‫ﺗﻘــﺪﱘ‬

‫ﺗﻄﻮﺭﺕ ﺷﺒﻜﺔ ﺍﻟﻄﺮﻕ ﻭﺍﻟﺸﻮﺍﺭﻉ ﺩﺍﺧﻞ ﺍﳌﺪﻥ ﻭﺣﻮﳍﺎ ﰲ ﺍﻟﺴﻨﻮﺍﺕ ﺍﻟﻌﺸﺮ ﺍﻷﺧـﲑﺓ ﺗﻄـﻮﺭﹰﺍ‬
‫ﻣﻠﺤﻮﻇﹰﺎ ﻓﺮﺽ ﻣﻌﻄﻴﺎﺗﻪ ﻋﻠﻰ ﻗﻄﺎﻉ ﺍﻟﻨﻘﻞ ﻭﺍﳌﺮﻭﺭ‪ ،‬ﻭﻗﺪ ﺷﻬﺪ ﻫﺬﺍ ﺍﻟﻘﻄﺎﻉ ﻗﻔﺰﺓ ﻧﻮﻋﻴﺔ ﻛـﺒﲑﺓ ﲤﺜﻠـﺖ‬
‫ﺑﺈﻧﺸﺎﺀ ﺷﺒﻜﺔ ﻃﺮﻕ ﻋﻤﻼﻗﺔ ﺫﺍﺕ ﻣﻮﺍﺻﻔﺎﺕ ﻋﺎﳌﻴﺔ ﲣﺪﻡ ﺍﻟﻨﻘﻞ ﻭﺍﳌﺮﻭﺭ ﺩﺍﺧﻞ ﻣﺪﻥ ﺍﳌﻤﻠﻜﺔ ﻭﻓﻴﻤﺎ ﺑﻴﻨﻬﺎ‪.‬‬
‫ﺍﻟﺘﻄﻮﺭ ﺍﻟﻜﺒﲑ ﰲ ﺷﺒﻜﺔ ﺍﻟﻄﺮﻕ ﻭﺍﻟﺒﻨﻴﺔ ﺍﻟﺘﺤﺘﻴﺔ ﺍﳌﺘﻮﻓﺮﺓ ﻟﻠﻨﻘﻞ ﻭﺍﳌﺮﻭﺭ ﻓﺮﺿﺎ ﻋﻠﻰ ﺍﻟﻘﺎﺋﻤﲔ ﻋﻠﻰ‬
‫ﻫﺬﺍ ﺍﻟﻘﻄﺎﻉ ﺍﳊﻴﻮﻱ ﺍﳌﻬﻢ ﺳﻌﻴﹰﺎ ﺩﺍﺋﻤﹰﺎ ﻟﺘﺤﺴﲔ ﻣﺴﺘﻮﻳﺎﺕ ﺍﳋﺪﻣﺔ ﻭﺭﻓﻊ ﺩﺭﺟﺎﺕ ﺍﻟﺴـﻼﻣﺔ ﻭﺍﻷﻣـﺎﻥ‬
‫ﻭﺍﻟﺮﺍﺣﺔ ﳌﺴﺘﺨﺪﻣﻲ ﺍﻟﻄﺮﻳﻖ‪.‬‬
‫ﻼ ﻣﻬﻤﹰﺎ ﰲ ﲡﺎﻭﺯ ﺍﳌﺸﺎﻛﻞ ﺍﻟﻨﺎﲨﺔ ﻋﻦ‬ ‫ﻳﻌﺘﱪ ﲢﺴﲔ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻭﺍﻟﺴﻼﻣﺔ ﻋﻠﻰ ﺍﻟﻄﺮﻳﻖ ﻋﺎﻣ ﹰ‬
‫ﺍﳊﻮﺍﺩﺙ ﻭﺍﻹﺧﺘﻨﺎﻗﺎﺕ ﺍﳌﺮﻭﺭﻳﺔ ﻭﺫﻟﻚ ﻟﺘﺴﻬﻴﻞ ﺣﺮﻛﺔ ﺍﳌﺮﻭﺭ ﻭﺍﻟﻨﻘﻞ ﺑﺄﻋﻠﻰ ﺩﺭﺟﺎﺕ ﺍﻷﻣﺎﻥ ﻭﺍﻟﺴـﻼﻣﺔ‬
‫ﻭﺃﻗﻞ ﺯﻣﻦ ﻟﻠﺮﺣﻠﺔ‪.‬‬
‫ﺇﻥ ﻭﺟﻮﺩ ﺩﻟﻴﻞ ﻣﻮﺣﺪ ﻟﺘﺤﺴﲔ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺸﻮﺍﺭﻉ ﻭﺍﻟﻄﺮﻗﺎﺕ ﻳﺴﺎﻋﺪ ﻣﻬﻨﺪﺳﻲ ﺍﻷﻣﺎﻧﺎﺕ‬
‫ﻭﺍﻟﺒﻠﺪﻳﺎﺕ ﻋﻠﻰ ﺍﻟﻮﻗﻮﻑ ﻋﻠﻰ ﻣﺸﺎﻛﻞ ﺍﻷﺩﺍﺀ ﻭﺍﻟﺴﻼﻣﺔ ﺃﻭﻻ ﺑﺄﻭﻝ ﻭﳏﺎﻭﻟﺔ ﺣﻠﻬﺎ ﻣﻦ ﺧﻼﻝ ﻫﺬﺍ ﺍﻟﺪﻟﻴﻞ‬
‫ﺍﻟﺬﻱ ﻳﺸﺮﺡ ﺑﺸﻲﺀ ﻣﻦ ﺍﻟﺘﻔﺼﻴﻞ ﺁﻟﻴﺔ ﲢﻠﻴﻞ ﺍﳌﺸﻜﻠﺔ ﻭﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﻟﻮﺍﺟﺐ ﲨﻌﻬﺎ ﻭﻃﺮﻕ ﲡﻤﻴﻌﻬﺎ ﺑﺎﻹﺿﺎﻓﺔ‬
‫ﺇﱃ ﺍﻗﺘﺮﺍﺡ ﺍﳊﻠﻮﻝ ﺍﳌﻨﺎﺳﺒﺔ‪.‬‬
‫ﺇﻥ ﺍﻟﻮﺯﺍﺭﺓ ﻭﻣﻦ ﻣﻨﻄﻠﻖ ﺍﻟﺘﺸﺮﻳﻌﺎﺕ ﻭﺍﻟﺘﻌﻠﻴﻤﺎﺕ ﺍﻟﱵ ﺗﺼﺪﺭﻫﺎ ﺿﻤﻦ ﺍﺧﺘﺼﺎﺻﻬﺎ ﲟﺎ ﻳﻬـﺪﻑ ﺇﱃ‬
‫ﺗﻮﺣﻴﺪ ﻭﺿﺒﻂ ﻛﺎﻓﺔ ﺍﳋﺪﻣﺎﺕ ﺍﳌﻨﺎﻃﺔ ‪‬ﺎ ﻭﰲ ﺇﻃﺎﺭ ﺍﳌﻬﺎﻡ ﺍﻟﱵ ﺗﺪﺧﻞ ﰲ ﺍﺧﺘﺼﺎﺻﻬﺎ ﰲ ﳎﺎﻝ ﺍﻟﺴـﻼﻣﺔ‬
‫ﺍﳌﺮﻭﺭﻳﺔ ﻓﻘﺪ ﻗﺎﻣﺖ ﺑﺈﺻﺪﺍﺭ "ﺩﻟﻴﻞ ﲢﺴﲔ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺸﻮﺍﺭﻉ ﻭ ﺍﻟﻄﺮﻗﺎﺕ" ﻭﺗﺄﻣـﻞ ﻣـﻦ ﲨﻴـﻊ‬
‫ﻣﻬﻨﺪﺳﻲ ﺍﻷﻣﺎﻧﺎﺕ ﻭﺍﻟﺒﻠﺪﻳﺎﺕ ﻭﻛﻞ ﺫﻱ ﻋﻼﻗﺔ ‪‬ﺬﺍ ﺍﳌﻮﺿﻮﻉ‪ ،‬ﺍﻻﺳﺘﺮﺷـﺎﺩ ﻭﺍﻻﺳـﺘﻌﺎﻧﺔ ﲟـﺎ ﻭﺭﺩ ﰲ‬
‫ﺻﻔﺤﺎﺕ ﻫﺬﺍ ﺍﻟﺪﻟﻴﻞ ﲟﺎ ﳛﻘﻖ ﺍﻟﻐﺮﺽ ﺍﻟﺬﻱ ﹲﺃﻋﺪ ﻣﻦ ﺃﺟﻠﻪ ﻭﻳﺴﻌﺪﻫﺎ ﺗﻠﻘﻲ ﺃﻳﺔ ﻣﻘﺘﺮﺣﺎﺕ ﺃﻭ ﻣﻼﺣﻈﺎﺕ‬
‫ﺧﺎﺻﺔ ﺑﺬﻟﻚ ﻷﺧﺬﻫﺎ ﰲ ﺍﻻﻋﺘﺒﺎﺭ ﻋﻨﺪ ﲢﺪﻳﺚ ﺍﻟﺪﻟﻴﻞ‪.‬‬

‫ﻭﺍﷲ ﺍﳌﻮﻓﻖ ‪،،،‬‬

‫ﻣﺘﻌـﺐ ﺑـﻦ ﻋﺒﺪ ﺍﻟﻌﺰﻳـﺰ‬

‫ﻭﺯﻳﺮ ﺍﻟﺸﺆﻭﻥ ﺍﻟﺒﻠﺪﻳﺔ ﻭ ﺍﻟﻘﺮﻭﻳﺔ‬

 ‫ﲤﻬــﻴﺪ‬

‫ﻫﺪﻓﺖ ﺍﻟﻮﺯﺍﺭﺓ ﻣﻦ ﺧﻼﻝ ﻫﺬﺍ ﺍﻟﻌﻤﻞ"ﺩﻟﻴﻞ ﲢﺴﲔ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺸﻮﺍﺭﻉ ﻭﺍﻟﻄﺮﻗﺎﺕ" ﺇﱃ ﺇﳚﺎﺩ‬
‫ﻣﺮﺟﻌﻴﺎﺕ ﻭﺁﻟﻴﺎﺕ ﻋﻤﻞ ﳏﺪﺩﺓ ﳌﻬﻨﺪﺳﻲ ﺍﻷﻣﺎﻧﺎﺕ ﻭﺍﻟﺒﻠﺪﻳﺎﺕ ﻟﻠﻮﻗﻮﻑ ﻋﻠﻰ ﻛﻞ ﺍﳌﺸـﺎﻛﻞ ﺍﳌﺘﻌﻠﻘـﺔ‬
‫ﺑﺎﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﻄﺮﻕ ﻭﺍﻟﺸﻮﺍﺭﻉ ﻭﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﻭﻛﺬﻟﻚ ﲢﺴﲔ ﺃﺩﺍﺀ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ ،‬ﺇﺿﺎﻓﺔ ﺇﱃ ﺭﻓﻊ‬
‫ﻣﺴﺘﻮﻯ ﺍﻟﺴﻼﻣﺔ ﻭﺍﻷﻣﺎﻥ ﻋﻠﻰ ﺍﻟﻄﺮﻳﻖ‪.‬‬
‫ﻳﺘﻀﻤﻦ ﻫﺬﺍ ﺍﻟﺪﻟﻴﻞ ﻣﻨﻬﺠﻴﺎﺕ ﺗﻘﻴﻴﻢ ﻟﺜﻼﺛﺔ ﻋﻨﺎﺻﺮ ﺭﺋﻴﺴﻴﺔ ﰲ ﳎـﺎﻝ ﲢﺴـﲔ ﺍﻷﺩﺍﺀ ﺍﳌـﺮﻭﺭﻱ‬
‫ﻟﻠﺸﻮﺍﺭﻉ ﻭﺍﻟﻄﺮﻗﺎﺕ ﻭﻫﻲ‪:‬‬
‫‪ .١‬ﻣﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ‪:‬‬
‫ﻭﻫﻲ ﺗﺸﺮﺡ ﺑﻌﺾ ﺍﻟﺘﻌﺮﻳﻔﺎﺕ ﺍﻷﺳﺎﺳﻴﺔ ﺍﳌﺘﻌﻠﻘﺔ ﺑﺎﳌﻮﺍﻗﻒ ﻭﺍﻟﻄﺮﻕ ﺍﳌﺨﺘﻠﻔﺔ ﻟﻌﻤﻠﻴﺔ ﲨﻊ ﺍﻟﺒﻴﺎﻧـﺎﺕ‬
‫ﺍﳋﺎﺻﺔ ﲟﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻟﻴﺘﻢ ﺇﺟﺮﺍﺀ ﺍﻟﺘﻘﻴﻴﻢ ﺍﳍﻨﺪﺳﻲ ﻭﺍﳌﺮﻭﺭﻱ ﳍﺎ‪ ،‬ﻛﻤﺎ ﺗﻘﺪﻡ ﻣﻨﻬﺠﻴـﺔ ﻟﺘﻘﻴـﻴﻢ‬
‫ﺍﻟﻮﺿﻊ ﺍﳌﺮﻭﺭﻱ ﻭﺍﳍﻨﺪﺳﻲ ﻟﺘﻠﻚ ﺍﳌﻮﺍﻗﻒ‪.‬‬
‫‪ .٢‬ﻣﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺘﻘﺎﻃﻌﺎﺕ‪:‬‬
‫ﻭﻫﻲ ﺗﺸﺮﺡ ﺑﻌﺾ ﺍﻟﺘﻌﺮﻳﻔﺎﺕ ﺍﻷﺳﺎﺳﻴﺔ ﺍﳋﺎﺻﺔ ﺑﺎﻹﺷﺎﺭﺍﺕ ﺍﻟﻀﻮﺋﻴﺔ ﻭﺃﺯﻣﻨﺘﻬﺎ ﻭﺍﻟﺴﻌﺔ ﻭﻣﺴﺘﻮﻳﺎﺕ‬
‫ﺍﳋﺪﻣﺔ ﻭﺗﻀﻊ ﺍﻷﺳﺎﺱ ﺍﻟﻨﻈﺮﻱ ﻟﻌﻤﻠﻴﺔ ﺗﻘﻴﻴﻢ ﺃﺩﺍﺀ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ‪ ،‬ﻛﻤﺎ ﺗﻘﺪﻡ ﻣﻨﻬﺠﻴﺔ ﻫﺬﺍ ﺍﻟﺘﻘﻴﻴﻢ ﺍﺑﺘﺪﺍ ًﺀ‬
‫ﻣﻦ ﻣﺎﻫﻴﺔ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍ‪‬ﻤﻌﺔ ﻭﺍﻟﻼﺯﻣﺔ ﻟﻌﻤﻠﻴﺔ ﺍﻟﺘﻘﻴﻴﻢ‪ ،‬ﻃﺮﻕ ﲡﻤﻴﻌﻬﺎ ﻟﻜﻞ ﺗﻘﺎﻃﻊ‪ ،‬ﺃﻧـﻮﺍﻉ ﺍﻟﺒﻴﺎﻧـﺎﺕ‬
‫)ﻫﻨﺪﺳﻴﺔ‪ ،‬ﻣﺮﻭﺭﻳﺔ ﻭﺑﻴﺎﻧﺎﺕ ﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻀﻮﺋﻴﺔ( ﺇﺿﺎﻓﺔ ﺇﱃ ﺷﺮﺡ ﻋﻤﻠﻴﺔ ﺍﻟﺘﻘﻴﻴﻢ ﺑﺎﺳـﺘﺨﺪﺍﻡ ﺃﺣـﺪ‬
‫ﺍﻟﱪﺍﻣﺞ ﺍﳍﻨﺪﺳﻴﺔ ﺍﳋﺎﺻﺔ ﺑﺬﻟﻚ ﻭﻛﻴﻔﻴﺔ ﲢﺪﻳﺪ ﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ ﻭﺯﻣﻦ ﺍﻟﺘﺄﺧﲑ ﻋﻠﻰ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ‪.‬‬
‫‪ .٣‬ﻣﻨﻬﺠﻴﺔ ﲢﺴﲔ ﺍﻟﺴﻼﻣﺔ ﺍﳌﺮﻭﺭﻳﺔ ﰲ ﺍﳌﺪﻥ‪:‬‬
‫ﻭﻓﻴﻬﺎ ﻳﺘﻢ ﺷﺮﺡ ﺩﻟﻴﻞ ﺍﻹﺭﺷﺎﺩﺍﺕ ﺍﳌﺘﻌﻠﻖ ﺑﺎﻟﻠﻮﺣﺎﺕ ﺍﻹﺭﺷﺎﺩﻳﺔ ﻭﺃﻣـﺎﻛﻦ ﺗﻮﺍﺟـﺪﻫﺎ ﻭﺗﺮﻛﻴﺒـﻬﺎ‬
‫ﻭﺃﺑﻌﺎﺩﻫﺎ‪ ،‬ﺍﻹﺭﺷﺎﺩﺍﺕ ﺍﳋﺎﺻﺔ ﲟﻌﺎﺑﺮ ﺍﳌﺸﺎﺓ ﻋﻨﺪ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﻭﰲ ﻣﻨﺘﺼﻒ ﺍﻟﻮﺻﻼﺕ‪ ،‬ﻣﻮﺍﻗﻊ ﺧﻄﻮﻁ‬
‫ﺍﻟﺘﻮﻗﻒ ﻟﻠﺴﻴﺎﺭﺍﺕ ﻗﺒﻞ ﻣﻌﺎﺑﺮ ﺍﳌﺸﺎﺓ‪ ،‬ﺑﺪﺍﻳﺔ ﻭ‪‬ﺎﻳﺔ ﺍﳌﻮﺍﻗﻒ ﺍﳉﺎﻧﺒﻴﺔ ﻣﻦ ﻭﺇﱃ ﺍﻟﺘﻘـﺎﻃﻊ‪ ،‬ﺇﺿـﺎﻓﺔ ﺇﱃ‬
‫ﻣﻄﺒﺎﺕ ‪‬ﺪﺋﺔ ﺍﻟﺴﺮﻋﺔ ﻭﲢﻠﻴﻞ ﺍﳌﻮﺍﻗﻊ ﺍﳋﻄﺮﺓ‪.‬‬
‫ﻭﺗﺄﻣﻞ ﺍﻟﻮﺯﺍﺭﺓ ﺃﻥ ﻳﻜﻮﻥ ﻫﺬﺍ ﺍﻟﻌﻤﻞ‪ ،‬ﺇﳒﺎﺯﹰﺍ ﺁﺧﺮ ﻳﻀﺎﻑ ﺇﱃ ﻗﺎﺋﻤﺔ ﺍﻷﺩﻟﺔ ﻭﺍﻹﺻﺪﺍﺭﺍﺕ ﺍﻟـﱵ‬
‫ﺩﺃﺑﺖ ﺍﻟﻮﺯﺍﺭﺓ ﻋﻠﻰ ﺇﻋﺪﺍﺩﻫﺎ ﻟﺘﻜﻮﻥ ﰲ ﻣﺘﻨﺎﻭﻝ ﻳﺪ ﻣﻬﻨﺪﺳﻲ ﺍﻷﻣﺎﻧﺎﺕ ﻭﺍﻟﺒﻠﺪﻳﺎﺕ ﻭﺍﳌﻬﺘﻤﲔ ﻟﺘﻜﻮﻥ ﻋﻮﻧﹰﺎ‬
‫ﳍﻢ ﰲ ﺃﺩﺍﺀ ﻭﺍﺟﺒﻬﻢ ﺍﳌﻬﲏ ﻋﻠﻰ ﺃﺳﺲ ﻋﻠﻤﻴﺔ ﻭﺍﺿﺤﺔ‪.‬‬

