CHAPTER ONE
INTRODUCTION
1.1 General background 

As more and more vehicles crowd the cities’s roadways, traffic congestion has an increasingly debilitating effect on our quality of life. Across the West Bank, people, business, the industry, the economy and the environment pay a higher and higher price for mounting congestion through delays, lost opportunities, higher costs, increased accidents, reduced competitiveness, pollution, frustration and much more.

Nablus city is a major city located in the central part of North West Bank, connecting the northern governorates with the governorates in the middle and south of the West Bank.

Moreover, Nablus City is the center for the villages and refugees camps around it. Figures (1) and (2) present the central location of Nablus city in Palestine and Nablus governorates, respectively. Therefore, traffic that passes through the city is considered to be high. It requires a thorough examination to develop possible solutions to through traffic passing the city center, thorough major projects, rather than traffic management plans, in order to provide the appropriate links for through traffic, considering the available space of the roadway network and to keep at the same time acceptable service operations for both pedestrian and vehicular traffic.

Through traffic passing along ''Faisal Street'' and its western extension of "Haifa Street", they form the basic arterial street across the city. Traffic along the street is rapidly growing due to political, social and economical changes that are happening there.  
City planners, civil engineers, environmental, politicians and the general population can have a significant impact on how we address traffic congestion. Traffic is a very political and sensitive issue since almost every proposed method of addressing it carries a hefty price tag.


Figure (1). Map of Palestine showing the central location of Nablus city

Figure (2). Map of Nablus governorate illustrating the central location of Nablus city
 Heavy volumes of pedestrians flows are observed along or crossing the street.

 In addition there are many services\institutions buildings along the street, as ''Al_Watani'' Hospital, Nablus municipality building, the Palestinian Telecommunications Company, the police department, commercial compounds and many other major buildings which make the street more crowded.

Traffic signals in the street are indications for development of the city as well as in solving mounting traffic problems. They are generally effective in decreasing traffic congestion and in smoothing the traffic along the street, as well as provision of time for pedestrian crossing the street.

1.2 Current Problems:

Many problems are facing Faisal/Haifa Streets, which are expected to increase especially in the future as there is a considerable increase in population, as well as of economic activities, especially after the expected removal of the check points around the city. Such reasons will cause a huge growth of through and local traffic along the streets. This motivates us to find a quick and radical solution for the streets.

1.2.1 Traffic Problems:
Congestion Problems: It is one of the major problems that can be clearly seen in Faisal/Haifa Streets. The continuous increase in the number of vehicles with respect to the limited capacity is major factor that leads to the prescribed problem.

Delay Problems: It is another problem that is considered a result of congestion in Faisal Street by the traffic on the inner lanes that change lanes to go to the CBD area or to any local Street intersecting with Faisal Street. 
Safety problems: The safety problems represented in Faisal Street when local traffic in inner lanes conflicts with through traffic as they are changing lanes to enter the CBD area or to other local streets intersecting with Faisal Street.
 We also face a safety problem for the pedestrians crossing the street near "Al-Watani" hospital as that particular area is crowded with traffics and the signal light is not sufficient to serve that high number of pedestrians.

Geometry problems: The major geometry problem is near Zafer Al-Masri building and in front of Nablus Municipality since Faisal Street at these two locations is narrow and the traffic volume is high.
1.3 Objectives:
The aim of this project is to propose a solution to the mounting traffic congestion problems along Faisal/Haifa streets passing through the city center.
 This project will suggest and examine two different solutions to deal with Faisal/Haifa Streets congestion problem, The solutions to be assumed are a Tunnel connecting east to west and serves as a route for through traffic, and ''Arterial development and management'' which means the reallocation of spaces in the street and redesign it as needed.
 A thorough study will be conducted about the two alternatives, the study will include a description about each one of the alternative and how to apply it to Faisal/Haifa Streets.

Objectives include therefore performing preliminary design for each of the two indicated alternatives and this will facilitate at the end to compare among the alternatives in order to choose the most appropriate solution for the street to improve the traffic flow and enhance pedestrian flow and safety, to reduce the delay and the congestion of vehicles and finally to reduce the accidents due to changing lanes that some vehicles are forced to do when entering the CBD area and other local streets.  

1.4 Study Area:
It was obvious after many visits to Faisal/Haifa streets, the municipality recommendations, and from the traffic counts that were conducted, that the part from Al-Salam Mosque to Al-Ballor hall is the most congested part of the street, and that was the reason why this part of the street is taken as the study area of the project.

Faisal/Haifa Streets from Al-Salam Mosque to Al-Ballor Hall

are major streets that connect the eastern part of Nablus with the western part and passing by the CBD area of the city.

The volumes of traffic in these streets are huge and are in continuous growth, so many problems exist as the congestion, delay and accidents problems due to the high volumes, the geometry of the streets, the conflict between local traffic vehicles and through traffic vehicles and crossing pedestrian related problems.

1.5 Project's Outline:

 Previously we proposed and discussed the location of the project's study area and specified the traffic and safety problems which will be discussed in details later in Chapter Four.
Chapter Two presents the methodology of the project and a brief explanation about the various types of traffic studies used in the project.

Chapter Three presents the data collected and the sources of the displayed data.

Chapter Four is talking about the traffic problems of the study area in details and the probability of these problems to increase in the future unless we do something to solve them. Finally we will analyze the data collected from the field.

      Chapter Five presents the design criteria of Faisal/Haifa Streets with taking into consideration the current conditions that exist on the streets. The design criteria include the design speed, the design vehicle, the design hourly volume, and the level of service (LOS), as well as criteria of the geometric design of the street in its different alternatives.
Chapter Six presents the two proposed alternatives to solve the streets’ problems; the Arterial Development and Management System and the underpass (Tunnel). 

Finally, in Chapter Seven, conclusion and recommendations are illustrated.
CHAPTER TWO

METHODOLOGY

2.1 General background

This chapter presents the methodology of dealing with Faisal/Haifa Streets congestion problems and other major traffic problems facing the streets. It presents also the approach to arrive at new design for alternatives, in the attempt to reduce the delay and congestion which the streets are facing by separating the through traffic from the local traffic.

It was thought about the sites where we should locate the terminals of each alternative and where it should end, what cross sections should be considered for each of the two alternatives.

Different volume studies were conducted in order to deal with the problems such as pedestrian volumes counts, manual composition counts, vehicle classifications counts and license plate counts. A thorough comparison study will be made among the two solutions in order to find which solution is the best for the situation which the street faces.
2.2 Types of traffic studies used in the project:

2.2.1 Vehicle Classification (VC):

Vehicle Classification (VC) records volume with respect to the type of vehicles; the classification scheme is separated into categories depending on whether the vehicle carries passengers or commodities. Non-passenger vehicles are further subdivided by number of axles and number of units, including both power and trailer units

       For example, passenger cars, two axle trucks, three axle trucks and so forth. Figure (5) presents the sheet used for conducting the study through the street which is adapted by AASHTO.

 {VC} is used in:
· Design of geometric characteristics, with particular reference of turning radii requirements, maximum grades, lane widths, and so forth. 

·  Capacity analyses, with respect to passenger car equivalents of heavy vehicles.

· Adjustment of traffic counts obtained by machines.

· Structural design of highway pavements and bridges.


Figure (5). The Manual classification count sheet which was used for conducting the study through the street.
2.2.2 Intersection counts:

 These are taken to determine vehicle classification through movements, and turning movements at intersections. These data are used mainly in determining phase lengths and cycle times for signalized intersections in the design of Channelization at intersections, and in the design of general improvements to intersections. Figure (6) presents the field sheet which was used for conducting the study in ''Al- Salam'' mosque intersection.


Figure (6). The vehicle volume field sheet which was used for conducting the study in ''Al_ Salam'' mosque intersection.

2.2.3 Pedestrian Volume Counts:


 These are made at locations such as CBD sidewalks the counts usually are taken at these locations when the evaluations of existing or proposed pedestrian facilities are to be undertaken.
Such facilities include pedestrian sidewalks, crosswalks,   overpasses or underpasses.

2.2.4 License Plate Counts:

In order to determine the extent of through traffic, a vehicle license plate tag survey is conducted for traffic entering and exiting the street. A license plate survey involves recording the license plate number for a vehicle passing a particular point at a specific time. License plates are recorded at both the entry and exit points within a certain time frame are considered to represent traffic passing through the neighborhood with neither an origin nor destination within it. Materials of license plate numbers at entry and exit points of the section considered will assist in finding the volume of through traffic. Table (1), Figures (7) and (8) represent the sheet used in the survey, the survey locations near Al-Salam Mosque and Al-Balloor Hall intersections, respectively. 
Table (1). License plate observations sheet by location

	

	Survey location 
	Am Period 
	Pm Period 

	
	Southbound 
	Northbound
	southbound
	Northbound 

	
	
	
	
	

	
	
	
	
	

	Total 
	
	
	
	



Figure (7). A sketch illustrating license plate survey locations on Al-Salam Mosque Intersection.


