 

volume distribution in an hour. 

 PHF has a significant impact on the traffic analysis result, for example, capacity and Level of 

Service (LOS) analysis. PHF is never greater than 1 it is normally within the range of 0.75 to 

0.95.   

Figure 4.1 Relation between ph and adt on rural arterials 



  

 

 

50 

 

 

PHF = 
$ %&'()* &+ ,-* +&(. /(0.,*.1 2
 34 5 ×)062)() /(0.,*. %&'()* 2
 34                                                              �4.2� 

 

 Peak Hour Volume (PHV) 

Peak Hour Volume (PHV) used to reflect fluctuation of traffic volume in a day; it is defined as 

the maximum number of the vehicle that passes a point on a highway during 60 consecutive 

minutes. Highways should be designed to adequately accommodate peak hour volume traffic.  

To find peak hour volume we should find the volume count of traffic in Nablus City this can 

be estimated in a deferent method such as manual and automatic. Usually, the peak hour volume 

is in the term of passenger car units. Table 4.1 represents the peak hour volume (PHV) for both 

directions at each bump. 

PHV is used for: 

1. Functional classification of highways, 

2. Analysis of capacity and Level of Service 

3. Developing program related to traffic operation, 

4. Planning and design highways facility such as the number of lanes, intersection 

signalization. 

After applying manual count at each street contains speed humps, the following results of PHV, 

DHV, and ADT were summarized in Table 4.1 for each Speed hump in Nablus. 

Table 4.1 PHV , DHV & ADT for each speed hump 
Pump 
Name  

 PHV  DHV  ADT  Pump Name   PHV  DHV  ADT  

A1 337 337 3370 A42 856 856 8560 

A2 1174 1174 11740 A43 36 36 360 

A3 863 863 8630 A44 542 542 5420 

A4 1174 1174 11740 A45 542 542 5420 

A5 863 863 8630 A46 542 542 5420 

A6 865 865 8650 A47 26 26 260 

A7 516 516 5160 A48 21 21 210 

A8 1214 1214 12140 A49 364 364 3640 

A9 1271 1271 12710 A50 360 360 3600 



  

 

 

51 

 

 

A10 212 212 2120 A51 2 2 20 

A11 1338 1338 13380 A52 537 537 5370 

A12 996 996 9960 A53 4 4 40 

A13 172 172 1720 A54 537 537 5370 

A14 999 999 9990 A55 537 537 5370 

A15 999 999 9990 A56 537 537 5370 

A16 445 445 4450 B1 962 962 9620 

A17 445 445 4450 B2 962 962 9620 

A18 163 163 1630 B3 983 983 9830 

A19 181 181 1810 B4 838 838 8380 

A20 960 960 9600 B5 247 247 2470 

A21 1177 1177 11770 B6 247 247 2470 

A22 960 960 9600 B7 247 247 2470 

A23 1922 1922 19220 B8 or G 0 0 0 

A24 2032 2032 20320 B9 235 235 2350 

A25 1177 1177 11770 B10 114 114 1140 

A26 0 0 0 B11 2337 2337 23370 

A27 960 960 9600 B12 1055 1055 10550 

A28 1337 1337 13370 B13 1009 1009 10090 

A29 1448 1448 14480 B14 1009 1009 10090 

A30 1337 1337 13370 B15 247 247 2470 

A31 1337 1337 13370 B16 178 178 1780 

A32 1337 1337 13370 B17 53 53 530 

A33 29 29 290 B18 327 327 3270 

A34 386 386 3860 B19 630 630 6300 

A35 323 323 3230 B20 685 685 6850 

A36 323 323 3230 B21 685 685 6850 

A37 402 402 4020 B22 1521 1521 15210 

A38 537 537 5370 B23 964 964 9640 

A39 537 537 5370 B24 1988 1988 19880 

A40 321 321 3210 B25 1988 1988 19880 

A41 321 321 3210 B26 950 950 9500 

B27 950 950 9500 C5 1521 1521 15210 

B28 420 420 4200 C6 720 720 7200 

B29 184 184 1840 C7 536 536 5360 

B30 184 184 1840 C8 103 103 1030 

B31 184 184 1840 C9 223 223 2230 

B32 856 856 8560 C10 184 184 1840 

B33 539 539 5390 C11 120 120 1200 

B34 539 539 5390 C12 138 138 1380 



  

