Project Title

By

Abdullah Wael Hamad (201610401), Kirolos Youssef (201611002), Shorouq Alnaqeeb

(201710154), Hussam Alhariri (201720609), Rand Amara (201720845)

Supervised by
Dr. Maen Ghadi

Submitted in partial fulfillment of the requirements for the degree of

BACHELOR OF SCIENCE
in
CIVIL AND INFRASTRUCTURE ENGINEERING PROGRAM
at
AL-ZAYTOONAH UNIVERSITY OF JORDAN

Amman, Jordan
January-2022
 This is to certify that I have examined

this copy of an engineering documentation by

Abdullah Wael Hamad (201610401), Kirolos Youssef (201611002), Shorouq Alnaqeeb

(201710154), Hussam Alhariri (201720609), Rand Amara (201720845)

And have found that it is complete and satisfactory in all respect,

And that any and all revisions required by the final Examining Committee have been

made

Dr. Maen Ghadi

i
 Acknowledgments

We express our satisfaction on the completion of this project. As we express our

gratitude to our families and friends for their kind co-operation and encouragement.

And we are highly indebted to our supervisor for his kind guidance during the entire

project.

ii
Abstract

iii
Table of Contents

iv
List of Figures

v
List of Tables

vi
List of Abbreviations

vii
 1 Introduction

1.1 Preface

Transportation is essential for any nation's development and growth. Transportation has

played a significant role by facilitating trade, commerce, and social interaction, while

consuming a considerable portion of time and resources. Many organizations and agencies

exist to plan, design, build, operate, and maintain transportation systems. The movements

of people and goods, which is the basis of transportation, has always been undertaken to

accomplish those basic objectives or tasks that require transfer from one location to

another. Every day, millions of people leave their homes and travel to a workplace, office,

classroom, or distant city.

A primary objective in highway and traffic engineering is to provide highway facilities that

operate at levels of service acceptable to the users of those facilities. Regular evaluation of

the level of service at the facilities will help the engineer to determine whether acceptable

conditions exist and to identify those locations where improvements may be necessary.

1.2 Project Motivation

The increase in road network by widening road built new bridges and other infrastructure is

costly and limited by the available spaces in Amman, therefore, the other solution is to

decrease the demand for travel especially within the peak hours. The long-term solution

requires developing a reliable and comprehensive transportation system and encouraging

people to use it instead of private cars. However, the current situation of congested traffic

requires immediate solutions with minimal costs, time and effort. This project aims to

propose a quick and effective solution to reduce the extreme peak hours congestion in the

Wadi Saqra intersection area by designing a road toll system.

8
1.3 Project Description

This study is conducted at Wadi-Saqra signalized intersection. This intersection is located

in the western central part of Amman the capital of Jordan. Wadi-Saqra intersection as

show in figure 1.1, 1.2, 1.3, 1.4 and 1.5.

Figure 1.1: North Direction, Sharif Nasser St.

Figure 1.2: East Direction, Pr. Shaker St.

9
Figure 1.3: South Direction, Arar St.

Figure 1.4: West Direction, Kindi St.

10
 Figure 1.5: Google Map Intersection

1.4 Project Objectives

Evaluate the current situation of the Wadi-Saqra intersection by determining the level of

service and delay, and find a solution to the intersection to reduce delay and increase the

level of service by designing a road toll system.

11
1.5 Design Requirements and Realistic Constraints

The constraints of the design summarized from the offering. Should be in points as follows:

 Comply with the ethical standards of the Jordanian Engineering Association.

 Reduce safety risks by taking accurate measures during the collection of design

parameters. Procedures in the field should adhere to safety and occupational health

regulation of Jordan ministry of labor.

1.6 Team Responsibilities

General description of the work assigns to each team member. A Table should be used.

Indicate who exactly in the group is responsible for what. Everyone should have design

tasks.

Table 1.1: Tasks Performed by Engineering Students for the Project

Number Tasks Group Member


12


Table 1.2: Time Schedule

13
1.7 Methodology

 Collecting data for the Wadi Saqra intersection, traffic volumes, and geometric items.