‫ﻭﺍﷲ ﻣﻦ ﻭﺭﺍﺀ ﺍﻟﻘﺼﺪ‪...‬‬

‫ﻭﻛﻴﻞ ﺍﻟﻮﺯﺍﺭﺓ ﻟﻠﺸﺆﻭﻥ ﺍﻟﻔﻨﻴﺔ‬

‫ﻋﺒﺪ ﺍﻟﻌﺰﻳﺰ ﺑﻦ ﻋﻠﻲ ﺍﻟﻌﺒﺪ ﺍﻟﻜﺮﱘ‬

 ‫ﻗﺎﺋﻤﺔ ﺍﶈﺘﻮﻳﺎﺕ‬

‫ﺍﻟﺼﻔﺤﺔ‬ ‫ﺍﻟﺒﻨﺪ‬
‫‪١‬‬ ‫‪ -١‬ﻣﻘﺪﻣﺔ ﻋﺎﻣﺔ‬
‫‪٢‬‬ ‫‪ -٢‬ﻣﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬
‫‪٢‬‬ ‫‪ ١-٢‬ﻣﻘﺪﻣﺔ‬
‫‪٣‬‬ ‫‪ ٢-٢‬ﻣﻠﺨﺺ ﻋﻦ ﻧﺘﺎﺋﺞ ﲢﻠﻴﻞ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬
‫‪٥‬‬ ‫‪ ٣-٢‬ﺗﻌﺮﻳﻔﺎﺕ ﺃﺳﺎﺳﻴﺔ‬
‫‪٦‬‬ ‫‪ ٤-٢‬ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ‬
‫‪٦‬‬ ‫‪ ١-٤-٢‬ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﻟﻼﺯﻣﺔ ﻟﻠﺘﻘﻴﻴﻢ ﺍﳌﺮﻭﺭﻱ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬
‫‪٩‬‬ ‫‪ ٢-٤-٢‬ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﻟﻼﺯﻣﺔ ﻟﻠﺘﻘﻴﻴﻢ ﺍﳍﻨﺪﺳﻲ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬
‫‪١٠‬‬ ‫‪ ٥-٢‬ﻣﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ ﺍﻟﻮﺿﻊ ﺍﳌﺮﻭﺭﻱ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬
‫‪١١‬‬ ‫‪ ١-٥-٢‬ﲢﻠﻴﻞ ﺍﳌﺪﺩ ﺍﻟﺰﻣﻨﻴﺔ ﻟﻮﻗﻮﻑ ﺍﻟﺴﻴﺎﺭﺍﺕ‬
‫‪١٤‬‬ ‫‪ ٢-٥-٢‬ﺣﺴﺎﺏ ﻣﺸﻐﻮﻟﻴﺔ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬
‫‪١٧‬‬ ‫‪Parking Turnover‬‬ ‫‪ ٣-٥-٢‬ﺣﺴﺎﺏ ﻣﻌﺎﻣﻞ ﺍﺳﺘﺨﺪﺍﻡ ﺍﳌﻮﻗﻒ ﺍﻟﻮﺍﺣﺪ‬
‫‪١٨‬‬ ‫‪ ٤-٥-٢‬ﺳﻌﺔ ﺍﳌﻮﺍﻗﻒ ﺍﳌﻮﺍﻓﻘﺔ ﳌﺪﺓ ﺍﻟﻮﻗﻮﻑ ﺍﻟﻮﺳﻄﻴﺔ‬
‫‪١٨‬‬ ‫‪ ٦-٢‬ﺗﻘﻴﻴﻢ ﺍﻟﻮﺿﻊ ﺍﳍﻨﺪﺳﻲ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬
‫‪٢٢‬‬ ‫‪ -٣‬ﻣﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺘﻘﺎﻃﻌﺎﺕ‬
‫‪٢٢‬‬ ‫‪ ١-٣‬ﻣﻘﺪﻣﺔ‬
‫‪٢٣‬‬ ‫‪ ٢-٣‬ﶈﺔ ﻧﻈﺮﻳﺔ‬
‫‪٢٣‬‬ ‫‪ ١-٢-٣‬ﺗﻌﺎﺭﻳﻒ‬
‫‪٢٣‬‬ ‫‪ ٢-٢-٣‬ﺃﻧﻮﺍﻉ ﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻀﻮﺋﻴﺔ‬
‫‪٢٤‬‬ ‫‪ ٣-٢-٣‬ﺍﻟﺴﻌﺔ ‪Capacity‬‬
‫‪٢٥‬‬ ‫‪ ٤-٢-٣‬ﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ ‪Level of Service‬‬
‫‪٢٦‬‬ ‫‪ ٥-٢-٣‬ﺍﻷﺳﺎﺱ ﺍﻟﻨﻈﺮﻱ ﳌﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ ﺃﺩﺍﺀ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ‬
‫‪٢٧‬‬ ‫‪ ٣-٣‬ﻣﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺘﻘﺎﻃﻌﺎﺕ‬
‫‪٢٨‬‬ ‫‪ ١-٣-٣‬ﳕﺎﺫﺝ ﺇﺩﺧﺎﻝ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺇﱃ ﺑﺮﻧﺎﻣﺞ ‪Synchro 5‬‬
‫‪٢٨‬‬ ‫‪ ١-١-٣-٣‬ﺍﳌﺪﺧﻼﺕ ﺍﳍﻨﺪﺳﻴﺔ‬
‫‪٢٩‬‬ ‫‪ ٢-١-٣-٣‬ﺍﳌﺪﺧﻼﺕ ﺍﳌﺮﻭﺭﻳﺔ‬
‫‪٣٠‬‬ ‫‪ ٣-١-٣-٣‬ﻣﺪﺧﻼﺕ ﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻀﻮﺋﻴﺔ ﻭﺃﻃﻮﺍﺭﻫﺎ‬
‫‪٣٢‬‬ ‫‪ ٢-٣-٣‬ﺗﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺘﻘﺎﻃﻊ‬
‫‪٣٣‬‬ ‫‪ ٣-٣-٣‬ﻣﻨﺎﻗﺸﺔ ﺑﺪﺍﺋﻞ ﺍﳊﻠﻮﻝ‬
‫‪٣٧‬‬ ‫‪ -٤‬ﻣﻨﻬﺠﻴﺔ ﲢﺴﲔ ﺍﻟﺴﻼﻣﺔ ﺍﳌﺮﻭﺭﻳﺔ ﰲ ﺍﳌﺪﻥ‬
‫‪٣٧‬‬ ‫‪ ١-٤‬ﻣﻘﺪﻣﺔ‬
‫‪٣٨‬‬ ‫‪ ٢-٤‬ﺩﻟﻴﻞ ﺍﻹﺭﺷﺎﺩﺍﺕ‬
‫‪٣٨‬‬ ‫‪ ١-٢-٤‬ﺍﻻﺭﺷﺎﺩﺍﺕ ﺍﳍﻨﺪﺳﻴﺔ ﻟﻠﻮﺣـﺎﺕ‬
‫‪٣٨‬‬ ‫‪ ١-١-٢-٤‬ﺇﺭﺷﺎﺩﺍﺕ ﺗﺮﻛﻴﺐ ﺍﻟﻠﻮﺣﺔ‬
‫‪٣٨‬‬ ‫‪ ٢-١-٢-٤‬ﺇﺭﺷﺎﺩﺍﺕ ﺍﻟﻜﺘﺎﺑﺔ ﻭﺍﻟﺮﺳﻮﻣﺎﺕ‬
‫‪٣٩‬‬ ‫‪ ٣-١-٢-٤‬ﺇﻃﺎﺭ ﺍﻟﻠﻮﺣـﺔ‬
‫‪٣٩‬‬ ‫‪ ٤-١-٢-٤‬ﺇﺭﺷﺎﺩﺍﺕ ﺃﺑﻌﺎﺩ ﺍﻟﻠﻮﺣﺎﺕ‬
‫‪٣٩‬‬ ‫‪ ٥-١-٢-٤‬ﻟﻮﺣﺎﺕ ﺍﻹﻋﻼﻧﺎﺕ ﻭﺍﻷﺷﺠﺎﺭ‬
‫‪٤٠‬‬ ‫‪ ٢-٢-٤‬ﻣﻌﺎﺑﺮ ﺍﳌﺸﺎﺓ ﰲ ﻣﻨﺘﺼﻒ ﺍﻟﻮﺻﻠﺔ‬
‫‪٤١‬‬ ‫‪١-٢-٢-٤‬ﺇﺭﺷﺎﺩﺍﺕ‬
‫‪٤١‬‬ ‫‪ ٣-٢-٤‬ﻟﻮﺣﺎﺕ ﲢﺪﻳﺪ ﺍﲡﺎﻩ ﺍﳌﺴﺎﺭ‬
‫‪٤١‬‬ ‫‪ ١-٣-٢-٤‬ﺇﺭﺷﺎﺩﺍﺕ‬
‫‪٤٢‬‬ ‫‪ ٤-٢-٤‬ﺧﻄﻮﻁ ﺍﳌﺸﺎﺓ‬
‫‪٤٢‬‬ ‫‪ ١-٤-٢-٤‬ﺍﳌﻌﻴـﺎﺭ‬
‫‪٤٣‬‬ ‫‪ ٢-٤-٢-٤‬ﺇﺭﺷﺎﺩﺍﺕ‬
‫‪٤٣‬‬ ‫‪ ٥-٢-٤‬ﻃﺮﻕ ﺍﳌﺸﺎﺓ ﺍﳉﺎﻧﺒﻴﺔ ﻭﺍﻷﺭﺻﻔﺔ‬
‫‪٤٤‬‬ ‫‪ ١-٥-٢-٤‬ﺇﺭﺷﺎﺩﺍﺕ‬
‫‪٤٥‬‬ ‫‪ ٦-٢-٤‬ﻣﻨﺤﺪﺭﺍﺕ ﳑﺮﺍﺕ ﺍﳌﺸﺎﺓ ﺍﳉﺎﻧﺒﻴﺔ‬
‫‪٤٥‬‬ ‫‪ ١-٦-٢-٤‬ﺇﺭﺷـﺎﺩﺍﺕ‬
‫‪٤٦‬‬ ‫‪ ٢-٦-٢-٤‬ﻣﻨﺤﺪﺭ ﺍﳌﺸﺎﺓ ﻭﺍﻟﻮﺻﻮﻝ ﺇﱃ ﺯﺭ ﺍﻹﺷﺎﺭﺓ‬
‫‪٤٧‬‬ ‫‪ ٣-٦-٢-٤‬ﺇﺭﺷﺎﺩﺍﺕ‬
‫‪٤٧‬‬ ‫‪ ٧-٢-٤‬ﺧﻂ ﺍﻟﻮﻗﻮﻑ‬
‫‪٤٧‬‬ ‫‪ ١-٧-٢-٤‬ﺍﳌﻌﻴـﺎﺭ‬
‫‪٤٧‬‬ ‫‪ ٢-٧-٢-٤‬ﺇﺭﺷـﺎﺩﺍﺕ‬
‫‪٤٨‬‬ ‫‪ ٨-٢-٤‬ﺍﳌﻮﺍﻗﻒ ﺍﳉﺎﻧﺒﻴﺔ ﻋﻨﺪ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ‬
‫‪٤٨‬‬ ‫‪ ١-٨-٢-٤‬ﺇﺭﺷـﺎﺩ‬
‫‪٤٨‬‬ ‫‪ ٢-٨-٢-٤‬ﺍﳌﻌﻴـﺎﺭ‬
‫‪٤٩‬‬ ‫‪ ٩-٢-٤‬ﻣﻄﺒﺎﺕ ﺍﻟﺴﺮﻋﺔ‬
‫‪٥٠‬‬ ‫‪ ١-٩-٢-٤‬ﺍﻹﺭﺷـﺎﺩﺍﺕ‬
‫‪٥٣‬‬ ‫‪ ١٠-٢-٤‬ﲢﻠﻴﻞ ﺍﳌﻮﺍﻗﻊ ﺍﳋﻄﺮﺓ‬
‫‪٥٣‬‬ ‫‪ ١-١٠-٢-٤‬ﺍﺭﺷﺎﺩﺍﺕ‬
‫‪٥٥‬‬ ‫‪ ١١-٢-٤‬ﺍﺧﺘﻴﺎﺭ ﺍﻟﺴﺮﻋﺔ ﺍﶈﺪﺩﺓ‬
‫‪٥٨‬‬ ‫‪ -٥‬ﺧﺎﲤﺔ‬
‫‪٥٩‬‬ ‫ﺍﳌﻠﺤﻖ‬
‫‪٦٥‬‬ ‫ﺍﳌﺮﺍﺟﻊ‬
 ‫‪ -١‬ﻣﻘﺪﻣﺔ ﻋﺎﻣﺔ‬
‫ﻳﻌﺘﻤﺪ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺸﻮﺍﺭﻉ ﻭﺍﻟﻄﺮﻗﺎﺕ ﻋﻠﻰ ﳎﻤﻮﻋﺔ ﻣﻦ ﺍﻟﻌﻨﺎﺻﺮ ﻣﻦ ﺃﳘﻬﺎ‪ :‬ﺑﻨﻴﺔ ﻭﲡﻬﻴـﺰﺍﺕ ﺍﻟﻄـﺮﻕ‪،‬‬
‫ﲡﻬﻴﺰﺍﺕ ﻭﺃﺳﺎﻟﻴﺐ ﺍﻟﺘﺤﻜﻢ ﺑﺎﻟﺘﻘﺎﻃﻌﺎﺕ‪ ،‬ﲡﻬﻴﺰﺍﺕ ﺍﳌﺸﺎﺓ‪ ،‬ﻣﻮﺍﻗﻒ ﺍﳌﺮﻛﺒﺎﺕ‪ ،‬ﺃﻧﻈﻤﺔ ﺍﻟﻨﻘﻞ ﺍﻟﻌﺎﻡ‪ ،‬ﲡﻬﻴﺰﺍﺕ ﺍﻟﺴـﻼﻣﺔ‬
‫ﺍﳌﺮﻭﺭﻳﺔ‪ ...،‬ﺍﱁ"‪ .‬ﻭﻟﻜﻦ ﰎ ﺍﻟﺘﺮﻛﻴﺰ ﰲ ﻫﺬﻩ ﺍﻟﺪﺭﺍﺳﺔ ﻋﻠﻰ ﺍﳌﻮﺍﻗﻒ ﻭﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﻭﺍﻟﺴﻼﻣﺔ ﻷ‪‬ﺎ ﺣﺪﺩﺕ ﻣﻦ ﺧـﻼﻝ‬
‫ﺍﻟﺸﺮﻭﻁ ﺍﻟﻔﻨﻴﺔ ﻟﻠﺪﺭﺍﺳﺔ )‪.(TOR‬‬
‫‪‬ﺪﻑ ﺩﺭﺍﺳﺔ " ﲢﺴﲔ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺸﻮﺍﺭﻉ ﻭﺍﻟﻄﺮﻗﺎﺕ" ﺇﱃ ﺇﻋﺪﺍﺩ ﺃﻧﻈﻤﺔ ﻭﺗﻌﻠﻴﻤﺎﺕ ﻣﺘﻜﺎﻣﻠﺔ ﺗﺸﻜﻞ‬
‫ﻣﻨﻬﺠﻴﺎﺕ ﻋﻤﻞ ﻭﺍﺿﺤﺔ ﻟﺘﻤﻜﲔ ﺃﻣﺎﻧﺎﺕ ﺍﳌﺪﻥ ﰲ ﺍﳌﻤﻠﻜﺔ ﺍﻟﻌﺮﺑﻴﺔ ﺍﻟﺴﻌﻮﺩﻳﺔ ﻣﻦ ﺍﻟﻘﻴﺎﻡ ﺑﻌﻤﻠﻴـﺎﺕ ﺗﻘﻴـﻴﻢ ﻭﲢﺴـﲔ‬
‫ﺍﻷﻭﺿﺎﻉ ﺍﳌﺮﻭﺭﻳﺔ ﰲ ﻣﺪﻥ ﺍﳌﻤﻠﻜﺔ‪ .‬ﻭﻗﺪ ﹼﰎ ﺗﻨﻈﻴﻢ ﺍﻟﻌﻤﻞ ﰲ ﺍﻟﺪﺭﺍﺳﺔ ﻭﻓﻖ ﺍﶈﺎﻭﺭ ﺍﻟﺘﺎﻟﻴﺔ‪:‬‬
‫‪ -‬ﺩﺭﺍﺳﺔ ﺇﺣﺼﺎﺋﻴﺔ ﻟﺘﻘﻴﻴﻢ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺩﺍﺧﻞ ﺍﳌﺪﻥ‪ ،‬ﻭﺗﺘﻨﺎﻭﻝ ﺩﺭﺍﺳﺔ ﺣﺠـﻢ ﺍﻟﻄﻠـﺐ ﻋﻠـﻰ ﻣﻮﺍﻗـﻒ‬
‫ﺍﻟﺴﻴﺎﺭﺍﺕ ‪ ،Parking Demand‬ﻭﻣﻘﺎﺭﻧﺘﻪ ﻣﻊ ﺍﻟﻌﺮﺽ ﺍﳌﺘﻮﻓﺮ ﳌﻮﺍﻗـﻒ ﺍﻟﺴـﻴﺎﺭﺍﺕ ‪،Parking Supply‬‬
‫ﺑﺎﻹﺿﺎﻓﺔ ﻟﻠﺘﺤﻠﻴﻞ ﺍﳍﻨﺪﺳﻲ ﳍﺬﻩ ﺍﳌﻮﺍﻗﻒ‪ .‬ﻭﺍﳋﺮﻭﺝ ﲟﻨﻬﺠﻴﺔ ﻟﺘﻘﻴﻴﻢ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻣﻦ ﺣﻴﺚ ﻣﻼﺀﻣﺘـﻬﺎ‬
‫ﻟﻠﻄﻠﺐ ﻋﻠﻰ ﺍﳌﻮﺍﻗﻒ‪.‬‬
‫‪ -‬ﺩﺭﺍﺳﺔ ﳕﺎﺫﺝ ﺗﻘﻴﻴﻢ ﺃﺩﺍﺀ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﺩﺍﺧﻞ ﺍﳌﺪﻥ‪.‬‬
‫‪ -‬ﺩﺭﺍﺳﺔ ﺇﺣﺼﺎﺋﻴﺔ ﻟﺘﻘﻴﻴﻢ ﻣﺘﻄﻠﺒﺎﺕ ﺍﻟﺴﻼﻣﺔ ﺍﳌﺮﻭﺭﻳﺔ ﻟﻠﺸﻮﺍﺭﻉ ﻭﺍﻟﻄﺮﻗﺎﺕ‪ ،‬ﻭﻭﺿﻊ ﻣﻌﺎﻳﲑ ﺍﻟﺴـﻼﻣﺔ ﺍﳌﺮﻭﺭﻳـﺔ‬
‫ﺩﺍﺧﻞ ﺍﳌﺪﻥ‪.‬‬
‫‪ -‬ﺇﻋﺪﺍﺩ ﺩﺭﺍﺳﺔ ﺣﻮﻝ ﲢﻘﻴﻖ ﻣﺘﻄﻠﺒﺎﺕ ﺫﻭﻱ ﺍﻻﺣﺘﻴﺎﺟﺎﺕ ﺍﳋﺎﺻ‪‬ﺔ‪.‬‬
‫‪ -‬ﺩﺭﺍﺳﺔ ﻻﺳﺘﻌﺮﺍﺽ ﻭﲢﻠﻴﻞ ﺍﻷﺳﺎﻟﻴﺐ ﺍﳌﺴﺘﺨﺪﻣﺔ ﺫﺍﺕ ﺍﻟﺼﻠﺔ ﺑﺎﻟﺴﻼﻣﺔ ﺍﳌﺮﻭﺭﻳﺔ‪ ،‬ﻭﺫﻟﻚ ﻣﻦ ﻣﻨﻈـﻮﺭ ﻧﻘـﻞ‬
‫ﺍﻟﺘﻘﻨﻴﺔ ﻣﻦ ﺍﻟﺪﻭﻝ ﺍﳌﺘﻘﺪﻣﺔ ﻭﺗﻄﻮﻳﺮ ﺍﳌﻤﺎﺭﺳﺔ ﺍﻟﻘﺎﺋﻤﺔ‪.‬‬
‫ﺑﺎﻹﺿﺎﻓﺔ ﻟﻠﺘﻘﺮﻳﺮ ﺍﻟﻨﻬﺎﺋﻲ ﻟﻠﺪﺭﺍﺳﺔ‪ ،‬ﹼﰎ ﻋﺮﺽ ﺍﳌﻨﻬﺠﻴﺎﺕ ﺍﻟﻨﺎﲡﺔ ﻋﻦ ﺍﻟﺪﺭﺍﺳﺔ ﰲ ﻫﺬﺍ ﺍﻟـﺪﻟﻴﻞ ﺍﳌﻘـﺪ‪‬ﻡ ﺑـﲔ‬
‫ﺃﻳﺪﻳﻜﻢ‪ ،‬ﻭﺫﻟﻚ ﺭﻏﺒ ﹰﺔ ﻣﻦ ﺍﻟﻮﺯﺍﺭﺓ ﰲ ﺗﻘﺪﱘ ﺩﻟﻴﻞ ﻋﻤﻞ ﻣﺒﺴﻂ ﻭﻭﺍﺿﺢ ﻳ‪‬ﺸ ﹼﻜﻞ ﺃﺩﺍﺓ ﻣﺴﺎﻋﺪﺓ ﳌﻬﻨﺪﺳـﻲ ﺍﻷﻣﺎﻧـﺎﺕ‬
‫ﻭﺍﻟﺒﻠﺪﻳﺎﺕ ﻟﻠﻘﻴﺎﻡ ﺑﻌﻤﻠﻴﺎﺕ ﺍﻟﺘﻘﻴﻴﻢ ﺍﳌﺮﻭﺭﻱ ﺍﻟﱵ ﺗﺸﻤﻞ‪:‬‬
‫‪ -‬ﺗﻘﻴﻴﻢ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺩﺍﺧﻞ ﺍﳌﺪﻥ ﻣﻦ ﺣﻴﺚ ﻛﻔﺎﻳﺔ ﺍﻟﻌﺮﺽ ﺍﳌﺘﻮﻓﺮ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪Parking Supply‬‬
‫ﳊﺠﻢ ﺍﻟﻄﻠﺐ ﻋﻠﻰ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ‪ ،Parking Demand‬ﺑﺎﻹﺿﺎﻓﺔ ﻟﻠﺘﻘﻴﻴﻢ ﺍﳍﻨﺪﺳﻲ ﳍﺬﻩ ﺍﳌﻮﺍﻗﻒ‪.‬‬
‫‪ -‬ﺗﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺘﻘﺎﻃﻌﺎﺕ ﺩﺍﺧﻞ ﺍﳌﺪﻥ‪.‬‬
‫‪ -‬ﺗﻘﻴﻴﻢ ﺃﻫﻢ ﻣﺘﻄﻠﺒﺎﺕ ﺍﻟﺴﻼﻣﺔ ﺍﳌﺮﻭﺭﻳﺔ ﺩﺍﺧﻞ ﺍﳌﺪﻥ‪.‬‬

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 ‫‪ -٢‬ﻣﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬
‫‪ ١-٢‬ﻣﻘﺪﻣﺔ‬
‫‪‬ﺗﻌﺪ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺃﺣﺪ ﳕﺎﺫﺝ ﺍﺳﺘﻌﻤﺎﻻﺕ ﺍﻷﺭﺍﺿﻲ ﺍﻷﺳﺎﺳﻴﺔ ﰲ ﺍﳌﺪﻥ‪ ،‬ﺇﺫ ﻳﻌﺪ ﺗﻮﻓﺮ ﺍﳌﻮﺍﻗـﻒ ﺃﻣـﺮﹰﺍ‬
‫ﺃﺳﺎﺳﻴﹰﺎ ﺑﺎﻟﻨﺴﺒﺔ ﳌﺴﺘﺨﺪﻣﻲ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ ،‬ﻭﺫﻟﻚ ﻳﻨﻄﺒﻖ ﻋﻠﻰ ﻛﻞ ﻣﻦ ﻣﻨﺎﻃﻖ ﺍﻷﻋﻤﺎﻝ ﻭﺍﻟﻨﺸﺎﻃﺎﺕ ﺍﻟﺘﺠﺎﺭﻳﺔ‪ ،‬ﺍﳌﻨـﺎﻃﻖ‬
‫ﺍﻟﺼﻨﺎﻋﻴﺔ‪ ،‬ﺍﳌﻨﺎﻃﻖ ﺍﻟﺴﻜﻨﻴﺔ‪ ،‬ﻭ ﺍﳌﻨﺎﻃﻖ ﺍﻟﺘﺮﻓﻴﻬﻴﺔ‪ .‬ﳝﻜﻦ ﻣﻼﺣﻈﺔ ﻣﺸﺎﻛﻞ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﰲ ﻛﻞ ﺃﻧـﻮﺍﻉ ﺍﳌﻨـﺎﻃﻖ‬
‫ﻭﺍﻟﻔﻌﺎﻟﻴﺎﺕ ﺍﻟﱵ ﲢﻮﻱ ﺗﺮﻛﻴﺰﹰﺍ ﻟﻠﻨﺸﺎﻃﺎﺕ ﺍﻟﺒﺸﺮﻳﺔ‪ ،‬ﻛﻤﺮﺍﻛﺰ ﺍﳌﺪﻥ‪ ،‬ﻣﺮﺍﻛﺰ ﺍﻟﺘﺴﻮﻕ ﺍﻟﻜـﺒﲑﺓ‪ ،‬ﺍﳌﻼﻋـﺐ‪ ،‬ﺍﳌﺸـﺎﰲ‪،‬‬
‫ﻭﻳ‪‬ﻼﺣﻆ ﺑﺸﻜﻞ ﻋﺎﻡ ﺃﻥ ﻣﺸﺎﻛﻞ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺗﺘﻔﺎﻗﻢ ﺑﺎﺯﺩﻳﺎﺩ ﺣﺠﻢ ﺍﳌﺪﻥ‪.‬‬

‫ﺗﻌﺎﱐ ﻣﺮﺍﻛﺰ ﺍﳌﺪﻥ ﻣﻦ ﻋﺪﻡ ﺍﻟﻘﺪﺭﺓ ﻋﻠﻰ ﺗﻮﻓﲑ ﺍﳌﺴﺎﺣﺎﺕ ﺍﻟﻜﺎﻓﻴﺔ ﻟﻮﻗﻮﻑ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ ،‬ﻭﺫﻟﻚ ﻧﺘﻴﺠﺔ ﻟﻠﻜﺜﺎﻓﺔ‬
‫ﺍﻟﻜﺒﲑﺓ ﰲ ﺣﺠﻢ ﺍﻟﻨﺸﺎﻃﺎﺕ ﺍﻟﺒﺸﺮﻳﺔ‪ ،‬ﻭﺑﺎﻟﺘﺎﱄ ﺍﳊﺠﻮﻡ ﺍﳌﺮﻭﺭﻳﺔ ﺍﻟﻜﺒﲑﺓ ﺍﻟﱵ ﻳﺘﻢ ﺟﺬ‪‬ﺎ ﺇﱃ ﻣﻨﻄﻘﺔ ﳏﺪﻭﺩﺓ ﺍﳌﺴـﺎﺣﺔ‬
‫ﻧﺴﺒﻴﹰﺎ ﺑﺎﳌﻘﺎﺭﻧﺔ ﻣﻊ ﺣﺠﻢ ﺍﻟﻨﺸﺎﻃﺎﺕ ﻓﻴﻬﺎ‪ ،‬ﺃﻣﺮ ﺁﺧﺮ ﻳﺰﻳﺪ ﻣﻦ ﺃﳘﻴﺔ ﺗﻮﻓﲑ ﺍﳌﻮﺍﻗﻒ ﰲ ﻣﺮﺍﻛﺰ ﺍﳌﺪﻥ‪ ،‬ﻭﻫـﻮ ﺃﻥ ﻫـﺬﻩ‬
‫ﺍﳌﺮﺍﻛﺰ ﺗﺸﻜﻞ ﻋﺎﺩﺓ ‪‬ﺎﻳﺔ ﻟﺮﺣﻼﺕ ﺍﻟﻌﻤﻞ‪ ،‬ﺍﻟﱵ ﺗﻠﻌﺐ ﺩﻭﺭﹰﺍ ﻣﻬﻤًﹰﺎ ﰲ ﻋﻤﻠﻴﺔ ﲣﻄﻴﻂ ﺍﻟﻨﻘﻞ‪ .‬ﻭ ﻳﻌﻮﺩ ﺫﻟﻚ ﻟﺘﺄﺛﲑﻫﺎ ﻋﻠﻰ‬
‫ﺍﻻﻗﺘﺼﺎﺩ ﻭﺍ‪‬ﺘﻤﻊ‪ ،‬ﻣﺸﺎﻛﻞ ﺍﻻﺯﺩﺣﺎﻡ ﻭﺗﻠﻮﺙ ﺍﳍﻮﺍﺀ‪ ،‬ﺑﺎﻹﺿﺎﻓﺔ ﻟﻜﻮﻥ ﺭﺣﻼﺕ ﺍﻟﻌﻤﻞ ﺃﻛﺜﺮ ﺣﺴﺎﺳﻴﺔ ﻟﻠﻜﻠﻔﺔ ﻭﻟﺒﺪﺍﺋﻞ‬
‫ﺍﻟﻨﻘﻞ ﺍﻟﻌﺎﻡ ﻣﻘﺎﺭﻧﺔ ﻣﻊ ﻣﻮﺍﻗﻒ ﺭﺣﻼﺕ ﺍﻟﺘﺴﻮﻕ‪ .‬ﻭﻣﻦ ﻫﻨﺎ ﺗﻨﺒﻊ ﺍﻷﳘﻴﺔ ﺍﻟﱵ ﹼﰎ ﺇﻳﻼﺅﻫﺎ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﰲ ﻣﺮﺍﻛـﺰ‬
‫ﺍﳌﺪﻥ ﰲ ﻛﺜﲑ ﻣﻦ ﻣﺪﻥ ﺍﻟﻌﺎﱂ ﻣﻦ ﺟﻬﺔ‪ ،‬ﻭﺍﻟﺒﺤﺚ ﻋﻦ ﺑﺪﺍﺋﻞ ﻟﺘﺨﻔﻴﻒ ﺍﻻﻋﺘﻤﺎﺩ ﻋﻠﻰ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳋﺎﺻﺔ ﻣـﻦ ﺟﻬـﺔ‬
‫ﺃﺧﺮﻯ‪ ،‬ﻭﺫﻟﻚ ﻟﻠﺴﻴﻄﺮﺓ ﻋﻠﻰ ﺍﳌﺸﺎﻛﻞ ﺍﳌﺘﺰﺍﻳﺪﺓ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﰲ ﺍﳌﺪﻥ‪.‬‬

‫ﻣﻦ ﺟﻬﺔ ﺃﺧﺮﻯ‪ ،‬ﻳﺘﻢ ﺍﻻﻋﺘﻤﺎﺩ ﰲ ﺍﳌﻨﺎﻃﻖ ﺍﻟﺴﻜﻨﻴﺔ ﺑﺸﻜﻞ ﺃﺳﺎﺳﻲ ﻋﻠﻰ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﶈﺎﺫﻳﺔ ﻟﻸﺭﺻﻔﺔ‪.‬‬
‫ﻭﻋﻠﻰ ﺍﻟﺮﻏﻢ ﻣﻦ ﺍﻟﺴﻌﺔ ﺍﻟﻜﺒﲑﺓ ﺍﻟﱵ ﺗﻘﺪﻣﻬﺎ ﺍﻟﻄﺮﻕ ﻭﺍﻟﺸﻮﺍﺭﻉ ﻟﻮﻗﻮﻑ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ ،‬ﻓﺈﻥ ﻫﺬﺍ ﺍﻟﻨﻤﻂ ﻻﻳﻜﻔﻲ ﻻﺣﺘـﻮﺍﺀ‬
‫ﻛﻞ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺑﺎﻷﺧﺺ ﰲ ﺍﳌﺪﻥ ﺍﻟﻜﺒﲑﺓ ﺍﳌﺰﺩﲪﺔ‪ ،‬ﻣﻊ ﺍﺯﺩﻳﺎﺩ ﻣﻌﺪﻻﺕ ﻣﻠﻜﻴﺔ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻭﺍﻋﺘﺒﺎﺭﻫﺎ ﻭﺳـﻴﻠﺔ ﺍﻟﻨﻘـﻞ‬
‫ﺍﻷﺳﺎﺳﻴﺔ‪.‬‬
‫ﰲ ﻇﻞ ﻛﻞ ﻣﺎﺳﺒﻖ‪ ،‬ﻭﻟﺘﻮﻓﲑ ﻣﺘﻄﻠﺒﺎﺕ ﻭﻗﻮﻑ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺗﺸﻜﹼﻞ ﻋﻨﺼﺮﹰﺍ ﺃﺳﺎﺳﻴﹰﺎ ﰲ ﻧﻈﻢ ﺍﻟﻨﻘﻞ ﺍﳊﺎﻟﻴـﺔ‪،‬‬
‫ﺗﱪﺯ ﺍﳊﺎﺟﺔ ﻟﺘﻨﻈﻴﻢ ﻭﻣﺮﺍﻗﺒﺔ ﻣﺴﺘﻮﻳﺎﺕ ﺍﻟﻌﺮﺽ ﻭﺍﻟﻄﻠـﺐ ﻋﻠـﻰ ﻣﻮﺍﻗـﻒ ﺍﻟﺴـﻴﺎﺭﺕ ‪Parking Demand and‬‬
‫‪ ،Supply‬ﻭﺫﻟﻚ ﻟﺘﻘﻴﻴﻢ ﺃﺩﺍﺀ ﻋﻤﻞ ﻫﺬﻩ ﺍﳌﻮﺍﻗﻒ‪ ،‬ﻭﻟﻮﺿﻊ ﺧﻄﻂ ﻣﺴﺘﻘﺒﻠﻴﺔ ﳌﻮﺍﻗـﻒ ﺍﻟﺴـﻴﺎﺭﺍﺕ‪ ،‬ﻭﺍﻟﺒﺤـﺚ ﻋـﻦ‬
‫ﺍﺳﺘﺮﺍﺗﻴﺠﻴﺎﺕ ﻟﺘﺸﺠﻴﻊ ﻧﻈﻢ ﻧﻘﻞ ﺑﺪﻳﻠﺔ ﻋﻦ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳋﺎﺻﺔ‪.‬‬

‫ﺗﺘﻨﺎﻭﻝ ﻣﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺑﺎﻟﺘﻔﺼﻴﻞ ﻣﺎﻳﻠﻲ‪:‬‬

‫‪ -‬ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﻟﻼﺯﻣﺔ ﻟﻌﻤﻠﻴﺔ ﺍﻟﺘﻘﻴﻴﻢ‪.‬‬

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 ‫‪ -‬ﺗﻘﻴﻴﻢ ﺍﻟﻮﺿﻊ ﺍﳌﺮﻭﺭﻱ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ ،‬ﻭﻳﺸﻤﻞ‪:‬‬
‫‪ .١‬ﺣﺴﺎﺏ ﺍﳌﺪﺩ ﺍﻟﺰﻣﻨﻴﺔ ﻟﻮﻗﻮﻑ ﺍﻟﺴﻴﺎﺭﺍﺕ‪.‬‬
‫‪ .٢‬ﻣﺸﻐﻮﻟﻴﺔ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪.‬‬
‫‪ .٣‬ﻣﻌﺎﻣﻞ ﺍﺳﺘﺨﺪﺍﻡ ﺍﳌﻮﻗﻒ ﺍﻟﻮﺍﺣﺪ‪.‬‬
‫‪ .٤‬ﺳﻌﺔ ﺍﳌﻮﺍﻗﻒ ﺍﳌﻮﺍﻓﻘﺔ ﳌﺪﺓ ﺍﻟﻮﻗﻮﻑ ﺍﻟﻮﺳﻄﻴﺔ‪.‬‬
‫‪ -‬ﺍﻟﺘﻘﻴﻴﻢ ﺍﳍﻨﺪﺳﻲ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪.‬‬
‫ﻟﻜﻦ ﻗﺒﻞ ﺍﳊﺪﻳﺚ ﻋﻦ ﻣﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ ،‬ﻻﺑﺪ ﻣﻦ ﺗﻨﺎﻭﻝ ﺃﻫﻢ ﻧﺘﺎﺋﺞ ﺍﻟﺪﺭﺍﺳﺔ ﻓﻴﻤﺎ ﻳﺘﻌﻠـﻖ ﲟﻮﺍﻗـﻒ‬
‫ﺍﻟﺴﻴﺎﺭﺍﺕ‪.‬‬