 

 

52 

 

 

B35 539 539 5390 C13 2120 2120 21200 

B36 64 64 640 C14 182 182 1820 

B37 64 64 640 C15 182 182 1820 

B38 305 305 3050 C16 182 182 1820 

B39 305 305 3050 C17 182 182 1820 

B40 7 7 70 C18 182 182 1820 

B41 1337 1337 13370 C19 182 182 1820 

B42 1337 1337 13370 C20 342 342 3420 

B43 837 837 8370 C21 89 89 890 

B44 837 837 8370 C22 8 8 80 

B45 810 810 8100 C23 386 386 3860 

B46 146 146 1460 C24 386 386 3860 

B47 146 146 1460 C25 2198 2198 21980 

B48 146 146 1460 C26 1700 1700 17000 

B49 146 146 1460 C27 164 164 1640 

B50 826 826 8260 C28 236 236 2360 

B51 865 865 8650 C29 251 251 2510 

B52 140 140 1400 C30 170 170 1700 

B53 140 140 1400 C31 170 170 1700 

B54 140 140 1400 C32 170 170 1700 

B55 340 340 3400 C33 183 183 1830 

B56 497 497 4970 C34 183 183 1830 

B57 299 299 2990 C35 151 151 1510 

B58 299 299 2990 C36 151 151 1510 

B59 1254 1254 12540 C37 151 151 1510 

B60 1254 1254 12540 C38 823 823 8230 

B61 1254 1254 12540 C39 900 900 9000 

B62 299 299 2990 C40 838 838 8380 

B63 299 299 2990 C41 838 838 8380 

B64 299 299 2990 C42 838 838 8380 

C1 754 754 7540 C43 838 838 8380 

C2 754 754 7540 C44 851 851 8510 

C3 1521 1521 15210 C45 851 851 8510 

C4 1521 1521 15210 D1 337 337 3370 

D2 212 212 2120 D44 838 838 8380 

D3 1045 1045 10450 D45 405 405 4050 

D4 549 549 5490 D46 299 299 2990 

D5 1214 1214 12140 D47 1448 1448 14480 

D6 848 848 8480 D48 359 359 3590 

D7 848 848 8480 D49 359 359 3590 



  

 

 

53 

 

 