Figure (8).A sketch illustrating count locations near Al-Balloor Hall
2.2.5 Traffic accident study:

Amongst all traffic accidents, road traffic accidents claim largest toll of human life and tend to be the most serious problem worldwide as the number of people killed in road traffic accidents each year is estimated at almost 1.2 million, while the number of injured could be as high as 50 million. Currently motor vehicle accidents rank 9th in order of disease burden and are projected to be ranked third in the year 2020. Nearly three quarter of deaths resulting from motor vehicle crashes occur in developing country. 
2.3 The methodology followed to tackle with the street problems:
Information were collected as much as possible, starting with AutoCAD maps showing detailed information about the streets including the current lanes’ design, obstacles, and buildings surround the streets. We also gathered the latest studies that were conducted on both streets like traffic volume studies, accidents studies, license plate studies.
This process continued for a month, some of the        information was collected manually and others were brought from different sources like the internet, Nablus Municipality, and Universal Group Engineering and Consulting (UG), Nablus, Palestine.
 AASHTO, 2001 were considered as the reference in the analytical solutions and the design criteria adopted to deal with the problems, in order to redesign the streets in a more useful way and enhance their performance. 
Two alternatives were adopted to tackle the streets’ problems an underpass, and arterial management, description of the procedures and equations we followed in tackling each of them will be mentioned later on in the following chapters.

CHAPTER THREE

DATA COLLECTION

3.1 General Background:

This chapter presents the procedure of collecting the data to achieve the objectives of the project and the sources of the collected data.

It shows also the detailed traffic problems in the study area, Since the objective of this project is to improve the movement in Faisal Street and to reduce the delay and the congestion of vehicles and to reduce accidents due to changing lanes that some vehicles are forced to do when entering  the CBD area and other local streets.

3.2 Types of collected data:
The collected data includes:
· Maps of the City of Nablus and the study area (Faisal/Haifa Streets).
· Traffic counts (Vehicles and pedestrian counts).

· Geometric data (Widths of the street, number of lanes. locations of intersection sidewalks and medians)
3.3 Sources of collected data:
· Site visits: One of the most important initial steps are the site visits since these visits give a clear vision of the study area problems, the geometry of the site and also assist in identifying locations for counting the vehicles to give an indication of the volumes of traffic, the capacity of the street, in order to facilitate solving the site problems.

· Nablus Municipality: Some maps were taken from the municipality which had a great influence on our vision of solving the street's problems.

· Universal Group Engineering and Consulting: Some data related to counting vehicles and pedestrians for the study area was taken from The Universal Group Engineering and Consulting.

·  Transportation Engineering Laboratory at An-Najah National University: Data of counting vehicles at Al-Salam Mosque and Al-Ballor intersections have been taken from the lab.
· In addition to the above Data we did the license plate counting to find the volume of through traffic passing Faisal/Haifa Streets, so we could specify the size of the problem and designate the number of lanes needed for the different alternatives.
3.4 Collected traffic data:
3.4.1 Traffic counts:

      Traffic counts were taken from Ahmed Kannan, Ameer Naji and Ahmed Amer's graduation project for two different locations (Haifa Street near Al -Salam Mosque and Faisal Street near Al Ballor- Hall). Figures (9) and (10) show sketches for AL-Salam Mosque and Al-Ballor Hall intersections, respectively.
The reason behind selecting these two locations is because they are the most probable locations of the entrance and the exit terminals of any of the two alternatives.

Tables (2) and (3) show the counts, the PHV and PHF of each directional movement at the intersections of Al_Salam mosque and Al-Ballor Hall intersections.

This study gives an indication of the congestion and delay problems at these locations, by finding the LOS of the intersections which will be discussed later on.

*Table (2). Turning movement counts on Al-Salam mosque intersection.



 PHV for eastbound direction=687 veh\hr
 PHV for westbound direction=492 veh\hr

Figure (9). Sketch for Haifa and Al-Ameer Mohammad (AL-Salam Mosque) intersection

Table (3) turning movement counts near Al_Ballor Hall intersection.


PHV for the westbound direction =1493 veh\hr
PHV for the eastbound direction =2877 veh\hr
**Counts in Tables (2) AND (3) from Ahmed Kannan, Ameer Naji and Ahmed Amer's graduation project.


Figure (10) sketch for Al-Ballor Hall intersection
3.4.2 Vehicle classification Counts:
Vehicle classification counts were made near Al-Madina Taxi office at Faisal Street during the period (7:15-10:00 AM) and at (2:15-2:45 PM) which is shown in tables (4) and (5), These counts were taken from Universal Group Engineering and Consulting, in order to determine the percentage of trucks that passes the streets which could be another cause of congestion and delay problems (if the percentage is high).

The number of vehicles passing Faisal Street near Al-Madina taxi office from (7:15-10:15) and  (11:30-2:30) are shown in Tables (6) and (7), respectively, in order to find the PHV of the vehicles passing the street.

	Classification
	7:15
	7:30
	7:45
	8:00
	8:15
	8:30
	8:45
	9:00
	9:15
	9:30
	9:45
	10:00
	Total
	% class 

	Private car, jeep
	83
	84
	122
	135
	124
	136
	144
	187
	153
	142
	141
	167
	1618
	22.0496

	Taxi
	120
	126
	137
	21
	188
	172
	135
	183
	13
	147
	146
	187
	1575
	21.46361

	Taxi van   (17seats)
	17
	15
	19
	8
	17
	22
	11
	12
	10
	7
	3
	15
	156
	2.12592

	Pick-up
	8
	6
	4
	4
	8
	6
	10
	2
	3
	9
	12
	6
	78
	1.06296

	Bus
	3
	8
	4
	9
	7
	5
	6
	12
	9
	7
	11
	7
	88
	1.199237

	Light Truck(2axle)
	4
	9
	5
	5
	5
	4
	6
	5
	9
	4
	8
	8
	72
	0.981194

	Heavy Truck(2axle)
	4
	6
	3
	0
	8
	12
	9
	10
	0
	6
	7
	14
	79
	1.076588

	Single truck(3axle)
	1
	0
	0
	0
	0
	0
	0
	0
	0
	0
	0
	0
	1
	0.013628

	Truck/Trailer(4,5,6)

Axle
	0
	0
	1
	0
	0
	0
	0
	0
	1
	0
	0
	0
	2
	0.027255

	Total
	240
	254
	295
	182
	357
	357
	321
	411
	198
	322
	328
	404
	3669
	50


Table (4). Manual Composition Count near Al_ Madina Taxi office (3/8/2008)

Counts in Table (4) are supplied upon request from Universal Group Engineering and Consulting.
Table (5). Manual Composition Count near Al_ Madina Taxi (3/8/2008) (Cont.)

	Classification
	2:15
	2:30
	2:45
	Total
	% of class

	Private car, jeep
	184
	150
	163
	497
	47.06439

	Taxi
	182
	165
	133
	480
	45.45455

	Taxi van   (17seats)
	3
	3
	8
	14
	1.325758

	Pick-up
	2
	2
	0
	4
	0.378788

	Bus
	1
	15
	2
	18
	1.704545

	Light Truck(2axle)
	7
	7
	10
	24
	2.272727

	Heavy Truck(2axle)
	2
	2
	11
	15
	1.420455

	Single truck(3axle)
	0
	0
	0
	0
	0

	Truck/Trailer(4,5,6) axle
	1
	2
	1
	4
	0.378788

	Total
	382
	346
	328
	
	


Counts in table (5) from Universal Group Engineering and Consulting.
 Table (6) number of vehicles passing Faisal Street near Al _Madina Taxi each 15 min and per hour
	Time (AM)

	No. of vehicles per 15 min
	Time (AM)
	Num of vehicle per hour

	7:15 To 7:30
	240
	7:15_8:15
	971

	7:30 To 7:45
	254
	7:30_8:30
	1088

	7:45 To 8:00
	295
	7:45_845
	1191

	8:00 To 8:15
	182
	8:00_9:00
	1217

	8:15 To 8:30
	357
	8:15_9:15
	1446

	8:30 To 8:45
	357
	8:30_9:30
	1287

	8:45 To 9:00
	321
	8:45_9:45
	1252

	9:00 To 9:15
	411
	9:00_10:00
	1259

	9:15 To 9:30
	198
	9:15_10:15
	1252

	9:30 To 9:45
	322

	9:45 To 10:00
	328

	10:00 To 10:15
	404


PH is 8:15_9:15

PHV= 1446 veh/hour
Counts in tables (6) from Universal Group Engineering and Consulting.
Table (7) number of vehicles passing Faisal Street near Al _Madina Taxi each 15 min and per hour
	Time (AM)
	No. of vehicles per 15 min
	Time (AM)
	No. of vehicle per hour

	11:30 _11:45
	478
	11:30_12:30
	1794

	11:45 _12:00
	459
	11:45_12:45
	1736

	12:00 _12:15
	443
	12:00_1:00
	1619

	12:15_12:30
	414
	12:15_1:15
	1571

	12:30_12:45
	420
	12:30_1:30
	1504

	12:45 _1:00
	342
	12:45_1:45
	1501

	1:00_ 1:15
	395
	1:00_2:00
	1519

	1:15_ 1:30
	347
	1:15_2:15
	1537

	1:30_ 1:45
	417
	1:30_2:30
	1572

	1:45_ 2:00
	360
	1:45_2:45
	1501

	2:00_ 2:15
	413
	2:00_3:00
	1469

	2:15_2:30
	382

	2:30_ 2:45
	346

	2:45 _3:00
	328


PH is 11:30_12:30

PHV= 1794 veh/hour
Counts in table (7) from Universal Group Engineering and Consulting.
3.4.3 Pedestrians counts:
Pedestrian counts are divided into two types:
· Pedestrians walking on the sidewalks

This study gives an indication of the volume of pedestrians walking on the sidewalks and finds the adequacy of these sidewalks and if the widths are sufficient to serve the number of pedestrian flow.

Locations of counts have been chosen based on the densest sidewalks on Faisal Street, close to as "Al-Watani" Hospital.