‫‪ ٢-٢‬ﻣﻠﺨﺺ ﻋﻦ ﻧﺘﺎﺋﺞ ﲢﻠﻴﻞ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬

‫ﹼﰎ ﰲ ﺇﻃﺎﺭ ﻫﺬﻩ ﺍﻟﺪﺭﺍﺳﺔ ﻣﻘﺎﺭﻧﺔ ﺍﻟﻄﻠﺐ ﻋﻠﻰ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ‪ Parking Demand‬ﰲ ﻣﺪﻳﻨـﺔ ﺍﻟﺮﻳـﺎﺽ‬
‫ﺑﺎﻹﺿﺎﻓﺔ ﻟﺘﺴﻊ ﻣﺪﻥ ﺃﺧﺮﻯ‪ ،‬ﻣﻊ ﺍﻟﻌﺮﺽ ﺍﳌﺘﻮﻓﺮ ﻣﻦ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ‪ .Parking Supply‬ﻭﻗﺪ ﺧﻠﹸﺼﺖ ﺍﻟﺪﺭﺍﺳـﺔ‬
‫ﺇﱃ ﺍﻟﻨﺘﺎﺋﺞ ﺍﻟﻌﺎﻣﺔ ﺍﻟﺘﺎﻟﻴﺔ‪:‬‬
‫‪ -‬ﺃﻥ ﺍﻟﻄﻠﺐ ﻋﻠﻰ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ‪ Parking Demand‬ﺃﻗﻞ ﻣﻦ ﺍﻟﻄﺎﻗﺔ ﺍﻻﺳﺘﻴﻌﺎﺑﻴﺔ ‪‬ﻤﻞ ﺍﳌﻮﺍﻗﻒ ﺍﳌﺪﺭﻭﺳـﺔ‬
‫‪ Parking Supply‬ﰲ ﺍﳌﻮﺍﻗﻊ ﺍﻟﱵ ﺗﻨﺎﻭﻟﺘﻬﺎ ﺍﻟﺪﺭﺍﺳﺔ‪ .‬ﲟﻌﲎ ﺁﺧﺮ‪ ،‬ﺗﺘﺴﻊ ﺍﳌﻮﺍﻗﻒ ﺍﻟﱵ ﲤﺖ ﺩﺭﺍﺳﺘﻬﺎ ﻟﻌﺪﺩ ﻣـﻦ‬
‫ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺗﺘﻮﻗﻒ ﻟﻔﺘﺮﺓ ﺯﻣﻨﻴﺔ ﻣﻮﺍﻓﻘﺔ ﳌﺪﺩ ﺍﻟﻮﻗﻮﻑ ﺍﻟﻮﺳﻄﻴﺔ ﺍﻟﱵ ﹼﰎ ﺣﺴﺎ‪‬ﺎ ﻳﻔﻮﻕ ﻋﺪﺩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟـﱵ‬
‫ﺗﺴﺘﻌﻤﻞ ﺍﳌﻮﺍﻗﻒ ﰲ ﻛﻞ ﻣﻮﻗﻊ ﻣﻦ ﻣﻮﺍﻗﻊ ﺍﻟﺪﺭﺍﺳﺔ‪ .‬ﻫﺬﺍ ﻳﻨﻄﺒﻖ ﻋﻠﻰ ﺃﻏﻠﺐ ﺍﳌﺴﺎﺣﺎﺕ ﺍﳌﺨﺼﺼﺔ ﻟﻠﻮﻗـﻮﻑ‪،‬‬
‫ﻟﻜﻦ ﻫﺬﺍ ﻻ ﻳﻨﻄﺒﻖ ﻋﻠﻰ ﻣﻮﺍﻗﻒ ﺟﻮﺍﺭ ﺍﻟﺮﺻﻴﻒ‪.‬‬
‫‪ -‬ﺗﻔﺎﻭﺗﺖ ﻧﺴﺐ ﻣﺸﻐﻮﻟﻴﺔ ﻛﻞ ﻧﻮﻉ ﻣﻦ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ ﰲ ﺍﳌﺴﺎﺣﺎﺕ ﺍﳌﺨﺼﺼﺔ‪ ،‬ﻭﺫﻟﻚ ﻟﻜﻞ ﻣﻮﻗﻊ ﻋﻠﻰ ﺣﺪﺓ‪.‬‬
‫ﻛﺬﻟﻚ ﺍﻷﻣﺮ ﺑﺎﻟﻨﺴﺒﺔ ﻟﺒﻘﻴﺔ ﺍﳌﺘﻐﲑﺍﺕ ﺍﻟﱵ ﺍﺳ‪‬ﺘﺨﺪﻣﺖ ﰲ ﺍﻟﺘﻘﻴﻴﻢ‪ ،‬ﻛﻤﺪﺩ ﺍﻟﺘﻮﻗﻒ ﻭ ﻋﺎﻣﻞ ﺍﺳـﺘﻌﻤﺎﻝ ﺍﳌﻮﻗـﻒ‬
‫ﺍﻟﻮﺍﺣﺪ‪ .‬ﺇﺫ ﺃﻧﻪ ﻋﻠﻰ ﺍﻟﺮﻏﻢ ﻣﻦ ﻛﻔﺎﻳﺔ ﻋﺪﺩ ﺍﳌﻮﺍﻗﻒ ﺍﻟﻜﻠﻴﺔ ﳊﺠﻢ ﺍﻟﻄﻠﺐ ﻋﻠﻰ ﺍﻟﺘﻮﻗﻒ ﰲ ﻣﺴـﺎﺣﺔ ﳐﺼﺼـﺔ‬
‫ﻟﻠﻮﻗﻮﻑ‪ ،‬ﺇ ﹼﻻ ﺃﻥ ﺗﻮﺯﻉ ﻫﺬﺍ ﺍﻟﻄﻠﺐ ﻋﻠﻰ ﳐﺘﻠﻒ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ ﱂ ﻳﻜﻦ ﻣﺘﻨﺎﺳﺒﹰﺎ ﻣﻊ ﻋﺪﺩ ﺍﳌﻮﺍﻗﻒ ﺍﳌﺘﻮﻓﺮﺓ ﻟﻜﻞ‬
‫ﻧﻮﻉ‪ .‬ﺇﺫ ﻭ‪‬ﺟﺪ ﺃﻥ ﺍﳌﻮﺍﻗﻒ ﺍﻟﺴﻄﺤﻴﺔ ﲡﺘﺬﺏ ﺍﳉﺰﺀ ﺍﻷﻛﱪ ﻣﻦ ﻋﺪﺩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺗﺘﻮﻗﻒ ﰲ ﺍﳌﻮﻗﻊ‪ ،‬ﳑﺎ ﳚﻌﻞ‬
‫ﻫﺬﻩ ﺍﳌﻮﺍﻗﻒ ﺗﻌﺎﱐ ﻣﻦ ﻧﺴﺐ ﻣﺸﻐﻮﻟﻴﺔ ﻭﻣﻌﺎﻣﻼﺕ ﺍﺳﺘﺨﺪﺍﻡ ﻋﺎﻟﻴﺔ ﻣﻘﺎﺭﻧﺔ ﻣﻊ ﺍﳌﻮﺍﻗﻒ ﺍﻟﺴﻔﻠﻴﺔ )ﲢﺖ ﺃﺭﺿـﻴﺔ(‬
‫ﺍﻟﱵ ﺗﺒﻘﻰ ﺷﺒﻪ ﻓﺎﺭﻏﺔ ﻋﻠﻰ ﺍﻟﺮﻏﻢ ﻣﻦ ﺍﻟﻄﻠﺐ ﺍﻟﻌﺎﱄ ﻟﻠﻮﻗﻮﻑ ﰲ ﺍﳌﻮﺍﻗﻒ ﺍﻟﺴﻄﺤﻴﺔ ﻭﺍﻟﺘﺠﻬﻴﺰ ﺍﳍﻨﺪﺳﻲ ﺍﳉﻴـﺪ‬
‫ﻟﻠﻤﻮﺍﻗﻒ ﺍﻟﺴﻔﻠﻴﺔ‪.‬‬
‫‪ -‬ﻟﻴﺴﺖ ﺍﳌﺸﻜﻠﺔ ﺑﺎﻟﻨﺴﺒﺔ ﻟﻠﻤﺴﺎﺣﺎﺕ ﺍﳌﺨﺼﺼﺔ ﻟﻠﻮﻗﻮﻑ ﺃﻥ ﻋﺮﺽ ﺍﳌﻮﺍﻗﻒ ‪ Parking Supply‬ﻻﻳﻜﻔﻲ ﻟﺘﻠﺒﻴﺔ‬
‫ﺍﻟﻄﻠﺐ ﻋﻠﻰ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ‪ ،Parking Demand‬ﺑﻞ ﰲ ﻃﺮﻳﻘﺔ ﺍﺳﺘﻌﻤﺎﻝ ﺍﳌﻮﺍﻗﻒ ﻣﻦ ﻗﺒـﻞ ﺍﻟﺴـﺎﺋﻘﲔ‪،‬‬
‫ﻭﻣﻴﻠﻬﻢ ﻟﻠﻮﻗﻮﻑ ﺃﻗﺮﺏ ﻣﺎ ﳝﻜﻦ ﻣﻦ ﺑﻮﺍﺑﺎﺕ ﺍﳌﻨﺸﺄﺓ ﺍﳌﻘﺼﻮﺩﺓ‪ ،‬ﺑﺎﻹﺿﺎﻓﺔ ﺇﱃ ﻣﺸﺎﻛﻞ ﺗﺘﻌﻠﻖ ﺑـﺈﺩﺍﺭﺓ ﻣﻮﺍﻗـﻒ‬
‫ﺍﻟﺴﻴﺎﺭﺍﺕ‪ .‬ﺇﺩﺍﺭﺓ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺗ‪‬ﻌﲎ ﺑﻜﻴﻔﻴﺔ ﺗﺸﺠﻴﻊ ﺃﻭ ﺇﺟﺒﺎﺭ ﺍﻟﺴﺎﺋﻘﲔ ﻋﻠﻰ ﺍﺳﺘﺨﺪﺍﻡ ﻣﻮﺍﻗـﻒ ﻻ ﻳـﺘﻢ‬

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 ‫ﺍﺳﺘﺨﺪﺍﻣﻬﺎ ﺣﺎﻟﻴﹰﺎ )ﺧﺼﻮﺻﹰﺎ ﰲ ﺃﻭﻗﺎﺕ ﺫﺭﻭﺓ ﺍﺳﺘﺨﺪﺍﻡ ﺍﳌﻮﺍﻗﻒ(‪ ،‬ﻭﺫﻟﻚ ﻋﻦ ﻃﺮﻳﻖ ﳎﻤﻮﻋﺔ ﻣﻦ ﺍﻹﺟـﺮﺍﺀﺍﺕ‬
‫ﺍﻟﱵ ﺗﺸﻤﻞ ﺗﻘﻴﻴﺪﹰﺍ ﻛﻠﻴﹰﺎ ﺃﻭ ﺟﺰﺋﻴﹰﺎ ﻻﺳﺘﻌﻤﺎﻝ ﺍﳌﻮﺍﻗﻒ‪ ،‬ﻫﺬﺍ ﺍﻟﺘﻘﻴﻴﺪ ﻳﺸﻤﻞ ﲢﺪﻳﺪ ﺃﺯﻣﻨﺔ ﺍﺳﺘﺨﺪﺍﻡ ﺍﳌﻮﺍﻗﻒ‪ ،‬ﲢﺪﻳﺪ‬
‫ﻣﺴﺘﺨﺪﻣﻲ ﺍﳌﻮﺍﻗﻒ‪ ،‬ﺃﻭ ﻓﺮﺽ ﻣﻘﺎﺑﻞ ﻣﺎﺩﻱ ﻟﻘﺎﺀ ﺍﻟﺘﻮﻗﻒ‪.‬‬
‫ﻣﻮﺍﻗﻒ ﺟﻮﺍﺭ ﺍﻟﺮﺻﻴﻒ ﺗ‪‬ﻌﺎﱐ ﻣﻦ ﻃﻠﺐ ﻋﺎ ٍﻝ ﻋﻠﻰ ﺍﻟﺘﻮﻗﻒ‪ ،‬ﻧﺘﻴﺠﺔ ﺍﻣﺘﺪﺍﺩﻫﺎ ﺍﳉﻐﺮﺍﰲ ﻣﻦ ﺟﻬﺔ‪ ،‬ﻭﻛﺜﺎﻓﺔ ﺗﻮﺿﻊ‬ ‫‪-‬‬
‫ﺍﻟﻔﻌﺎﻟﻴﺎﺕ ﺍﳌﺨﺪ‪‬ﻣﺔ ﻣﻦ ﺟﻬﺔ ﺃﺧﺮﻯ‪ ،‬ﻣﻘﺎﺭﻧﺔ ﻣﻊ ﺍﻟﻌﺪﺩ ﺍﻟﻘﻠﻴﻞ )ﻧﺴﺒﺔ ﻟﻠﻤﻨﺸﺂﺕ ﺍﳌﹸﺨﺪ‪‬ﻣﺔ( ﻣﻦ ﻣﻮﺍﻗـﻒ ﺟـﻮﺍﺭ‬
‫ﺐ ﻋﺎﻟﻴ ٍﺔ ﺟﺪﹰﺍ ﻟﻠﻤﺸﻐﻮﻟﻴﺔ ﰲ ﻣﻮﺍﻗﻒ ﺟﻮﺍﺭ ﺍﻷﺭﺻﻔﺔ ﺗﻔﻮﻕ ﺑﻜﺜﲑ‬ ‫ﺍﻟﺮﺻﻴﻒ ﺍﻟﱵ ﲣﺪﻣﻬﺎ‪ ،‬ﻭﻗﺪ ﻟﻮﺣﻆ ﻭﺟﻮﺩ ﻧﺴﺒ ٍ‬
‫ﻃﺎﻗﺘﻬﺎ ﻻﺳﺘﻴﻌﺎﺏ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ .‬ﻭﺫﻟﻚ ﻧﺘﻴﺠﺔ ﺍﻟﺘﻮﻗﻒ ﻏﲑ ﺍﻟﻨﻈﺎﻣﻲ ﰲ ﻫﺬﻩ ﺍﳌﻮﺍﻗﻒ‪ ،‬ﳑﺎ ﻳﺄﺧﺬ ﺣﻴﺰﹰﺍ ﻣﻦ ﺍﻟﺸﻮﺍﺭﻉ‬
‫ﺍ‪‬ﺎﻭﺭﺓ‪ ،‬ﻭﺑﺎﻟﺘﺎﱄ ﻳﻘﻠﻞ ﻣﻦ ﺳﻌﺘﻬﺎ‪ ،‬ﻭﻳﺰﻳﺪ ﻣﻦ ﺍﺣﺘﻤﺎﻻﺕ ﻭﻗﻮﻉ ﺍﳊﻮﺍﺩﺙ‪ ،‬ﻭﻫﺬﺍ ﻳﺘﻄﻠﺐ ﺗﺴﻠﻴﻂ ﺍﻟﻀﻮﺀ ﻋﻠـﻰ‬
‫ﺿﺮﻭﺭﺓ ﺍﻟﺒﺤﺚ ﰲ ﺯﻳﺎﺩﺓ ﻋﺪﺩ ﺍﳌﻮﺍﻗﻒ ﻣﻦ ﺟﻬﺔ‪ ،‬ﻭﺍﻟﺘﻌﺎﻭﻥ ﻣﻊ ﺷﺮﻃﺔ ﺍﳌﺮﻭﺭ ﳌﻨﻊ ﺍﻟﻮﻗﻮﻑ ﻏﲑ ﺍﻟﻨﻈﺎﻣﻲ ﻣـﻦ‬
‫ﺟﻬﺔ ﺃﺧﺮﻯ‪.‬‬
‫ﻧﺴﺒﺔ ﻛﺒﲑﺓ ﻣﻦ ﺣﺠﻢ ﺍﻟﻄﻠﺐ ﻋﻠﻰ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﰲ ﺍﳌﻮﺍﻗﻊ ﺍﻟﱵ ﲤﺖ ﺩﺭﺍﺳﺘﻬﺎ ﻫﻮ ﻷﳕﺎﻁ ﻭﻗﻮﻑ ﻗﺼـﲑﺓ‬ ‫‪-‬‬
‫)‪ ١٠‬ﺩﻗﺎﺋﻖ ﻓﻤﺎ ﺩﻭﻥ(‪ .‬ﻭﻫﻲ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺗﻘﻮﻡ ﺑﺘﺤﻤﻴﻞ ﻭﺗﻨـﺰﻳﻞ ﺍﻟﺮﻛﺎﺏ )ﺳﻴﺎﺭﺍﺕ ﺃﺟﺮﺓ‪ ،‬ﺃﻭ ﺳـﻴﺎﺭﺍﺕ‬
‫ﺗﻘﻮﻡ ﺑﻮﻇﻴﻔﺔ ﺳﻴﺎﺭﺍﺕ ﺍﻷﺟﺮﺓ( ﺗﺪﺧﻞ ﺇﱃ ﺍﳌﺴﺎﺣﺎﺕ ﺍﳌﺨﺼﺼﺔ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺩﻭﻥ ﺃﻥ ﺗﺴﺘﺨﺪﻡ ﺍﳌﻮﺍﻗـﻒ‬
‫ﻓﻌﻠﻴﹰﺎ‪ ،‬ﻟﻜﻨﻬﺎ ﺗﺸﻐﻞ ﺣﻴﺰﹰﺍ ﻣﻦ ﻣﺴﺎﺭﺍﺕ ﺍﳌﻮﺍﻗﻒ‪ ،‬ﳑﺎ ﻳﺴﺒﺐ ﺇﻋﺎﻗﺔ ﻟﺒﻘﻴﺔ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻣﻦ ﺟﻬﺔ‪ ،‬ﻭﻳﻌﻄﻲ ﺍﻧﻄﺒﺎﻋـﹰﺎ‬
‫ﺑﻮﺟﻮﺩ ﺍﺯﺩﺣﺎﻡ ﰲ ﺍﳌﻮﺍﻗﻒ ﻣﻦ ﺟﻬﺔ ﺃﺧﺮﻯ )ﻫﺬﺍ ﺍﻻﻧﻄﺒﺎﻉ ﺍﳋﺎﻃﺊ ﻳﺜﲏ ﺑﻌﺾ ﺍﻟﺴﺎﺋﻘﲔ ﻋﻦ ﺍﻟﺒﺤﺚ ﻋﻦ ﻣﻮﻗﻒ‬
‫ﻓﺎﺭﻍ(‪ .‬ﻟﺬﻟﻚ ﻓﺈﻧﻪ ﻣﻦ ﺍﻷﳘﻴﺔ ﲟﻜﺎﻥ ﲡﻬﻴﺰ ﻣﺴﺎﺭﺍﺕ ﺧﺎﺻﺔ ﳍﺬﻩ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ ،‬ﺑﺎﻹﺿﺎﻓﺔ ﻟﻌﺪﺩ ﻣـﻦ ﻣﻮﺍﻗـﻒ‬
‫ﺍﻟﺘﻮﻗﻒ ﺍﳌﺆﻗﺖ ﺍﻟﻘﺮﻳﺒﺔ ﻣﻦ ﺍﻟﺒﻮﺍﺑﺎﺕ )ﻳﺘﻨﺎﺳﺐ ﻣﻊ ﺣﺠﻢ ﺍﳌﻨﺸﺄﺓ ﺍﳌﺨﺪﻣﺔ ﻭﻧﺴﺒﺔ ﻫﺬﻩ ﺍﻟﺴـﻴﺎﺭﺍﺕ( ﲝﻴـﺚ ﻻ‬
‫ﺗﺘﻌﺎﺭﺽ ﺣﺮﻛﺘﻬﺎ ﻣﻊ ﺣﺮﻛﺔ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺗﺒﺤﺚ ﻋﻦ ﻣﻮﺍﻗﻒ‪ .‬ﳑﺎ ﻳﺆﻣﻦ ﺍﻟﺘﺼﺮﻳﻒ ﺍﻟﺴﺮﻳﻊ ﻭﺍﻵﻣـﻦ ﳍـﺬﻩ‬
‫ﺍﻟﺴﻴﺎﺭﺍﺕ ﻣﻦ ﺟﻬﺔ ﻭﺇﺗﺎﺣﺔ ﻓﺮﺍﻍ ﺃﻛﱪ ﻟﺒﻘﻴﺔ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺗﺒﺤﺚ ﻋﻦ ﻣﻮﺍﻗﻒ ﻓﺎﺭﻏﺔ ﻣﻦ ﺟﻬﺔ ﺃﺧﺮﻯ‪.‬‬
‫ﺑﺸﻜﻞ ﻋﺎﻡ‪ ،‬ﺗﻨﺘﺸﺮ ﺃﳕﺎﻁ ﺍﻟﺘﻮﻗﻒ ﺍﻟﻘﺼﲑﺓ ﰲ ﻣﺪﻥ ﺍﳌﻤﻠﻜﺔ‪ ،‬ﻭﻫﺬﺍ ﻣﺎ ﻳﱪﺭ ﻣﻴﻞ ﺍﻟﺴﺎﺋﻘﲔ ﻻﺳﺘﺨﺪﺍﻡ ﺍﳌﻮﺍﻗـﻒ‬ ‫‪-‬‬
‫ﺍﻟﺴﻄﺤﻴﺔ‪ ،‬ﻭﻣﻮﺍﻗﻒ ﺟﻮﺍﺭ ﺍﻟﺮﺻﻴﻒ‪ .‬ﻟﺬﻟﻚ ﳚﺐ ﺇﻋﺎﺩﺓ ﺍﻟﻨﻈﺮ ﰲ ﺑﻨﺎﺀ ﺍﳌﻮﺍﻗﻒ ﺍﻟﺴﻔﻠﻴﺔ )ﺍﻟﺘﺤﺖ ﺃﺭﺿﻴﺔ(‪ ،‬ﺇﺫ ﺃﻥ‬
‫ﻫﺬﻩ ﺍﳌﻮﺍﻗﻒ ﺗﺒﻘﻰ ﺷﺒﻪ ﻓﺎﺭﻏﺔ ﻋﻠﻰ ﺍﻟﺮﻏﻢ ﻣﻦ ﻣﻨﺎﺳﺒﺘﻬﺎ ﻫﻨﺪﺳﻴﹰﺎ‪.‬‬
‫ﺿﺮﻭﺭﺓ ﺍﻟﺘﺄﻛﻴﺪ ﻋﻠﻰ ﺃﳘﻴﺔ ﻣﺮﺍﻋﺎﺓ ﺍﳌﺘﻄﻠﺒﺎﺕ ﺍﳍﻨﺪﺳﻴﺔ ﻟﺘﺼﻤﻴﻢ ﻭﺗﻨﻈﻴﻢ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ ،‬ﺧﺼﻮﺻﹰﺎ ﺍﳌﺴﺎﺣﺎﺕ‬ ‫‪-‬‬
‫ﺍﳌﺨﺼﺼﺔ ﻟﻠﻮﻗﻮﻑ‪ ،‬ﻛﺬﻟﻚ ﲣﻄﻴﻂ ﻣﻮﺍﻗﻒ ﺟﻮﺍﺭ ﺍﻟﺮﺻﻴﻒ‪ ،‬ﻭﺫﻟﻚ ﻟﻀﻤﺎﻥ ﻓﻌﺎﻟﻴﺔ ﺗﺸﻐﻴﻞ ﻫﺬﻩ ﺍﳌﻮﺍﻗﻒ ﻣـﻦ‬
‫ﺟﻬﺔ‪ ،‬ﻭﺗﺄﻣﲔ ﻣﺘﻄﻠﺒﺎﺕ ﺍﻟﺴﻼﻣﺔ ﺍﳌﺮﻭﺭﻳﺔ ﻣﻦ ﺟﻬﺔ ﺃﺧﺮﻯ‪.‬‬

‫ﻻﺑﺪ ﻣﻦ ﺍﻟﺘﺄﻛﻴﺪ ﻋﻠﻰ ﺃﳘﻴﺔ ﺳﻴﺎﺳﺎﺕ ﻭﺍﺳﺘﺮﺍﺗﻴﺠﻴﺎﺕ ﺍﻟﻨﻘﻞ ﻭ ﺗﺄﺛﲑﺍ‪‬ﺎ ﻋﻠﻰ ﻛﻞ ﺟﻮﺍﻧـﺐ ﺍﻟﻨﻘـﻞ‪ .‬ﻣﻮﺍﻗـﻒ‬
‫ﺍﻟﺴﻴﺎﺭﺍﺕ ﻟﻴﺴﺖ ﺍﺳﺘﺜﻨﺎ ًﺀ ﻟﺬﻟﻚ‪ ،‬ﺑﻞ ﺇ‪‬ﺎ ﺗﻌﺘﱪ ﻋﻨﺼﺮﹰﺍ ﺃﺳﺎﺳﻴﹰﺎ ﻣﻦ ﻧﻈﺎﻡ ﺍﻟﻨﻘﻞ ﺍﻟﻜﻠﻲ‪ ،‬ﻭﻋﻨﺼﺮﹰﺍ ﺃﺳﺎﺳﻴﹰﺎ ﰲ ﺑﺪﺍﻳﺔ ﻭ‪‬ﺎﻳﺔ‬
‫ﻛﻞ ﺍﻟﺮﺣﻼﺕ )ﺑﺄﻧﻮﺍﻋﻬﺎ( ﺍﳌﻌﺘﻤﺪﺓ ﻋﻠﻰ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳋﺎﺻﺔ‪.‬‬

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 ‫ﻭﺑﺸﻜﻞ ﻋﺎﻡ‪ ،‬ﻓﺈﻥ ﺳﻴﺎﺳﺎﺕ ﺍﻟﻨﻘﻞ ﺍﳌﻮﺟﻮﺩﺓ ﰲ ﺍﳌﻤﻠﻜﺔ ﺍﻟﻌﺮﺑﻴﺔ ﺍﻟﺴﻌﻮﺩﻳﺔ ﻻﺗﺰﺍﻝ ﺣﱴ ﺍﻵﻥ ﺗﻌﺘﻤﺪ ﻛﻠﻴﹰﺎ ﻋﻠﻰ ﺍﻟﺴﻴﺎﺭﺍﺕ‬
‫ﺍﳋﺎﺻﺔ ﻛﻮﺳﻴﻠﺔ ﺍﻟﻨﻘﻞ ﺍﻷﺳﺎﺳﻴﺔ‪ ،‬ﳑﺎ ﳜﻠﻖ ﺣﺎﺟﺔ ﻣﺘﻌﺎﻇﻤﺔ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﰲ ﺃﻃﺮﺍﻑ ﻛﻞ ﺃﻧـﻮﺍﻉ ﺍﻟـﺮﺣﻼﺕ‪،‬‬
‫ﺧﺼﻮﺻﹰﺎ ﻣﻊ ﺍﺭﺗﻔﺎﻉ ﻣﻌﺪﻻﺕ ﻣﻠﻜﻴﺔ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ .‬ﻟﺬﻟﻚ ﻓﺎﳊﻠﻮﻝ ﺍﻟﱵ ﳝﻜﻦ ﻃﺮﺣﻬﺎ ﻫﻲ ﺣﻠـﻮﻝ ﻗﺼـﲑﺓ ﺍﻷﻣـﺪ‪،‬‬
‫ﻻﺗﺴﺘﻄﻴﻊ ﺃﻥ ﺗﻠﱯ ﺍﻟﻄﻠﺐ ﺍﳌﺘﺰﺍﻳﺪ ﻋﻠﻰ ﺍﳌﻮﺍﻗﻒ‪.‬‬
‫ﻳﻜﻤﻦ ﺍﳊﻞ‪ ،‬ﻛﻤﺎ ﺃﺛﺒﺘﺖ ﺍﳋﱪﺍﺕ ﻭﺍﻟﺘﺠﺎﺭﺏ ﺍﻟﻌﺎﳌﻴﺔ‪ ،‬ﰲ ﺩﻋﻢ ﻗﻄﺎﻋﺎﺕ ﺍﻟﻨﻘﻞ ﺍﻟﻌﺎﻡ ﻭﺗﺸﺠﻴﻌﻬﺎ ﰲ ﺗﺄﺳﻴﺲ ﺧـﺪﻣﺎﺕ‬
‫ﻧﻘﻞ ﲨﺎﻋﻲ ﻣﺘﻨﻮﻋﺔ‪ ،‬ﻣﺘﻄﻮﺭﺓ ﻭﻋﺎﻟﻴﺔ ﺍﳌﺴﺘﻮﻯ ﲝﻴﺚ ﺗﺸﻜﹼﻞ ﻣﻨﺎﻓﺴﹰﺎ ﺟﺬﺍﺑﹰﺎ ﻟﻠﺴﻴﺎﺭﺍﺕ ﺍﳋﺎﺻﺔ‪ ،‬ﻭﺗﻘﻴﻴـﺪ ﺍﺳـﺘﻌﻤﺎﻝ‬
‫ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳋﺎﺻﺔ ﻋﻦ ﻃﺮﻳﻖ ﺇﺟﺮﺍﺀﺍﺕ ﻣﺎﻟﻴﺔ ﻭﻗﺎﻧﻮﻧﻴﺔ ﻟﻠﺤﺪ ﻣﻦ ﺍﻻﻋﺘﻤﺎﺩ ﺍﻟﻜﺒﲑ ﻋﻠﻴﻬﺎ‪.‬‬
‫ﻫﺬﺍ ﻳﺘﻢ ﻋﻦ ﻃﺮﻳﻖ ﺗﺒﲏ ﺳﻴﺎﺳﺎﺕ ﻧﻘﻞ ﻋﻠﻰ ﻣﺴﺘﻮﻯ ﺍﳌﻤﻠﻜﺔ‪ ،‬ﺗﻮﺟ‪‬ﻪ ﺍﻟﺘﻤﻮﻳﻞ ﺑﺎﲡﺎﻩ ﺇﻧﺸﺎﺀ ﺑﲎ ﲢﺘﻴﺔ ﻟﻠﻨﻘﻞ ﺍﳉﻤـﺎﻋﻲ‪،‬‬
‫ﻋﻠﻰ ﺣﺴﺎﺏ ﺑﻨﺎﺀ ﺍﳌﺰﻳﺪ ﻣﻦ ﺍﻟﻄﺮﻕ ﺍﻟﺴﺮﻳﻌﺔ ﻭﺍﳉﺴﻮﺭ ﻭﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ ،‬ﺧﺎﺻﺔ ﰲ ﺍﳌﺪﻥ‪.‬‬
‫ﺗ‪‬ﻘﺴﻢ ﻣﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺇﱃ ﻣﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ ﺍﻟﻮﺿﻊ ﺍﳌﺮﻭﺭﻱ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ ،‬ﻭﻣﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ‬
‫ﺍﻟﻮﺿﻊ ﺍﳍﻨﺪﺳﻲ ﳍﺬﻩ ﺍﳌﻮﺍﻗﻒ‪ .‬ﻳﺘﻀﻤﻦ ﻛﻞ ﺟﺰﺀ ﻣﻦ ﻫﺬﻩ ﺍﳌﻨﻬﺠﻴﺔ ﺷﺮﺣﹰﺎ ﺗﻔﺼﻴﻠﻴﹰﺎ ﻟﻌﻤﻠﻴﺎﺕ ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﳌﻨﺎﺳـﺒﺔ‬
‫ﻹﺟﺮﺍﺀ ﻋﻤﻠﻴﺎﺕ ﺍﻟﺘﺤﻠﻴﻞ ﳌﺎ ﳍﺬﻩ ﺍﻟﻌﻤﻠﻴﺎﺕ ﻣﻦ ﺗﺄﺛﲑ ﻋﻠﻰ ﻧﺘﺎﺋﺞ ﻋﻤﻠﻴﺔ ﺍﻟﺘﻘﻴﻴﻢ‪.‬‬
‫ﻟﻜﻦ ﻗﺒﻞ ﺫﻟﻚ ﻻﺑﺪ ﻣﻦ ﺍﻟﺘﻄﺮﻕ ﺑﺸﻜﻞ ﺳﺮﻳﻊ ﺇﱃ ﺗﻌﺮﻳﻒ ﺑﻌﺾ ﺍﳌﺼﻄﻠﺤﺎﺕ ﺍﳌﺘﻌﻠﻘﺔ ﲟﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪.‬‬