D8 200 200 2000 D50 359 359 3590 

D9 200 200 2000 D51 359 359 3590 

D10 200 200 2000 D52 909 909 9090 

D11 200 200 2000 D53 259 259 2590 

D12 200 200 2000 D54 151 151 1510 

D13 1282 1282 12820 D55 151 151 1510 

D14 1282 1282 12820 D56 151 151 1510 

D15 1282 1282 12820 D57 151 151 1510 

D16 1282 1282 12820 D58 693 693 6930 

D17 963 963 9630 D59 582 582 5820 

D18 963 963 9630 D60 582 582 5820 

D19 482 482 4820 D61 471 471 4710 

D20 482 482 4820 D62 471 471 4710 

D21 482 482 4820 D63 96 96 960 

D22 482 482 4820 D64 96 96 960 

D23 482 482 4820 D65 761 761 7610 

D24 534 534 5340 D66 1045 1045 10450 

D25 534 534 5340 D67 1045 1045 10450 

D26 534 534 5340 D68 1045 1045 10450 

D27 183 183 1830 D69 1045 1045 10450 

D28 183 183 1830 D70 37 37 370 

D29 653 653 6530 D71 37 37 370 

D30 653 653 6530 D72 37 37 370 

D31 653 653 6530 D73 631 631 6310 

D32 350 350 3500 D74 633 633 6330 

D33 350 350 3500 D75 219 219 2190 

D34 350 350 3500 D76 219 219 2190 

D35 350 350 3500 D77 219 219 2190 

D36 195 195 1950 D78 219 219 2190 

D37 298 298 2980 D79 219 219 2190 

D38 238 238 2380 D80 219 219 2190 

D39 739 739 7390 D81 376 376 3760 

D40 739 739 7390 E1 284 284 2840 

D41 1443 1443 14430 E2 2052 2052 20520 

D42 1679 1679 16790 E3 1642 1642 16420 

D43 936 936 9360 E4 103 103 1030 

E5 150 150 1500 E47 308 308 3080 

E6 150 150 1500 E48 308 308 3080 

E7 150 150 1500 E49 20 20 200 

E8 150 150 1500 E50 20 20 200 



  

 

 

54 

 

 

E9 150 150 1500 E51 229 229 2290 

E10 1576 1576 15760 E52 229 229 2290 

E11 43 43 430 E53 152 152 1520 

E12 103 103 1030 E54 152 152 1520 

E13 103 103 1030 E55 152 152 1520 

E14 103 103 1030 E56 152 152 1520 

E15 389 389 3890 E57 2102 2102 21020 

E16 389 389 3890 E58 1864 1864 18640 

E17 389 389 3890 E59 19 19 190 

E18 389 389 3890 E60 19 19 190 

E19 389 389 3890 E61 19 19 190 

E20 389 389 3890 E62 19 19 190 

E21 389 389 3890 E63 45 45 450 

E22 389 389 3890 E64 854 854 8540 

E23 308 308 3080 F1 1069 1069 10690 

E24 327 327 3270 F2 579 579 5790 

E25 327 327 3270 F3 579 579 5790 

E26 342 342 3420 F4 579 579 5790 

E27 25 25 250 F5 520 520 5200 

E28 14 14 140 F6 520 520 5200 

E29 60 60 600 F7 144 144 1440 

E30 50 50 500 F8 144 144 1440 

E31 50 50 500 F9 144 144 1440 

E32 53 53 530 F10 30 30 300 

E33 53 53 530 F11 30 30 300 

E34 52 52 520 F12 30 30 300 

E35 100 100 1000 F13 9 9 90 

E36 97 97 970 F14 36 36 360 

E37 43 43 430 F15 36 36 360 

E38 122 122 1220 F16 36 36 360 

E39 60 60 600 F17 36 36 360 

E40 75 75 750 F18 7 7 70 

E41 104 104 1040 F19 7 7 70 

E42 15 15 150 F20 7 7 70 

E43 14 14 140 F21 7 7 70 

E44 61 61 610 F22 7 7 70 

E45 1035 1035 10350 F23 7 7 70 

E46 308 308 3080 F24 180 180 1800 

F25 180 180 1800 F48 923 923 9230 

F26 433 433 4330 F49 923 923 9230 



  

 

 

55 

 

 

F27 422 422 4220 F50 1021 1021 10210 

F28 422 422 4220 F51 905 905 9050 

F29 246 246 2460 F52 900 900 9000 

F30 246 246 2460 F53 823 823 8230 

F31 277 277 2770 F54 823 823 8230 

F32 277 277 2770     

F33 277 277 2770     

F34 1149 1149 11490     

F35 333 333 3330     

F36 333 333 3330     

F37 579 579 5790     

F38 579 579 5790     

F39 653 653 6530     

F40 1108 1108 11080     

F41 192 192 1920         

F42 624 624 6240         

F43 624 624 6240         

F44 524 524 5240         

F45 1118 1118 11180         

F46 957 957 9570         

F47 48 48 480     

 

4.2 Illustrative Example 

In this study, in order to determine the traffic condition, traffic volume was counted at speed 

humps as mentioned previously. 