· Pedestrian crossing the streets 

This study helps to find the number of pedestrians crossing the street and by knowing it, we could specify the size of delay and congestion problems this volume causes. We will try to reduce it by manage the flow of pedestrian crossing or try to find some other alternatives as building an underpass or an overpass for through traffic.
The count locations concentrated near ''Al-Watani" Hospital and Al-Madina taxi office where as indicated above, at the locations with the highest volumes of pedestrians.
3.4.3.1 pedestrian crossing the streets 
Table (8). Pedestrians crossing beside AL-Madina Taxi Office (illegal crossing pedestrians) (3/8/2008)
	No. of pedestrians
	Time

	50
	7:30_7:45

	57
	7:45_8:00

	58
	8:00_8:15

	74
	8:15_8:30

	73
	8:30_8:45

	90
	8:45_9:00

	78
	9:00_9:15

	79
	9:15_9:30

	83
	9:30_9:45

	86
	9:45_10:00

	90
	10:00_10:15

	82
	11:00_11:15

	114
	11:15_11:30

	135
	11:30_11:45

	101
	11:45_12:00

	89
	12:00_12:15

	95
	12:15_12:30

	74
	12:30_12:45

	80
	12:45_13:00

	73
	13:00_13:15

	123
	13:15_13:30

	98
	13:30_13_45

	55
	13:45_14:00

	60
	14:00_14:15

	65
	14:15_14:30

	27
	14:30_14:45

	35
	14:45_15:00


Counts in table (8). From Universal Group Engineering and Consulting.
 Table (9). Pedestrians crossing Faisal Street near AL-Watani hospital (3/8/2008)
	 No. of pedestrians (west)
	Time

	100
	7:15_7:30

	205
	7:30_7:45

	200
	7:45_8:00

	246
	8:00_8:15

	310
	8:15_8:30

	247
	8:30_8:45

	261
	8:45_9:00

	266
	9:00_9:15

	238
	9:15_9:30

	295
	9:30_9:45

	290
	9:45_10:00

	260
	10:00_10:15

	328
	11:00_11:15

	311
	11:15_11:30

	277
	11:30_11:45

	305
	11:45_12:00

	294
	12:00_12:15

	249
	12:15_12:30

	262
	12:30_12:45

	224
	12:45_13:00

	230
	13:00_13:15

	201
	13:15_13:30

	193
	13:30_13_45

	176
	13:45_14:00

	139
	14:00_14:15

	169
	14:15_14:30

	134
	14:30_14:45

	176
	14:45_15:00


Counts in table (9) from Universal Group Engineering and Consulting.
3.4.3.2 Pedestrians walking on the sidewalks:

 Table (10). Pedestrians near AL-Watani Hospital (pedestrians on sidewalk) (3/8/2008)
	No. of pedestrians (north)
	Time

	27
	7:15_7:30

	29
	7:30_7:45

	34
	7:45_8:00

	36
	8:00_8:15

	31
	8:15_8:30

	10
	8:30_8:45

	22
	8:45_9:00

	21
	9:00_9:15

	10
	9:15_9:30

	6
	9:30_9:45

	15
	9:45_10:00

	21
	10:00_10:15

	45
	11:15_11:30

	22
	11:30_11:45

	17
	11:45_12:00

	17
	12:00_12:15

	8
	12:15_12:30

	18
	12:30_12:45

	16
	12:45_13:00

	17
	13:00_13:15

	10
	13:15_13:30

	25
	13:30_13_45

	12
	13:45_14:00

	11
	14:00_14:15

	12
	14:15_14:30

	8
	14:30_14:45

	9
	14:45_15:00


Counts in table (10) from Universal Group Engineering and Consulting.
3.4.4 License plate counts:
License plate counts were made to find the numbers of through traffic in Faisal/Haifa Streets so we could define the problems exist, and we could later on develop the different alternatives to solve the problems by specifying number of lanes needed for each alternative based on the PHV.

The count spots were chosen at Faisal/Haifa streets near Al-Salam Mosque and Al-Ballor Hall since they are the most possible locations for the terminals of the two alternatives as shown in the Figures (10) and (11).
License plate number was manually collected on Nov. 26, 27 2008 for (7:00-9:00 am) and (1:00-3:00 pm) peak periods, at the following locations:
· Haifa Street near Al -Salam Mosque as shown in tables (11-14).
· Faisal Street near Al- Ballor Hall as shown in tables (15-20).


Figure (10). A sketch illustrating license plate survey locations on Al-Salam Mosque Intersection.

 Table (11). Number of vehicles passing Faisal Street from Al-Salam Mosque (east west) each 15 min and per hour (27/11/2008)
	Time (AM)
	No. of vehicles per 15 min
	Time (AM)
	No. of vehicle per hour

	7:00_7:15
	259
	7:00_8:00
	934

	7:15_7:30
	235
	7:15_8:15
	868

	7:30_7:45
	223
	7:30_8:30
	837

	7:45_8:00
	217
	7:45_8:45
	801

	8:00_8:15
	193
	8:00_9:00
	746

	8:15_8:30
	204

	8:30_8:45
	187

	8:45_9:00
	162


PH is 7:00_8:00

PHV=934 veh/hour

Counts in Table (11) are counted by the graduation project team.
Table (12). Number of vehicles passing Faisal Street from AL_Salam Mosque (east west) each 15 min and per hour (26/11/2008)
	Time (PM)
	No. of vehicles per 15 min
	Time (PM)
	No. of vehicle per hour

	1:00_1:15
	200
	1:00_2:00
	1149

	1:15_1:30
	300
	1:15_2:15
	1119

	1:30_1:45
	249
	1:30_2:30
	1075

	1:45_2:00
	350
	1:45_2:45
	1146

	2:00_2:15
	220
	2:00_3:00
	1016

	2:15_2:30
	256

	2:30_2:45
	320

	2:45_3:00
	220


From Table (12)

PH is 1:00_2:00

PHV= 1149 veh/hour
Counts in Table (12) are counted by the graduation project team.
Table (13). Number of vehicles passing Faisal Street from AL_Salam Mosque (west east) each 15 min and per hour (26/11/2008)
	Time (AM)
	No. of vehicles per 15 min
	Time (AM)
	No. of vehicle per hour

	7:00_7:15
	120
	7:00_8:00
	522

	7:15_7:30
	140
	7:15_8:15
	516

	7:30_7:45
	144
	7:30_8:30
	513

	7:45_8:00
	118
	7:45_8:45
	509

	8:00_8:15
	114
	8:00_9:00
	509

	8:15_8:30
	137

	8:30_8:45
	140

	8:45_9:00
	118


From Table (13)

PH is 7:15_8:15

PHV=516 veh/hour
Counts in Table (13) are counted by the graduation project team.
Table (14). Number of vehicles passing Faisal Street from Al_Salam Mosque (west east) each 15 min and per hour (27/11/2008)
	Time (PM)
	No. of vehicles per 15 min
	Time (PM)
	No. of vehicle per hour

	1:00_1:15
	194
	1:00_2:00
	677

	1:15_1:30
	141
	1:15_2:15
	640

	1:30_1:45
	170
	1:30_2:30
	643

	1:45_2:00
	172
	1:45_2:45
	605

	2:00_2:15
	157
	2:00_3:00
	575

	2:15_2:30
	144

	2:30_2:45
	132

	2:45_3:00
	142


From Table (14)

PH is 1:00_2:00

PHV=677veh/hour
Counts in Table (14) are counted by the graduation project team.

Figure (11). A sketch illustrating count locations near Al-Balloor Hall
Table (15). number of vehicles passing Faisal Street from Al_Ballor Hall (west east) each 15 min and per hour (27/11/2008)
	Time (AM)
	No. of vehicles per 15 min
	Time (AM)
	No. of vehicle per hour

	7:00_7:15
	178
	7:00_8:00
	820

	7:15_7:30
	195
	7:15_8:15
	865

	7:30_7:45
	237
	7:30_8:30
	897

	7:45_8:00
	210
	7:45_8:45
	869

	8:00_8:15
	223
	8:00_9:00
	836

	8:15_8:30
	227

	8:30_8:45
	209

	8:45_9:00
	177


From Table (15)

PH is 7:30_8:30

PHV=897 veh/hour
Counts in Table (15) are counted by the graduation project team.
Table (16). Number of vehicles passing Faisal Street from Al_Ballor Hall (west east) each 15 min and per hour (27/11/2008)
	Time (PM)
	No. of vehicles per 15 min
	Time (PM)
	No. of vehicle per hour

	1:00_1:15
	333
	1:00_2:00
	1201

	1:15_1:30
	328
	1:15_2:15
	1236

	1:30_1:45
	341
	1:30_2:30
	1254

	1:45_2:00
	199
	1:45_2:45
	1217

	2:00_2:15
	368
	2:00_3:00
	1264

	2:15_2:30
	346

	2:30_2:45
	304

	2:45_3:00
	246


From Table (16)

PH is 2:00_3:00

PHV=1264 veh/hour

Counts in Table (16) are counted by the graduation project team. 
Table (17). Number of vehicles passing Faisal Street from Al_Ballor Hall (east west) each 15 min and per hour (26/11/2008)
	Time (AM)
	No. of vehicles per 15 min
	Time (AM)
	No. of vehicle per hour