‫‪ ٣-٢‬ﺗﻌﺮﻳﻔﺎﺕ ﺃﺳﺎﺳﻴﺔ‬
‫• ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ :‬ﻫﻲ ﳏﻄـﺎﺕ ﻟﻠﺘﺨﺰﻳﻦ ﺍﳌﺆﻗﺖ ﻟﻠﺴـﻴﺎﺭﺍﺕ‪ ،‬ﻭﻫﻲ ﺟﺰﺀ ﻻ ﻳﺘﺠﺰﺃ ﻣﻦ ﻧﻈـﺎﻡ ﺍﻟﻨﻘـﻞ‬
‫ﺍﻟﻜﻠﻲ‪.‬‬
‫• ﺍﻟﻄﻠﺐ ﻋﻠﻰ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ‪ : Parking Demand‬ﻫﻮ ﻋﺪﺩ ﺍﳌﻮﺍﻗﻒ ﺍﻟﱵ ﳚﺐ ﺗﺄﻣﻴﻨﻬﺎ ﳋﺪﻣﺔ ﻧﻮﻉ‬
‫ﺃﻭ ﻋﺪﺓ ﺃﻧﻮﺍﻉ ﻣﻦ ﻣﺴﺘﺨﺪﻣﻲ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ ،‬ﻭﺫﻟﻚ ﺿﻤﻦ ﺍﻟﻈﺮﻭﻑ ﺍﳌﺆﺛﺮﺓ ﰲ ﺍﻟﻄﻠﺐ ﻋﻠﻰ ﺍﳌﻮﺍﻗـﻒ‬
‫)ﻣﺘﻀﻤﻨﺔ ﻛﻠﻔﺔ ﺍﻟﻮﻗﻮﻑ ﰲ ﺣﺎﻝ ﻭﺟﻮﺩﻫﺎ(‪.‬‬
‫• ﻣﻮﻗﻒ ﺳﻴﺎﺭﺓ ﻭﺍﺣﺪﺓ‪ :‬ﻫﻮ ﻣﺴﺎﺣﺔ ﻛﺎﻓﻴﺔ ﺗﺘﺴﻊ ﻟﻌﺮﺑﺔ‪ ،‬ﻣﺘﻀﻤﻨﺔ ﻓﺮﺍﻏﹰﺎ ﻛﺎﻓﻴﹰﺎ ﻟﻔﺘﺢ ﺍﻷﺑﻮﺍﺏ‪ ،‬ﻣﺘﺼﻠﺔ ﲟﺴـﺎﺭ‬
‫ﳎﺎﻭﺭ‪ ،‬ﻭ ﻻ ﺗﺘﻀﻤﻦ ﻣﺴﺎﺣﺔ ﻣﻨﺎﻭﺭﺓ‪.‬‬
‫• ﺍﳌﺴﺎﺭﺍﺕ‪ :‬ﻫﻲ ﻓﺮﺍﻏﺎﺕ )ﳑﺮﺍﺕ( ﺿﻤﻦ ﺍﳌﺴﺎﺣﺔ ﺍﳌﺨﺼﺼﺔ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ ،‬ﺗﺴﺘﺨﺪﻡ ﻟﺪﻭﺭﺍﻥ )ﲡـﻮﺍﻝ(‬
‫ﺍﻟﺴﻴﺎﺭﺍﺕ ﺩﺍﺧﻞ ﺍﳌﻮﻗﻒ‪.‬‬
‫• ﺍﳌﻮﺍﻗﻒ ﺍ‪‬ﺎﻭﺭﺓ ﻟﻸﺭﺻﻔﺔ‪ :‬ﻭﻫﻲ ﺍﻷﻛﺜﺮ ﺍﻧﺘﺸﺎﺭﹰﺍ ﻭﻗﺪ ﺗﺴﺘﺨﺪﻣﻬﺎ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻟﻠﻮﻗﻮﻑ ﺑﺸﻜ ٍﻞ ﳏﺎ ٍﺫ ﻟﻠﺮﺻﻴﻒ‬
‫ﺃﻭ ﻋﻤﻮﺩﻱ ﻋﻠﻴﻪ ﺃﻭ ﺑﺸﻜﻞ ﻣﺎﺋﻞ ﻭﺫﻟﻚ ﻣﺘﻌﻠﻖ ﺑﻌﻮﺍﻣﻞ ﺗﺸﻤﻞ ﻋﺮﺽ ﺍﻟﺸﺎﺭﻉ ﺍ‪‬ﺎﻭﺭ ﻭﺣﺠﻢ ﺍﳌﺮﻭﺭ ﻋﻠﻴﻪ‪ ،‬ﻗﺪ‬
‫ﺗﻜﻮﻥ ﺍﳌﻮﺍﻗﻒ ﺍ‪‬ﺎﻭﺭﺓ ﻟﻠﺮﺻﻴﻒ‪:‬‬
‫‪ .١‬ﻏﲑ ﻣﻘﻴﺪﺓ )ﻣﺘﺎﺣﺔ ﻟﻼﺳﺘﺨﺪﺍﻡ ﰲ ﲨﻴﻊ ﺍﻷﻭﻗﺎﺕ ﺩﻭﻥ ﻛﻠﻔﺔ(‪.‬‬
‫‪ .٢‬ﻣﻘﻴﺪﺓ )ﻣﺘﺎﺣﺔ ﺧﻼﻝ ﺯﻣﻦ ﳏﺪﺩ‪ ،‬ﺃﻭ ﺑﻜﻠﻔﺔ ﳏﺪﺩﺓ ﺃﻭ ﻛﻠﻴﻬﻤﺎ(‪.‬‬

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 ‫• ﻣﺴﺎﺣﺎﺕ ﳐﺼﺼﺔ ﻛﻤﻮﺍﻗﻒ ﻟﻠﺴﻴﺎﺭﺍﺕ‪ :‬ﻫﻲ ﻋﺒﺎﺭﺓ ﻋﻦ ﻣﺴﺎﺣﺎﺕ ﺧﺎﺭﺝ ﺍﻟﻄﺮﻕ ﻳﺘﻢ ﲣﺼﻴﺼﻬﺎ ﻭﺗﻨﻈﻴﻤﻬﺎ‬
‫ﻛﻤﻮﺍﻗﻒ ﻟﻠﺴﻴﺎﺭﺍﺕ‪ ،‬ﻳﺘﻢ ﺗﻨﻈﻴﻢ ﺍﳋﺮﻭﺝ ﻭﺍﻟﺪﺧﻮﻝ ﺇﻟﻴﻬﺎ ﺑﻮﺍﺳﻄﺔ ﺑﻮﺍﺑﺎﺕ ﺗﺮﺑﻄﻬﺎ ﺑﺎﻟﺸﻮﺍﺭﻉ ﺍ‪‬ﺎﻭﺭﺓ‪ ،‬ﺗﺘﺄﻟﻒ‬
‫ﻣﻦ ﻓﺮﺍﻏﺎﺕ ﺍﳌﻮﺍﻗﻒ ﺍﻟﱵ ﻗﺪ ﺗﻜﻮﻥ ﺭﺃﺳﻴﺔ )ﻋﻤﻮﺩﻳﺔ(‪ ،‬ﺃﻓﻘﻴﺔ ﺃﻭ ﻣﺎﺋﻠﺔ‪ .‬ﻣﺴﺎﺣﺎﺕ ﺍﳌﻮﺍﻗﻒ ﻫﺬﻩ ﳍـﺎ ﻋـﺪﺓ‬
‫ﺃﺷﻜﺎﻝ‪:‬‬

‫‪ .١‬ﻣﻮﺍﻗﻒ ﺳﻄﺤﻴﺔ )ﻋﻠﻰ ﺳﻄﺢ ﺍﻷﺭﺽ(‪.‬‬

‫‪ .٢‬ﻣﻮﺍﻗﻒ ﻣﺴﻘﻮﻓﺔ‪ ،‬ﺫﺍﺕ ﺑﻨﻴﺔ ﺇﻧﺸﺎﺋﻴﺔ‪ :‬ﻗﺪ ﺗﻜﻮﻥ‬
‫• ﻓﻮﻕ ﺍﻷﺭﺽ‬
‫• ﲢﺖ ﺍﻷﺭﺽ‬
‫• ﻃﺎﺑﻘﻴﺔ‬
‫ﺳﻮﻑ ﻳﺘﻢ ﺍﻵﻥ ﺗﻨﺎﻭﻝ ﻣﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺑﺎﻟﺘﻔﺼﻴﻞ‪.‬‬

‫‪ ٤-٢‬ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ‬
‫ﻳﺘﻢ ﺍﻟﺘﻤﻴﻴﺰ ﺑﲔ ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﻟﻼﺯﻣﺔ ﻟﻌﻤﻠﻴﺔ ﺍﻟﺘﻘﻴﻴﻢ ﺍﳌﺮﻭﺭﻱ ﻭ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﻟﻼﺯﻣﺔ ﻟﻠﺘﻘﻴﻴﻢ ﺍﳍﻨﺪﺳﻲ ﳌﻮﺍﻗﻒ ﺍﻟﺴـﻴﺎﺭﺍﺕ‪.‬‬

‫‪ ١-٤-٢‬ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﻟﻼﺯﻣﺔ ﻟﻠﺘﻘﻴﻴﻢ ﺍﳌﺮﻭﺭﻱ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬

‫ﳝﻜﻦ ﺗﻨﻈﻴﻢ ﻣﺮﺍﺣﻞ ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﻟﻼﺯﻣﺔ ﻟﻠﺘﺤﻠﻴﻞ ﺍﳌﺮﻭﺭﻱ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻭﻓﻖ ﺍﳋﻄﻮﺍﺕ ﺍﻟﺘﺎﻟﻴﺔ‪:‬‬

‫‪ -١‬ﻣﻌﺮﻓﺔ ﻋﺪﺩ ﺍﳌﻮﺍﻗﻒ ﺍﳌﺘﺎﺣﺔ ﰲ ﺍﳌﻮﺍﻗﻒ ﺍﳌﺪﺭﻭﺳﺔ‬

‫ﳚﺐ ﻣﻌﺮﻓﺔ ﻋﺪﺩ ﺍﳌﻮﺍﻗﻒ ﺍﳌﺘﺎﺣﺔ ﰲ ﺍﳌﻮﻗﻊ ﺍﳌﺪﺭﻭﺱ ﻋﻦ ﻃﺮﻳﻖ ﺍﻟﻌﺪ ﺍﻟﻴﺪﻭﻱ‪ ،‬ﻭﺫﻟﻚ ﻟﻜﻞ ﻧﻮﻉ ﻣﻦ ﺃﻧـﻮﺍﻉ‬
‫ﺍﳌﻮﺍﻗﻒ ﰲ ﺣﺎﻝ ﻭﺟﻮﺩﻫﺎ )ﺟﻮﺍﺭ ﺍﻟﺮﺻﻴﻒ‪ ،‬ﻣﻮﺍﻗﻒ ﺳﻄﺤﻴﺔ‪ ،‬ﲢﺖ ﺃﺭﺿﻴﺔ‪ ،‬ﺃﻭ ﻃﺎﺑﻘﻴﺔ(‪ .‬ﰲ ﺣﺎﻝ ﻋﺪﻡ ﻭﺟﻮﺩ ﲣﻄﻴﻂ‬
‫ﺃﺭﺿﻲ ﻟﻠﻤﻮﺍﻗﻒ‪ ،‬ﻳﺘﻢ ﰲ ﻫﺬﻩ ﺍﳊﺎﻟﺔ ﺣﺴﺎﺏ ﻋﺪﺩ ﺍﳌﻮﺍﻗﻒ ﻋﻦ ﻃﺮﻳﻖ ﺗﻘﺴﻴﻢ ﺍﻷﻃﻮﺍﻝ ﺍﳌﺘﺎﺣﺔ ﻟﻠﺘﻮﻗﻒ ﻋﻠﻰ ﺍﻷﺑﻌـﺎﺩ‬
‫ﺍﻟﺪﻧﻴﺎ ﺍﳌﺴﻤﻮﺣﺔ ﻟﻠﻤﻮﺍﻗﻒ ﺍﻟﻮﺍﺭﺩﺓ ﰲ ﺍﺷﺘﺮﺍﻃﺎﺕ ﺍﳌﻮﺍﻗﻒ ﺍﳌﻨﺸﻮﺭﺓ ﻣﻦ ﻗﺒﻞ ﺍﻟﻮﺯﺍﺭﺓ ﻭﺫﻟﻚ ﺣﺴﺐ ﻧـﻮﻉ ﺍﳌﻮﺍﻗـﻒ‬
‫)‪ ٦,٥‬ﺃﻣﺘﺎﺭ ﻟﻠﻤﻮﺍﻗﻒ ﺍﳌﻮﺍﺯﻳﺔ ﻭ ‪ ٢,٥‬ﻣﺘﺮ ﻟﻠﻤﻮﺍﻗﻒ ﺍﻟﻌﻤﻮﺩﻳﺔ‪ ،‬ﻫﺬﺍ ﺍﻟﻄﻮﻝ ﻣﺘﻐﲑ ﺑﺎﻟﻨﺴﺒﺔ ﻟﻠﻤﻮﺍﻗﻒ ﺍﳌﺎﺋﻠـﺔ ﻭﺫﻟـﻚ‬
‫ﺣﺴﺐ ﺯﺍﻭﻳﺔ ﺍﳌﻴﻼﻥ(‪.‬‬

‫‪ -٢‬ﲢﺪﻳﺪ ﻭﻗﺖ ﺍﻟﺘﻌﺪﺍﺩ ﻭﻣﺪﺗﻪ ﻋﻦ ﻃﺮﻳﻖ ﺗﻌﺪﺍﺩﺍﺕ ﲡﺮﻳﺒﻴﺔ‬

‫ﻋﻤﻠﻴﺔ ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ ﻫﻲ ﻋﻤﻠﻴﺔ ﻣﻜﻠﻔﺔ ﺑﺸﻜﻞ ﻋﺎﻡ ﻷﻥ ﻫﺬﻩ ﺍﻟﻌﻤﻠﻴﺔ ﺗﺘﻄﻠﺐ ﺟﻬﻮﺩ ﻛﺎﺩﺭ ﺑﺸﺮﻱ ﻣـﺪﺭ‪‬ﺏ‬
‫ﻟﻌﺪﺩ ﻣﻦ ﺳﺎﻋﺎﺕ ﺍﻟﻌﻤﻞ‪ ،‬ﻭﻻﺗﻮﺟﺪ ﺃﻳﺔ ﻭﺳﻴﻠﺔ ﺁﻟﻴﺔ ﳉﻤﻊ ﺍﳌﻌﻠﻮﻣﺎﺕ ﳍﺬﺍ ﺍﻟﻨﻮﻉ ﻣﻦ ﺍﻟﺒﻴﺎﻧﺎﺕ‪ ،‬ﻷﻧـﻪ ﻣـﻦ ﺍﻟﺼـﻌﺐ‬
‫ﺍﻻﻋﺘﻤﺎﺩ ﻋﻠﻰ ﺗﺼﻮﻳﺮ ﻟﻮﺣﺎﺕ ﺗﺴﺠﻴﻞ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳋﺎﺭﺟﺔ ﻭﺍﻟﺪﺍﺧﻠﺔ‪.‬‬

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 ‫ﻟﺬﻟﻚ‪ ،‬ﻭﺑﻐﺮﺽ ﺍﳊﺼﻮﻝ ﻋﻠﻰ ﺑﻴﺎﻧﺎﺕ ﺫﺍﺕ ﻣﺼﺪﺍﻗﻴﺔ‪ ،‬ﻭ ﲣﻔﻴﺾ ﺍﳉﻬﺪ ﺍﳌﺒﺬﻭﻝ ﰲ ﻋﻤﻠﻴﺔ ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ‪ ،‬ﻭﺍﺧﺘﺼـﺎﺭ‬
‫ﻣﺪﺓ ﻋﻤﻠﻴﺔ ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ ﻭﺑﺎﻟﺘﺎﱄ ﻛﻠﻔﺘﻬﺎ‪ ،‬ﻳﺘﻢ ﲢﺪﻳﺪ ﺗﻮﻗﻴﺖ ﻟﻠﺘﻌﺪﺍﺩ ﻳﻮﺍﻓﻖ ﺳﺎﻋﺎﺕ ﻭﺃﻳﺎﻡ ﺍﻟـﺬﺭﻭﺓ ﻟﻠﻄﻠـﺐ ﻋﻠـﻰ‬
‫ﺍﻟﺘﻮﻗﻒ ﰲ ﺍﳌﻮﻗﻊ ﺍﳌﺪﺭﻭﺱ‪.‬‬
‫ﻳﺘﻢ ﻫﺬﺍ ﻋﻦ ﻃﺮﻳﻖ ﺇﺟﺮﺍﺀ ﺗﻌﺪﺍﺩﺍﺕ ﲡﺮﻳﺒﻴﺔ ﻟﻌﺪﺩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﺪﺍﺧﻠﺔ ﻭﺍﳋﺎﺭﺟﺔ ﻣﻦ ﻭﺇﱃ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ )ﻭﺫﻟـﻚ‬
‫ﻟﻔﺘﺮﺍﺕ ﺯﻣﻨﻴﺔ ﻣﺘﻘﻄﻌﺔ ﻗﺪﺭﻫﺎ ﻧﺼﻒ ﺳﺎﻋﺔ ﰲ ﺍﻷﻭﻗﺎﺕ ﺍﻟﱵ ﻳ‪‬ﺘﻮﻗﻊ ﺃﻥ ﺗﻜﻮﻥ ﻓﻴﻬﺎ ﺫﺭﻭﺓ ﻭﺫﻟﻚ ﺑﻨﻔﺲ ﻃﺮﻳﻘﺔ ﺍﻟﺘﻌـﺪﺍﺩ‬
‫ﺍﻟﺘﻔﺼﻴﻠﻲ ﺍﻟﱵ ﺳﻴﺘﻢ ﺷﺮﺣﻬﺎ ﰲ ﺍﳋﻄﻮﺓ ﺍﻟﺘﺎﻟﻴﺔ( ﻭﺫﻟﻚ ﳌﻌﺮﻓﺔ ﻭﲢﺪﻳﺪ ﺗﻮﻗﻴﺖ ﺍﻟﺬﺭﻭﺓ ﺍﻟﻴﻮﻣﻴﺔ‪ ،‬ﻭﺍﻟﻴﻮﻡ ﺍﻟﺬﻱ ﺗﻜﻮﻥ ﻓﻴﻪ‬
‫ﺍﻟﺬﺭﻭﺓ ﺍﻷﺳﺒﻮﻋﻴﺔ‪ ،‬ﻭﺫﻟﻚ ﻹﺟﺮﺍﺀ ﺍﻟﺘﻌﺪﺍﺩ ﺍﳌﺮﻭﺭﻱ ﺍﻟﺘﻔﺼﻴﻠﻲ ﰲ ﻭﻗﺖ ﺍﻟﺬﺭﻭﺓ ﺍﻷﺳﺒﻮﻋﻴﺔ ) ﰲ ﺍﻟﻴﻮﻡ ﻭﺍﻟﺰﻣﻦ ﺍﻟـﺬﻱ‬
‫ﻳﻜﻮﻥ ﺍﻟﻄﻠﺐ ﻋﻠﻰ ﺍﻟﺘﻮﻗﻒ ﰲ ﺍﳌﻮﻗﻊ ﺍﳌﺪﺭﻭﺱ ﺃﻛﱪ ﻣﺎ ﳝﻜﻦ(‪.‬‬
‫ﺑﻌﺪ ﺫﻟﻚ ﳝﻜﻦ ﲢﺪﻳﺪ ﺗﻮﻗﻴﺖ ﺇﺟﺮﺍﺀ ﺍﻟﺘﻌﺪﺍﺩ ﻭﻣﺪﺗﻪ ﺍﻟﺰﻣﻨﻴﺔ‪ .‬ﻣﺪﺓ ﻭﺗﻮﻗﻴﺖ ﺍﻟﺘﻌﺪﺍﺩ ﺗﻌﺘﻤﺪﺍﻥ ﺑﺸﻜﻞ ﺃﺳﺎﺳﻲ ﻋﻠﻰ ﻃﺒﻴﻌﺔ‬
‫ﺍﳌﻨﺸﺄﺓ ﺍﳌﺴﺘﺨﺪﻣﺔ‪ ،‬ﻭﻃﺒﻴﻌﺔ ﺍﻟﻨﺸﺎﻃﺎﺕ ﺍﻟﺒﺸﺮﻳﺔ ﰲ ﻫﺬﻩ ﺍﳌﻨﺸﺄﺓ‪ ،‬ﻓﻤﻮﺍﻗﻒ ﺍﳌﻨﺸﺂﺕ ﺍﳊﻜﻮﻣﻴﺔ ﻋﻠﻰ ﺳﺒﻴﻞ ﺍﳌﺜﺎﻝ ﺳﺘﻜﻮﻥ‬
‫ﰲ ﺍﻟﻐﺎﻟﺐ ﻣﺰﺩﲪﺔ ﺻﺒﺎﺣﹰﺎ‪ ،‬ﻭﺑﺎﻟﺘﺎﱄ ﺣﺼﺮ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﳌﺮﻭﺭﻳﺔ ﳌﻮﺍﻗﻒ ﻫﺬﺍ ﺍﻟﻨﻮﻉ ﻣﻦ ﺍﳌﻨﺸﺂﺕ ﲤﺘﺪ ﻋﱪ ﻓﺘـﺮﺓ ﺍﻟـﺪﻭﺍﻡ‬
‫ﺍﻟﺮﲰﻲ ﺑﺎﻟﻜﺎﻣﻞ ﺗﻘﺮﻳﺒﹰﺎ‪ .‬ﻣﻮﺍﻗﻒ ﺍﳌﻨﺎﻃﻖ ﺍﻟﺴﻜﻨﻴﺔ ﺗﻌﺎﱐ ﻣﻦ ﺫﺭﻭﺓ ﺧﺎﺭﺝ ﺃﻭﻗﺎﺕ ﺍﻟﺪﻭﺍﻡ ﺍﻟﺮﲰﻲ‪ ،‬ﺑﻴﻨﻤـﺎ ﰲ ﻣﻮﺍﻗـﻒ‬
‫ﺍﻷﺳﻮﺍﻕ ﺍﻟﺘﺠﺎﺭﻳﺔ‪ ،‬ﻏﺎﻟﺒﹰﺎ ﻣﺎ ﺗﻜﻮﻥ ﺍﻟﺬﺭﻭﺓ ﻣﺴﺎﺋﻴﺔ‪ .‬ﻳﺘﻢ ﲢﺪﻳﺪ ﻣﺪﺓ ﺍﳊﺼﺮ ﻋﻤﻮﻣﹰﺎ ﺍﻋﺘﻤﺎﺩﹰﺍ ﻋﻠﻰ ﺍﻟﺘﻌﺪﺍﺩﺍﺕ ﺍﻟﺘﺠﺮﻳﺒﻴـﺔ‬
‫ﲝﻴﺚ ﺗﻐﻄﻲ ﻣﺪﺓ ﺍﻟﺬﺭﻭﺓ ﺑﺎﻟﻜﺎﻣﻞ‪ .‬ﻭﻻﺑﺄﺱ ﻣﻦ ﺍﻻﺳﺘﻌﺎﻧﺔ ﲟﺎﻟﻜﻲ ﻭﻣﺴﺘﺨﺪﻣﻲ ﺍﳌﻮﺍﻗﻒ ﳌﻌﺮﻓﺔ ﺃﻭﻗﺎﺕ ﺍﻟﺬﺭﻭﺓ ﺑﺸﻜﻞ‬
‫ﺗﻘﺮﻳﱯ‪.‬‬

‫ﺑﻌﺪ ﺍﻟﻘﻴﺎﻡ ﺑﺘﺤﺪﻳﺪ ﺗﻮﻗﻴﺖ ﻭﻣﺪﺓ ﺍﻟﺘﻌﺪﺍﺩ ﺍﳌﺮﻭﺭﻱ ﺍﳌﻮﺍﻓﻘﺔ ﻟﺬﺭﻭﺓ ﺍﺳﺘﺨﺪﺍﻡ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﺪﺭﻭﺳﺔ ﻋـﻦ ﻃﺮﻳـﻖ‬
‫ﺗﻌﺪﺍﺩﺍﺕ ﲡﺮﻳﺒﻴﺔ ﻳﺘﻢ ﺇﺟﺮﺍﺀ ﺍﻟﺘﻌﺪﺍﺩ‪.‬‬

‫‪ -٣‬ﺇﺟﺮﺍﺀ ﺍﻟﺘﻌﺪﺍﺩ ﺍﳌﺮﻭﺭﻱ ﺍﻟﺘﻔﺼﻴﻠﻲ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﺪﺭﻭﺳﺔ‬

‫ﻳﺘﻢ ﺍﻟﺘﻌﺪﺍﺩ ﺑﺎﺗﺒﺎﻉ ﺍﳋﻄﻮﺍﺕ ﺍﻟﺘﺎﻟﻴﺔ‪:‬‬
‫‪ .١‬ﻗﺒﻞ ﺑﺪﺀ ﺍﻟﺘﻌﺪﺍﺩ ﺍﳌﺮﻭﺭﻱ ﺍﻟﺘﻔﺼﻴﻠﻲ ﻣﺒﺎﺷﺮﺓ‪ ،‬ﳚﺐ ﺗﺴﺠﻴﻞ ﺑﻴﺎﻧﺎﺕ ﻟﻮﺣﺎﺕ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﻮﺟﻮﺩﺓ ﻗﺒﻞ ﺍﻟﺘﻌﺪﺍﺩ‪،‬‬
‫ﻭﺍﻟﱵ ﺳﻴﻔﺘﺮﺽ ﻓﻴﻤﺎ ﺑﻌﺪ ﺃ‪‬ﺎ ﻗﺪ ﺩﺧﻠﺖ ﻣﻊ ﺑﺪﺍﻳﺔ ﺍﻟﺘﻌﺪﺍﺩ‪ ،‬ﻭﺫﻟﻚ ﺑﺎﺳﺘﺨﺪﺍﻡ ﺍﻻﺳﺘﻤﺎﺭﺓ ﺍﳌﻮﺿﺤﺔ ﺑﺎﻟﺸـﻜﻞ‬
‫ﺭﻗﻢ )‪ (١‬ﰲ ﺍﳌﻠﺤﻖ‪.‬‬

‫‪ .٢‬ﺗ‪‬ﺮﻗﻢ ﺍﻟﺒﻮﺍﺑﺎﺕ )ﺍﻟﺒﻠﻮﻛﺎﺕ ﰲ ﺣﺎﻝ ﻣﻮﺍﻗﻒ ﺟﻮﺍﺭ ﺍﻟﺮﺻﻴﻒ( ﺃﻭ ﺃﻱ ﻣﻨﻔﺬ ﻟﻠﻤﻮﺍﻗﻒ‪ ،‬ﻭﺫﻟﻚ ﻟﺘﻤﻴﻴﺰﻫـﺎ ﻋـﻦ‬
‫ﺑﻌﻀﻬﺎ‪.‬‬

