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King Abdullah Road 4 12 07 Presentation


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King Abdullah Road 4 12 07 Presentation

  1. 1. KINGDOM OF SAUDI ARABIA Arriyadh Development Authority RIYAD المملكة العربية السعودية اله ـ ي ـــ ئ ـ ة العلي ــ ا لتطوي ـ ر مدينة الري ـ اض ASSOCIATED CONSULTING ENGINEERS
  2. 2. Project Description <ul><li>The Upgrade of King Abdullah Road Project will provide a continuous 5.3 km Urban Freeway in Riyadh from Prince Turkey Road to King Abdulaziz Road. </li></ul><ul><li>The 5.3 km segment will complete one of the remaining gaps of grade separated intersections in one of the most congested corridors in the Kingdom’s capital. Existing traffic in the project area is mostly stop and go throughout the day. </li></ul>
  3. 3. Project Purpose and Need <ul><li>The primary purpose of the proposed project is to: </li></ul><ul><li>Reduce existing and forecast traffic congestion on king Abdullah Road between Prince Turkey Road and King Abdulaziz Road. The project is expected to enhance traffic operations by adding freeway level capacity in an area that currently experiences heavy congestion, and is expected to see increased congestion in the future. </li></ul><ul><li>Improve both existing and future mobility and enhance safety throughout the corridor, while minimizing environmental and economic impacts. The project will: </li></ul><ul><ul><li>ease congestion, </li></ul></ul><ul><ul><li>improve mobility by moving almost twice as many cars, </li></ul></ul><ul><ul><li>decrease commute times for all drivers, </li></ul></ul><ul><ul><li>enhance traffic safety, and </li></ul></ul><ul><ul><li>reduce air pollution. </li></ul></ul>
  4. 4. Prince Turkey Underpass Takhassussi Underpass King Fahd Tunnel Olaya Tunnel Prince Ahmad Intersection King Abdul Aziz Underpass
  5. 5. Project Phases
  6. 6. Detour of Classical Construction
  7. 7. Top-Down Construction Methodology The “Top-Down” construction approach was primarily devised for existing structures short of space (parking, offices, utilities etc..) such as the existing building may remain in place and its activities uninterrupted while the additional construction works and expansion is happening beneath it. Later it was adopted to other construction industries such as highways, bridges, and even new buildings where significant benefits may be achieved by adding the ability to proceed with construction in both directions at the same time, starting at the ground surface. In existing buildings or structures, where appreciable loads are present on the existing foundations, micropiles will be required to retain the sides of the excavation and to transfer the vertical loads onto a new bearing stratum taking into consideration differential settlement and its effects on the structure. Normally such works are very sensitive and require high technicity and expertise.
  8. 8. Design principle Step One: Drill the 60 cm piles, 150 cm on centers, install the piles reinforcement cage, and cast concrete up to the bottom level of the (60x146) pile cap.