	7:00_7:15
	255
	7:00_8:00
	1117

	7:15_7:30
	275
	7:15_8:15
	1167

	7:30_7:45
	272
	7:30_8:30
	1186

	7:45_8:00
	315
	7:45_8:45
	1213

	8:00_8:15
	305
	8:00_9:00
	1194

	8:15_8:30
	294

	8:30_8:45
	299

	8:45_9:00
	296


From Table (17)

PH is 7:45_8:45

PHV=1213 veh/hour
Counts in Table (17) are counted by the graduation project team.
Table (18). Number of vehicles passing Faisal Street from Al_Ballor Hall (east west) each 15 min and per hour (26/11/2008)
	Time (PM)
	No. of vehicles per 15 min
	Time (PM)
	No. of vehicle per hour

	1:00_1:15
	290
	1:00_2:00
	1199

	1:15_1:30
	346
	1:15_2:15
	1106

	1:30_1:45
	249
	1:30_2:30
	1016

	1:45_2:00
	314
	1:45_2:45
	1033

	2:00_2:15
	197
	2:00_3:00
	939

	2:15_2:30
	256

	2:30_2:45
	266

	2:45_3:00
	220


From Table (18)

PH is 1:00_2:00

PHV=1264 veh/hour

Counts in Table (18) are counted by the graduation project team.
      In order to find the Peak hour for the 4 locations we count the number of vehicles passing each direction every 15 min as shown in tables (19) and (20).
Table (19). Number of vehicles passing the four locations of license plate count on Faisal Street per 15 min and per hour (27/11/2008).
	Time (AM)
	No. of vehicles per 15 min
	Time (Am)
	No. of vehicle per hour

	7:00_7:15
	812
	7:00_8:00
	3393

	7:15_7:30
	845
	7:15_8:15
	3416

	7:30_7:45
	876
	7:30_8:30
	3433

	7:45_8:00
	860
	7:45_8:45
	3392

	8:00_8:15
	835
	8:00_9:00
	3285

	8:15_8:30
	862

	8:30_8:45
	835

	8:45_9:00
	753


From Table (19)

PH is 7:30_8:30

PHV=3433 veh/hour
Table (20) Number of vehicles passing the four locations of license plate count on Faisal Street per 15 min and per hour (26/11/2008).
	Time (PM)
	No. of vehicles per 15 min
	Time (PM)
	No. of vehicle per hour

	1:00_1:15
	1017
	1:00_2:00
	4176

	1:15_1:30
	1115
	1:15_2:15
	4101

	1:30_1:45
	1009
	1:30_2:30
	3988

	1:45_2:00
	1035
	1:45_2:45
	2070

	2:00_2:15
	942
	2:00_3:00
	3794

	2:15_2:30
	1002

	2:30_2:45
	1022

	2:45_3:00
	828


From the table (20)

PH is 1:00_2:00

PHV=4176 veh/hour
3.4.4.1 through traffic tables:

Table (21). Volume of through traffic passes the study area (east west direction) (1:00_3:00 PM)

	Time (PM)
	Volume of through traffic (vph)
	Time (PM)
	Peak hour volume

(vph)

	1:00_1:15
	80
	1:00_2:00
	304

	1:15_1:30
	75
	1:15_2:15
	300

	1:30_1:45
	79
	1:30_2:30
	277

	1:45_2:00
	70
	1:45_2:45
	281

	2:00_2:15
	76
	2:00_3:00
	299

	2:15_2:30
	52

	2:30_2:45
	83

	2:45_3:00
	88


Table (22). Volume of through traffic passes the study area (west east direction) (7:00_9:00 AM)

	Time (AM)
	Volume of through traffic (vph)
	Time (PM)
	Peak hour volume

(vph)

	7:00_7:15
	60
	7:00_8:00
	260

	7:15_7:30
	52
	7:15_8:15
	269

	7:30_7:45
	70
	7:30_8:30
	292

	7:45_8:00
	78
	7:45_8:45
	286

	8:00_8:15
	69
	8:00_9:00
	291

	8:15_8:30
	75

	8:30_8:45
	64

	8:45_9:00
	83


Table (23). Volume of through traffic passes the study area (east west direction) (7:00_9:00 AM)

	Time (AM)
	Volume of through traffic (vph)
	Time (PM)
	Peak hour volume

(vph)

	7:00_7:15
	52
	7:00_8:00
	209

	7:15_7:30
	52
	7:15_8:15
	212

	7:30_7:45
	58
	7:30_8:30
	218

	7:45_8:00
	47
	7:45_8:45
	201

	8:00_8:15
	55
	8:00_9:00
	207

	8:15_8:30
	58

	8:30_8:45
	41

	8:45_9:00
	53


Table (24). Volume of through traffic passes the study area (west east direction) (1:00_3:00 PM)

	Time 
	Volume of through traffic (vph)
	Time
	Peak hour volume

(vph)

	1:00_1:15
	91
	1:00_2:00
	360

	1:15_1:30
	86
	1:15_2:15
	345

	1:30_1:45
	88
	1:30_2:30
	340

	1:45_2:00
	95
	1:45_2:45
	322

	2:00_2:15
	76
	2:00_3:00
	325

	2:15_2:30
	81

	2:30_2:45
	70

	2:45_3:00
	98


3.4.5 Accident data counts:
The following table shows the collected accidents data in Nablus City including Faisal\Haifa Streets, and the nearby area.
The data was collected for the traffic police department by Khader, Adel and Abdulhjawad Graduation Project, 2009.

CHAPTER FOUR
TRAFFIC PROBLEMS AND ANALYSIS

4.1 General Background

This chapter presents the major traffic problems that affect Faisal/Haifa Streets and talks briefly about each one.

It also represents the calculations and analysis measured to find the size of the problems in order to minimize its impacts.

4.2 Traffic current Problems 

4.2.1 Congestion Problem 

Traffic congestion is a condition on any network as use increases and is characterized by slower speeds, longer trip times, and increased queuing.
 The most common example is the physical use of roads by vehicles. When traffic demand is great enough that the interaction between vehicles slows the speed of the traffic stream, congestion is incurred. As demand approaches the capacity of a road (or of the intersections along the road), extreme traffic congestion sets in. When vehicles are fully stopped for periods of time, this is colloquially known as a traffic jam.
The Congestion Problem is one of the major problems that can be clearly seen in Faisal/Haifa Streets. The continuous increase in the number of vehicles with respect to the limited capacity is major factor that lead to the prescribed problem.

Other factors such as pedestrian-vehicle interaction, absence of signals or proper signs and lane makings, lack of proper driver behavior, and so on, contribute to producing congestion problems.

Unless we manage roadway congestion, Nablus will continue to incur economic costs in foregone productivity, wasted time, wasted fuel, and a reduced quality of life.
In order to find if there is a congestion problem in the study area, we will conduct a level of service calculations analysis later.
4.2.2 Delay Problems:
Delay is another problem that is considered a result of congestion in Faisal Street and also by the traffic on the inner lanes that change lanes to go to the CBD area or to any local Street intersecting with Faisal Street. These vehicles causes great delay to the traffic in the other lanes especially through traffic since it should cross other lanes to go left or right.

Delay gives an indication of the travel time and it is measured in (sec/veh).

Slow traffic motion could cause many problems other than the delay it self as pollution of (CO2) since the vehicles produce more fuel at low speeds. 
Another cause of delay is the percentage of trucks exists in the street, as the percentage increases the delay increases.

From Table (4) we can determine the percentage of trucks which is:
          154/3653=4.169%
Where 154 =∑number of trucks (7:15-10:00)

3653= total number of vehicles (7:15-10:00)
4.2.3 Safety Problems:

Safety study and reducing the hazards of accidents is a major issue that should be taken into consideration whether between conflicting traffic and pedestrian-vehicle interaction.

The first safety problem that represented in Faisal Street when local traffic in inner lanes conflicts with through traffic as they are changing lanes to enter the CBD area or to other local streets intersecting with Faisal Street.
It was found that the number of accidents in the study area from 1/1/2008 to 31/10/2008 is represented in Table (25) below:
Table (25). Number of accidents in the study area (1/1/2008_31/10/2008)
	Street's Name
	Number of accidents

	Faisal Street
	30

	Haifa Street
	17


  Source; Hothaifa Khader, Mohammad Adel and Faris Abdulhjawad's Graduation Project, 2008-2009.
The second safety problem is the pedestrians crossing the street near "Al-Watani" hospital as that particular area is crowded with traffics and pedestrian and the signal light is not sufficient to serve that high number of pedestrians and since there are numbers of pedestrians that cross the street illegally (away from the crossing area) to catch up with the signal or to reach other nearby intersections (Al-Rahbat school street). The danger of accidents shouldn't be disregarded when solving Faisal Street's problem.
4.2.4 Geometry Problems:
Geometry problems in Faisal/Haifa Streets are presented in many ways.
The variation in the widths of lanes, specifically when there are narrower lanes along the street, assist in causing congestion in such sections, Other problems faced when proposing the alternatives to solve the street's problems that in some sections the width of the street is not quietly sufficient for constructing a tunnel, especially at the terminal locations or in designing for the inner/ through traffic lanes and outer/ local lanes.

It was found that the major geometry problem is near Zafer Al-Masri building and in front of Nablus Municipality since Faisal Street at these two locations is narrow and the traffic volume is high, so the congestion problems exist now and it will be worse in the future. 