The traffic analysis is performed based on the data collected and presented in appendix (A). 

The following illustrative example shows the process and steps that were implemented in order 

to determine the ADT: 

Speed Hump Number: A29 

This speed hump is located in zone A which is called Rafidia, specifically in Yasser Arafat 

Street which is a two-way undivided street that allows vehicles to travel in both directions 

where the speed hump is 8 meters long, 4 meters wide and 7 cm high. 

 For the westbound: 
 PHV and PHF: 



  

 

 

56 

 

 

The PHV is the maximum summation of four consequential intervals of 15 minutes. 

The maximum value represents the peak hour. 

Table 4.2 PHV for speed hump A29 in Westbound 
In 

Time PC Mini-Bus Bus Truck Other Total PHV 

7:00-7:15 61 0 0 2 0 63   

7:15-7:30 48 0 3 5 0 56   

7:30-7:45 167 1 0 2 3 174   

7:45-8:00 174 2 4 0 0 180 473 

8:00-8:15 107 1 0 2 0 110 520 

8:15-8:30 95 0 2 3 2 102 566 

8:30-8:45 96 1 0 3 0 100 392 

8:45-9:00 76 0 0 3 0 80 392 

Total 824 5 9 20 5 865 7.30-8.30 

1:00-1:15 71 0 0 2 2 75   

1.15-1.30 91 2 2 3 0 98   

1.30-1.45 115 0 2 0 3 120   

1.45-2.00 130 2 2 2 0 136 429 

2.00-2.15 144 3 0 2 4 153 507 

2.15-2.30 178 0 4 0 0 182 591 

2.30-2.45 150 0 2 2 2 156 627 

2.45-3.00 177 0 7 0 2 186 677 

Total 1056 7 19 11 13 1106 2.00-3.00 

 

Table 4.2 shows that the maximum value is 677 vehicles in the period (2.00 to 3.00) and 

therefore the value of the PHV equals 677 vehicles per hour. 

      To calculate the value of PHF we apply the following formula:  

��7 = ���4 × �15     
- PHV = 677 vehicles  



  

 

 

57 

 

 

- V15: Maximum number of vehicles in 15 minutes within the maximum             

hour  

- V15 = 186 vehicles (from table 4.2).   

 

→ ��7 = 6774 × 186 = 0.909 

 Calculate DHV: 

The design flow rate can be calculated by dividing the peak hour volume by the PHF, but 

in this project needed a minimum number of vehicles so: 

��� = ��� 

→ ��� = 677 �8ℎ:;<8=/ℎ�?�  
 

 Calculate ADT: 

The volume was found during the peak hour then used the k-factor to convert the peak hour 

volume to the equivalent ADT. Typical k-factor can be obtained from variety of sources, 

AASHTO, etc. 

As a result of the lack of sufficient and detailed data, peak hour traffic in an urban environment 

is typically taken to be 8–12% of average daily traffic, so we took K value equal to 10%. 

 �! = ���#   
→  �! = 6770.1 = 6770 �8ℎ:;<8=/@AB   

 For the eastbound: 

Table 4.3 PHV for speed hump A29 in Eestbound 

 

Out 

Time PC Mini-Bus Bus Truck Other Total PHV 

7:00-7:15 109 0 3 0 0 112  

7:15-7:30 153 0 6 0 0 159  



  

 

 

58 

 

 

Table 4.3 shows that the maximum value is 771 vehicles in the period (7.15 to 8.15) and 

therefore the value of the PHV equals 771vehicles per hour. 