 Analysis of the current situation for the Wadi Saqra intersection, by finding the level of

service and delay for the intersection by Synchro software.

 Providing solutions for the intersection by designing a road toll system.

 Providing survey on how much volume will be reduced by applying road toll system

and people's satisfaction about road toll system.

 Evaluate the intersection situation after applying the road toll system, by determining

the level of service and delay for the intersection by Synchro software.

1.8 Organization of Report

The report on this project consists of five chapters. The first chapter consists of general

information about the project, its objectives, and the project methodology. The second will

be about the background on the signalized intersection, level of service, delay, and road toll

system concept. The third chapter will provide the result of analysis of the current situation

for the intersection and results of the survey and road toll system design of the intersection.

The fourth chapter will be about general results. The fifth chapter will deal with

conclusions and upcoming work.

14
 2 Literature Review and Background

2.1 Traffic congestion on signalized intersection

Traffic congestion is a condition in transport that is characterized by slower speeds, longer

trip times, and increased vehicular queueing. Traffic congestion on urban road networks has

increased substantially, since the 1950s. When traffic demand is great enough that the

interaction between vehicles slows the speed of the traffic stream, this results in some

congestion. While congestion is a possibility for any mode of transportation, this article will

focus on automobile congestion on public roads.

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 known as a traffic jam or (informally) a traffic snarl-up. Traffic congestion can lead to

drivers becoming frustrated and engaging in road rage.

Mathematically, traffic is modeled as a flow through a fixed point on the route, analogously

to fluid dynamics.[1]

15
2.2 Traffic Volume

Traffic volumes defined as the number of vehicles (or persons) that pass a point on a

transportation facility during a specified time period, which is usually one hour.

In traffic engineering studies there are many volumes such as daily volume, hourly volume,

peak hour volume. In addition, volumes of a day or an hour can vary greatly, depending on

the different day of the week or different time period of a day. [2]

2.3 Capacity

Capacity is defined as the maximum number of vehicles, passengers, or the like, per unit

time, which can be accommodated under given conditions with a reasonable expectation of

occurrence. [2]

2.4 Level of service

A term closely related to capacity and often confused with it is service volume. When

capacity gives a quantitative measure of traffic, level of service or LOS tries to give a

qualitative measure. A service volume is the maximum number of vehicles, passengers, or

the like, which can be accommodated by a given facility or system under given conditions

at a given level of service. [2]

16
Table 2.1 shows the level of service for the intersection,

Table 2.3: Level of Service for The Intersection[2]

2.5 Factors affecting level of service

The level of service can be derived from a road under different operating characteristics

and traffic volumes. The factors affecting level of service (LOS) can be listed as follows:

 Speed and travel time

 Traffic interruptions/restrictions

 Freedom to travel with desired speed

 Driver comfort and convenience [2]

2.6 Cycle Length

Cycle length is the time in seconds that it takes a signal to complete one full cycle of

indications. It indicates the time interval between the starting off of green for one approach

till the next time the green starts. [2]

17
2.7 Signal Phase

A phase is the green interval plus the change and clearance intervals that follow it. Thus,

during green interval, non-conflicting movements are assigned into each phase. It allows a

set of movements to flow and safely halt the flow before the phase of another set of

movements start. [2]

2.8 Phase design

The signal design procedure involves six major steps. They include the (1) phase design,

(2) determination of amber time and clearance time, (3) determination of cycle length, (4)

apportioning of green time, (5) pedestrian crossing requirements, and (6) the performance

evaluation of the above design. The objective of phase design is to separate the conflicting

movements in an intersection into various phases, so that movements in a phase should

have no conflicts. [2]

2.9 Road Toll System

A toll road, also known as a turnpike or tollway, is a public or private road (almost always a

controlled-access highway in the present day) for which a fee (or toll) is assessed for

passage. It is a form of road pricing typically implemented to help recoup the costs of road

construction and maintenance.

Tolls are often collected at toll plazas, toll booths, toll houses, toll stations, toll bars, toll

barriers, or toll gates. Some toll collection points are automatic, and the user deposits

money in a machine which opens the gate once the correct toll has been paid. To cut costs

and minimize time delay, many tolls are collected with electronic toll collection equipment

which automatically communicates with a toll payer's transponder or uses automatic

number-plate recognition to charge drivers by debiting their accounts.