4.3 Analysis:

According to the peak hours in Tables (19) and (20) above we counted the number of through vehicles passing Faisal/Haifa Streets during the morning peak and afternoon peak hours in the two directions and the results shown in Table (26):
Table (26). Through traffic in the study area (Faisal/Haifa Streets) during the peak hours

	Direction
	7:30_8:30
	1:00_2:00

	West to east
	292 veh/hr
	360 veh/hr

	East to west
	218 veh/hr
	304 veh/hr


To design the number of lanes needed for through direction we took the maximum number of passing through vehicles =360 veh/hr (from table (22)).
When designing the street; the political situation has been taken into consideration; so assuming that the check points around the city will be lifted. This will have a huge affect on the traffic entering the city and so the through traffic on the street,
Assuming that this will cause a growth of (50%-100%) we took middle value of 75% of increase of through traffic. As a result of lifting the check points at the entrances of Nablus. Therefore, traffic volume will increase to 360*1.75=630 veh\hr.
We should also take into consideration that we are designing this street for the next 20 years so taking into account the growth rate of vehicles, then the design hour volume passing through traffic is

630 (1+0.0253) ^20 =1039 veh\hr

Where 2.53% is the growth factor of vehicles per year taking from (Khader, Adel and Abdulhjawad Graduation Project, 2009) as a source and depending on their calculations.
CHAPTER FIVE

DESIGN CRITERIA

5.1 General background

In this chapter we represent the design criteria of Faisal/Haifa Streets, this takes into consideration the current conditions that exist on the streets which include, widths variation along the streets, the volume of traffic (through and local traffic), and the ability to make some changes in the study area by omitting some obstacles, and adding some neighboring areas to the right of way.

      The design criteria include information about:
1) Functional classification of the streets.

    2) The design speed.

     3) The design vehicle.

     4) The design hourly volume.
     5) The level of service (LOS). 

      As well as criteria of geometric design of the streets in its           different alternatives, such as:

1) Superelevation (e).

2) Side friction (f).

3) Minimum radius for horizontal curves.

4) Minimum length for horizontal curves.

5) Minimum length for vertical curves.

6) Lane width.

7) Median.

8) Sidewalks.

9) Separation strip.

   10) Maximum cross slopes.

             11) Minimum turning radii.

After using the above criteria in the design of the two alternatives, the most suitable alternative will be recommended, in order to use it to deal with the streets’ problems.

5.2 Functional Classification of the highway being designed:
Highways are classified according to their respective functions in terms of the character of the service they are providing.

This classification system facilitates the systematic development of highways and the logical assignment of highway responsibilities among different jurisdictions.

Highway and streets are preliminary described as rural or urban roads, following the preliminary classification; highways are then classified separately for urban and rural areas under the following categories:

· Principal arterials

· Minor arterials.

· Major collector

· Minor collectors.

· Local roads and streets

The streets included in the study area (Faisal/Haifa streets) are considered to be urban principal arterial level streets since the streets are major streets connecting the western part of the city with the eastern part, and existed within an area almost level with very limited grades. 

5.3 Design Vehicle:
      Criteria for the geometric design of highways are partly based on the static, kinematics, and dynamic characteristics of vehicles. Static characteristics include the weight and size of the vehicle; kinematics characteristics involve the motion of the vehicle, without considering the forces that cause the motion, dynamic characteristics involve the forces that cause the motion of the vehicle. Therefore, designing a highway involves the selection of a design vehicle.

      AASHTO, 2001 has selected three general classes of vehicles: passenger cars, trucks, and buses/recreational vehicles.

     In our design we used single – unit truck as our design vehicle since it represents all single-unit trucks and small buses that pass though the streets, and since its characteristics will encompass those of nearly all vehicles expected to use both streets.
5.4 Design Speed:

The design speed for a road had been considered as the maximum speed at which a motor vehicle can be operated safely on that road in perfect conditions.

According to AASHTO,2001 the precise definition for it is "a selected speed to determine the various geometric features of the roadway’’. The assumed design speed should be a logical one with respect to the topography, the adjacent land use, and the functional classification of highway.

Design speed range from 20 mi/hr to 70 mi/hr with intermediate values at (5-10) mi/hr.
As Faisal/Haifa streets are connecting Nablus City and crossing the CBD area; the design speed of these streets shouldn't be high as they pass through the most congested area in the city.

A design speed as 45 mph (70 kmph) is taken for through traffic.

5.5 Design Hourly Volume:
The design hourly volume (DHV) is the projected hourly volume that is used for design. This volume is usually taken as a percentage of the expected ADT on the street.

 In our design the maximum values of through traffic volumes of the two opposite lanes, according to table (26) are: 

304+360 =664vph 

 After 20 years with the growth factor 2.53%, the value becomes:

      
vph

1094

)

0253

.

1

(

664

20

=

+


Assuming that this value will increase from (50%-100%) as a result of lifting the check points from the entrances of the city, we choose a middle value of 75% of increase of through traffic, and multiply it with the initial value and as a result, the volume of through traffic will increase to 1094*1.75=1916 vehicle/hour
Maximum volume of traffic is in eastbound direction (1:00_2:00 PM) (360 vph) taking from table (24) presented before. After 20 years with a growth factor of 2.53% and assuming that the volume will increase 75% due to the factor mentioned above, the design hour volume passing through traffic is
(360*1.75)*(1+0.0253) ^20 =1039 vehicle\hour
These volumes are used in our design to find the level of service of the both streets.

     5.6 Level of Service (LOS):
Level-of-service (LOS) is a measure-of-effectiveness by which traffic engineers determine the quality of service on elements of transportation infrastructure. 

It's also a qualitative term describing the density of traffic, and relating travel speeds, delays, and other measures to performance.
In the study area the level of service is to be determined based on the proposed design speed (45mph).

 We assumed that a two lane per direction facility will be enough to carry through traffic, and we calculated the level of service as followed:
      
min

15

*

4

duringP

duringPH

V

V

PHF

=



95

.

0

95

*

4

360

=

=

PHF



)

1

(

)

1

(

1

1

-

+

-

+

=

R

R

T

T

HV

E

P

E

P

f



0

=

R

P

 And 
%

4

.

6

=

T

P



97

.

0

)

1

5

.

1

(

064

.

0

1

1

=

-

+

=

HV

f



HV

p

P

f

f

N

PHF

V

V

*

*

*

=



97

.

0

*

1

*

2

*

95

.

0

1039

=

P

V



ln

/

/

563

hr

PC

V

P

=

 
For a 3.3 m width of each through traffic lane, a lateral clearance more than 3 m, a divided highway, and 18 access points intersect the study area ( 1200 meter < 1 mile ) the free flow speed is calculated as followed:


Fa

Fm

FLc

FLw

BFFS

FFS

-

-

-

-

=



hr

mi

BFFS

/

60

=

, BFFS means 

hr

mi

FLw

/

9

.

1

=

 , Flw means 
 
hr

mi

FLc

/

0

=

 , 
 
hr

mi

Fm

/

0

=


 
hr

mi

Fa

/

4

=



hr

mi

FFS

/

1

.

54

=




 Since Vp < 1400 pc/h/lane, Then s= free flow speed = 54.1 mi/hr.


lane

mi

pc

s

vp

Density

/

/

4

.

11

=

=


LOS is B
LOS B is good, so we will adopt two lanes for through traffic per direction in our design.
5.7 Geometric Design criteria:
5.7.1 Superelevation (e):

Superelevation, in specific locations, maybe advantageous for urban collector street traffic operation. However, in built-up areas, the combination of wide pavements areas, proximity of adjacent development, control of cross slope, profile for drainage, frequency of cross streets, and other urban features often combine to make its use impractical or undesirable.

Superelevation is the banking (rotation) of a highway to counter some of the lateral force. As shown in the Figure (12), the banking causes a portion of the lateral acceleration to act normal (perpendicular) to the banked pavement. This is felt as a downward (with respect to the vehicle) force by the vehicle occupants. The remaining portion of the lateral force may act one of three ways depending on the banking and speed of the vehicle.
Figure (12).The way superelevation acts over cars while passing a specific point on a curve.

In AASHTO the superelevation ranges from 4 to 12 percent where 10 to 12 percent are usually used in areas where snow and ice do not exist.

On the other side 4 to 6 percent are used in where traffic congestion or extensive marginal development acts to restrict top speeds especially to urban areas, so it is common practice to utilize a low maximum rate of super elevation.
A maximum value of 6% as superelevation is taken in Faisal/Haifa streets.
5.7.2 Side-Friction Factor (f):

The side-friction factor represents the vehicle's need for side friction, also called the side friction demand; it also represents the lateral acceleration 
f

a

  that acts on the vehicle. This acceleration can be computed as the product of the side friction demand factor f and the gravitational constant 
g

 (i.e.
fg

a

f

=

).

With the wide variation in vehicle speeds on curves, there usually is an under balanced force whether the curve is super elevated or not. This force is result in tire side thrust, which is counterbalanced by friction between the tires and the pavement surface. This friction counterforce is developed by distortion the contract area of the tire. 

From table (27) bellow the side friction for speed of 45 mph (70
h

Km

/

) is 0.145

Table (27). Coefficient of side friction for different design speeds, recommended by AASHTO.
	Design speed (mi/hr)
	Coefficients of side friction f

	30
	.16

	40
	.15

	50
	.14

	60
	.12

	70
	.10


5.7.3 Minimum Radius For horizontal Alignment:

The minimum radius for a horizontal circular curve R for a vehicle traveling at u mi/hr can be determined by considering the equilibrium of the vehicle with respect to its moving up or down the incline, and after rearranging the equation we got the following equation showing that in order to reduce R for a given velocity, either e or f, or both, should be increased.


)

(

127

2

min

f

e

u

R

+

=



m

R

2

.