  9. 9. Step Two: Install the reinforcement cage of the (60x146) pile cap. Design principle
  10. 10. Step Three: Cast 20 cm of the 146 cm depth of the pile cap to provide seating for the pre-cast pre-stressed beams. Design principle
  11. 11. Step Four: Place the (60x100) pre-cast pre-stressed beams, seated 3 cm on the 20 cm cast portion of the pile cap. One beam is placed every 150 cm, i.e. one per pile. Design principle
  12. 12. Step Five: Lay the 6 cm pré-dalle seated 3 cm on the top of the pre-cast pre-stressed beams. Design principle
  13. 13. Step Six: Place the reinforcement of the 20 cm topping slab, anchored in the pile cap reinforcement cage. Design principle
  14. 14. Step Seven: Cast the topping slab along with the pile cap. Design principle
  15. 15. Top-Down Construction Stages
  16. 16. A view of the area just underneath the building showing the light on the other side Top-Down Construction Applied to Existing Buildings
  17. 17. Top-Down Construction Applied to Existing Buildings View of the building’s façade
  18. 18. Utility Detour
  19. 19. Proposed Detours Duration: 18 days (100 piles and 2 drilling machines) Lanes lost: 1 lane of the service road for each direction
  20. 20. Proposed Detours Duration: 18 days (100 piles and 2 drilling machines) Lanes lost: 1 lane of the service road for each direction
  21. 21. Proposed Detours Duration: 18 days (100 piles and 2 drilling machines) Lanes lost: Zero (Compensated by the median between service road & freeway)
  22. 22. Proposed Detours Duration: 18 days (100 piles and 2 drilling machines) Lanes lost: Zero (Compensated by the median between service road & freeway)
  23. 23. Proposed Detours Duration: 15 days drilling (80 piles) & 20 days slab works Lanes lost: zero PILES DRILLING STAGE 5 SLAB WORKS STAGE 1
  24. 24. Proposed Detours Duration: 20 days excavation Lanes lost: Zero SLAB WORKS STAGE 2
  26. 26. Proposed Typical Sections 1
  27. 27. 4 Typical section At underpass Proposed Typical Sections
  28. 28. 8 Proposed Typical Sections
  29. 29. 11 Proposed Typical Sections
  30. 30. Typical Sections 12 Proposed Typical Sections
  31. 31. 13 Typical section At tunnel Proposed Typical Sections
  32. 32. 13 Analytical Preparation Works <ul><li>Topographic survey for existing roads and buildings </li></ul><ul><ul><li>- Geometric </li></ul></ul><ul><ul><li>- Levels </li></ul></ul><ul><li>Underground utilities survey </li></ul><ul><li>Verification of Dornier's design </li></ul><ul><li>Research and proposing of an alternative construction system </li></ul><ul><li>Introducing two support system instead of one system to provide future construction flexibility </li></ul><ul><li>- LRT stations </li></ul><ul><li>- fly Overs </li></ul><ul><li>Testing traffic model </li></ul><ul><li>Coordination with relevant authorities </li></ul>
  33. 33. Design Criteria
  34. 34. Design Criteria
  35. 35. Design Criteria
  36. 36. Design Criteria
  37. 37. Design Criteria
  38. 38. <ul><li>Raising LRT at Prince Ahmad Intersection </li></ul><ul><li>Finalizing the LRT access opening size and location </li></ul><ul><li>Providing LRT rails and stations loading on King Fahd/Olaya Tunnel </li></ul>OUTSTANDING ISSUES
  39. 39. Methodology for Traffic Assessment <ul><li>In the macro-simulation </li></ul><ul><ul><li>- Check the traffic volumes </li></ul></ul><ul><ul><li>- Determine the impact of detours (speeds and capacities) </li></ul></ul><ul><ul><li>Identify the diversion points and routes (by pass) </li></ul></ul><ul><li>Tests of the options of detours in a micro-modeling tool </li></ul><ul><li>- Determine the Level Of Service (LOS) </li></ul><ul><ul><li>- The design of the new intersections </li></ul></ul><ul><ul><li>- Traffic optimization </li></ul></ul><ul><ul><li>Reduce as possible the impact of the works </li></ul></ul><ul><li>Detailed detour plans and the required signage </li></ul>
  40. 40. <ul><li>As per Highway Capacity Manual (HCM), the adopted Level of Service (LOS) are: </li></ul><ul><ul><li>A  speed >=41 kph </li></ul></ul><ul><ul><li>B  speed >=32 & speed <41 kph </li></ul></ul><ul><ul><li>C  speed >=23 & speed <32 kph </li></ul></ul><ul><ul><li>D  speed >=18 & speed <23 kph </li></ul></ul><ul><ul><li>E  speed >=14 & speed <18 kph </li></ul></ul><ul><ul><li>F  speed <14 kph </li></ul></ul>Sample Run
  41. 41. Microscopic Simulation
  42. 42. Microscopic Simulation
  43. 43. Microscopic Simulation
  44. 44. Microscopic Simulation
  45. 45. Microscopic Simulation
  46. 46. Microscopic Simulation
  47. 47. PM: 1 Lane Microscopic Simulation