18
Criticisms of toll roads include the time taken to stop and pay the toll, and the cost of the

toll booth operators—up to about one-third of revenue in some cases. Automated toll-

paying systems help minimize both of these. Others object to paying "twice" for the same

road: in fuel taxes and in tolls. [3]

2.10 Benefits of Road Toll System

 Saves time

One of the most well-known benefits of toll roads is that they can save a considerable

amount of journey time when compared with other routes. As toll roads tend to be quite

smooth and of good quality, you can travel a lot quicker cross-country on them, as opposed

to alternative back-road routes. [4]

 Less wear and tear

As toll road routes are normally very straightforward and also acclaimed for being of good

quality and car-friendly, there is much less chance of any damage occurring as a result of

the road. Whereas, on unfamiliar back-road routes, there could be random potholes and

uneven road surfaces, which could potentially result in some small damage occurring to the

car’s tires. [4]

 Saves Money

When discussing the benefits of toll roads, it may seem strange to think that using toll roads

could save you money on your journey. However, when considering the alternative route to

your destination, the petrol cost vs the toll road cost could surprise you. As many of the toll

road routes are designed to reduce journey time, using a different route could be adding a

considerable amount of miles to your journey and therefore cost you much more in fuel. [4]

19
 Safety

We’ve all heard the saying, ‘safety in numbers’ and this is just as true when driving than for

any other situation. As the toll routes tend to have more cars using them, should you

breakdown at night or need to pull over in an emergency, there are normally dedicated lay-

bys which are well lit. Should you break down on a different route, in an area you are not

familiar with in the dark, you may feel unsafe, and it could be potentially dangerous. [4]

 Pre-planning

When planning and budgeting your European break, toll roads can be easily factored in

once you’ve locked down your route, and if you have an Emojis Tag, you don’t need to

take money for the toll booths with you, as it will be taken from the bank account registered

on your tag account. [4]

2.11 Charging methods

Road tolls were levied traditionally for a specific access (e.g. city) or for a specific

infrastructure (e.g. roads, bridges). These concepts were widely used until the last century.

However, the evolution in technology made it possible to implement road tolling policies

based on different concepts. The different charging concepts are designed to suit different

requirements regarding purpose of the charge, charging policy, the network to the charge,

tariff class differentiation, et cetera:

 Time-based charges and access fees: In a time-based charging regime, a road user has to

pay for a given period of time in which they may use the associated infrastructure. For

the practically identical access fees, the user pays for the access to a restricted zone for

a period or several days.

 Motorway and other infrastructure tolling: The term tolling is used for charging a well-

defined special and comparatively costly infrastructure, like a bridge, a tunnel, a

mountain pass, a motorway concession, or the whole motorway network of a country.

20
 Classically a toll is due when a vehicle passes a tolling station, be it a manual barrier-

controlled toll plaza or a free-flow multi-lane station.

 Distance or area charging: In a distance or area charging system concept, vehicles are

charged per total distance driven in a defined area. [5]

2.12 Collection methods

Traditionally, tolls were paid by hand at a toll gate. Although payments may still be made

in cash, it is more common now to pay using an electronic toll collection system. In some

places, payment is made using transponders which are affixed to the windscreen.

Three systems of toll roads exist:

 open (with mainline barrier toll plazas)

 closed (with entry/exit tolls);

 open road (no toll booths

only electronic toll collection gantries at entrances and exits or at strategic locations on the

median of the road). Some toll roads use a combination of the three systems.

On an open toll system, all vehicles stop at various locations along the highway to pay a

toll. (This is different from "open road tolling", where no vehicles stop to pay a toll.) While

this may save money from the lack of need to construct toll booths at every exit, it can

cause traffic congestion while traffic queues at the mainline toll plazas (toll barriers). It is

also possible for motorists to enter an 'open toll road' after one toll barrier and exit before

the next one, thus travelling on the toll road toll-free

With a closed toll system, vehicles collect a ticket when entering the highway. In some

cases, the ticket displays the toll to be paid on exit. Upon exit, the driver must pay the

amount listed for the given exit. Should the ticket be lost, a driver must typically pay the

maximum amount possible for travel on that highway.