 To calculate the value of PHF:  

- PHV = 771 vehicles  
- V15: Maximum number of vehicles in 15 minutes within the maximum             

hour  
- V15 = 286 vehicles (from table--).   → ��7 = 7714 × 286 = 0.719 

 Calculate DHV: 

The design flow rate can be calculated by dividing the peak hour volume by the PHF, but 

in this project needed a minimum number of vehicles so: 

→ ��� = 771 �8ℎ:;<8=/ℎ�?�   
 Calculate ADT: 

→  �! = 7710.1 = 7710 �8ℎ:;<8=/@AB  

7:30-7:45 195 2 8 0 3 208  

7:45-8:00 247 3 15 3 0 268 747 

8:00-8:15 128 2 2 4 0 136 771 

8:15-8:30 112 0 0 2 2 116 728 

8:30-8:45 109 2 0 2 0 113 633 

8:45-9:00 113 0 3 2 0 118 483 

Total 1166 9 37 13 5 1230 7.15-8.15 

1:00-1:15 116 0 0 5 2 123  

1.15-1.30 115 2 0 3 0 120  

1.30-1.45 135 0 0 4 3 142  

1.45-2.00 141 2 0 3 0 146 531 

2.00-2.15 169 3 0 9 4 185 593 

2.15-2.30 115 0 0 5 0 120 593 

2.30-2.45 127 0 0 9 2 138 589 

2.45-3.00 96 0 0 3 2 101 544 

Total 1014 7 0 41 13 1075 1.30-2.30 



  

 

 

59 

 

 

4.3 Design vehicle  

According to ITE, the design vehicle selected should represent the vehicles that use the road 

regularly or frequently, not occasionally. Also, the selected representative vehicle for the 

modeling design and control system. This could be passenger cars, buss, truck, recreational 

vehicle. The selection of a design vehicle impacts the ultimate design characteristics of that 

speed humps. 

Moreover, the main design controls are physical characteristics and properties of vehicles of 

different sizes. 

Why the passenger car (PC) was chosen for the design? Firstly, passenger cars represent the 

largest percentage of traffic volume compared to mini bus, bus, and truck, as shown in Figure 

4.2. Secondly, speed bumps that are designed for Passenger cars can generate energy from 

heavy trucks as well.  

 

 

 

 

 

 

 

 

 

 

 

 
Figure 4.2 Percentage of vehicles. 



  

 

 

60 

 

 

In this study, Skoda Octavia was selected to be the design vehicle in order to design the speed 

bump. Although there are many types and brands of Passenger Cars, such as Hyundai, 

Volkswagen, Kia, BMW, etc. This is for many reasons, as follows: 

 According to United Motor Trade (UMT), a Skoda Octavia car is the best seller in recent 

years. 

 The rate of registered Skoda vehicle during the last three years is in increasing, as shown 

in Figure 4.3. 

 Skoda is medium in weight compared to other models of passenger cars, as shown in 

Table 4.4. 

 
 

 

 

Table 4.4 Vehicle model weight (n) for different type of PC. 
Volkswagen 6720 – 34335 

Skoda 12017 – 15206 

Figure 4.3 The percentage of car license for the years 2017 and 2018. 



  

 

 

61 

 

 

Hyundai 7112 – 22465 

KIA 7799 – 26624 

Seat 6671 – 20169 

Mercedes-Benz 8829 – 29636 

Ford 13038 – 13440 

Opel 6573 – 20199 

Nissan 3875 – 27321 

Citroen 4758 – 22318 

BMW 14715 – 14960 

Peugeot 7259 – 22838 

As a result, the Skoda is almost not the lightest car nor the heaviest، so in this project an Octavia 

type car was considered as design vehicle with weight 12753 N. 

The side dimensions in (mm) of Skoda Octavia are shown in the Figure 4.4, also the dimensions 

of width, track front, track rear and wheel base are shown in Table 4.5. 

 

 

 

Figure 4.4 Vehicle dimension. 

 

 

Table 4.5 Vehicle dimension. 
Dimension Name Dimension (mm) 

Width of vehicle 1814 



  

 

 

62 

 

 

Width of vehicle with mirror 2017 

Wheel Base 2686 

Front Track (axle) 890 

Rear Track (axle) 1094 

 

The weight of   design vehicle plays a key role in the mechanical design of speed bumps, which 

in turn affects the amount of energy produced. In addition, the vehicle's weight is carried by at 

least two axles: the front axle and the rear axle. 