188

)

06

.

0

145

.

0

(

127

70

2

min

=

+

=


5.7.4 Minimum recommended length for horizontal curves:

For small deflection angles, curves will be sufficiently long to avoid the appearance of a kink. Curves will be at least 500 ft. in length for a central angle of 5 and increase 100 ft. for each 1 decrease in the central angle.

For anticipated posted speed controlled access facilities that use flat curvature, a desirable length of curve is about 3 times the anticipated posted speed (km/hr) as shown in the following equation.


m

L

V

L

210

70

*

3

*

3

=

=

=


Within the redesign of Faisal/Haifa streets, we couldn’t manage to maintain all the curves’ length above the minimum which is 210 m as shown above, due to width’s limitations, and obstacles surrounding both streets, and since the study area is not long enough to maintain both minimum radius and minimum length criteria for horizontal curves. 

5.7.5 Minimum length for vertical curves:

It is known that design controls for sag vertical curves differ from those for crests, and separate design values are needed. The headlight sight distance basis appears to be the most logical for general use, and the values determined for stopping sight distances are within the limits recognized in current practice. 
So according to ASSHTO we got the following equation:

A

K

L

*

=


 Maximum grades of about 5% are considered appropriate for a design speed of 110km/hr (70mph). for a design speed of 50 km/hr (30 mph) maximum grades are generally in the range of 7 to 12 percent depending on the terrain control grades for design speeds from 60 to 100 km/hr (40 -60 mph) fall between above extremes. The maximum grade should be used only frequently in most cases grades should be less than the maximum design grade. 

According to ASSHTO and for crest curves and for a design speed of 45 mph k=61

m

ft

L

A

K

L

6

.

111

366

6

*

61

*

=

=

=

=


According to ASSHTO and for sag curves and for a design speed of 45 mph k=79

m

ft

L

A

K

L

5

.

144

474

6

*

79

*

=

=

=

=


5.7.6 Lane width:

According to ASSHTO, 2001 a lane is a portion of a paved road which is intended for a single line of vehicles and is marked by white or yellow lines.

The lane width of a roadway greatly influences the safety and comfort of driving, according to AASHTO, 2001 Lane widths of 2.7 to 3.6 m are generally used.

In our project it varies from (3-3.6) with different locations along the streets.

5.7.7 Median:
A median is the portion of the highway separating opposing directions of the traveled way.
The widths of a median is the distance between the edges of the inside lanes, including the median shoulders.

Median widths vary from 1.2m to 24m or more but should be balanced with the other elements of the cross section, and the cost involved.

In our Project we used different widths for Medians because we were restricted with street widths’, and obstacles surrounding the streets, so it differs according to the location and the alternative we applied.

In all cases, the minimum width of median is set at 1 meter.

5.7.8 Sidewalk:
Sidewalk is the element of the highway used as pedestrians' access to public utilities, parks, shopping areas and transit stops and places along all streets in commercial areas should be provided along both sides of the streets.

The minimum sidewalk width is 1.2m; sidewalk widths of 2.4 m or greater may be needed in commercial areas.

If roadside appurtenances are situated on the sidewalk adjacent to the curb, additional width may be needed secure the clear width.

Greater sidewalk widths should be considers for higher volume sidewalks and where the sidewalk is against the curb or wall.
         A minimum sidewalk width of 2.9 m is considered as the streets are located in the commercial district.

5.7.9 Separation Strip:
The separation strip in this project was added to separate local traffic from thought traffic in the arterial management and development system.

The width of the separation strips which was used in the project varies from 1 or 2 meters, this depends on the location and the alternative. 
5.7.10 Maximum Cross Slope:
Undivided traveled ways on tangents, or on flat curves, have a crown or high point in the middle and a cross slope downward toward both edges. Unidirectional cross slopes across entire width of the traveled way may be utilized, which tend to provide a more comfort to the drivers when they change lanes and may either drain away from or toward the median.

 On high type two lane roadways crowned at the center the accepted rate of cross slope range from 1.5 to 2 %
In our design cross slopes were taken as 1.5%. 
5.7.11 Minimum Turning Radii:
The turning radius or turning circle of a vehicle is the radius of the smallest circular turn (i.e. U-turn or right turn) that the vehicle is capable of making. It is often used as a generalized term rather than a numerical figure. For example, a vehicle with a very small turning radius may be described as having a "tight turning radius".
Two different measurements can be quoted for a vehicle. A curb or curb-to-curb turning circle will show the distance traveled by the wheels. The wall or wall-to-wall turning circle will include an allowance for the width of the whole car, including the overhang of the bodywork. 

According to AASHTO, 2001 vehicles turning at intersections designed for minimum radius turns have to operate at low speed, perhaps less than 15 km/hr (10 mph)

In our design the minimum turning radii were taken as 11 m for single unit truck, and 5 meter for small crossing roads and passenger vehicles as the design vehicle, this information is adopted from the European standards used in Palestine and were taken from the Universal Group for Engineering and Consulting.
CHAPTER SIX
PROPPOSED ALTERNATIVES TO SOLVE FAISAL STREETS' PROBLEMS
6.1 General Background: 

Based on the problems of Faisal/Haifa Streets that have been discussed in Chapter Four and in the attempt to solve most of these issues and to improve the traffic flow along the street; two alternatives are proposed and discussed in this chapter:

· Arterial development and management system

· Building an underpass (tunnel) under Faisal/Haifa Streets
The two alternatives will be studied, analyzed and compared to find the most suitable solution that solves the streets’ problems.

 The idea of building a tunnel in Nablus city is challenging since it will be constructed for the very first time and that reflects the beginning of a new era of urbanization and development.
6.2 Arterial Development and Management System Alternative
6.2.1 Definition: 
Arterial development and management must involve re-planning of the arterial function and the means by which to preserve it. This re-planning must begin in the sketch planning phase and continue into design and implementation. 

Arterial development and management also continues into operation phase, including the widening and reallocation of space as needed, separating local frictions from arterial traffic and the enforcement of all policies related to preserving the arterial function and to encouraging efficient movement of through traffic.

6.2.2 Advanced Planning: 
It is essential to learn from prior experience. Perhaps the most important lesson is that a major arterial system can be put in place, only to be degraded over time by localized growth in communities along its route. To preserve the arterial function in the face of such natural growth, it is necessary to think in terms of:
· Separating local frictions from arterial traffic, where ''local frictions'' include parking, double parking, land access, deliveries, and perhaps local bus service.

· Providing alternate means in the initial plan to meet all of these future needs, lest the pressure to ''accommodate'' them in the future become unbearable.

· Allowing for efficient platoon movement by proper signal spacing on two-way arterials and by use of one-way pairs.

· Removing built-in frictions such as left turns across competing flows, by use of one-way facilities and by design features such as turn lanes in the median.
6.2.3 Design and Design Elements:
In order to accomplish the planning objective, good functional and detailed design is essential.

To assure that local activity such as land access, parking, and short trips does not disrupt the arterial function, some arterials now have an ''inner'' and ''outer'' roadway, just as some freeways do referring to Figure (13). This concept also ensures that the arterial function is ''built into concrete'' and defined for the future as well
. Figure (13).A sketch of arterial management system (inner and outer lanes)

6.2.4 Study Area:

At the very beginning both streets were studied as a whole system to try to figure out a solution for the problems mentioned before. The idea was to provide a total of four lanes for through traffic passing the streets from east to west and vice versa, besides a total of four lanes for local traffic in both directions in order to minimize the conflict between traffic.

 But while adopting this strategy, many limitations were found. These include streets' widths and some obstacles surrounding from both sides including commercial buildings, residential buildings, and some historical sites.  

The study area was divided into three parts:

· The first part starts from Al-Salam Mosque till AL-Kindi school. 

In details it includes the following as shown in Figure (14):
1) Haifa Street in front of Jamal-Abd Al Naser Park with a width of 30 m.

2)  Haifa Street in front of Al-Salam Mosque with a width of 20 m.

3) The beginning of Al-Ameer Mohammed Street with a width of 20m.

4) The first crossing road after Al-Salam Mosque along Haifa Street with a width of 20m. 
5) The second crossing road after Al-Salam Mosque besides ‘’Tulkarem Parking’’ with a width of 15 m.

6) The third crossing road after Al-Salam Mosque besides Al-Mathanna Building with a width of 20 m.

 Information about the widths of the first, second and third crossing the roads were gathered from Nablus Municipality as the ROW, but in the site we measured the paved area of the ROW as: the first crossing road was 5 m the second was13.7m and the third was 20m.
· The second part is the central part of both streets; it faces most of the problems. It passes through major places within the CBD of the city like Al-Watani Hospital, the Municipality, and other CBD locations. This part is one of the most congested areas in the city, and extends from Al-Kindi school to Nablus Municipality. 

In details it includes the following as shown in Figure (15):
 1) In front of “AL-Watani Hospital” with a width of 35 m.

      2) In front of the Municipality building with a width of 50 m.
      3) The widths of the crossing roads along the second part of               the study area are as follows and include the paved width based on site measurements:

· The first crossing road to the streets there is near “Al-Mat-hanna” building with a width of 20m
· The second crossing road along the same side of the street “labeled as crossing road number (1)" in the figure’’ with a width of 8m
· Crossing road number (2) with a width of 6.6m
· Crossing road number (3) with a width of 15m
· Crossing road number (4) with a width of 10m

· Crossing road number (5) with a width of 20m

· Crossing road number (6) with a width of 18m
· Crossing road number (7) with a width of 18m

· Crossing road number (8) with a width of 9.3m

· Crossing road number (9) with a width of 15m

· Crossing road number (10) with a width of 15m

· Al-Rahbat Street  with a width of 11m

· The Crossing road number of Al-Watani Hospital with a width of 7.5m.
All the above measurements were personal efforts, taking manually.
· The third part was the end of both streets extends from Nablus Municipality to Al-Ballor Hall.