‫‪ .٣‬ﻳﺘﻢ ﺇﺟﺮﺍﺀ ﺍﻟﺘﻌﺪﺍﺩ ﺍﳌﺮﻭﺭﻱ ﺍﻟﺘﻔﺼﻴﻠﻲ ﺑﺎﺳﺘﺨﺪﺍﻡ ﺍﻻﺳﺘﻤﺎﺭﺓ ﺍﳌﻮﺿﺤﺔ ﺑﺎﻟﺸﻜﻞ ﺭﻗﻢ )‪ (١‬ﰲ ﺍﳌﻠﺤﻖ‪ ،‬ﻭﺫﻟـﻚ‬
‫ﻣﻦ ﻗﺒﻞ ﺃﺷﺨﺎﺹ ﻳﺘﻢ ﺗﺪﺭﻳﺒﻬﻢ ﻣﺴﺒﻘﹰﺎ‪.‬‬
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 ‫ﰲ ﺣﺎﻟﺔ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺗﻜﻮﻥ ﻋﻠﻰ ﺷﻜﻞ ﻣﺴﺎﺣﺎﺕ ﳐﺼﺼﺔ ﻟﻠﻮﻗﻮﻑ ﻳﺘﻢ ﺗﻮﺯﻳﻊ ﺍﻷﺷـﺨﺎﺹ ﻋﻠـﻰ‬
‫ﺠﻞ ﻛﻞ ﻣﻨﻬﻢ ﺑﺪﺀﹰﺍ ﻣﻦ ﺯﻣﻦ ﺑﺪﺍﻳﺔ ﺍﻟﺘﻌﺪﺍﺩ ﻋﻠﻰ ﺍﻻﺳﺘﻤﺎﺭﺓ ﺑﻴﺎﻧﺎﺕ‬ ‫ﺑﻮﺍﺑﺎﺕ ﺍﳌﺴﺎﺣﺔ ﺍﳌﺨﺼﺼﺔ ﻟﻠﻮﻗﻮﻑ ﲝﻴﺚ ﻳﺴ ‪‬‬
‫ﻟﻮﺣﺔ ﻛﻞ ﺳﻴﺎﺭﺓ ﺩﺍﺧﻠﺔ )ﺃﻭ ﺧﺎﺭﺟﺔ(‪ ،‬ﺑﺎﻹﺿﺎﻓﺔ ﻟﺘﺴﺠﻴﻞ ﺯﻣﻦ ﺍﻟﺪﺧﻮﻝ ﺃﻭ ﺍﳋﺮﻭﺝ‪.‬‬
‫ﰲ ﺣﺎﻝ ﻛﺎﻧﺖ ﺍﻟﺒﻮﺍﺑﺔ ﳐﺼﺼﺔ ﻟﻠﺪﺧﻮﻝ ﻭﺍﳋﺮﻭﺝ ﻣﻌﹰﺎ‪ ،‬ﻳ‪‬ﻨﺼﺢ ﺑﺘﺨﺼﻴﺺ ﺷﺨﺺ ﻟﺘﺴﺠﻴﻞ ﺑﻴﺎﻧﺎﺕ ﺍﻟﺴـﻴﺎﺭﺍﺕ‬
‫ﺍﻟﺪﺍﺧﻠﺔ‪ ،‬ﻭﺷﺨﺺ ﺁﺧﺮ ﻟﺘﺴﺠﻴﻞ ﺑﻴﺎﻧﺎﺕ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳋﺎﺭﺟﺔ‪.‬‬
‫ﻳ‪‬ﺮﺍﻋﻰ ﰲ ﻋﻤﻠﻴﺎﺕ ﲡﻤﻴﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ‪ ،‬ﺇﺩﺧﺎﳍﺎ ﺇﱃ ﺍﳊﺎﺳﺐ ﻭﻣﻦ ﰒ ﲢﻠﻴﻠﻬﺎ‪ ،‬ﻭﺍﻟﻔﺼﻞ ﺑﲔ ﺑﻴﺎﻧﺎﺕ ﻛﻞ ﻧـﻮﻉ ﻣـﻦ‬
‫ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ )ﻣﻮﺍﻗﻒ ﺳﻄﺤﻴﺔ‪ ،‬ﺳﻔﻠﻴﺔ‪ ،‬ﺟﻮﺍﺭ ﺍﻟﺮﺻﻴﻒ( ﻭﺫﻟﻚ ﻋﻦ ﻃﺮﻳﻖ ﺍﺳﺘﻤﺎﺭﺓ ﻣﻨﻔﺼﻠﺔ ﳉﻤﻊ ﺍﻟﺒﻴﺎﻧـﺎﺕ‪.‬‬
‫ﻳﺘﻢ ﺫﻟﻚ ﺑﺘﻮﺯﻳﻊ ﺍﻷﺷﺨﺎﺹ ﺍﻟﺬﻳﻦ ﺳﻴﻘﻮﻣﻮﻥ ﲜﻤﻊ ﺍﳌﻌﻠﻮﻣﺎﺕ ﺑﺸﻜﻞ ﻳ‪‬ﺆ ‪‬ﻣﻦ ﺍﳊﺼﻮﻝ ﻋﻠﻰ ﺑﻴﺎﻧـﺎﺕ ﺍﻟﺴـﻴﺎﺭﺍﺕ‬
‫ﺍﻟﺪﺍﺧﻠﺔ ﻭﺍﳋﺎﺭﺟﺔ ﻟﻜﻞ ﻧﻮﻉ ﻣﻦ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ ﺑﺸﻜﻞ ﻣﻨﻔﺼﻞ ﻋﻦ ﺑﻴﺎﻧﺎﺕ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺗـﺪﺧﻞ ﺃﻭ ﲣـﺮﺝ‬
‫ﻣﻦ‪/‬ﺇﱃ ﺍﻷﻧﻮﺍﻉ ﺍﻷﺧﺮﻯ ﻟﻠﻤﻮﺍﻗﻒ )ﺷﻜﻞ ﺭﻗﻢ ‪ ( ١‬ﻭﺫﻟﻚ ﻛﻲ ﻳﻜﻮﻥ ﺑﺎﻹﻣﻜﺎﻥ ﲢﻠﻴﻞ ﻛﻞ ﻧﻮﻉ ﻣﻦ ﺍﳌﻮﺍﻗـﻒ‬
‫ﻋﻠﻰ ﺣﺪﺓ ﺑﻐﺮﺽ ﺍﻟﺘﻤﻴﻴﺰ ﺍﻟﺪﻗﻴﻖ ﻟﻄﺮﻳﻘﺔ ﺍﺳﺘﻌﻤﺎﻝ ﻛﻞ ﻧﻮﻉ ﻣﻦ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ‪.‬‬
‫ﻼ ﻣﻨﻬﻢ ﻣﻦ ﻋ ‪‬ﺪ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﺪﺍﺧﻠﺔ ﺃﻭ ﺍﳋﺎﺭﺟﺔ ﻟﻨﻮﻉ‬ ‫ﺇﺫﹰﺍ ﻳﺘﻢ ﻭﺿﻊ ﺍﻷﺷﺨﺎﺹ ﺍﳌﻜﹼﻠﻔﲔ ﺑﺎﻟﺘﻌﺪﺍﺩ ﺑﺸﻜﻞ ﳝ ﹼﻜﻦ ﻛ ﹰ‬
‫ﻭﺍﺣﺪ ﻣﻦ ﺍﳌﻮﺍﻗﻒ‪.‬‬

‫‪ .٤‬ﰲ ﺣﺎﻝ ﻛﺎﻧﺖ ﺍﳌﻮﺍﻗﻒ ﳎﺎﻭﺭﺓ ﻟﻠﺮﺻﻴﻒ )ﻻ ﺗﻮﺟﺪ ﺑﻮﺍﺑﺎﺕ(‪ ،‬ﻋﻨﺪﺋﺬ ﻳ‪‬ﺨﺼﺺ ﻋﺪﺩ ﻣﻦ ﺍﳌﻮﺍﻗﻒ ﺍﳌﺘﺠﺎﻭﺭﺓ‬
‫)‪ ١٠‬ﺇﱃ ‪ ١٥‬ﻣﻮﻗﻔﹰﺎ( ﺃﻭ ﺗ‪‬ﻘﺴﻢ ﺍﳌﻨﻄﻘﺔ ﺇﱃ ﺑﻠﻮﻛﺎﺕ ﻣﺘﻮﺍﻓﻘﺔ ﻣﻊ ﺑﻠﻮﻛﺎﺕ ﺍﳌﺒﺎﱐ ﰲ ﻣﻮﻗﻊ ﺍﻟﺪﺭﺍﺳـﺔ ﻟﻜـﻞ‬
‫ﺷﺨﺺ ﻣﺸﺎﺭﻙ ﰲ ﺍﻟﺘﻌﺪﺍﺩ ﻛﻲ ﻳﻘﻮﻡ ﲟﺮﺍﻗﺒﺘﻬﺎ ﻭﺗﺴﺠﻴﻞ ﺑﻴﺎﻧﺎﺕ ﻟﻮﺣﺔ ﻛﻞ ﺳﻴﺎﺭﺓ ﺗﻘﻮﻡ ﺑﺎﻟﺘﻮﻗﻒ ﰲ ﺍﳌﻮﻗﻒ‪،‬‬
‫ﺃﻭﺗﻐﺎﺩﺭﻩ‪.‬‬

‫‪ .٥‬ﺑﻌﺪ ﺍﻧﺘﻬﺎﺀ ﺍﻟﺘﻌﺪﺍﺩ‪ ،‬ﻳﺘﻢ ﻣﺒﺎﺷﺮﺓ ﺗﺴﺠﻴﻞ ﺑﻴﺎﻧﺎﺕ ﻟﻮﺣﺎﺕ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺑﻘﻴﺖ ﺑﻌﺪ ‪‬ﺎﻳﺔ ﺍﻟﺘﻌﺪﺍﺩ‪ ،‬ﻭﺍﻟﱵ ﺳﻴﺘﻢ‬
‫ﺍﻋﺘﺒﺎﺭﻫﺎ ﻋﻠﻰ ﺃ‪‬ﺎ ﺧﺮﺟﺖ ﰲ ‪‬ﺎﻳﺘﻪ‪ ،‬ﻭﺫﻟﻚ ﺑﺎﺳﺘﺨﺪﺍﻡ ﺍﻻﺳﺘﻤﺎﺭﺓ ﺍﳌﻮﺿﺤﺔ ﺑﺎﻟﺸﻜﻞ ﺭﻗﻢ )‪.(١‬‬

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 ‫ﻓﺼﻞ ﺑﻴﺎﻧﺎﺕ ﻛﻞ ﻧﻮﻉ ﻣﻦ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ ﰲ ﺻﻔﺤﺔ ‪ Excel‬ﻣﻨﻔﺼﻠﺔ ﻭﺫﻟﻚ ﻭﻓﻘﹰﺎ ﻷﺭﻗﺎﻡ‬
‫ﺍﻟﺒﻮﺍﺑﺎﺕ ﺍﳌﺆﺩﻳﺔ ﻟﺘﻠﻚ ﺍﳌﻮﺍﻗﻒ‬

‫ﺷﻜﻞ ﺭﻗﻢ )‪ .(١‬ﻳﻮﺿﺢ ﻣﺜﺎ ﹰﻻ ﻋﻦ ﺍﻟﻔﺼﻞ ﺑﲔ ﺑﻴﺎﻧﺎﺕ ﳐﺘﻠﻒ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ‬

‫‪ ٢-٤-٢‬ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﻟﻼﺯﻣﺔ ﻟﻠﺘﻘﻴﻴﻢ ﺍﳍﻨﺪﺳﻲ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬

‫ﻳﺘﻢ ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﻟﻼﺯﻣﺔ ﻟﻠﺘﺤﻠﻴﻞ ﺍﳍﻨﺪﺳﻲ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ ،‬ﻭﺫﻟﻚ ﺑﺎﺳـﺘﺨﺪﺍﻡ ﺍﻻﺳـﺘﻤﺎﺭﺓ ﺍﳌﻮﺿ‪‬ـﺤﺔ‬
‫ﺑﺎﻟﺸﻜﻞ ﺭﻗﻢ )‪ (٢‬ﰲ ﺍﳌﻠﺤﻖ‪ ،‬ﺍﳌﻮﺍﺻﻔﺎﺕ ﺍﻟﻔﻨﻴﺔ ﺍﳌﻌﺘﻤﺪﺓ ﰲ ﻫﺬﻩ ﺍﻻﺳﺘﻤﺎﺭﺓ ﻣﺴﺘﻘﺎﺓ ﻣﻦ ﺍﻻﺷﺘﺮﺍﻃﺎﺕ ﺍﻟﻔﻨﻴﺔ ﳌﻮﺍﻗـﻒ‬
‫ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﻌﺘﻤﺪﺓ ﻟﺪﻯ ﻭﺯﺍﺭﺓ ﺍﻟﺸﺆﻭﻥ ﺍﻟﺒﻠﺪﻳﺔ ﻭﺍﻟﻘﺮﻭﻳﺔ‪ ،‬ﺑﺎﻹﺿﺎﻓﺔ ﻟﺮﺳﻢ ﻛﺮﻭﻛﻲ ﻫﻨﺪﺳـﻲ ﻟﻠﻤﻮﺍﻗـﻒ ﻳﻮﺿ‪‬ـﺢ‬
‫ﺿﺢ ﻫﺬﺍ ﺍﻟﻜﺮﻭﻛﻲ ﺍﳍﻨﺪﺳﻲ ﳑﺎ ﻳﻠﻲ‪:‬‬ ‫ﺍﻟﺘﻔﺎﺻﻴﻞ ﺍﳍﻨﺪﺳ‪‬ﻴﺔ ﻟﻜﻞ ﻧﻮﻉ ﻣﻦ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ‪ ،‬ﻳ‪‬ﻮ ‪‬‬
‫‪ -‬ﺷﻜﻞ ﻭﺃﺑﻌﺎﺩ ﻓﺮﺍﻏﺎﺕ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪.‬‬
‫‪ -‬ﻋﺮﺽ ﺍﻟﺒﻮﺍﺑﺎﺕ ﻭ ﻃﺮﻳﻘﺔ ﺍﺳﺘﻌﻤﺎﳍﺎ‪ ،‬ﻭﻋﻼﻗﺘﻬﺎ ﻣﻊ ﺍﻟﺸﻮﺍﺭﻉ ﺍﶈﻴﻄﺔ ﺑﺎﳌﻮﺍﻗﻒ‪.‬‬
‫‪ -‬ﺃﺑﻌﺎﺩ ﺍﳌﺴﺎﺭﺍﺕ ﻭﻃﺮﻳﻘﺔ ﺍﺳﺘﻌﻤﺎﳍﺎ‪.‬‬
‫‪ -‬ﺗﻨـﺰﻳﻞ ﺷﺎﺧﺼﺎﺕ ﺍﻟﺪﻻﻟﺔ‪ ،‬ﺍﳌﻄﺒﺎﺕ‪ ،‬ﺍﳌﺼﺪﺍﺕ ﺍﳋﺮﺳﺎﻧﻴﺔ‪ ...‬ﻋﻠﻰ ﺍﻟﻜﺮﻭﻛﻲ ﰲ ﺣﺎﻝ ﻭﺟﻮﺩﻫﺎ‪.‬‬

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 ‫‪ -‬ﻋﺪﺩ ﻭﻣﻮﺍﺻﻔﺎﺕ ﻣﻮﺍﻗﻒ ﺫﻭﻱ ﺍﻻﺣﺘﻴﺎﺟﺎﺕ ﺍﳋﺎﺻﺔ ﰲ ﺣﺎﻝ ﻭﺟﻮﺩﻫﺎ‪ ،‬ﻭﻣﺪﻯ ﺍﺳﺘﻤﺮﺍﺭﻳﺔ ﺍﳌﺴﺎﺭ ﻣـﻦ ﻫـﺬﻩ‬
‫ﺍﳌﻮﺍﻗﻒ ﺇﱃ ﺑﻮﺍﺑﺎﺕ ﺍﳌﻨﺸﺄﺓ ﺍﳌﺨ ‪‬ﺪﻣﺔ‪.‬‬
‫ﺼﺼﺔ ﻟﻠﻤﻮﺍﻗﻒ ﻋﻦ ﺃﻗﺮﺏ ﺗﻘﺎﻃﻊ )ﰲ ﺣﺎﻟﺔ ﻣﻮﺍﻗﻒ ﺟﻮﺍﺭ ﺍﻟﺮﺻﻴﻒ‪ ،‬ﺑﻌﺪ ﺑﺪﺍﻳﺔ ﻭ‪‬ﺎﻳـﺔ‬ ‫‪ -‬ﺑﻌﺪ ﺑﻮﺍﺑﺎﺕ ﺍﳌﺴﺎﺣﺔ ﺍﳌﺨ ‪‬‬
‫ﺍﳌﻮﺍﻗﻒ ﻋﻦ ﺃﻗﺮﺏ ﺗﻘﺎﻃﻊ(‪.‬‬
‫‪ -‬ﺗﻮﺛﻴﻖ ﻣﻮﺍﻗﻊ ﳐﺘﻠﻒ ﺃﻧﻮﺍﻉ ﺍﻟﻌﻮﺍﺋﻖ‪ ،‬ﻇﺮﻭﻑ ﺍﻹﺿﺎﺀﺓ‪ ،‬ﻋﻼﻗﺔ ﺍﳌﺴﺎﺣﺔ ﺍﳌﺨﺼﺼﺔ ﻟﻠﻤﻮﺍﻗﻒ ﻣﻊ ﺍﻟﺸﻮﺍﺭﻉ ﻭﺍﻷﺑﻨﻴﺔ‬
‫ﺍﶈﻴﻄﺔ ﺑﺎﳌﻮﺍﻗﻒ‪.‬‬

‫‪‬ﺬﺍ ﺗﻜﻮﻥ ﻋﻤﻠﻴﺔ ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ ﻗﺪ ﺍﺳ‪‬ﺘﻜﻤﻠﺖ‪ ،‬ﻭﻣﻦ ﰒ ﺗﺒﺪﺃ ﻋﻤﻠﻴﺔ ﲢﻠﻴﻞ ﻫﺬﻩ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺑﻐﺮﺽ ﺗﻘﻴﻴﻢ ﺍﻟﻮﺿﻊ ﺍﳌﺮﻭﺭﻱ‬
‫ﻭﺍﳍﻨﺪﺳﻲ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﺪﺭﻭﺳﺔ‪.‬‬

‫‪ ٥-٢‬ﻣﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ ﺍﻟﻮﺿﻊ ﺍﳌﺮﻭﺭﻱ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬

‫ﺑﻌﺪ ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﳌﺮﻭﺭﻳﺔ ﺑﺎﺳﺘﺨﺪﺍﻡ ﺍﻻﺳﺘﻤﺎﺭﺓ ﺍﳌﺼ ‪‬ﻤﻤﺔ ﳍﺬﺍ ﺍﻟﻐﺮﺽ‪ ،‬ﻳﺘﻢ ﺇﺩﺧـﺎﻝ ﻫـﺬﻩ ﺍﻟﺒﻴﺎﻧـﺎﺕ ﺇﱃ‬
‫ﺍﳊﺎﺳﺐ ﺍﻵﱄ ﻋﻦ ﻃﺮﻳﻖ ﺍﺳﺘﺨﺪﺍﻡ ﺑﺮﻧﺎﻣﺞ ‪.Excel‬‬
‫ﻳﺘﻴﺢ ﺫﻟﻚ ﺍﻣﻜﺎﻧﻴﺔ ﻣﻌﺎﳉﺔ ﺍﻟﺒﻴﺎﻧﺎﺕ ﻭ ﻋﺮﺿﻬﺎ ﺑﺴﻬﻮﻟﺔ‪ ،‬ﻳﺘﻢ ﺍﻹﺩﺧﺎﻝ ﺑﺎﺳﺘﺨﺪﺍﻡ ﳕﻮﺫﺝ ﺭﻗﻤـﻲ ﻟـﻨﻔﺲ ﺍﻻﺳـﺘﻤﺎﺭﺓ‬
‫ﺍﳌﺴﺘﺨﺪﻣﺔ ﰲ ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﳌﺮﻭﺭﻳﺔ ﻟﻠﻤﻮﺍﻗﻒ‪ .‬ﺑﻌﺪ ﺇﺩﺧﺎﻝ ﺑﻴﺎﻧﺎﺕ ﻛﻞ ﺑﻮﺍﺑﺔ ﻋﻠﻰ ﺣﺪﺓ )ﰲ ﺻﻔﺤﺔ ‪ Excel‬ﻣﻨﻔﺼﻠﺔ‬
‫ﻛﻤﺎ ﻫﻮ ﻣﻮﺿ‪‬ﺢ ﰲ ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ ((١‬ﰲ ﺣﺎﻟﺔ ﺍﳌﺴﺎﺣﺎﺕ ﺍﳌﺨﺼﺼﺔ ﻟﻠﺘﻮﻗﻒ‪ ،‬ﻳﺘﻢ ﲡﻤﻴﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ ﰲ ﺟﺪﻭﻝ ﻭﺍﺣﺪ‬
‫)ﻟﻜﻞ ﻧﻮﻉ ﻣﻦ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ( ﻣﻊ ﻣﺮﺍﻋﺎﺓ‪:‬‬
‫‪ -‬ﺍﻟﻔﺼﻞ ﺑﲔ ﺑﻴﺎﻧﺎﺕ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﺪﺍﺧﻠﺔ ﻭﺑﻴﺎﻧﺎﺕ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳋﺎﺭﺟﺔ )ﻟﻜﻞ ﻣﻨﻬﺎ ﺟﻬﺔ ﻣﻦ ﺍﳉﺪﻭﻝ‪ ،‬ﻛﻤﺎ ﻫﻮ ﻣﺒﲔ‬
‫ﰲ ﺍﻻﺳﺘﻤﺎﺭﺓ ﺍﳌﻮﺿﺤﺔ ﺑﺎﻟﺸﻜﻞ ﺭﻗﻢ )‪ (١‬ﰲ ﺍﳌﻠﺤﻖ(‪.‬‬
‫‪ -‬ﺍﻟﻔﺼﻞ ﺑﲔ ﺑﻴﺎﻧﺎﺕ ﻛﻞ ﻧﻮﻉ ﻣﻦ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ‪ ،‬ﺃﻱ ﺃﻥ ﻫﺬﺍ ﺍﻟﺘﺠﻤﻴﻊ ﻳﻄﺒﻖ ﻋﻠﻰ ﺑﻴﺎﻧﺎﺕ ﺍﻟﺒﻮﺍﺑﺎﺕ ﺍﻟﱵ ﺗـﺆﺩﻱ‬
‫ﻟﻨﻮﻉ ﻭﺍﺣﺪ ﻣﻦ ﺍﳌﻮﺍﻗﻒ )ﻣﻮﺍﻗﻒ ﺳﻄﺤﻴﺔ ﺃﻭ ﺳﻔﻠﻴﺔ ﺃﻭ ﻣﻮﺍﻗﻒ ﺟﻮﺍﺭ ﺍﻟﺮﺻﻴﻒ( ﻭﺫﻟﻚ ﻛﻲ ﻳﻜﻮﻥ ﺑﺎﻹﻣﻜـﺎﻥ‬
‫ﲢﻠﻴﻞ ﻛﻞ ﻧﻮﻉ ﻣﻦ ﺍﳌﻮﺍﻗﻒ ﻋﻠﻰ ﺣﺪﺓ‪ ،‬ﺑﻐﺮﺽ ﺍﻟﺘﻤﻴﻴﺰ ﺍﻟﺪﻗﻴﻖ ﻟﻄﺮﻳﻘﺔ ﺍﺳﺘﻌﻤﺎﻝ ﻛﻞ ﻧﻮﻉ ﻣﻦ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ‪ ،‬ﰲ‬
‫ﺣﺎﻝ ﻣﻮﺍﻗﻒ ﺟﻮﺍﺭ ﺍﻟﺮﺻﻴﻒ ﻳﺘﻢ ﲢﻠﻴﻞ ﻛﻞ ﺍﳌﻮﺍﻗﻒ ﺍﻟﱵ ﺗﻘﻊ ﺃﻣﺎﻡ ﻛﻞ ﺑﻠﻮﻙ ﻣﺒﺎﱐ ﻋﻠﻰ ﺣـﺪﺓ ﻟﻠﺤﺼﻮﻝ ﻋﻠﻰ‬
‫ﻣﺴﺘﻮﻯ ﻣﻦ ﺍﻟﺘﻔﺼﻴﻞ ﳝﻜﹼﻦ ﻣﻦ ﻓﻬﻢ ﻃﺮﻳﻘﺔ ﺍﺳـﺘﻌﻤﺎﻝ ﺍﳌﻮﺍﻗﻒ ﺑﺎﻟﻌﻼﻗﺔ ﻣﻊ ﺍﳌﻨﺸــﺂﺕ ﺍﳌﺨﺪﻣـﺔ ﺍﻷﻗـﺮﺏ‬
‫) ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪.((٢‬‬

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 ‫ﺗﺠﻤﻴﻊ ﺑﻴﺎﻧ ﺎت اﻟﺴ ﻴﺎرات ﻣ ﻦ آ ﻞ اﻟﺒﻮاﺑ ﺎت اﻟﻤﺆدﻳ ﺔ ﻟ ﻨﻔﺲ اﻟﻨ ﻮع ﻣ ﻦ‬
‫اﻟﻤﻮاﻗﻒ ﻣﻊ اﻟﻔﺼﻞ داﺋﻤ ًﺎ ﺑﻴﻦ اﻟﺴﻴﺎرات اﻟﺪاﺧﻠﺔ واﻟﺴﻴﺎرات اﻟﺨﺎرﺟﺔ‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٢‬ﲡﻤﻴﻊ ﺑﻴﺎﻧﺎﺕ ﺩﺧﻮﻝ ﻭﺧﺮﻭﺝ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻟﻨﻔﺲ ﻧﻮﻉ ﺍﳌﻮﺍﻗﻒ‬

‫ﺑﻌﺪ ﺫﻟﻚ ﺗﺒﺪﺃ ﻋﻤﻠﻴﺔ ﺍﻟﺘﻘﻴﻴﻢ ﺍﳌﺮﻭﺭﻱ ﻟﻜﻞ ﻧﻮﻉ ﻣﻦ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ )ﺃﻭ ﻛﻞ ﺑﻠﻮﻙ‪ ،‬ﰲ ﺣﺎﻝ ﻛﻮﻥ ﺍﳌﻮﺍﻗـﻒ ﻟﻴﺴـﺖ‬
‫ﻣﺴﺎﺣﺎﺕ ﳐﺼﺼﺔ ﻟﻠﻮﻗﻮﻑ‪ ،‬ﺑﻞ ﻫﻲ ﻣﻮﺍﻗﻒ ﺟﻮﺍﺭ ﺭﺻﻴﻒ ﻋﺎﺩﻳﺔ(‪ .‬ﲤﺮ ﻋﻤﻠﻴﺔ ﺍﻟﺘﻘﻴﻴﻢ ﺍﳌﺮﻭﺭﻱ ﺑﺎﳌﺮﺍﺣﻞ ﺍﻟﺘﺎﻟﻴﺔ‪:‬‬