21
Short toll roads with no intermediate entries or exits may have only one toll plaza at one

end, with motorists travelling in either direction paying a flat fee either when they enter or

when they exit the toll road. In a variant of the closed toll system, mainline barriers are

present at the two endpoints of the toll road, and each interchange has a ramp toll that is

paid upon exit or entry. In this case, a motorist pays a flat fee at the ramp toll and another

flat fee at the end of the toll road; no ticket is necessary. In addition, with most systems,

motorists may pay tolls only with cash or change; debit and credit cards are not accepted.

However, some toll roads may have travel plazas with ATMs so motorists can stop and

withdraw cash for the tolls. [5]

2.13 Sample of Road Tolls

Abu Dhabi is set to roll out road tolls from January 2, 2021 onwards.

At first, the Darb Toll Gate system will be activated in four locations: Sheikh Zayed Bridge,

the Shaikh Khalifa bin Zayed Bridge, Al Maqtaa Bridge and Musaffah Bridge. It will aim

to smoothen traffic flow, encourage the use of public transport and enhance the efficiency

of the capital’s road network. [6]

Collection times

The Dh4 toll will be collected only during peak hours from Saturday to Thursday, from

7am to 9am, and again from 5pm to 7pm. There will be no toll on Fridays and on public

holidays. [6]

Toll caps

In order to minimize the impact on road users, the maximum daily toll for each vehicle will

be capped at Dh16. In addition, a monthly cap of Dh200 will apply for the first vehicle on a

user's account, along with a cap of Dh150 on the second vehicle, and Dh100 on all

additional vehicles. As for corporate-owned vehicles, there will, however, be no daily or

monthly toll cap. [6]

22
Online payment system

Once users top up their online accounts, the toll will be deducted directly after the user

passes a toll gate, with the toll gate system capturing vehicle plate numbers. The Darb Toll

Gate system has an initial vehicle registration fee of Dh100 per vehicle, of which, Dh50

will be credited back to the registered account. [6]

3 Figure 2.6: Abu Dhabi Road Toll

3.1 Software used

Synchro Intersection

Synchro is primarily used for modeling traffic flow, traffic signal progression, and

optimization of traffic signal timing. Additionally, it can be used to analyze arterials and

signalized/unsignalized intersections, Synchro will be used to determine level of service

and delay for the intersection. [7]

23
SPSS Statistic

The software that will be used in the statistical analysis is SPSS, SPSS is short for

Statistical Package for the Social Sciences, and it's used by various kinds of researchers for

complex statistical data analysis. SPSS will be used to analysis the survey results. [9]

24
4 Design

25
4.1 Developed Design

4.1.1 Data Collection

Figure 3.1 and 3.2 show current traffic movement for Wadi-Saqra intersection.

Figure 4.7:Current Traffic Movement in Wadi-Saqra Intersection

26
 Figure 4.8:Current Traffic Movement in Wadi-Saqra Intersection
Table 3.1 show traffic volume for the intersection in 7:30 to 8:30 AM peak

Table 4.4: Traffic Volume for The Intersection In 7:30 To 8:30 AM Peak
Intersection Approach Movement Traffic Volume 2019
Th 1055
L 729
R 974
Nasir Bin Jameel U 47
Total Approach 2804
Th 1518
L 221
Prince shaker bin R 483
Zaid U 36
Total Approach 2258
Th 368
L 840
R 74
Arar U 68
Total Approach 1350
Th 2404
L 1008
R 1597
Wadi-Saqra Al-Kindi U 57
Total Approach 5066
Total in the
intersection 11479

27
Table 3.2 show traffic volume for the intersection in 17:00-18:00 PM peak

Table 4.5: traffic volume for the intersection in 17:00-18:00 PM peak

Intersectio
n Approach Movement Traffic Volume 2019
Th 850
L 495
R 944
Nasir Bin Jameel U 171
Total Approach 2459
Th 2059
L 123
Prince shaker bin R 506
zaid U 73
Total Approach 2760
Th 375
L 932
R 101
Arar U 58
Total Approach 1467
Th 1668
L 1058
R 761
Wadi-Saqra Al-Kindi U 81
Total Approach 3569
Total in the
intersection 10255

28
4.2 Evaluating the Current Situation of Intersection by Synchro Software

First, Add Links from the tool that is shown in figure3.2.