In details, it includes the following as shown in Figure (16):
1) In front of Al-Ballor Hall (the southern segment) with a pavement width of 15 m.

2) In front of the Eastern cemetery with a pavement width of 20 m.

The information about the widths was taken from the field.
6.2.5 The Cross Section:

In order to apply Arterial Development and Management System concept in this alternative; we choose the following cross section with a minimum width of 35 meters. Widths of lanes are taken to be consistent with AASHTO,2001 standards. We divided the Right of Way into the following elements as shown in Figure (18 C-C):
· Four lanes for through traffic, with a width of 3.3 m each.

· Four lanes for local traffic with a width of 3 m each.

· One median in the middle with a width of 2 meters.

· Two Separations with a width of 1 meter each.

· Two Sidewalks with a width of 2.9 m each.
After intensive trials trying to fit the cross section has been chosen for the widths of the streets to fit within the available widths. No solution were found for the first and the third parts within the study area on the same concept due to widths’ limitations therefore; the concept was applied into only to the middle part from Al-Kindi school to Nablus Municipality, which is the most congested part. 
Four more cross sections were provided before and after the area with the applied alternative, as a preparation phase for the drivers, in order to prepare them to be within the system smoothly, taking the right direction, whether through or local traffic.

Figures (17) and (18) show the locations of the cross sections along the arterial system and the cross sections themselves, respectively.
The cross sections are as follow: 

· Section A-A: Haifa Street (in front of  Al-Tamimi service Station):

The ROW there is 20 meter. We proposed the following cross section as shown in Figure (18):
· Four lanes total for through and local traffic with a width of 3.25 m each.

· One median with 1 meter width.

· Two sidewalks 3m each.

· Section B-B: Haifa Street (in front of  Al-Kindi School)

The ROW there varies from 20 to 35 m. We proposed the following cross section as shown in Figure (18):

· Variation lane widths from 3.25 to 3.3 m.

· One median with a width that varies from 1 to 2 meters  

· Two sidewalks 3m each.

· Section C-C divisions were mentioned in the previous page.

· Section D-D: Faisal Street (For the eastern part and in front of Al- Haj Nimer Mosque) as shown in Figure(18):

The ROW according to our measurement is 20 m and the cross section there is as followed:

· Four lanes total for through and local traffic with a width of 3.25 m each.

· Two Sidewalks 3.5 m each. 

· Section E-E: Al-Saqia Street as shown in Figure(18):
The ROW is 15 m according to the site measurement and the cross section is as followed:

· Three lanes total for through and local traffic with a width of 3 m each.
· Two Sidewalks 3 m each. 

6.2.6 Design of the alignment for the Arterial Management and Development System Alternative: 

6.2.6.1 The proposed centerline:

The centerline of the street starts from the area near the intersection of Haifa Street with the crossing road leading to the western area public transportation garage, the centerline then follows the existed centerline of Haifa/Faisal Streets to a great extent and ends at the old Municipality, where the Municipality has no problem of demolishing the building to solve the traffic problems. Moreover to implement the alternative, another building is assumed to be demolished which is located besides Al-Masri service station.  At the end of this centerline we divided it into two divisions; the first one is for traffic goes west to east along Al-Saqia Street and the second one is for traffic goes east to west along Faisal Street as shown in Figure (19)
6.2.6.2 The proposed plan:

By using Softdesk Program, 2007 we prepared the plan. This includes the alignment and all the needed information such as the curves, and the stations as shown in Figure (20):
After preparing the centerline design, the length of the segment of 35m ROW was 477 m. Lane widths, and as well as median, separation strips and sidewalk widths are designed as indicated before and illustrated on the plan all according to ASHTOO, 2001. 
We have to ensure two criteria in the streets’ curves, the first one related to minimum curves radii, and the second related to minimum recommended length of curve. In our situation we couldn't manage to have the minimum curve length anywhere, even when we lowered the speed to 60 km/hr the minimum curve length is still not achievable. For the minimum radius (calculated in chapter five, page (51)) we tried our best to ensure having it (200 m) as much as possible.

6.2.6.3 Intersections design and directions:

       In order to accomplish a complete design for the streets, intersections within both streets were redesigned and movements were rearranged, allowed and prohibited some, with more merging and diverging movements, and less crossing movements within the area as much as possible, to take advantage of the space available to the maximum possible extent, and taking into consideration   the streets’ widths, the locations of the intersections, in order to achieve less congestion and delay in the area as much as possible. 
The following figures shows in  details the intersections concept after applying the arterial development and management system including directions’ changes, marking of the streets, and according to the collected information from Nablus Municipality  about the  ROW. For each one, in addition to field verifications which we made.
For the difficulty of getting appropriate names for the crossing roads we labeled them from 1 to 16 as shown in Figure (21).
Figures from (22) to (37) show the new design of intersections including: streets marking, design of Islands and Radii, lanes divisions and traffic signs.

Two traffic signals are suggested to be used before and after the section for which we applied the arterial development and management system concepts, in order to allow essential crossing movements, so we don't interrupt through traffic in the indicated area.

Crossing Road Number 1:


Figure (22).The rearrangement of intersection along crossing road number 1.

It is crossing road leading to the western area public transportation garage, the traffic there are conveyed to serve better the streets adjustment as shown in the above figure. This is because no crossing was allowed near Al-Kindi School to the Municipality building. The new arrangements are as follows:
1) Traffic coming from the west through Faisal/Haifa streets is allowed to go through this crossing road, just as before applying the new system.
2) Traffic coming from the east through Faisal/Haifa streets is allowed to go through this crossing road, just as before applying the new system.
3) Traffic coming from Sofian street is prohibited to go through this crossing road; this movement was allowed before applying the system.

Crossing road Number 2:


Figure (23). The rearrangement of intersection number 2

It is the intersection near Al Mat-hanna building and AL-Tamimi service station.
The following arrangements are suggested as shown in Figure (23):
1) Traffic coming from west through Faisal/Haifa streets is allowed to go through this crossing road, just as before applying the new system.

2) Traffic coming from east through Faisal/Haifa streets is prohibited to go through this crossing road, while it was allowed before applying the system.

3) Traffic coming from Sofian street is allowed to go through this crossing road, just as before applying the new system.
Crossing road number 3:


Figure (24). The redesign of crossing road number 3.

We kept the arrangement as it was before applying the system leading to the information that traffic coming from the west through Faisal/Haifa streets is allowed to go through this crossing road.

Crossing road number 4:

Figure (25). The redesign of crossing road number 4.

We kept the arrangement as it was before applying the system leading to the information that traffic coming through the crossing road to the mentioned streets is allowed.

Crossing road number 5:


Figure (26). The redesign of the intersection along the crossing road number 5.

We kept the arrangement as it was before applying the system leading to the information that traffic coming through the entry to the streets is allowed.

Crossing road number 6:

Figure (27).  The redesign of the intersection along crossing road number 6.
 We kept the arrangement as it was before applying the system leading to the information that as shown in the above figure:

1) Traffic coming from the west through Faisal/Haifa streets is allowed to go through this crossing road.

2) Traffic coming through the crossing road to the mentioned streets is allowed.

Crossing road number 7:


Figure (28).  The redesign of the intersection along crossing road number 7.

          It is the one within the CBD area; we kept the arrangement as it was before applying the system leading to the information that:
1) Traffic coming from the west through Faisal/Haifa streets is allowed to go through this crossing road.

2) Traffic coming through the crossing road to the mentioned streets is prohibited.
Crossing road number 8:


Figure (29).  The redesign of the intersection along crossing road number89.
          It is the one within the CBD area; we kept the arrangement as it was before applying the system leading to the information that:
1) Traffic coming from the west through Faisal/Haifa streets is prohibited to go through this crossing road.

2) Traffic coming through the crossing road to the mentioned streets is allowed.

Crossing road number 9:


Figure(30).  The redesign of the intersection along crossing road number 9.

We kept the arrangement as it was before applying the system leading to the information that, as it shows in the above figure:
1) Traffic coming from the west through Faisal/Haifa streets is allowed to go through this crossing road.

2) Traffic coming through the crossing road to the mentioned streets is prohibited.
Crossing road number 10:


Figure (31).  The redesign of the intersection along crossing road number 10.

It is the crossing road near Taxi- Al Madina, we kept the arrangement as it was before applying the system leading to the information that, as it shows in the above figure:

1) Traffic coming from the west through Faisal/Haifa streets is prohibited to go through this crossing road.

2) Traffic coming through the crossing road to the mentioned streets is allowed.
Crossing road number 11:


Figure (32).  The redesign of the intersection along crossing road number 11.
It is the crossing road near Nablus Municipality, We convey the traffic there to serve better the streets adjustment as shown in the above figure, and the new arrangements are as follows:
1) Traffic coming from the west through Faisal/Haifa streets is allowed to go through this crossing road, just as before applying the new system.
2) Traffic coming from the east through Faisal/Haifa streets is allowed to go through this crossing road, as a crossing movement, this movement was prohibited before applying the new system.
3) Traffic coming from Amr Abn AL-Khatab Street is prohibited to go through this crossing road; this movement was allowed before applying the system.