‫‪ ١-٥-٢‬ﲢﻠﻴﻞ ﺍﳌﺪﺩ ﺍﻟﺰﻣﻨﻴﺔ ﻟﻮﻗﻮﻑ ﺍﻟﺴﻴﺎﺭﺍﺕ‬

‫ﻭﻫﻲ ﺍﳌﺪﺓ ﺍﻟﱵ ﺗﻘﻀﻴﻬﺎ ﻛﻞ ﺳﻴﺎﺭﺓ ﻣﺘﻮﻗﻔﺔ ﰲ ﻣﻮﻗﻒ ﳏﺪﺩ ﻣﻦ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ .‬ﻣﺪﺓ ﺍﻟﻮﻗﻮﻑ ﺍﻟﻮﺳـﻄﻴﺔ‬
‫ﻫﻲ ﻣﻌﺪ‪‬ﻝ ﺍﻟﺰﻣﻦ ﺍﻟﺬﻱ ﺗﻘﻀﻴﻪ ﻛﻞ ﺳﻴﺎﺭﺓ ﻣﻦ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺍﺳﺘﺨﺪﻣﺖ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺧﻼﻝ ﻣﺪﺓ ﺍﳊﺼﺮ‪.‬‬
‫ﺗﻠﻌﺐ ﻃﺒﻴﻌﺔ ﺍﳌﻨﺸﺄﺓ ﺍﳌﺨﺪﻣﺔ ﺩﻭﺭﹰﺍ ﺃﺳﺎﺳﻴﹰﺎ ﰲ ﲢﺪﻳﺪ ﳕﻂ ﻭﻗﻮﻑ ﺍﻟﺴﻴﺎﺭﺍﺕ )ﻗﺼﲑ‪،‬ﻣﺘﻮﺳﻂ‪ ،‬ﻃﻮﻳﻞ(‪ .‬ﻋﺎﺩﺓ ﺗﻮﻗـﻒ‬
‫ﻼ‪.‬‬‫ﺍﻟﺰﺍﺋﺮﻳﻦ )ﻣﺮﺍﺟﻌﲔ ﺃﻭ ﺯﺑﺎﺋﻦ ( ﻳﻜﻮﻥ ﻗﺼﲑﹰﺍ‪ ،‬ﺑﻴﻨﻤﺎ ﻳﻜﻮﻥ ﻭﻗﻮﻑ ﺳﻴﺎﺭﺍﺕ ﺍﳌﻮﻇﻔﲔ ﻃﻮﻳ ﹰ‬
‫ﻣﻦ ﺧﻼﻝ ﺑﺮﻧﺎﻣﺞ ‪ ، Excel‬ﺗﺘﻢ ﻣﻌﺎﳉﺔ ﺍﻟﺒﻴﺎﻧﺎﺕ ﻟﻠﺤﺼﻮﻝ ﻋﻠﻰ ﻣﺪﺓ ﺍﻟﺘﻮﻗﻒ ﻟﻜﻞ ﺳﻴﺎﺭﺓ‪ ،‬ﻭﺫﻟﻚ ﺑﺎﺗﺒﺎﻉ ﺍﳋﻄـﻮﺍﺕ‬
‫ﺍﻟﺘﺎﻟﻴﺔ‪:‬‬
‫‪ -١‬ﺗﺮﺗﻴﺐ ﺍﻟﺒﻴﺎﻧﺎﺕ ﻭﻓﺮﺯﻫﺎ ﲝﻴﺚ ﺗﻜﻮﻥ ﺑﻴﺎﻧﺎﺕ ﺩﺧﻮﻝ ﻛﻞ ﺳﻴﺎﺭﺓ ﻭ ﺑﻴﺎﻧﺎﺕ ﺧﺮﻭﺟﻬﺎ ﻋﻠﻰ ﻧﻔﺲ ﺍﻟﺴﻄﺮ )ﺯﻣـﻦ‬
‫ﺍﻟﺪﺧﻮﻝ ﻭﺍﳋﺮﻭﺝ‪ ،‬ﺑﺎﻹﺿﺎﻓﺔ ﺇﱃ ﺑﻴﺎﻧﺎﺕ ﻣﺘﻄﺎﺑﻘﺔ ﻟﻠﻮﺣﺎﺕ ﺍﻟﺴﻴﺎﺭﺍﺕ( ﻭﺫﻟﻚ ﺑﺎﺳﺘﺨﺪﺍﻡ ﺃﻣﺮ ‪) Sort‬ﻓﺮﺯ(‪ ،‬ﻣـﻦ ﹼﰒ‬
‫ﲢﺴﺐ ﺁﻟﻴﹰﺎ ﺍﳌﺪﺓ ﺍﻟﺰﻣﻨﻴﺔ ﻟﺒﻘﺎﺀ ﻛﻞ ﺳﻴﺎﺭﺓ ﰲ ﺍﳌﻮﺍﻗﻒ ﺑﻄﺮﺡ ﺯﻣﻦ ﺍﻟﺪﺧﻮﻝ ﻣﻦ ﺯﻣﻦ ﺍﳋﺮﻭﺝ )ﻟﻨﺘﻤﻜﻦ ﻣﻦ ﺫﻟﻚ‪ ،‬ﳚﺐ‬
‫ﻼ ‪ ،٠٤:٣٠‬ﰲ ﺃﻋﻤﺪﺓ ﻣﻨﻔﺼﻠﺔ ﻭﺫﻟﻚ ﺣﱴ ﻳﺘﻤﻜﻦ‬ ‫ﺃﻥ ﺗﻜﻮﻥ ﺃﻭﻗﺎﺕ ﺍﻟﺪﺧﻮﻝ ﻭﺍﳋﺮﻭﺝ ﻣﻜﺘﻮﺑﺔ ﺑﻨﻈﺎﻡ ﺍﻟﺴﺎﻋﺎﺕ‪ ،‬ﻣﺜ ﹰ‬
‫ﺑﺮﻧﺎﻣﺞ ‪ Excel‬ﻣﻦ ﺍﻟﺘﻌﺮﻑ ﻋﻠﻴﻬﺎ ﻛﺄﺯﻣﻨﺔ ﻭﺑﺎﻟﺘﺎﱄ ﺍﺟﺮﺍﺀ ﻋﻤﻠﻴﺔ ﻃﺮﺡ ﻟﻸﺯﻣﻨﺔ ﻭﻟﻴﺲ ﻃﺮﺣﹰﺎ ﺣﺴﺎﺑﻴﹰﺎ(‪.‬‬
‫‪ -٢‬ﺗﺮﺗﻴﺐ ﺟﺪﻭﻝ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺗﺼﺎﻋﺪﻳﹰﺎ ﺣﺴﺐ ﻣﺪﺩ ﺍﻟﻮﻗﻮﻑ )ﺍﻟﺸﻜﻞ ﺭﻗﻢ ‪.(٣‬‬
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 ‫ﺑﻴﺎﻧ ﺎت دﺧ ﻮل وﺧ ﺮوج آ ﻞ‬
‫ﺳﻴﺎرة ﻋﻠﻰ ﻧﻔﺲ اﻟﺴﻄﺮ‬

‫ﺣﺴ ﺎب ﻣ ﺪة وﻗ ﻮف آ ﻞ‬
‫ﺳ ﻴﺎرة وﻣ ﻦ ﺛ ﻢ ﺗﺮﺗﻴ ﺐ‬
‫اﻟﺠ ﺪول ﺑﺎﻟﻜﺎﻣ ﻞ اﻋﺘﻤ ﺎدًا‬
‫ﻋﻠﻰ اﻟﻘﻴﻢ اﻟﺘﺼﺎﻋﺪﻳﺔ ﻟﻠﻤﺪد‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٣‬ﺗﺮﺗﻴﺐ ﻭﻓﺮﺯ ﺑﻴﺎﻧﺎﺕ ﻛﻞ ﻧﻮﻉ ﻣﻦ ﺍﳌﻮﺍﻗﻒ ﳊﺴﺎﺏ ﻣﺪﺩ ﺍﻟﺘﻮﻗﻒ‬

‫‪ -٣‬ﺑﻌﺪ ﺫﻟﻚ ﺗﺼﻨ‪‬ﻒ ﻣﺪﺩ ﺍﻟﻮﻗﻮﻑ ﺣﺴﺐ ﳎﺎﻻﺕ ﺯﻣﻨﻴﺔ ﻣﺘﺪﺭﺟﺔ ﲞﻄﻮﺓ ﻣﻘﺪﺍﺭﻫﺎ ‪ ١٠‬ﺩﻗـﺎﺋﻖ )ﻭﻗـﻮﻑ ‪١٠-٠‬‬
‫ﺩﻗﺎﺋﻖ‪ ٢٠-١١ ،‬ﺩﻗﻴﻘﺔ‪ ٣٠-٢١ ،‬ﺩﻗﻴﻘﺔ‪ ،(....‬ﻭﻣﻦ ﹼﰒ ﻳ‪‬ﺴﺠ‪‬ﻞ ﺗﻜﺮﺍﺭ ﻋﺪﺩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻟﻜﻞ ﻓﺌـﺔ ﺯﻣﻨﻴـﺔ ﻟﻠﻤـﺪﺩ‪،‬‬
‫ﺑﺎﻹﺿﺎﻓﺔ ﳊﺴﺎﺏ ﺗﻜﺮﺍﺭ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﺘﻮﻗﻔﺔ ﰲ ﻛﻞ ﻓﺌﺔ ﺯﻣﻨﻴﺔ ﻭﻧﺴﺒﺔ ﻫﺬﺍ ﺍﻟﺘﻜﺮﺍﺭ ﺇﱃ ﺍﻟﻌﺪﺩ ﺍﻟﻜﻠﻲ ﻟﻠﺴﻴﺎﺭﺍﺕ ﺍﳌﺘﻮﻗﻔﺔ‬
‫)ﻭﺫﻟﻚ ﻟﻜﻞ ﻧﻮﻉ ﻣﻦ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ‪ ،‬ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪.((٤‬‬

‫ﲤﺜﹼﻞ ﻧﺘﺎﺋﺞ ﻫﺬﻩ ﺍﳌﺮﺣﻠﺔ ﲟﺨﻄﻄﲔ ﺑﻴﺎﻧﻴﲔ ﺍﻷﻭﻝ ﻟﻌﺪﺩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﺘﻮﻗﻔﺔ ﺍﳌﻮﺍﻓﻖ ﻟﻜﻞ ﻣﺪﺓ ﺯﻣﻨﻴﺔ )ﺷـﻜﻞ ﺭﻗـﻢ )‪(٥‬‬
‫ﻳﻮﺿﺢ ﻣﺜﺎ ﹰﻻ ﻟﺬﻟﻚ( ﻭﺍﻟﺜﺎﱐ ﻟﻨﺴﺒﺔ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﺘﻮﻗﻔﺔ ﰲ ﻛﻞ ﳎﺎﻝ ﺯﻣﲏ ﻣﻦ ﻋﺪﺩ ﺍﻟﺴﻴﺎﺭﺕ ﺍﻟﻜﻠﻲ )ﺷﻜﻞ ﺭﻗـﻢ )‪(٦‬‬
‫ﻳﻮﺿﺢ ﻣﺜﺎ ﹰﻻ ﻟﺬﻟﻚ(‪.‬‬
‫ﻛﺬﻟﻚ ﻳﺘﻢ ﺣﺴﺎﺏ ﻣﺪﺓ ﺍﻟﻮﻗﻮﻑ ﺍﻟﻮﺳﻄﻴﺔ‪ ،‬ﺍﻻﳓﺮﺍﻑ ﺍﳌﻌﻴﺎﺭﻱ ﻟﺒﻴﺎﻧﺎﺕ ﻣﺪﺩ ﺍﻟﻮﻗﻮﻑ‪ ،‬ﻭﻏﲑﻫﺎ ﻣﻦ ﺍﳌﻌﺎﻳﲑ ﺍﻹﺣﺼﺎﺋﻴﺔ‬
‫ﺍﻟﱵ ﺗﺼﻒ ﺑﻴﺎﻧﺎﺕ ﺍﳌﺪﺩ ﺍﻟﺰﻣﻨﻴﺔ ﻟﻠﻮﻗﻮﻑ ﻭﺫﻟﻚ ﺑﺸﻜﻞ ﺁﱄ ﺿﻤﻦ ﺑﺮﻧﺎﻣﺞ ‪. Excel‬‬
‫ﻳ‪‬ﻤﻜﹼﻦ ﻫﺬﺍ ﺍﻟﺘﺤﻠﻴﻞ ﻣﻦ ﺗﻘﻴﻴﻢ ﺁﻟﻴﺎﺕ ﺍﺳﺘﺨﺪﺍﻡ ﺍﳌﻮﺍﻗﻒ ﻣﻦ ﺣﻴﺚ ﺍﳌﺪﺩ ﺍﻟﺰﻣﻨﻴﺔ )ﺃﳕﺎﻁ ﺍﻟﺘﻮﹼﻗﻒ( ﺍﻟﱵ ﺗﻘﻀﻴﻬﺎ ﺍﻟﺴﻴﺎﺭﺍﺕ‬
‫ﰲ ﺍﳌﻮﺍﻗﻒ ﻭﺑﺎﻟﺘﺎﱄ ﺍﻧﻌﻜﺎﺱ ﻫﺬﻩ ﺍﳌﺪﺩ ﻋﻠﻰ ﺍﻟﺴﻌﺔ ﺍﻹﲨﺎﻟﻴﺔ ﻟﻠﻤﻮﺍﻗﻒ ﺧﻼﻝ ﻓﺘﺮﺓ ﺍﳊﺼﺮ‪.‬‬

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 ‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٤‬ﺍ‪‬ﺎﻻﺕ ﺍﻟﺰﻣﻨﻴﺔ ﻟﻮﻗﻮﻑ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻭﻧﺴﺐ ﺍﻟﺴﻴﺎﺭﺍﺕ ﰲ ﻛﻞ ﻣﻨﻬﺎ ﻟﻜﻞ ﻧﻮﻉ ﻣﻦ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ‬

‫ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺗﻘﻀﻲ ﺃﻗﻞ ﻣﻦ ‪ ١٠‬ﺩﻗﺎﺋﻖ ﰲ ﺍﳌﻮﺍﻗﻒ ﻫﻲ ﺳﻴﺎﺭﺍﺕ ﺗﻘﻮﻡ ﺑﺘﺤﻤﻴﻞ ﻭﺗﻨـﺰﻳﻞ ﺍﻟﺮﻛﺎﺏ ﺩﻭﻥ ﺃﻥ ﺗﺸـﻐﻞ‬
‫ﻣﻮﺍﻗﻒ‪ ،‬ﺑﻴﻨﻤﺎ ﺍﻟﻮﻗﻮﻑ ﻷﻗﻞ ﻣﻦ ‪ ٣٠‬ﺩﻗﻴﻘﺔ ﻳﻌﺪ ﻭﻗﻮﻓﹰﺎ ﻗﺼﲑ ﺍﻷﻣﺪ‪ .‬ﺍﻟﻮﻗﻮﻑ ﻣﺘﻮﺳﻂ ﺍﻷﻣﺪ ﻫﻮ ﻟﻠﻔﺘﺮﺍﺕ ﺑـﲔ ‪٣٠‬‬
‫ﺩﻗﻴﻘﺔ ﻭ ‪ ٦٠‬ﺩﻗﻴﻘﺔ‪ ،‬ﻭﺍﻟﻄﻮﻳﻞ ﺍﻷﻣﺪ ﻫﻮ ﻟﻔﺘﺮﺍﺕ ﺗﺘﺠﺎﻭﺯ ﺍﻟـ ‪ ٦٠‬ﺩﻗﻴﻘﺔ‪.‬‬

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‫ﻋﺪﺩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﺘﻮﻗﻔﺔ‬

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‫ﺍﳌﺪﺓ ﺍﻟﺰﻣﻨﻴﺔ‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٥‬ﳕﻮﺫﺝ ﻋﻦ ﳐﻄﻂ ﺑﻴﺎﱐ ‪‬ﻳﻮﺿﺢ ﻋﺪﺩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﺘﻮﻗﻔﺔ ﰲ ﻛﻞ ﻣﺪﺓ ﺯﻣﻨﻴﺔ ﰲ ﻧﻮﻉ ﻭﺍﺣﺪ ﻣﻦ ﻣﻮﺍﻗﻒ‬
‫ﺍﻟﺴﻴﺎﺭﺍﺕ‬

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 ‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٦‬ﳕﻮﺫﺝ ﻋﻦ ﳐﻄﻂ ﺑﻴﺎﱐ ﻳ‪‬ﻮﺿﺢ ﻧﺴﺒﺔ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﺘﻮﻗﻔﺔ‬
‫ﰲ ﻛﻞ ﻣﺪﺓ ﺯﻣﻨﻴﺔ ﰲ ﻧﻮﻉ ﻭﺍﺣﺪ ﻣﻦ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬

‫‪ ٢-٥-٢‬ﺣﺴﺎﺏ ﻣﺸﻐﻮﻟﻴﺔ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬

‫ﺍﺑﺘﺪﺍ ًﺀ ﻣﻦ ﺟﺪﻭﻝ ﻣﺪﺩ ﺍﻟﺘﻮﻗﻒ ﺍﳌﺮﺗ‪‬ﺐ ﺗﺼﺎﻋﺪﻳﹰﺎ ﺍﻋﺘﻤﺎﺩﹰﺍ ﻋﻠﻰ ﻫﺬﻩ ﺍﳌﺪﺩ )ﺍﳉﺪﻭﻝ ﺍﻟﻨﺎﺗﺞ ﻣﻦ ﺍﳋﻄـﻮﺓ ‪ ٢‬ﰲ‬
‫ﺣﺴﺎﺏ ﻣﺪﺩ ﺍﻟﺘﻮﻗﻒ‪ ،‬ﺷﻜﻞ ﺭﻗﻢ )‪ ،((٣‬ﻳﺘﻢ ﻣﺎﻳﻠﻲ‪:‬‬
‫‪ -١‬ﺣﺬﻑ ﺑﻴﺎﻧﺎﺕ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﻣﺪﺩ ﻭﻗﻮﻓﻬﺎ ﺃﻗﻞ ﻣﻦ ‪ ٥‬ﺩﻗﺎﺋﻖ‪ ،‬ﻷﻥ ﻫﺬﻩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻻ ﺗﺸﻐﻞ ﻣﻮﺍﻗﻒ‪ ،‬ﺑﻞ ﺗﻘـﻮﻡ‬
‫ﺑﺘﺤﻤﻴﻞ ﺃﻭ ﺗﻨـﺰﻳﻞ ﺍﻟﺮﻛﺎﺏ ) ﱂ ﻳﺘﻢ ﺣﺬﻑ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺗﻘﻒ ﺩﻭﻥ ﺍﻟـ ‪ ١٠‬ﺩﻗﺎﺋﻖ ﻟﻀﻤﺎﻥ ﺃﻥ ﺍﻟﻨﺘﺎﺋﺞ ﺗﺘﻌﺎﻣﻞ ﻣﻊ‬
‫ﺃﻛﱪ ﻃﻠﺐ ﳑﻜﻦ ﻋﻠﻰ ﺍﻟﺘﻮﻗﻒ ﻳﺴﺘﺨﺪﻡ ﺍﳌﻮﺍﻗﻒ ﺍﳌﺪﺭﻭﺳﺔ(‪.‬‬
‫‪ -٢‬ﺍﻧﻄﻼﻗﹰﺎ ﻣﻦ ﺍﳉﺪﻭﻝ ﺍﻟﻨﺎﺗﺞ ﻣﻦ ﺍﳋﻄﻮﺓ ﺍﻟﺴﺎﺑﻘﺔ‪ ،‬ﺗﺘﻢ ﻣﻌﺎﳉﺔ ﺑﻴﺎﻧﺎﺕ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﺪﺍﺧﻠـﺔ ﻭ ﺗﺮﺗﻴﺒـﻬﺎ ﺗﺼـﺎﻋﺪﻳﹰﺎ‬
‫ﺑﺎﻻﻋﺘﻤﺎﺩ ﻋﻠﻰ ﺯﻣﻦ ﺍﻟﺪﺧﻮﻝ‪ ،‬ﻭﻛﺬﻟﻚ ﺍﻷﻣﺮ ﺑﺎﻟﻨﺴﺒﺔ ﻟﻠﺴﻴﺎﺭﺍﺕ ﺍﳋﺎﺭﺟﺔ ﺍﻋﺘﻤﺎﺩﹰﺍ ﻋﻠﻰ ﺯﻣﻦ ﺍﳋﺮﻭﺝ )ﻭﺫﻟﻚ ﻟﺒﻴﺎﻧﺎﺕ‬
‫ﻛﻞ ﻧﻮﻉ ﻣﻦ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ( ﻛﻤﺎ ﻫﻮ ﻣﻮﺿ‪‬ﺢ ﰲ ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪.(٧‬‬
‫‪ -٣‬ﺗﻘﺴﻴﻢ ﻓﺘﺮﺓ ﺍﻟﺘﻌﺪﺍﺩ ﻟﻔﺘﺮﺍﺕ ﺯﻣﻨﻴﺔ ﻣﺘﺴﺎﻭﻳﺔ ﻣﻦ ‪ ١٠‬ﺩﻗﺎﺋﻖ‪ ،‬ﺗﺒﺪﺃ ﺑﺰﻣﻦ ﺑﺪﺍﻳﺔ ﺍﻟﺘﻌﺪﺍﺩ ﻭﺗﻨﺘﻬﻲ ﺑﺰﻣﻦ ‪‬ﺎﻳﺘﻪ‪ ،‬ﰒ ﲤﺜﻴﻞ‬
‫ﻛﻞ ﻓﺘﺮﺓ ﺯﻣﻨﻴﺔ ﺑﺰﻣﻦ ﻣﻨﺘﺼﻒ ﻫﺬﻩ ﺍﻟﻔﺘﺮﺓ ﺍﻟﺰﻣﻨﻴﺔ‪.‬‬
‫‪ -٤‬ﺣﺴﺎﺏ ﺗﻜﺮﺍﺭ ﺩﺧﻮﻝ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻭﺗﻜﺮﺍﺭ ﺧﺮﻭﺝ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺧﻼﻝ ﻛﻞ ﻓﺘﺮﺓ ﺯﻣﻨﻴﺔ‪.‬‬
‫‪ -٥‬ﺍﻋﺘﻤﺎﺩﹰﺍ ﻋﻠﻰ ﻫﺬﺍ ﺍﻟﺸﻜﻞ ﰲ ﻋﺮﺽ ﺍﻟﺒﻴﺎﻧﺎﺕ‪ ،‬ﻳﺘﻢ ﺣﺴﺎﺏ ﺻﺎﰲ ﻋﺪﺩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﺘﻮﻗﻔﺔ ﰲ ﻛﻞ ﻓﺘﺮﺓ ﺯﻣﻨﻴـﺔ ﰲ‬
‫ﺍﳌﻮﻗﻒ ﺍﳌﺪﺭﻭﺱ ﻭﺫﻟﻚ ﻟﻜﻞ ﻣﺪﺓ ‪ ١٠‬ﺩﻗﺎﺋﻖ‪ ،‬ﻭﺫﻟﻚ ﺑﻄﺮﺡ ﻋﺪﺩ ﺍﻟﺴﻴﺎﺭﺕ ﺍﳋﺎﺭﺟﺔ ﻣﻦ ﺍﻟﺪﺍﺧﻠﺔ ﰲ ﻛﻞ ﻓﺘﺮﺓ ﺯﻣﻨﻴﺔ‪.‬‬

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 ‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٧‬ﺗﺮﺗﻴﺐ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﺪﺍﺧﻠﺔ ﺗﺼﺎﻋﺪﻳﹰﺎ ﺍﻋﺘﻤﺎﺩﹰﺍ ﻋﻠﻰ ﺯﻣﻦ ﺍﻟﺪﺧﻮﻝ‪ ،‬ﰒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳋﺎﺭﺟﺔ‬
‫ﺗﺼﺎﻋﺪﻳﹰﺎ ﺍﻋﺘﻤﺎﺩﹰﺍ ﻋﻠﻰ ﺯﻣﻦ ﺍﳋﺮﻭﺝ ﻭﺫﻟﻚ ﻟﻜﻞ ﻧﻮﻉ ﻣﻦ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ‬

‫‪ -٦‬ﲨﻊ ﺍﻷﻋﺪﺍﺩ ﺍﻟﺼﺎﻓﻴﺔ ﻟﻠﺴﻴﺎﺭﺍﺕ ﺍﳌﺘﻮﻗﻔﺔ ﺗﺮﺍﻛﻤﻴﹰﺎ )ﺍﻟﻌﺪﺩ ﺍﻟﺼﺎﰲ ﻟﻠﺴﻴﺎﺭﺍﺕ ﺍﳌﺘﻮﻗﻔﺔ ﰲ ﻛﻞ ﻓﺘﺮﺓ ﺯﻣﻨﻴﺔ ﻣﻊ ﳎﻤﻮﻉ‬
‫ﺍﻷﻋﺪﺍﺩ ﺍﻟﺼﺎﻓﻴﺔ ﻟﻠﻤﺪﺩ ﺍﻟﱵ ﺗﺴﺒﻘﻬﺎ ﳎﻤﻮﻋﹰﺎ ﺇﻟﻴﻪ ﺍﻟﻌﺪﺩ ﺍﻟﺼﺎﰲ ﻟﻠﺴﻴﺎﺭﺍﺕ ﺍﳌﺘﻮﻗﻔﺔ ﰲ ﻫﺬﻩ ﺍﻟﻔﺘﺮﺓ ﺍﻟﺰﻣﻨﻴﺔ(‪ .‬ﳚﺐ ﺍﻻﻧﺘﺒﺎﻩ‬
‫ﺇﱃ ﺃﻥ ﺍﻟﻘﻴﻤﺔ ﺍﻷﻭﱃ ﳍﺬﺍ ﺍ‪‬ﻤﻮﻉ ﺍﻟﺘﺮﺍﻛﻤﻲ ﻟﻴﺴﺖ ﺻﻔﺮﹰﺍ‪ ،‬ﺑﻞ ﻫﻲ ﻋﺪﺩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﻮﺟﻮﺩﺓ ﰲ ﺍﳌﻮﺍﻗﻒ ﻗﺒﻞ ﺑﺪﺍﻳـﺔ‬
‫ﺍﻟﺘﻌﺪﺍﺩ )ﺃﻱ ﺗﻌﺘﱪ ﻫﺬﻩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻛﺄ‪‬ﺎ ﺩﺧﻠﺖ ﰲ ﺑﺪﺍﻳﺔ ﺍﻟﺘﻌﺪﺍﺩ( ﻣﻀﺎﻓﹰﺎ ﺇﻟﻴﻬﺎ ﻋﺪﺩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺩﺧﻠﺖ ﺍﳌﻮﺍﻗـﻒ‬
‫ﻼ ﰲ ﺍﻟﻔﺘﺮﺓ ﺍﻟﺰﻣﻨﻴﺔ ﺍﻷﻭﱃ )ﺷﻜﻞ ﺭﻗﻢ )‪ .((٨‬ﻛﻤﺎ ﺃﻥ ﻋﺪﺩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺑﻌﺪ ﺍﻧﺘﻬﺎﺀ ﺍﻟﺘﻌﺪﺍﺩ ﻳﻌﺘﱪ ﺃﻧﻪ ﺧﺮﺝ ﰲ ‪‬ﺎﻳـﺔ‬ ‫ﻓﻌ ﹰ‬
‫ﺍﻟﺘﻌﺪﺍﺩ )ﻳ‪‬ﻀﺎﻑ ﺇﱃ ﺁﺧﺮ ﻗﻴﻤﺔ ﻟﻠﺴﻴﺎﺭﺍﺕ ﺍﳋﺎﺭﺟﺔ ﻣﻦ ﺍﳌﻮﺍﻗﻒ ﻋﺪﺩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺑﻘﻴﺖ ﰲ ﺍﳌﻮﺍﻗﻒ ﺑﻌـﺪ ‪‬ﺎﻳـﺔ‬
‫ﺍﻟﺘﻌﺪﺍﺩ(‪ ،‬ﻭﻟﺬﻟﻚ ﺗﻜﻮﻥ ﺍﻟﻘﻴﻤﺔ ﺍﻟﻨﻬﺎﺋﻴﺔ ﻟﻠﻤﺸﻐﻮﻟﻴﺔ ﺻﻔﺮﹰﺍ‪.‬‬
‫‪ -٧‬ﺣﺴﺎﺏ ﺍﳌﺸﻐﻮﻟﻴﺔ ﻟﻜﻞ ﻓﺘﺮﺓ ﺯﻣﻨﻴﺔ ﺑﺘﻘﺴﻴﻢ ﺍ‪‬ﻤﻮﻉ ﺍﻟﺘﺮﺍﻛﻤﻲ ﻟﻜﻞ ﻓﺘﺮﺓ ﺯﻣﻨﻴﺔ ﻋﻠﻰ ﻋﺪﺩ ﺍﳌﻮﺍﻗﻒ ﺍﳌﺘﺎﺣﺔ )ﻟﻜـﻞ‬
‫ﻧﻮﻉ ﻣﻦ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ( ﻭﲢﻮﻳﻞ ﺍﻟﻨﺎﺗﺞ ﻟﻨﺴﺒﺔ ﻣﺌﻮﻳﺔ ﺑﻀﺮﺑﻪ ﺑـ‪.١٠٠‬‬
‫ﲤﺜﹼﻞ ﻧﺘﺎﺋﺞ ﺍﳌﺸﻐﻮﻟﻴﺔ ﺑﺮﺳﻢ ﺑﻴﺎﱐ ﻳﻌﻄﻲ ﺍﳌﺸﻐﻮﻟﻴﺔ ﻛﻨﺴﺒﺔ ﻣﺌﻮﻳﺔ ﻟﻌﺪﺩ ﺍﳌﻮﺍﻗﻒ ﺍﳌﺸﻐﻮﻟﺔ ﰲ ﻛﻞ ﻓﺘﺮﺓ ﺯﻣﻨﻴﺔ ﻣﻦ ﺍﻟﻌـﺪﺩ‬
‫ﺍﻟﻜﻠﻲ ﻟﻠﻤﻮﺍﻗﻒ ﺍﳌﺘﺎﺣﺔ )ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪.((٩‬‬

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 ‫ﺻ ﺎﻓﻲ ﻋ ﺪد اﻟﺴ ﻴﺎرات‬
‫اﻟﻤﺘﻮﻗﻔﺔ ﻓﻲ آﻞ ﻓﺘﺮة زﻣﻨﻴﺔ‬ ‫اﻟﻤﺠﻤ ﻮع اﻟﺘﺮاآﻤ ﻲ‬
‫ﻋﺪد اﻟﺴﻴﺎرات اﻟﻤﻮﺟﻮدة ﻗﺒﻞ اﻟﺘﻌ ﺪاد ‪ +‬ﻋ ﺪد‬ ‫ﻟﻸﻋ ﺪاد اﻟﺼ ﺎﻓﻴﺔ‬
‫اﻟﺴﻴﺎرات اﻟﺪاﺧﻠﺔ ﻓﻲ اﻟﻔﺘﺮة اﻟﺰﻣﻨﻴﺔ اﻷوﻟﻰ‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٨‬ﺟﺪﻭﻝ ﺣﺴﺎﺏ ﺍﳌﺸﻐﻮﻟﻴﺔ ﻟﻜﻞ ﻧﻮﻉ ﻣﻦ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ‬

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‫ﺯﻣﻦ ﻣﻨﺘﺼﻒ ﺍﳌﺪﺓ‬

‫ﺿﺢ ﻧﺴﺐ ﺍﳌﺸﻐﻮﻟﻴﺔ‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٩‬ﳕﻮﺫﺝ ﻋﻦ ﳐﻄﻂ ﺑﻴﺎﱐ ﻳ‪‬ﻮ ‪‬‬
‫ﰲ ﻛﻞ ﻓﺘﺮﺓ ﺯﻣﻨﻴﺔ ﰲ ﻧﻮﻉ ﻭﺍﺣﺪ ﻣﻦ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬

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 ‫ﺍﳌﺸﻐﻮﻟﻴﺔ‪ :‬ﻫﻲ ﻋﺒﺎﺭﺓ ﻋﻦ ﺍﻟﻨﺴﺒﺔ ﺍﳌﺌﻮﻳﺔ ﻟﻌﺪﺩ ﺍﳌﻮﺍﻗﻒ ﺍﳌﺸﻐﻮﻟﺔ ﻣﻦ ﺍﻟﻌﺪﺩ ﺍﻟﻜﻠﻲ ﻟﻠﻤﻮﺍﻗـﻒ ﺍﳌﺘﺎﺣـﺔ ﰲ ﺍﳌﻮﺍﻗـﻒ‬
‫ﺍﳌﺪﺭﻭﺳﺔ )ﻟﻨﻮﻉ ﻭﺍﺣﺪ ﻣﻦ ﺍﳌﻮﺍﻗﻒ(‪ .‬ﺗ‪‬ﻤﻜﹼﻦ ﺍﻟﻘﻴﻤﺔ ﺍﻷﻋﻈﻤﻴﺔ ﻟﻠﻤﺸﻐﻮﻟﻴﺔ‪ ،‬ﻭﻛﺬﻟﻚ ﺗﻮﻗﻴﺖ ﻫﺬﻩ ﺍﻟﻘﻴﻤﺔ ﻣﻦ ﲢﺪﻳـﺪ‬
‫ﻗﻴﻤﺔ ﺍﻟﻄﻠﺐ ﺍﻷﻋﻈﻤﻲ ﻋﻠﻰ ﺍﻟﺘﻮﻗﻒ ﰲ ﻣﻮﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﺪﺭﻭﺱ ﻭﺗﻮﻗﻴﺖ ﻫﺬﺍ ﺍﻟﻄﻠﺐ‪ ،‬ﳑﺎ ﻳﻌﻄﻲ ﻓﻬﻤـﹰﺎ ﺃﻭﺿـﺢ‬
‫ﻟﻄﺮﻳﻘﺔ ﺍﺳﺘﺨﺪﺍﻡ ﺍﳌﻮﻗﻒ‪.‬‬
‫ﻻ ﺗﺘﺠﺎﻭﺯ ﻧﺴﺒﺔ ﺍﳌﺸﻐﻮﻟﻴﺔ ﺍﻟﻘﺼﻮﻯ ﻋﺎﺩ ﹰﺓ ‪) %٩٠‬ﻭﺫﻟﻚ ﺍﻋﺘﻤﺎﺩﹰﺍ ﻋﻠﻰ ﻣﺒﺪﺃ ﺍﻟــ ‪،(Effective Supply‬‬
‫ﻭﻫﻲ ﺍﻟﱵ ﺗﻌﺒ‪‬ﺮ ﻋﻦ ﻭﺻﻮﻝ ﺍﳌﻮﻗﻒ ﺇﱃ ﻃﺎﻗﺘﻪ ﺍﻻﺳﺘﻴﻌﺎﺑﻴﺔ‪ ،‬ﻭﻫﻮ ﻣﺎ ﻳ‪‬ﺴﻤﻰ ﺑﺎﻟﻌﺮﺽ ﺍﻟﻔﻌ‪‬ﺎﻝ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ .‬ﻳﺘﻢ ﻫﺬﺍ‬
‫ﺍﻟﺘﺨﻔﻴﺾ ﰲ ﺳﻌﺔ ﺍﳌﻮﻗﻒ ﻟﻸﺧﺬ ﺑﻌﲔ ﺍﻻﻋﺘﺒﺎﺭ ﺍﻻﻧﻄﺒﺎﻉ ﺍﳋﺎﻃﺊ ﻟﺪﻯ ﻣﺴـﺘﺨﺪﻡ ﻣﻮﺍﻗـﻒ ﺍﻟﺴـﻴﺎﺭﺍﺕ ﰲ ﺣـﺎﻝ‬
‫ﺍﺯﺩﺣﺎﻣﻬﺎ‪ ،‬ﺇﺫ ﺇﻧﻪ ﻏﺎﻟﺒﹰﺎ ﻟﻦ ﻳﺒﺬﻝ ﺟﻬﺪﹰﺍ ﻛﺒﲑﹰﺍ ﰲ ﻋﻤﻠﻴﺔ ﺍﻟﺒﺤﺚ ﻋﻦ ﻣﻜﺎﻥ ﻟﻮﻗﻮﻑ ﺳﻴﺎﺭﺗﻪ ﻣﻌﺘﱪﹰﺍ ﺃﻥ ﻛـﻞ ﺍﳌﻮﺍﻗـﻒ‬
‫ﻣﺸﻐﻮﻟﺔ‪ ،‬ﺣﱴ ﻭﺇﻥ ﻛﺎﻥ ﻫﻨﺎﻙ ﺑﻌﺾ ﺍﳌﻮﺍﻗﻒ ﺍﻟﺒﻌﻴﺪﺓ ﻋﻦ ﺍﻟﺒﻮﺍﺑﺎﺕ ﻓﺎﺭﻏﺔ‪.‬‬
‫ﻋﻨﺪﻣﺎ ﺗﺘﺠﺎﻭﺯ ﻣﺸﻐﻮﻟﻴﺔ ﺍﳌﻮﻗﻒ ‪ ،%٩٠‬ﻳﻜﻮﻥ ﺍﻟﻄﻠﺐ ﻋﻠﻰ ﻫﺬﺍ ﺍﳌﻮﻗﻒ ﺃﻛﱪ ﻣﻦ ﻋﺪﺩ ﺍﳌﻮﺍﻗﻒ ﺍﳌﺘﺎﺣﺔ‪ .‬ﰲ‬
‫ﻫﺬﻩ ﺍﳊﺎﻟﺔ ﻳﻜﻮﻥ ﺍﻟﻄﻠﺐ ﻋﻠﻰ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ‪ Parking Demand‬ﺃﻛﱪ ﻣﻦ ﻋﺮﺽ ﻫﺬﻩ ﺍﳌﻮﺍﻗـﻒ ‪Parking‬‬
‫‪ ،Supply‬ﻭﻋﻨﺪﺋﺬ ﳚﺐ ﺍﻟﺒﺤﺚ ﰲ ﺍﻣﻜﺎﻧﻴﺔ ﺯﻳﺎﺩﺓ ﺳﻌﺔ ﺍﳌﻮﺍﻗﻒ ﻋﻦ ﻃﺮﻳﻖ ﺍﺟﺮﺍﺀ ﺗﻌﺪﻳﻼﺕ ﰲ ﺍﻟﻮﺿﻊ ﺍﳍﻨﺪﺳﻲ ﻣـﻊ‬
‫ﺍﳊﻔﺎﻅ ﻋﻠﻰ ﺍﳊﺪﻭﺩ ﺍﻟﺪﻧﻴﺎ ﺍﻟﱵ ﺗﻔﺮﺿﻬﺎ ﺍﺷﺘﺮﺍﻃﺎﺕ ﺍﳌﻮﺍﻗﻒ ﺍﳌﻘﺪ‪‬ﻣﺔ ﻣﻦ ﻗﺒﻞ ﺍﻟﻮﺯﺍﺭﺓ ﻟﺒﻘﻴﺔ ﻋﻨﺎﺻﺮ ﺍﳌﻮﺍﻗﻒ‪ ،‬ﻭ ﻋﻠـﻰ‬
‫ﻇﺮﻭﻑ ﺍﻷﻣﺎﻥ ﰲ ﺍﳌﻮﺍﻗﻒ ﺍﳌﻌﻨﻴﺔ‪ .‬ﺃﻭ ﺯﻳﺎﺩﺓ ﻋﺪﺩ ﺍﳌﻮﺍﻗﻒ ﻋﻦ ﻃﺮﻳﻖ ﲣﺼﻴﺺ ﺍﳌﺰﻳﺪ ﻣﻦ ﺍﳌﺴﺎﺣﺎﺕ ﺍﳌﺨﺼﺼﺔ ﻟﻮﻗﻮﻑ‬
‫ﺍﻟﺴﻴﺎﺭﺍﺕ ﺃﻭ ﺍﳌﻮﺍﻗﻒ ﺍﶈﺎﺫﻳﺔ ﻟﻠﺮﺻﻴﻒ‪.‬‬
‫ﻳﺘﻢ ﺣﺴﺎﺏ ﺍﻟﻘﻴﻤﺔ ﺍﻟﻮﺳﻄﻴﺔ ﻟﻠﻤﺸﻐﻮﻟﻴﺔ‪ ،‬ﻭ ﺍﻻﳓﺮﺍﻑ ﺍﳌﻌﻴﺎﺭﻱ ﻟﺒﻴﺎﻧﺎﺕ ﺍﳌﺸﻐﻮﻟﻴﺔ‪ ،‬ﻭﻏﲑﻫـﺎ ﻣـﻦ ﺍﳌﻌـﺎﻳﲑ‬
‫ﺍﻹﺣﺼﺎﺋﻴﺔ ﺍﻟﱵ ﺗﺼﻒ ﺑﻴﺎﻧﺎﺕ ﻣﺸﻐﻮﻟﻴﺔ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻭﺫﻟﻚ ﺑﺸﻜﻞ ﺁﱄ ﺿﻤﻦ ﺑﺮﻧﺎﻣﺞ ‪. Excel‬‬

‫‪ ٣-٥-٢‬ﺣﺴﺎﺏ ﻣﻌﺎﻣﻞ ﺍﺳﺘﺨﺪﺍﻡ ﺍﳌﻮﻗﻒ ﺍﻟﻮﺍﺣﺪ ‪Parking Turnover‬‬

‫ﻣﻌﺎﻣﻞ ﺍﺳﺘﺨﺪﺍﻡ ﺍﳌﻮﻗﻒ‪ :‬ﻫﻮ ﻋﺪﺩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﺨﺘﻠﻔﺔ ﺍﻟﱵ ﺗﺘﻮﻗﻒ ﰲ ﻣﻮﻗﻒ ﻭﺍﺣﺪ ﺧﻼﻝ ﻓﺘﺮﺓ ﺯﻣﻨﻴﺔ ﳏﺪﺩﺓ‪.‬‬
‫ﻣﻌﺎﻣﻞ ﺍﺳﺘﺨﺪﺍﻡ ﺍﳌﻮﻗﻒ ‪ = Turnover‬ﳎﻤﻮﻉ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﺨﺘﻠﻔﺔ ﺍﻟﱵ ﺍﺳﺘﺨﺪﻣﺖ ﺍﳌﻮﻗﻒ ﺧﻼﻝ ﻣﺪﺓ ﺍﳊﺼﺮ \‬
‫ﻋﺪﺩ ﺍﳌﻮﺍﻗﻒ ﺍﳌﺘﺎﺣﺔ )ﻭﺫﻟﻚ ﻟﻜﻞ ﻧﻮﻉ ﻣﻦ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ(‪.‬‬
‫ﻳﻜﻮﻥ ﻫﺬﺍ ﺍﳌﻌﺎﻣﻞ ﳌﻮﺍﻗﻒ ﺍﻷﺳﻮﺍﻕ ﻭﺍﳌﺮﺍﻛﺰ ﺍﻟﺘﺠﺎﺭﻳﺔ ﺃﻋﻠﻰ ﻣﻦ ﻗﻴﻤﺘﻪ ﻟﻠﻤﻨﺸﺂﺕ ﺍﳊﻜﻮﻣﻴـﺔ ﻭﻣﻮﺍﻗـﻒ ﺍﳌـﻮﻇﻔﲔ‪،‬‬
‫ﻭﺗﻌﺘﻤﺪ ﻗﻴﻤﺘﻪ ﻋﻠﻰ ﻃﺒﻴﻌﺔ ﺍﳌﻨﺸﺄﺓ ﺍﳌﺨﺪﻣﺔ‪ ،‬ﺣﻴﺚ ﻳﺘﺮﺍﻭﺡ ﻫﺬﺍ ﺍﻟﻌﺎﻣﻞ ﻋﺎﺩﺓ ﻣﻦ ‪ ١,١‬ﺇﱃ ‪١,٢‬ﳌﻮﺍﻗﻒ ﺍﳌﻮﻇﻔﲔ‪ ،‬ﺑﻴﻨﻤﺎ‬
‫ﰲ ﻣﻮﺍﻗﻒ ﻣﺮﺍﻛﺰ ﺍﻟﺘﺴﻮﻕ ﻗﺪ ﻳﻜﻮﻥ ﻣﻦ ‪ ٣‬ﺇﱃ ‪ ١١‬ﻣﺮﺓ ﰲ ﺍﻟﻴﻮﻡ‪.‬‬
‫ﻳﻌﲏ ﺫﻟﻚ ﺃﻥ ﻣﻮﻗﻔﹰﺎ ﻭﺍﺣﺪﹰﺍ ﳜﺪﻡ ﺳﻴﺎﺭﺓ ﻭﺍﺣﺪﺓ ﺃﻭ ﺍﺛﻨﺘﲔ ﰲ ﺍﻟﻴﻮﻡ ﰲ ﺣﺎﻟﺔ ﻣﻮﺍﻗﻒ ﺍﳌﻮﻇﻔﲔ‪ ،‬ﺑﻴﻨﻤﺎ ﰲ ﺍﻷﺳﻮﺍﻕ ﻓـﺈﻥ‬
‫ﺍﳌﻮﻗﻒ ﻗﺪ ﳜﺪﻡ ﻣﻦ ‪ ٣‬ﺇﱃ ‪ ١١‬ﺳﻴﺎﺭﺓ ﰲ ﺍﻟﻴﻮﻡ ﺍﻟﻮﺍﺣﺪ‪.‬‬
‫ﻳﻌﻄﻲ ﻫﺬﺍ ﺍﻟﻌﺎﻣﻞ ﻓﻜﺮﺓ ﻋﻦ ﻛﺜﺎﻓﺔ ﺍﺳﺘﺨﺪﺍﻡ ﺍﳌﻮﺍﻗﻒ ﻋﻦ ﻃﺮﻳﻖ ﻣﻌﺮﻓﺔ ﻣﺘﻮﺳﻂ ﻋﺪﺩ ﺍﳌﺮﺍﺕ ﺍﻟﱵ ﻳ‪‬ﺴﺘﺨﺪﻡ ﻓﻴﻬﺎ ﺍﳌﻮﻗﻒ‬
‫ﺍﻟﻮﺍﺣﺪ‪.‬‬

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 ‫‪ ٤-٥-٢‬ﺳﻌﺔ ﺍﳌﻮﺍﻗﻒ ﺍﳌﻮﺍﻓﻘﺔ ﳌﺪﺓ ﺍﻟﻮﻗﻮﻑ ﺍﻟﻮﺳﻄﻴﺔ‬
‫ﻭﻫﻲ ﻋﺪﺩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﺨﺘﻠﻔﺔ ﺍﻟﱵ ﺗﺴﺘﻄﻴﻊ ﺍﻟﻮﻗﻮﻑ ﺧﻼﻝ ﻣﺪﺓ ﺍﳊﺼﺮ‪ ،‬ﻭﺫﻟﻚ ﳌﺪﺓ ﺗﺴﺎﻭﻱ ﻣﺪﺓ ﺍﻟﻮﻗـﻮﻑ‬
‫ﺍﻟﻮﺳﻄﻴﺔ ﰲ ﺍﳌﻮﺍﻗﻒ ﺍﳌﺪﺭﻭﺳﺔ ﺧﻼﻝ ﻣﺪﺓ ﺍﳊﺼﺮ‪ ،‬ﻭﺗ‪‬ﺤﺴﺐ ﺑﺎﻟﻌﻼﻗﺔ‪:‬‬
‫‪N= (Pn*Tc*F)/Td‬‬
‫‪ :N‬ﻋﺪﺩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﺨﺘﻠﻔﺔ ﺍﻟﱵ ﺗﺴﺘﻄﻴﻊ ﺍﻟﻮﻗﻮﻑ ﰲ ﺍﳌﻮﻗﻒ‪.‬‬
‫‪ :Pn‬ﻋﺪﺩ ﺍﳌﻮﺍﻗﻒ‪.‬‬
‫‪ :Tc‬ﻣﺪﺓ ﺍﳊﺼﺮ‪.‬‬
‫‪ :F‬ﻣﻌﺎﻣﻞ ﺗﻌﺪﻳﻞ ﺍﻟﻮﻗﺖ ﺍﻟﻀﺎﺋﻊ ﺃﺛﻨﺎﺀ ﺍﻟﺪﺧﻮﻝ ﻭﺍﳋﺮﻭﺝ ﻣﻦ ﺍﳌﻮﻗﻒ ﻭﻫﻮ ﻳﺘﺮﺍﻭﺡ ﺑﲔ ‪.٠,٩٥-٠,٨٥‬‬
‫‪ :Td‬ﻣﺪﺓ ﺍﻟﻮﻗﻮﻑ ﺍﻟﻮﺳﻄﻴﺔ‪.‬‬
‫ﻭ ﻫﺬﻩ ﺍﳌﻌﺎﺩﻟﺔ ﺗﻌﻄﻲ ﻓﻜﺮﺓ ﻋﻦ ﺳﻌﺔ ﺍﳌﻮﻗﻒ ﲢﺖ ﻇﺮﻭﻑ ﺗﺸﻐﻴﻠﻪ ﺍﻟﺮﺍﻫﻨﺔ ﻭﳌﺪﺓ ﺯﻣﻨﻴﺔ ﺗﺴﺎﻭﻱ ﻓﺘﺮﺓ ﺍﳊﺼﺮ‪.‬‬
‫ﺗﺘﻢ ﻣﻘﺎﺭﻧﺔ ﻫﺬﻩ ﺍﻟﺴﻌﺔ ﺍﳌﻮﺍﻓﻘﺔ ﳌﺪﺓ ﺍﻟﻮﻗﻮﻑ ﺍﻟﻮﺳﻄﻴﺔ ﻣﻊ ﺍﻟﻌﺪﺩ ﺍﻟﻜﻠﻲ ﻟﻠﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺗﺴـﺘﺨﺪﻡ ﺍﳌﻮﺍﻗـﻒ‬
‫ﻟﺘﻘﻴﻴﻢ ﻓﻴﻤﺎ ﺇﺫﺍ ﻛﺎﻥ ﺍﻟﻄﻠﺐ ﻋﻠﻰ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ‪ Parking Demand‬ﻳﻔﻮﻕ ﺳﻌﺔ ﺍﳌﻮﺍﻗﻒ ﺍﻟﱵ ﺗﻌﻜﺲ ﻇﺮﻭﻑ‬
‫ﻭﺁﻟﻴﺔ ﺍﺳﺘﺨﺪﺍﻣﻪ )ﻭﺫﻟﻚ ﺑﺎﻋﺘﺒﺎﺭ ﻣﺪﺓ ﺍﻟﻮﻗﻮﻑ ﺍﻟﻮﺳﻄﻴﺔ ﰲ ﺣﺴﺎﺏ ﻫﺬﻩ ﺍﻟﺴﻌﺔ( ‪.Parking Supply‬‬
‫ﰲ ﺣﺎﻝ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﺪﺭﻭﺳﺔ ﲢﻮﻱ ﻧﻮﻋﲔ ﺃﻭ ﺛﻼﺛﺔ ﻣﻦ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ ،‬ﻳﺘﻢ ﺗﻘﻴﻴﻢ ﻛـﻞ ﻧـﻮﻉ‬
‫ﻣﺮﻭﺭﻳﹰﺎ ﺑﺸﻜﻞ ﻣﻨﻔﺼﻞ‪ ،‬ﻭﺫﻟﻚ ﲝﺴﺎﺏ ﻣﺪﺩ ﺍﻟﻮﻗﻮﻑ‪ ،‬ﺍﳌﺸﻐﻮﻟﻴﺔ ﻭﺑﻘﻴﺔ ﺍﻟﻌﻨﺎﺻﺮ ﺍﳌﺮﻭﺭﻳﺔ‪ .‬ﻳﺘﻢ ﺣﺴﺎﺏ ﺍﻟﻘﻴﻢ ﺍﻟﻨﻬﺎﺋﻴـﺔ‬
‫ﳌﺪﺓ ﺍﻟﻮﻗﻮﻑ ﺍﻟﻮﺳﻄﻴﺔ‪ ،‬ﺍﳌﺸﻐﻮﻟﻴﺔ ﺍﻟﻌﻈﻤﻰ ﻭﻏﲑﻫﺎ ﻣﻦ ﺍﻟﻨﺴﺐ ﻹﲨﺎﱄ ﺍﳌﻮﺍﻗﻒ ﺑﺄﺧﺬ ﺍﳌﺘﻮﺳﻄﺎﺕ ﺍﳊﺴـﺎﺑﻴﺔ ﻟﻠﻘـﻴﻢ‬
‫ﺍﳌﻮﺍﻓﻘﺔ ﳍﺬﻩ ﺍﻟﻨﺴﺐ ﻣﻦ ﻧﺘﺎﺋﺞ ﲢﻠﻴﻞ ﻛﻞ ﻧﻮﻉ ﻣﻦ ﺃﻧﻮﺍﻉ ﺍﳌﻮﺍﻗﻒ‪.‬‬

‫‪ ٦-٢‬ﺗﻘﻴﻴﻢ ﺍﻟﻮﺿﻊ ﺍﳍﻨﺪﺳﻲ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬

‫ﻻﻳﻘﺘﺼﺮ ﺗﺼﻤﻴﻢ ﺍﳌﻮﺍﻗﻒ ﻋﻠﻰ ﺗﺄﻣﲔ ﺍﻻﺳﺘﻐﻼﻝ ﺍﻷﻗﺼﻰ ﻟﻠﻤﺴﺎﺣﺔ ﺍﳌﺘﺎﺣﺔ‪ ،‬ﺑﻞ ﻳﺘﻌﺪﺍﻩ ﺇﱃ ﺗـﺄﻣﲔ ﻋﻤﻠﻴـﺔ‬
‫ﺍﻟﺘﻮﻗﻒ ﺑﺄﻗﻞ ﻋﺪﺩ ﻣﻦ ﺍﳌﻨﺎﻭﺭﺍﺕ‪ ،‬ﺑﺎﻹﺿﺎﻓﺔ ﺇﱃ ﻣﺮﺍﻋﺎﺓ ﺍﻷﻣﺎﻥ ﰲ ﻋﻤﻠﻴﺔ ﺩﺧﻮﻝ ﻭﺧﺮﻭﺝ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻣﻦ ﻭﺇﱃ ﺍﳌﻮﻗﻒ‪،‬‬
‫ﻭ ﺗﺄﻣﲔ ﺍﻻﻧﺘﻘﺎﻝ ﺍﻵﻣﻦ ﻟﺮﻛﺎﺏ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺇﱃ ﺍﳌﻨﺸﺄﺓ ﺍﳌﺨ ‪‬ﺪﻣﺔ ﻭﺫﻟﻚ ﻟﻜﻞ ﻣﺴﺘﺨﺪﻣﻲ ﺍﳌﻮﺍﻗﻒ‪.‬‬
‫ﺗﺘﻀﻤﻦ ﺍﳌﺒﺎﺩﺉ ﺍﻟﺘﺼﻤﻴﻤﻴﺔ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻣﺎﻳﻠﻲ‪:‬‬
‫• ﺗﻮﻓﲑ ﺍﻟﺪﺧﻮﻝ ﺍﻵﻣﻦ ﻟﻠﺴﻴﺎﺭﺍﺕ ﺇﱃ ﺍﳌﻮﺍﻗﻒ ﺑﺘﺄﻣﲔ ﺣﺎﺭﺍﺕ ﺗﺒﺎﻃﺆ ﰲ ﺍﻟﻄﺮﻕ ﺍﻟﺴﺮﻳﻌﺔ ﻭﰲ ﻃﺮﻕ ﺍﳋﺪﻣﺔ‪.‬‬
‫• ﺇﻧﺸﺎﺀ ﺑﻮﺍﺑﺎﺕ ﺩﺧﻮﻝ ﺃﻭ ﺧﺮﻭﺝ ﺑﺄﻋﺪﺍﺩ ﻭﺃﺑﻌﺎﺩ ﺗﺘﻨﺎﺳﺐ ﻣﻊ ﺍﳌﺴﺎﺣﺔ ﻭﻏﺰﺍﺭﺓ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺗﺴﺘﻌﻤﻠﻬﺎ‪.‬‬
‫• ﺗﻮﻓﲑ ﺍﳊﻴﺰ ﺍﻟﻼﺯﻡ ﻟﻠﻤﺮﻛﺒﺎﺕ ﻟﻠﺒﺤﺚ ﻋﻦ ﻣﻜﺎﻥ ﻟﻠﻤﻨﺎﻭﺭﺓ ﻭ ﺍﻟﺘﻮﻗﻒ ﺿﻤﻦ ﺳﺎﺣﺔ ﺍﻟﻮﻗﻮﻑ‪.‬‬
‫• ﺗﻮﻓﲑ ﺍﳊﻴﺰ ﺍﻟﻜﺎﰲ ﻟﻮﻗﻮﻑ ﻣﺮﻛﺒﺔ ﻣﻊ ﻓﺘﺢ ﺍﻷﺑﻮﺍﺏ‪.‬‬
‫• ﺗﺄﻣﲔ ﺍﻟﻮﺻﻮﻝ ﺍﻵﻣﻦ ﻟﻠﻤﺸﺎﺓ ﻣﻦ ﻭﺇﱃ ﺍﳌﻨﺸﺄﺓ ﺍﳌﺨﺪﻣﺔ‪.‬‬
‫• ﺗﻮﻓﲑ ﺍﳊﻴﺰ ﺍﻟﻼﺯﻡ ﻟﻠﻤﺮﻛﺒﺎﺕ ﻟﻠﺒﺤﺚ ﻋﻦ ﳐﺎﺭﺝ ﰲ ﺍﳌﺴﺎﺣﺔ ﺍﳌﺨ ‪‬‬
‫ﺼﺼﺔ ﻟﻮﻗﻮﻑ ﺍﻟﺴﻴﺎﺭﺍﺕ‪.‬‬
‫• ﺗﻮﻓﲑ ﺍﳋﺮﻭﺝ ﺍﻵﻣﻦ ﻣﻦ ﺳﺎﺣﺔ ﺍﳌﻮﺍﻗﻒ ﺇﱃ ﻃﺮﻕ ﺍﳋﺪﻣﺔ ﺃﻭ ﺍﻟﻄﺮﻕ ﺍﻟﺴﺮﻳﻌﺔ ﺑﺘﺄﻣﲔ ﺣﺎﺭﺍﺕ ﺗﺴﺎﺭﻉ‪.‬‬

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 ‫ﺍﳌﺮﺟﻌﻴﺔ ﺍﳌﻌﺘﻤﺪﺓ ﻣﻦ ﻗﺒﻞ ﻫﺬﻩ ﺍﻟﺪﺭﺍﺳﺔ ﻟﺘﻘﻴﻴﻢ ﺍﻟﻮﺿﻊ ﺍﳍﻨﺪﺳﻲ ﻟﻠﻤﻮﺍﻗﻒ ﻫﻲ ﺍﻻﺷﺘﺮﺍﻃﺎﺕ ﺍﻟﻔﻨﻴﺔ ﻟﻠﻤﻮﺍﻗﻒ ﺍﳌﻘﺪﻣﺔ ﻣﻦ‬
‫ﻗﺒﻞ ﻭﺯﺍﺭﺓ ﺍﻟﺸﺆﻭﻥ ﺍﻟﺒﻠﺪﻳﺔ ﻭﺍﻟﻘﺮﻭﻳﺔ‪ .‬ﻳﺘﻢ ﻣﻘﺎﺭﻧﺔ ﺍﻟﻮﺿﻊ ﺍﳍﻨﺪﺳﻲ ﻟﻠﻤﻮﺍﻗﻒ ﺑﺎﳊﺪﻭﺩ ﻭﺍﻟﻘﻴﻢ ﺍﻟﺪﻧﻴﺎ ﺍﻟﻮﺍﺭﺩﺓ ﰲ ﻫـﺬﻩ‬
‫ﺍﻻﺷﺘﺮﺍﻃﺎﺕ‪ ،‬ﻭﺗﺸﻤﻞ‪:‬‬
‫‪ .١‬ﺃﺑﻌﺎﺩ ﺩﻧﻴﺎ ﻟﻠﻤﻮﺍﻗﻒ ﺍﻟﻌﻤﻮﺩﻳﺔ ‪ ٢,٥‬ﻡ ﻋﺮﺽ ﻭ ‪ ٥,٥‬ﻡ ﻃﻮﻝ‪.‬‬
‫‪ .٢‬ﺃﺑﻌﺎﺩ ﺩﻧﻴﺎ ﻟﻠﻤﻮﺍﻗﻒ ﺍﳌﻮﺍﺯﻳﺔ ‪ ٢,٥‬ﻡ ﻋﺮﺽ ﻭ ‪ ٦,٥‬ﻡ ﻃﻮﻝ‪.‬‬
‫‪ .٣‬ﺑﻌﺪ ﺃﺩﱏ ﻟﺒﻮﺍﺑﺎﺕ ﺍﳌﺴﺎﺣﺔ ﺍﳌﺨﺼﺼﺔ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻭﻟﺒﺪﺍﻳﺎﺕ ﻭ‪‬ﺎﻳﺎﺕ ﻣﻮﺍﻗﻒ ﺟـﻮﺍﺭ ﺍﻟﺮﺻـﻴﻒ‬
‫ﻣﻘﺪﺍﺭﻩ ‪ ٦‬ﺃﻣﺘﺎﺭ ﻋﻦ ﺗﻘﺎﻃﻌﺎﺕ ﺍﻟﺸﻮﺍﺭﻉ ﺍﻟﺜﺎﻧﻮﻳﺔ‪ ،‬ﻭ ‪ ١٥‬ﻡ ﻋﻦ ﺗﻘﺎﻃﻌﺎﺕ ﺍﻟﻄﺮﻕ ﺍﻟﺮﺋﻴﺴﻴﺔ‪.‬‬
‫‪ .٤‬ﺍﳊﺪ ﺍﻷﺩﱏ ﻟﻌﺮﺽ ﺑﻮﺍﺑﺔ ﺍﻟﺪﺧﻮﻝ ﺃﻭ ﺍﳋﺮﻭﺝ ‪ ٣,٥‬ﻡ‪ ،‬ﻭ ﻟﺒﻮﺍﺑﺔ ﺍﻟﺪﺧﻮﻝ ﻭﺍﳋﺮﻭﺝ ﻣﻌـﹰﺎ ‪ ٧,٥‬ﻡ ﻣـﻊ‬
‫ﺟﺰﻳﺮﺓ ﻓﺎﺻﻠﺔ ﺑﻌﺮﺽ ‪ ٠,٥‬ﻡ‪.‬‬
‫‪ .٥‬ﺍﳊﺪ ﺍﻷﺩﱏ ﻟﻌﺮﺽ ﺍﳌﺴﺎﺭ ﺫﻱ ﺍﻻﲡﺎﻩ ﺍﻟﻮﺍﺣﺪ ‪ ٤,٥‬ﻡ‪ ،‬ﺫﻱ ﺍﻻﲡﺎﻫﲔ ‪ ٧,٥‬ﻡ‪.‬‬
‫‪ .٦‬ﺣﺪ ﺃﺩﱏ ﻟﻌﺪﺩ ﻣﻮﺍﻗﻒ ﺫﻭﻱ ﺍﻻﺣﺘﻴﺎﺟﺎﺕ ﺍﳋﺎﺻﺔ ﻭﻣﻮﺍﺻﻔﺎﺕ ﻫﺬﻩ ﺍﳌﻮﺍﻗﻒ ﻭﺍﺳﺘﻤﺮﺍﺭﻳﺔ ﻣﺴﺎﺭﻫﺎ ﳓـﻮ‬
‫ﺑﻮﺍﺑﺎﺕ ﺍﳌﻨﺸﺄﺓ ﺍﳌﺴﺘﺨﺪﻣﺔ )‪ % ٥‬ﻣﻦ ﻋﺪﺩ ﺍﳌﻮﺍﻗﻒ ﻋﻠﻰ ﺃﻥ ﻻ ﺗﻘﻞ ﻋﻦ ﻣﻮﻗﻔﲔ(‪.‬‬