Figure 4.9:Add link by Synchro

29
Second, add lanes setting and movements as in figures 3.4 ,3.5, 3.6, and3.7.

Figure 4.10: Lane Setting by Synchro for AM-Peak

30
Figure 4.11: Lane Setting by Synchro for PM-Peak

31
 Al Shareef Street

Kindi Street
Prince Shaker Street

Arar Street

Figure 4.12: Traffic Volumes and Movement by Synchro in AM Peak

32
 Al Shareef Street

Kindi Street
Prince Shaker Street

Arar Street

Figure 4.13: Traffic Volumes and Movement by Synchro in PM Peak

33
Third, add time setting and phases for the intersection as in figures 3.8and3.9

Figure 4.14: Time Setting and Phases for The Intersection For AM-Peak

34
Figure 4.15: Time Setting and Phases for The Intersection For PM-Peak

35
Fourth, find level of service and delay as in figure3.10 and3.11.

Al Shareef Street

Kindi Street Prince Shaker

Street

Arar Street

Al Shareef Street

Prince Shaker
Kindi Street
Street

Arar Street

Figure 4.16: Level of Service and Delay for Am-Peak

36
 Al Shareef Street

Prince Shaker
Kindi Street
Street

Arar Street

Al Shareef Street

Kindi Street Prince Shaker

Street

Arar Street

Figure 4.17: Level of Service and Delay for PM-Peak

37
4.3 Survey Developments

4.3.1 Aims of Survey

The survey suggests a solution for traffic jam during the peak hour in Wadi Saqra

intersection by applying a toll fee just during the peak hour, so congestion no more existed.

The revenue of the toll will be applied for improving the infrastructure of the area, The

survey will determine how much volume will be reduced (people will not use the road in

this period or people flexible in their work and travel time compare to satisfied people) and

people satisfaction about toll road.

4.3.2 Survey Structure

The questionnaire was developed based on the literature review; The questionnaire was

divided into two parts as below:

Part (A) contained the demographic information about the respondents, which were: age,

gender, level of education, monthly income, occupation.

Part (B) contained information about travel and work characteristic for occupation.

Part (C) contained information about using Wadi Saqra intersection and road toll.

In the beginning, the questionnaire was written in English, then it was translated into

Arabic to help the respondents understand it in a better way. (See appendix A).

38
4.3.3 Survey Results

1-Age

Table 4.6: Distribution of the Sample by Age

Cumulative
Item Frequency Percent% Percent%
Age <18 4 3.7 3.7
18-30 93 85.3 89.0
30-50 12 11.0 100.0
Total 109 100.0

Figure 4.18: Distribution of the Sample by Age

Table 4.3 and Figure 4.12 show that most of the sample is with age from 18-30years
(85.3% ,93 from109), this is because the Jordanian society is a youth.

39
2-Gender

Table 4.7: Distribution of the Sample by Gender

Item Frequency Percent% Cumulative Percent

Gender male 68 62.4 62.4
female 41 37.6 100.0
Total 109 100.0

Figure 4.19: Distribution of the Sample by Gender

Table 4.4 and Figure 4.13 show that most of the sample is males (62.4%,68 from109), this
is expected because in Jordanian society males are moving to work or another destination
more than females.

3-Level of Education

40
 Table 4.8: Distribution of the Sample by Level of Education

Item Frequency Percent% Cumulative Percent

Level of Tawjihi 8 7.3 7.3
Education
BSc 95 87.2 94.5
master 6 5.5 100.0
Total 109 100.0

Figure 4.20: Distribution of the Sample by Level of Education

Table 4.5 and Figure 4.14 show that most of the sample has a BSc degree (87.2%,95
from109), this is because the Jordanian society is a society focused on education.