Crossing road number 12:


Figure (33). The redesign of the intersection along crossing road number 12.

         It is the entry near Al-Hajj Nimir Mosque, we kept the arrangement as it was before applying the system leading to the information that, as it shows in the above figure:

4) Traffic coming from the east through Faisal/Haifa streets is allowed to go through this crossing road.

5) Traffic coming through the crossing road to the mentioned streets is prohibited.

Crossing road Number 13:

Figure (34).  The redesign of the intersection along crossing road number 13.
       It is the crossing road coming from AL-Rahbat street, we kept the arrangement as it was before applying the system leading to the information that, as it shows in the above figure:

1) Traffic coming from the east through Faisal/Haifa streets is prohibited to go through this crossing road.

2) Traffic coming through the crossing road to the mentioned streets is allowed.
Crossing road number 14:


Figure (35).  The redesign of the intersection along crossing road number 14.

         It is the crossing road heading to Al-Watani Hospital, we kept the arrangement as it was before applying the system leading to the information that, as it shows in the above figure:

1) Traffic coming from the east through Faisal/Haifa streets is allowed to go through this crossing road.

2) Traffic coming through the crossing road to the mentioned streets is allowed.
Crossing road number 15:


Figure (36).  The redesign of the intersection along crossing road number 15.
      We kept the arrangement as it was before applying the system leading to the information that, as it shows in the above figure:

1) Traffic coming from the east through Faisal/Haifa streets is allowed to go through this crossing road.

2) Traffic coming through the crossing road to the mentioned streets is allowed.
Crossing road number 16:


Figure (37).  The redesign of the intersection along crossing road number 16.
         It is the entry near AL-Kindi School , we kept the arrangement as it was before applying the system, but we redesign  the eastern part from the intersection, omitted an entrance there and providing a parking for the traffic, leading to the information that, as it shows in the above figure:

1) Traffic coming from the east through Faisal/Haifa streets is allowed to go through this crossing road.

2) Traffic coming through the crossing road to the mentioned streets is allowed.
6.2.7 Marking and Signing:

In order to achieve a complete design we applied the Marking and signing to the study area as shown in Figure (38), including signing and marking of the intersections, the entrances and the exits. 

Marking and signing dimension, and the no passing distance which we consider it as 20 meter from each intersection as shown in the figure are adopted from AASHTO, 2001.

By applying marking and signing to the streets, the arterial management and development system alternative is complete and will be as shown in Figure (38), the figure shows in details the Marking and Signing process to the whole study area including all intersections, entrances and exits
6.3 Underpass (Tunnel) Alternative
6.3.1General Background:

A tunnel is an underground passage way, at least twice as long as they are wide. In addition, they should be completely enclosed on all sides, and the openings at each end should be saved.
Building a tunnel is common all over the world where the space is not sufficient for any development in the street and where the volume is high and the capacity doesn't serve the demand. Figure (39) shows an example of a tunnel in Amman City.

Figure (39). The tunnel connects Ministry of the Interior Circle (Al-Dakheleyeh Cr.) with Abdoun Bridge-Amman
Building a tunnel was one of the alternatives we suggest to deal with Faisal/Haifa streets problems as we mentioned before. This alternative is of special importance, especially after the limitations we faced in applying the Arterial Management and Development system alternative in the whole area which extends from Al-Salam Mosque to Al-Ballor Hall, mainly due to the widths' limitations. This led us to cut the area we applied the system down to only 477 m i.e. almost 40% from the study area. Therefore, building a tunnel there will be discussed in this chapter.
By constructing a tunnel for through traffic and therefore, separating the through and local traffic movements, we solve the most critical problems that face the streets; such as congestion, lack of safety and the delay problems. 

6.3.2 Study Area:

This alternative is applied over almost the whole study area, which extends from Al-Salam Mosque (Haifa Street), where there exists an entrance/exit of the tunnel to the old Municipality building, where the tunnel ends with again an entrance/exit located there, therefore, almost the whole study area is considered, except the part extending from that point till Al-Ballor Hall, because of the lack of appropriate streets' widths.

The tunnel is allocated for the through traffic and passes under the original street of the study area (Faisal\Haifa Streets), following the streets' slope, while the local traffic remains on the top, i.e., on the current level.

6.3.3 The Cross Section:
6.3.3.1 The tunnel's cross section:
The tunnel cross section dimensions and elements are taken from AASHTO, 2001. A cross section of the tunnel's preliminary design is shown in Figure (40) and includes the following:
1) Two way four lanes total for through traffic having a width of 3.3m each.

2) A median having a width of 1 m.

3) Two emergency sidewalks, having a width of .5 m each.

6.3.3.2 Local traffic's routes cross sections:
        For local traffic in Faisal/Haifa streets, and after installing a tunnel there for through traffic, the local traffic in the area has been redirected to pass from Al-Ameer Mohammad's Street, and then back to Haifa Street through the first crossing road after Al-Salam Mosque located at almost 135 m from the beginning of the street. The tunnel continued underneath Haifa/Faisal streets till the old Municipality building, after merging with the through traffic that comes out from the tunnel. 
The following Figures (41) and (42) show the new design of the areas with the sections’ locations where we implement the new design.

Figures (43) and (44) show the cross sections for the area with the new design for local traffic routes. 

6.3.4 Design of the alignment for the underpass (Tunnel) Alternative:
6.3.4.1 The proposed centerlines:

6.3.4.1.1 The Tunnel's Center Line:
The tunnel has the same center line of Haifa/Faisal Streets, and extends from Al- Salam Mosque Intersection and continues within the Street till the old Municipality, and where the Municipality has no objection to demolish this building if this will facilitate solving the traffic problems, as shown in Figure (45).
6.3.4.1.2 The proposed plan of the tunnel:
 By using Softdesk program, 2007 and from the tunnel's centerline we got the following plan, including the alignment, all the needed information about the curves and the stations are shown in Figure (46).
Although there are criteria related to minimum radius and minimum curve length according to ASHTOO, 2001, but in our situation we couldn't manage to have the minimum curve length for a proposed speed of 70 km/hr (3*v=210 m) even when we lowered the speed to 60 km/hr. As for the minimum radius we tried our best to ensure having it (i.e. to be more than 188.2 m e.g. 200 m) as much as possible but the streets' widths and the surrounding buildings made our Job very hard at some specific locations only (the traffic enter and go out the tunnel in the eastern part of the tunnel), we were obliged to reduce R to 36.8 m.
6.3.4.2 The proposed profile of the Tunnel:
 The vertical alignment of the highway consists of straight sections of the highway known as grades, or tangents; connected by vertical curves. The design of the vertical alignment therefore involves the selection of suitable grades for the tangent sections and the design of the vertical curves. The topography of the area through which the road traverses has a significant impact on the design of the vertical alignment.
We adopted a slope of 10% according to AASHTO, 2001 design criteria; the proposed design of the profile is shown in Figure (47).
6.3.5 Marking and Signing:
In order to achieve a complete design, we applied the marking and signing to the Tunnel alternative, and the parts of the local traffic before and after the tunnel, which we considered in design. Figure (48) shows in details marking and signing for the tunnel alternative and the parts of the local traffic before and after the tunnel's route, which we redesigned, including signing and marking of the intersections at the entrances and the exits. Figures (49), (50) and (51) illustrate signing and marking for the western part ,the eastern part and the tunnel itself, respectively. This includes signing and marking of the intersections at the entrances and the exits. 

Marking and signing dimension and locations are adopted from the European standards used in Palestine and were taken from the Universal Group for Engineering and Consulting
CHAPTER SEVEN
CONCLUSION AND RECOMMENDATIONS

7.1 Conclusion

This graduation project aimed to solve the central potion of the mounting traffic problems on the principal arterial, Faisal/Haifa streets which cross Nablus in an East-West axis.
After collecting relevant information, proper analysis was performed and two solutions alternatives were developed: one depends on the concept of arterial management and development, while the other on construction of a tunnel (underpass). Both alternatives aimed at isolating and transforming through traffic which passes the central portion of the arterial.
It's easy and applicable to implement Arterial Development and Management system alternative. However, part of a building will be demolished therefore; it can be applied within the existing highway with very small changes.
This alternative isn't as expensive when compared to the other alternative, the tunnel, to solve the streets' problems.

However, this alternative did not cover the whole study area due to widths' limitations that exist in the street, in addition to the surrounding obstacles.

Furthermore, it's not a long-term solution because the street has limited capacity, and the traffic is increasing rapidly.
It will solve the street problems for a medium period of time, almost up to 10 years.

Unlike the arterial management, the Tunnel covers the whole study area. So any future increase in the traffic will be covered since it separates the through from the local traffic completely, and the right of way (ROW) is preserved over the tunnel. So, it is a long-term solution.   

But, building a tunnel is more expensive and not easy to implement. 
7.2 Recommendations:
After studying the problems that face the study area and analyzing the data collected, and due to a comparison study between the two alternatives by showing the advantages and disadvantage of each one previously, intensives studies should be done to the two alternatives including detailed feasibility studies, cost benefits and social acceptance.  

For an immediate quick solution, applying the first alternative; the arterial development and management system from Al-Kindi school to Nablus Municipality, would solve most of the problems that face Faisal/Haifa streets for the next period (up to 10 years), with an appropriate cost and acceptable results.

Within this period of time, more studies, planning and designing could be conducted to apply the second alternative as a long term solution; in order to start constructing a tunnel for through traffic that offers an improved service, and a better street capacity, adapting to the future increased needs.





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