In order to know the force affecting the speed bump, the simplest model of a car is to treat the 

entire vehicle as a point mass. As shown in Figure 4.5 there is a vertical force balance for a 

stationary car. In addition, when there is an acceleration or deceleration of the vehicle, there 

will be an impact on the force affected by the vehicle on the speed hump. 

Firstly, when the driver presses down on the brake pedal, the car pushes on the surface of the 

road in order to slow down, giving backward forces on both wheels on front track and causing 

the car to decelerate، which leads to an increase in weight on the front track. In addition, when 

the driver presses down on the gas pedal, this results in the car pushing back on the speed bump, 

giving an additional force on the wheels on the rear track, which leads to an increase in weight 

on the rear track. Secondly, it has been assumed that there is only one person inside the vehicle, 

Fuel weight, and there are no other external loads on the weight of the vehicle including air 

resistance, because the vehicle speed is very low (10-30) km/h. 

The total weight can be determined based on equation 4.3. 

C� = CD + C@ + C8 + CE                                                                 �4.3� 

Where: 

Wt: Total weight affecting on front / rear Track. 

Wv: Weight from vehicle on front / rear Track when vehicle at rest. 

Wd: Weight of driver. 

We: Affecting weight when vehicle braking or accelerating. 

Wf : Fuel weight. 



  

 

 

63 

 

 

Therefore, the lowest weight when vehicle is at rest، and this weight is the weight affecting 

the front track as shown in Figure 4.5, in addition, to the weight of the driver and other 

effects. Then: 

C� = 600.63 + C@ + C8 + CE 

The sum of the forces acting on the speed hump approximately more than 700 kg. So, 

Consider   Wt=6867 N. 

 

 

Figure 4.5 Vehicle dimension. 

4.4 Speed Humps  

Speed humps have been used as a traffic calming device in Nablus city to provide a vertical 

impediment to reduce the speed of vehicles travelling along the roadway, reducing conflicts 

between road users, and eliminate inappropriate driver behavior. 

Therefore, the purpose of speed hump in traffic, as well as the principles for their use, is to 

promote highway safety and efficiency by providing for the orderly movement of all road users 

on streets.  

Applications of speed hump according to Federal Highway Administration (FHWA): 

• Appropriate for residential local streets and residential/neighborhood collectors. 



  

 

 

64 

 

 

• Not typically used on major roads, bus routes, or primary emergency response routes. 

• Not appropriate for roads with 85th-percentile speeds of 45 mph or more. 

• Appropriate for mid-block placement, not at intersections. 

• Not recommended on grades greater than 8 percent. 

• Work well in combination with curb extensions. 

• Can be used on a one-lane one-way or two-lane two-way street. 

According to the Nablus municipality, the development of speed humps is based on the 

following general criteria:  In places where children and pedestrian are present, kindergartens, 

in residential neighborhoods, and near hospitals, and that they are placed on lit roads that have 

a speed of less than 60 km / hour. 

Moreover, the process of monitoring and evaluation in Nablus city for speed humps came 

through dividing the city into different zones according to the Nablus municipality, as shown 

in Figure 3.2.  

Through this evaluation, speed humps that do not satisfy general specification and are not in 

right place, approximately about 4%. Thus, the following problems are as observed: 

 Lack of sufficient distance between the speed humps. 

 The presence of speed humps at the intersection. 

 Making speed humps from concrete by residents in front of their homes .Are not 

considered in this study. 

 

Which in turn constitute a discomfort for drivers. The Number and percentage of these Speed 

Humps, as shown in Table 4.6. 

Table 4.6 The number and percentage of speed humps that violate the FHWA standard. 

Problem 
Number of Speed 

Humps 
Percent from the 

Total 

Lack of sufficient distance between the 
speed humps. 

15 3.93% 

The presence of speed humps in th