4-Monthly Income

41
 Table 4.9: Distribution of the Sample by Monthly Income

Item Frequency Percent% Cumulative Percent

Monthly <600 80 73.4 73.4
Income
<1200 18 16.5 89.9
>1200 11 10.1 100.0
Total 109 100.0

Figure 4.21: Distribution of the Sample by Monthly Income

Table 4.6 and Figure 4.15 show that most of the sample has a monthly income <600
(73.4%,80 from109), this is because of the difficult economic conditions in Jordan.

5-Occupation

42
 Table 4.10: Distribution of the Sample by Occupation

Item Frequency Percent% Cumulative Percent

Occupation student 55 50.5 50.5
employee 51 46.8 97.2
merchant 3 2.8 100.0
Total 109 100.0

Figure 4.22: Distribution of the Sample by Occupation

Table 4.7 and Figure 4.16 show that most of the sample is students (50.5%,55 from109) and

employees (46.8%,51 from109), this is because the Jordanian society is a youth.

6-Daily Travel

43
 Table 4.11:Daily Travel Distribution

Item Frequency Percent% Cumulative Percent

Daily yes 95 87.2 87.2
Travel No 14 12.8 100.0
Total 109 100.0

Figure 4.23: Daily Travel Distribution

Table 4.8 and Figure 4.17 show that most of the sample used daily travel (87.2%,95

from109), this is because most of the sample is students and employees.

7-Time of Start Work

44
 Table 4.12: Time of Start Work Distribution

Cumulative
Item Frequency Percent% Percent
Time of 6:00 Am 11 10.1 10.1
Start 7:00 Am 17 15.6 25.7
Work 8:00 Am 43 39.4 65.1
9:00 Am 18 16.5 81.7
10:00 Am 8 7.3 89.0
after 10:00 Am 12 11.0 100.0
Total 109 100.0

Figure 4.24: Time of Start Work Distribution

Table 4.9 and Figure 4.18 show that most of the sample started work at 8:00 am (39.4%,43
from109).

7-Time of Finish Work

45
 Table 4.13: Time of Finish Work Distribution
Cumulative
Item Frequency Percent% Percent
Time of after 2:00pm 13 11.9 11.9
Finish 3:00 pm 8 7.3 19.3
Work 4:00 pm 41 37.6 56.9
5:00 pm 21 19.3 76.1
6:00 pm 26 23.9 100.0
Total 109 100.0

Figure 4.25: Time of Finish Work Distribution

Table 4.9 and Figure 4.18 show that most of the sample finished work at 4:00 pm
(37.6%,41from109).

8-Flexible of Time Work

46
 Table 4.14: Flexible of Time Work Distribution
Item Frequency Percent% Cumulative Percent

Flexible of yes 20 18.2 18.5

Time Work No 27 24.8 43.5
somewhat 62 57.0 100.0
Total 109 100
Total 109 100.0

Figure 4.26: Flexible of Time Work Distribution

Table 4.11 and Figure 4.20 show that most of the sample has flexible time work (57%,62
from109).

9-Use Wadi Saqra Intersection

47
 Table 4.15: Use Wadi Saqra Intersection Distribution

Item Frequency Percent% Cumulative Percent

Use Wadi yes 47 43 43.5
Saqra No 62 57 100.0
Intersection
Total 109 100
Total 109 100.0

Figure 4.27: Use Wadi Saqra Intersection Distribution

Table 4.12 and Figure 4.21 show that the sample that used the Wadi Saqra intersection is
(43%,47 from109).

10-Often Use Wadi Saqra Intersection

48
 Table 4.16: Often Use Wadi Saqra Intersection Distribution

Item Frequency Percent% Cumulative Percent

Often daily 21 19.3 19.3
Use sometimes 31 28.4 47.7
Wadi
rarely 57 52.3 100.0
Saqra
Intersecti Total 109 100.0
on

Figure 4.28: Often Use Wadi Saqra Intersection Distribution

Table 4.13 and Figure 4.22 show that the sample that used the Wadi Saqra intersection is

rarely using the intersection not daily used (52.3%,57 from109).

49
11-Congestion in Wadi Saqra Intersection

Table 4.17: Congestion in Wadi Saqra Intersection Distribution

Item Frequency Percent% Cumulative Percent

Congestion little 15 13.8 13.8

in Wadi accepted 44 40.4 54.1
Saqra extreme 50 45.9 100.0
Intersection
Total 109 100.0
Total 109 100.0

Figure 4.29: Congestion in Wadi Saqra Intersection Distribution

12-Know That Traffic Jam Effect

50
 Table 4.18: Know That Traffic Jam Effect Distribution

Item Frequency Percent Cumulative Percent

Know yes 105 96.3 96.3
That
No 4 3.7 100.0
Traffic
Jam Total 109 100.0
Effect

Figure 4.30: Know That Traffic Jam Effect Distribution

Table 4.15 and Figure 4.24 show that the sample that used the Wadi Saqra intersection

know that traffic jam effects (96.3%,105 from109), this is good because it helps to accept

an idea of the road toll.

13-Supprot Road Toll

51
 Table 4.19: Support Road Toll Distribution

Item Frequency Percent Cumulative Percent

Road yes 53 48.6 48.6
Toll
No 56 51.4 100.0
Distributi
on Total 109 100.0

Figure 4.31: Support Road Toll Distribution

Table 4.16 and Figure 4.25 show that the sample that used the Wadi Saqra intersection
support road toll (48.6%,53 from109), this is good because it helps to accept an idea of the
road toll.

14-Pay Fees for Use Intersection

52
 Table 4.20: Pay Fees for Use Intersection Distribution

Item Frequency Percent Cumulative Percent

Pay Fees yes 58 53.2 53.2
for Use
No 51 46.8 100.0
Intersecti
on Total 109 100.0

Figure 4.32: Pay Fees for Use Intersection Distribution

Table 4.17 and Figure 4.26 show that the sample that used the Wadi Saqra intersection will

pay fees for using the interaction (53.2%,58 from109), so the traffic volumes and the

demand will reduce about 46.8 %, this will minimize the delay in the intersection and

solving the traffic congestion problem in the intersection. The evaluating of the intersection

delay and level of service after the reduction in traffic volume by the people who will not

use the intersection after applying road toll will be provided in the next section.

15-Case for Pay Fees for Use Intersection

53
 Table 4.21: Case for Pay Fees for Use Intersection Distribution

Item Frequency Percent Cumulative Percent

Case for shopping 5 4.6 4.6
Pay Fees
leisure 26 23.9 28.4
for Use
Intersecti work 78 71.6 100.0
on Total 109 100.0

Figure 4.33: Case for Pay Fees for Use Intersection Distribution

54
4.4 Evaluating the Situation of the Intersection After Applying Road Toll by Synchro

Software

55
 5 Results

5.1 Results Summary

5.2 Results Discussion

5.3 Validation of Design Requirements within the Realistic Constraints

Table 4.1: Validation of Design Requirements within the Realistic Constraints

Parameter Required Achieved Check
Requirement # 1 10 11 Ok
Requirement # 2
Requirements
Requirement # 3
Requirement # 4
Economic
Price $10 $9.45 Ok
constraints
Manufacturability
Temperature
and Sustainability -40 to 125Cº 0 Not Ok
Range
constraints

56
 6 Conclusions and Future Work

6.1 Conclusions

6.2 Future Work

57
 References

1. https://www.definitions.net/

2. Manual, H. C. (2010). HCM2010. Transportation Research Board, National

Research Council, Washington, DC.

3. https://www.vtpi.org/tdm/tdm35.htm

4. https://www.emovis-tag.co.uk/articles/5-benefits-of-toll-roads

5. De Palma, A., & Lindsey, R. (2009). Traffic congestion pricing methods and

technologies.

6. https://gulfnews.com/uae/transport/abu-dhabi-to-roll-out-road-tolls-from-january-2-

2021-1.75744427

7. https://carrollengineering.com/traffic-and-transportation-simulation-software/

8. https://www.ptvgroup.com/da/loesninger/produkter/vissim-new/areas-of-

application/multimodal-systems/

9. https://www.alchemer.com/resources/blog/what-is-spss/

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Appendix A:

59