‫ﰲ ﺣﺎﻝ ﻛﺎﻧﺖ ﻧﺴﺒﺔ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺗﺘﻮﻗﻒ ﺃﻗﻞ ﻣﻦ ‪ ١٠‬ﺩﻗﺎﺋﻖ ﻛﺒﲑﺓ )‪ %١٥‬ﻓﻤﺎ ﻓﻮﻕ ﻣﻦ ﺇﲨﺎﱄ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟـﱵ‬
‫ﺗﺪﺧﻞ ﺍﳌﺴﺎﺣﺔ ﺍﳌﺨﺼﺼﺔ ﻟﻠﻤﻮﺍﻗﻒ(‪ ،‬ﻳﺘﻢ ﺍﻗﺘﺮﺍﺡ ﻣﺴﺎﺭ ﺧﺎﺹ ﳍﺎ‪ ،‬ﺑﺎﻹﺿﺎﻓﺔ ﻟﺘﺨﺼﻴﺺ ﻣﻮﻗﻒ ﻣـﻮﺍ ٍﺯ ﺃﻭ ﻣـﻮﻗﻔﲔ‬
‫ﺑﺎﻟﻘﺮﺏ ﻣﻦ ﺍﺣﺪﻯ ﺑﻮﺍﺑﺎﺕ ﺍﳌﻨﺸﺄﺓ ﺍﳌﺨﺪﻣﺔ )ﻭﺫﻟﻚ ﰲ ﺣﺎﻝ ﺍﳌﺴﺎﺣﺎﺕ ﺍﳌﺨﺼﺼﺔ ﻟﻠﻮﻗﻮﻑ(‪ ،‬ﲝﻴـﺚ ﻳـﺘﻢ ﺗـﺄﻣﲔ‬
‫ﺍﻟﺘﺼﺮﻳﻒ ﺍﻟﺴﺮﻳﻊ ﳍﺬﻩ ﺍﻟﺴﻴﺎﺭﺍﺕ‪.‬‬
‫ﺇﻥ ﺇﻧﺸﺎﺀ ﻣﻄﺒﺎﺕ ﲣﻔﻴﻒ ﺍﻟﺴﺮﻋﺔ ﻭﲣﻄﻴﻂ ﻣﻨﺎﻃﻖ ﻋﺒﻮﺭ ﺍﳌﺸﺎﺓ ﳘﺎ ﺃﻣﺮﺍﻥ ﺃﺳﺎﺳﻴﺎﻥ ﰲ ﺍﳌﺴﺎﺣﺎﺕ ﺍﳌﺨﺼﺼﺔ ﻟﻠﻤﻮﺍﻗﻒ‬
‫ﺫﺍﺕ ﺍﳊﺠﻢ ﺍﳌﺘﻮﺳﻂ ﻭﺍﻟﻜﺒﲑ‪ ،‬ﻭﺫﻟﻚ ﻟﻀﻤﺎﻥ ﺳﻼﻣﺔ ﺍﳌﺸﺎﺓ ﺿﻤﻦ ﻫﺬﻩ ﺍﳌﺴﺎﺣﺎﺕ‪ .‬ﺑﺎﻹﺿﺎﻓﺔ ﻟﻀﺮﻭﺭﺓ ﺗﻮﻓﲑ ﺇﺿـﺎﺀﺓ‬
‫ﻣﻨﺎﺳﺒﺔ ﻟﻠﻤﻮﺍﻗﻒ‪.‬‬
‫ﻳﺸﻤﻞ ﺍﻟﺘﻌﻤﻖ ﰲ ﺍﻟﺘﺤﻠﻴﻞ ﺍﳍﻨﺪﺳﻲ ﻟﻠﻤﻮﺍﻗﻒ ‪‬ﺪﻑ ﺗﻘﻴﻴﻢ ﺍﻟﻮﺿﻊ ﺍﳍﻨﺪﺳﻲ ﻭ ﺍﳊﺼﻮﻝ ﻋﻠﻰ ﻣﻌﻠﻮﻣﺎﺕ ﺗﻔﺼﻴﻠﻴﺔ ﻋـﻦ‬
‫ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻋﻠﻰ ﺟﺎﻧﺐ ﺍﻟﻄﺮﻳﻖ ﻭ ﻋﻦ ﺍﳌﻮﺍﻗﻒ ﺍﳌﺨﺼﺼﺔ ﺳﻄﺤﻴﺔ ﻛﺎﻧﺖ ﺃﻡ ﲢﺖ ﺃﺭﺿﻴﺔ‪ ،‬ﺩﺭﺍﺳﺔ ﻣﺎ ﻳﻠﻲ‪:‬‬
‫‪-‬ﻛﻔﺎﻳﺔ ﻋﺪﺩ ﺍﳌﻮﺍﻗﻒ ﺑﻌﺪ ﺣﺴﺎﺏ ﺍﳌﺸﻐﻮﻟﻴﺔ ﺍﻟﻌﻈﻤﻰ ﻟﻠﻤﻮﻗﻒ‪.‬‬
‫‪ -‬ﺍﻟﻮﺿﻊ ﺍﳍﻨﺪﺳﻲ ﻟﻠﻤﺪﺍﺧﻞ ﻣﻦ ﺣﻴﺚ ﺍﻷﺑﻌﺎﺩ‪ ،‬ﺍﳌﻮﻗﻊ ﻭﺷﺎﺧﺼﺎﺕ ﺍﻟﺪﻻﻟﺔ‪.‬‬
‫‪ -‬ﺍﳌﺴﺎﺭﺍﺕ ﻣﻦ ﺣﻴﺚ ﺍﺳﺘﻌﻤﺎﳍﺎ ﻭﺃﺑﻌﺎﺩﻫﺎ‪.‬‬
‫‪ -‬ﺍﳌﻮﺍﻗﻒ ﲝﺪ ﺫﺍ‪‬ﺎ‪ ،‬ﻣﻦ ﺣﻴﺚ ﻧﻮﻋﻬﺎ‪ ،‬ﺃﺑﻌﺎﺩﻫﺎ‪ ،‬ﻋﺪﺩﻫﺎ‪ ،‬ﻣﺘﻄﻠﺒﺎﺕ ﻣﻮﺍﻗﻒ ﺫﻭﻱ ﺍﻻﺣﺘﻴﺎﺟﺎﺕ ﺍﳋﺎﺻﺔ‪.‬‬
‫‪ -‬ﺍﻗﺘﺮﺍﺡ ﻣﺴﺎﺭﺍﺕ ﺧﺎﺻﺔ ﻭﻣﻮﺍﻗﻒ ﻟﻠﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺗﻘﻮﻡ ﺑﺎﻟﺘﺤﻤﻴﻞ ﻭﺍﻟﺘﻔﺮﻳﻎ ﻓﻘﻂ‪ ،‬ﻭﺫﻟﻚ ﺍﻋﺘﻤﺎﺩﹰﺍ ﻋﻠﻰ ﻧﺴﺒﺔ‬
‫ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺗﻮﻗﻔﺖ ﺃﻗﻞ ﻣﻦ ‪ ١٠‬ﺩﻗﺎﺋﻖ‪.‬‬
‫‪ -‬ﺗﻮﺯﻳﻊ ﺷﺎﺧﺼﺎﺕ ﺍﻟﺪﻻﻟﺔ ﻭﳑﺮﺍﺕ ﺍﳌﺸﺎﺓ ﺩﺍﺧﻞ ﺳﺎﺣﺔ ﺍﳌﻮﺍﻗﻒ‪.‬‬
‫‪ -‬ﺍﻟﻮﺿﻊ ﺍﳍﻨﺪﺳﻲ ﳌﺪﺍﺧﻞ ﻭﳐﺎﺭﺝ ﺍﳌﻮﺍﻗﻒ ﺍﻟﺘﺤﺖ ﺃﺭﺿﻴﺔ ﻭﺍﺷﺘﺮﺍﻃﺎ‪‬ﺎ ﺍﳍﻨﺪﺳﻴﺔ ﺍﻷﺧﺮﻯ )ﻣﻴﻮﻝ ﺭﺍﻣﺒﺎﺕ‪،‬‬
‫ﺧﺸﻮﻧﺔ ﺳﻄﺤﻬﺎ‪.(..‬‬
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 ‫‪ -‬ﻧﻮﻋﻴﺔ ﺍﻟﺘﺤﻜﻢ ﰲ ﺍﳌﻮﺍﻗﻒ ﰲ ﺣﺎﻝ ﻭﺟﻮﺩﻩ )ﲢﺪﻳﺪ ﺃﻭﻗﺎﺕ ﻣﻌﻴﻨﺔ ﻟﻠﺘﻮﻗﻒ‪ ،‬ﻣﻘﺎﺑﻞ ﻣﺎﱄ ﻟﻠﺘﻮﻗﻒ‪.(...‬‬
‫‪-‬ﻣﻌﺎﻳﲑ ﺗﺸﻐﻴﻞ ﺳﻴﺎﺭﺍﺕ ﺍﻷﺟﺮﺓ ﰲ ﺣﺎﻝ ﻭﺟﻮﺩﻫﺎ‪.‬‬
‫‪ -‬ﺍﻟﺮﺅﻳﺔ ﻋﻨﺪ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ )ﰲ ﺣﺎﻝ ﻛﺎﻥ ﺍﳌﻮﻗﻒ ﻗﺮﻳﺒﹰﺎ ﻣﻦ ﺗﻘﺎﻃﻊ ﺭﺋﻴﺴﻲ(‪.‬‬

‫ﺑﻌﺪ ﺫﻟﻚ ﻳﺘﻢ ﲢﻠﻴﻞ ﻫﺬﻩ ﺍﻟﺒﻴﺎﻧﺎﺕ ﻭﻣﻘﺎﺭﻧﺘﻬﺎ ﻣﻊ ﺍﻻﺷﺘﺮﺍﻃﺎﺕ ﺍﻟﻔﻨﻴﺔ ﻟﻠﻤﻮﺍﻗﻒ ﺍﳌﻘﺪﻣﺔ ﻣﻦ ﻗﺒﻞ ﻭﺯﺍﺭﺓ ﺍﻟﺸﺌﻮﻥ ﺍﻟﺒﻠﺪﻳـﺔ‬
‫ﻭﺍﻟﻘﺮﻭﻳﺔ‪ ،‬ﻭﺗﻨـﺰﻳﻞ ﺍﻟﺘﺤﺴﻴﻨﺎﺕ ﺍﳌﻘﺘﺮﺣﺔ ﻟﻜﻞ ﻣﻮﻗﻒ ﻋﻠﻰ ﻛﺮﻭﻛﻲ ﻫﻨﺪﺳﻲ ﺗﻔﺼﻴﻠﻲ ﻟﻠﻤﻮﺍﻗﻒ ﺍﳌﺪﺭﻭﺳﺔ‪ .‬ﺍﻟﺸـﻜﻞ‬
‫ﺭﻗﻢ )‪ (١٠‬ﻳ‪‬ﻮﺿ‪‬ﺢ ﻣﺜﺎ ﹰﻻ ﻋﻦ ﺍﻟﻜﺮﻭﻛﻲ ﺍﳍﻨﺪﺳﻲ ﺍﻟﻨﺎﺗﺞ ﻣﻊ ﺍﻟﺘﺤﺴﻴﻨﺎﺕ‪.‬‬

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 ‫ﺼﺼﺔ ﻟﻠﻮﻗﻮﻑ ﻣﻊ ﺍﻟﺘﺤﺴﻴﻨﺎﺕ ﺍﳍﻨﺪﺳﻴﺔ ﺍﳌﻘﺘﺮﺣﺔ ﻋﻠﻴﻬﺎ‬
‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(١٠‬ﻛﺮﻭﻛﻲ ﻫﻨﺪﺳﻲ ﳌﺴﺎﺣﺔ ﳐ ‪‬‬

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 ‫‪ -٣‬ﻣﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺘﻘﺎﻃﻌﺎﺕ‬
‫‪ ١-٣‬ﻣﻘﺪﻣﺔ‬
‫ﺗﻌﺪ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﺍﻟﻄﺮﻗﻴﺔ ﻣﻦ ﺍﳌﻮﺍﻗﻊ ﺍﳊﺴﺎﺳﺔ ﰲ ﺃﻱ ﺷﺒﻜﺔ ﻃﺮﻕ‪ ،‬ﺇﺫ ﺇ‪‬ﺎ ﺗﺸﻜﹼﻞ ﺍﺧﺘﺒﺎﺭﹰﺍ ﻟﻨﺠﺎﺡ ﺇﺩﺍﺭﺓ ﺷﺒﻜﺔ‬
‫ﺍﻟﻄﺮﻕ ﺍﳌﺘﻮﻓﺮﺓ ﻣﻦ ﺟﻬﺔ‪ ،‬ﻭﲢﺪﻳﺪﹰﺍ ﻟﺴﻌﺔ ﺍﻟﻨﻈﺎﻡ ﺍﻟﻄﺮﻗﻲ ﻛﻜﻞ ﻣﻦ ﺟﻬﺔ ﺃﺧﺮﻯ‪ .‬ﻭﻋﻠﻰ ﺍﻟﺮﻏﻢ ﻣـﻦ ﺃﻥ ﺍﻟﺘﻘﺎﻃﻌـﺎﺕ‬
‫ﺗﺸﻜﹼﻞ ﺟﺰﺀﹰﺍ ﺻﻐﲑﹰﺍ ﻣﻦ ﺍﻟﻨﻈﺎﻡ ﺍﻟﻄﺮﻗﻲ ﻣﻦ ﺣﻴﺚ ﺍﻻﻣﺘﺪﺍﺩ ﺍﳉﻐﺮﺍﰲ‪ ،‬ﺇﻻ ﺃﻥ ﳍﺎ ﺑﺎﻟﻎ ﺍﻷﺛﺮ ﻋﻠﻰ ﻫﺬﺍ ﺍﻟﻨﻈﺎﻡ‪ .‬ﻷﻥ ﺳﻌﺔ‬
‫ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﰲ ﺣﺎﻝ ﻛﺎﻧﺖ ﺃﻗﻞ ﻣﻦ ﺳﻌﺔ ﺍﻟﻨﻈﺎﻡ ﺍﻟﻄﺮﻗﻲ ﻛﻄﺮﻕ ﻭﺷﻮﺍﺭﻉ‪ ،‬ﺳﺘﺸﻜﻞ ﻣﺎ ﻳﺴﻤﻰ ﺑـ "ﻋﻨﻖ ﺍﻟﺰﺟﺎﺟﺔ"‪،‬‬
‫ﺃﻱ ﺗﺼﺒﺢ ﻫﺬﻩ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﻋﺒﺎﺭﺓ ﻋﻦ ﻣﻨﺎﻃﻖ ﺍﺧﺘﻨﺎﻗﺎﺕ ﻭﺍﺯﺩﺣﺎﻣﺎﺕ ﻣﺮﻭﺭﻳﺔ ﺗﺆﺛﺮ ﺳﻠﺒﹰﺎ ﻋﻠﻰ ﺍﻷﺩﺍﺀ ﺍﻟﻌـﺎﻡ ﻟﺸـﺒﻜﺔ‬
‫ﺍﻟﻄﺮﻕ ﻋﻦ ﻃﺮﻳﻖ ﺯﻳﺎﺩﺓ ﺃﺯﻣﻨﺔ ﺍﻟﺘﺄﺧﲑ ﻭﺃﺯﻣﻨﺔ ﺍﻟﺮﺣﻼﺕ‪ ،‬ﻭﲣﻔﻴﺾ ﻣﺴﺘﻮﻳﺎﺕ ﺍﳋﺪﻣﺔ ﻋﻨﺪ ﻫﺬﻩ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ‪.‬‬
‫ﺗﺄﺧﺬ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﺃﳘﻴﺔ ﺧﺎﺻﺔ ﰲ ﺍﳌﻨﺎﻃﻖ ﺍﳊﻀﺮﻳﺔ‪ ،‬ﻭﺫﻟﻚ ﻧﻈﺮﹰﺍ ﻟﻠﻜﺜﲑ ﻣﻦ ﺍﻟﻌﻮﺍﻣﻞ‪ ،‬ﻣﺜﻞ ﺃﺣﺠـﺎﻡ ﺍﳌـﺮﻭﺭ‬
‫ﺍﻟﺼﺒﺎﺣﻴﺔ ﻭﺍﳌﺴﺎﺋﻴﺔ ﺍﻟﻜﺒﲑﺓ ﺍﳌﺮﺗﺒﻄﺔ ﺑﺮﺣﻼﺕ ﺍﻟﺬﻫﺎﺏ ﻭﺍﻟﻌﻮﺩﺓ ﻣﻦ ﻭﺇﱃ ﺍﻟﻌﻤﻞ )ﻭﻗﺖ ﺍﻟﺬﺭﻭﺓ ﺍﻟﺼﺒﺎﺣﻴﺔ ﻭﺍﳌﺴـﺎﺋﻴﺔ(‬
‫ﺍﻟﱵ ﺗﺴﺘﺨﺪﻡ ﻫﺬﻩ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﰲ ﺃﻭﻗﺎﺕ ﻗﺼﲑﺓ ﻧﺴﺒﻴﹰﺎ ﺑﺎﻹﺿﺎﻓﺔ ﻟﺘﻨﺎﻭﺏ ﻫﺬﻩ ﺍﻷﺣﺠﺎﻡ‪ ،‬ﺍﺷﻜﺎﻟﻴﺎﺕ ﺗﻨﻔﻴـﺬ ﺍﻟﻔﺼـﻞ‬
‫ﺍﳌﻜﺎﱐ ﻟﺘﻘﺎﻃﻌﺎﺕ ﺍﳌﺪﻥ‪ ،‬ﻭﻏﲑﻫﺎ ﻣﻦ ﺍﻟﻌﻮﺍﻣﻞ ﺍﻷﺧﺮﻯ‪.‬‬
‫ﻟﺬﻟﻚ ﻣﻦ ﺍﻟﻀﺮﻭﺭﻱ ﺇﺟﺮﺍﺀ ﻋﻤﻠﻴﺎﺕ ﺗﻘﻴﻴﻢ ﻟﻠﺘﻘﺎﻃﻌﺎﺕ ﺑﺎﳌﺪﻥ ﳌﺎ ﻟﻪ ﻣﻦ ﺃﺛﺮ ﻋﻠﻰ ﺳﻌﺔ ﺍﻟﻨﻈﺎﻡ ﺍﻟﻄﺮﻗﻲ‪ ،‬ﻭﺫﻟﻚ ﻋﻠـﻰ‬
‫ﺃﺳﺲ ﻋﻠﻤﻴﺔ ﲤﻜﻨﻨﺎ ﻣﻦ ﺍﻟﺘﺤﺪﻳﺪ ﺍﻟﺪﻗﻴﻖ ﳌﻮﺍﺿﻊ ﺍﳋﻠﻞ‪ ،‬ﻭﺑﺎﻟﺘﺎﱄ ﺍﲣﺎﺫ ﺍﻹﺟﺮﺍﺀﺍﺕ ﺍﳌﻤﻜﻨﺔ ﺍﻟﻜﻔﻴﻠﺔ ﺑﺘﺤﺴﲔ ﺃﺩﺍﺀ ﻫـﺬﻩ‬
‫ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﻗﺪﺭ ﺍﻹﻣﻜﺎﻥ‪ .‬ﺗ‪‬ﻘﺴﻢ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﺇﱃ ﺛﻼﺛﺔ ﺃﻗﺴﺎﻡ‪:‬‬
‫‪ .١‬ﺗﻘﺎﻃﻌﺎﺕ ﲟﺴﺘﻮﻯ ﻭﺍﺣﺪ ﻭﺑﺪﻭﻥ ﺇﺷﺎﺭﺓ ﺿﻮﺋﻴﺔ‪.‬‬
‫‪ .٢‬ﺗﻘﺎﻃﻌﺎﺕ ﲟﺴﺘﻮﻯ ﻭﺍﺣﺪ ﻭﺑﺈﺷﺎﺭﺓ ﺿﻮﺋﻴﺔ‪.‬‬
‫‪ .٣‬ﺗﻘﺎﻃﻌﺎﺕ ﲟﺴﺘﻮﻳﲔ ﺃﻭ ﺃﻛﺜﺮ )ﻓﺼﻞ ﻣﻜﺎﱐ ﻟﻠﺤﺮﻛﺎﺕ ﺍﳌﺘﺼﺎﺩﻣﺔ(‪.‬‬
‫ﻭﻗﺪ ﹼﰎ ﺍﻟﺘﺮﻛﻴﺰ ﰲ ﻫﺬﻩ ﺍﻟﺪﺭﺍﺳﺔ ﻋﻠﻰ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﲟﺴﺘﻮﻯ ﻭﺍﺣﺪ ﻭﺑﺎﺷﺎﺭﺓ ﺿﻮﺋﻴﺔ‪.‬‬
‫ﰲ ﺇﻃﺎﺭ ﻫﺬﻩ ﺍﻟﺪﺭﺍﺳﺔ‪ ،‬ﰎ ﺗﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﺒﻌﺾ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﰲ ﺑﻌﺾ ﺍﳌﺪﻥ ﺍﳌﺸﻤﻮﻟﺔ ﺑﺎﻟﺪﺭﺍﺳـﺔ ‪ .‬ﻭ‪‬ﺟـﺪ ﺃﻥ‬
‫ﺍﻟﻮﺿﻊ ﺍﻟﺮ‪‬ﺍﻫﻦ ﳌﻌﻈﻢ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﺍﳌﺪﺭﻭﺳﺔ ﺳﻲﺀ ﻣﺮﻭﺭﻳﹰﺎ‪ ،‬ﻧﺘﻴﺠﺔ ﺍﺭﺗﻔﺎﻉ ﺃﺯﻣﻨﺔ ﺍﻟﺘﺄﺧﲑ ﻋﻠﻴﻬـﺎ‪ ،‬ﻭﺑﺎﻟﺘـﺎﱄ ﺍﳔﻔـﺎﺽ‬
‫ﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ ﻓﻴﻬﺎ ﺇﱃ ﻣﺴﺘﻮﻳﺎﺕ ﻣﺘﺪﻧﻴﺔ‪ .‬ﻭﻫﺬﺍ ﻳﻌﻮﺩ ﺇﱃ ﺍﳊﺠﻮﻡ ﺍﳌﺮﻭﺭﻳﺔ ﺍﻟﻌﺎﻟﻴﺔ ﺍﻟﱵ ﺗﺴﺘﺨﺪﻡ ﻫﺬﻩ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﻣﻦ‬
‫ﺟﻬﺔ‪ ،‬ﻭﺇﱃ ﺿﻌﻒ ﺍﻟﺘﻨﺴﻴﻖ ﺑﲔ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﺍﳌﺘﺠﺎﻭﺭﺓ ﻭﺿﻌﻒ ﺇﺩﺍﺭﺓ ﺷﺒﻜﺔ ﺍﻟﻄﺮﻕ ﻛﻜﻞ ﰲ ﻇﻞ ﻏﻴـﺎﺏ ﺩﺭﺍﺳـﺎﺕ‬
‫ﺷﺎﻣﻠﺔ ﻋﻠﻰ ﻣﺴﺘﻮﻯ ﻛﻞ ﻣﺪﻳﻨﺔ ﻟﺘﻨﻈﻴﻢ ﻭﺇﺩﺍﺭﺓ ﻗﻄﺎﻉ ﺍﻟﻨﻘﻞ ﻛﻜﻞ ﻭﺩﺭﺍﺳﺔ ﻛﻞ ﻣﺎ ﻳﺘﻌﻠﻖ ﺑﻪ‪ ،‬ﺇﺫ ﺃﻥ ﻣﻌﻈﻢ ﺍﻟﺪﺭﺍﺳـﺎﺕ‬
‫ﺍﳌﺮﻭﺭﻳﺔ ﺗﺒﻘﻰ ﻋﺒﺎﺭﺓ ﻋﻦ ﻣﻌﺎﳉﺎﺕ ﳊﺎﻻﺕ ﻓﺮﺩﻳﺔ ﺩﻭﻥ ﻧﻈﺮﺓ ﺍﺳﺘﺮﺍﺗﻴﺠﻴﺔ ﺷﺎﻣﻠﺔ ﳌﻌﺎﳉﺔ ﻗﻀﺎﻳﺎ ﺍﻟﻨﻘﻞ‪.‬‬

‫ﻗﺒﻞ ﺗﻨﺎﻭﻝ ﻣﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺘﻘﺎﻃﻌﺎﺕ ﰲ ﺍﳌﺪﻥ‪ ،‬ﻻﺑﺪ ﻣﻦ ﶈﺔ ﻧﻈﺮﻳﺔ ﻣﻮﺟﺰﺓ ﻷﻫﻢ ﺍﳌﻔﺎﻫﻴﻢ ﻭﺍﻟﺘﻌﺮﻳﻔﺎﺕ‬
‫ﺫﺍﺕ ﺍﻟﺼﻠﺔ‪.‬‬

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 ‫‪ ٢-٣‬ﶈﺔ ﻧﻈﺮﻳﺔ‬
‫‪ ١-٢-٣‬ﺗﻌﺎﺭﻳﻒ‬
‫‪ -‬ﻣﺪﺓ ﺩﻭﺭﺓ ﺍﻹﺷﺎﺭﺓ ﺍﻟﻀﻮﺋﻴﺔ ‪ :Cycle Length‬ﻫﻮ ﺍﻟﺰﻣﻦ ﺍﻹﲨﺎﱄ ﻟﻺﺷﺎﺭﺓ ﻟﺘﻜﻤـﻞ ﺩﻭﺭﺓ ﻛﺎﻣﻠـﺔ ﻣـﺮﻭﺭﹰﺍ‬
‫ﲟﺨﺘﻠﻒ ﺃﻃﻮﺍﺭ ﺍﻹﺷﺎﺭﺓ‪.‬‬
‫ﺍﻟﻄﻮﺭ ‪ :Phase‬ﻋﺒﺎﺭﺓ ﻋﻦ ﺟﺰﺀ ﻣﻦ ﺩﻭﺭﺓ ﺍﻹﺷﺎﺭﺓ ﺍﻟﻀﻮﺋﻴﺔ ﻳﻌﻄﻲ ﺣﻖ ﺍﳌﺮﻭﺭ ‪‬ﻤﻮﻋﺔ ﻣﻦ ﺍﳊﺮﻛﺎﺕ ﰲ ﻧﻔـﺲ‬ ‫‪-‬‬
‫ﺍﻟﻮﻗﺖ ﺧﻼﻝ ﻓﺘﺮﺓ ﳏﺪﺩﺓ ‪.‬‬
‫ﺯﻣﻦ ﺍﻟﺘﺒﺪﻳﻞ ‪ :Change Interval‬ﻫﻮ ﻋﺒﺎﺭﺓ ﻋﻦ ﺍﻟﺰﻣﻦ ﺍﻷﺻﻔﺮ ﻣﻀﺎﻓﹰﺎ ﺇﻟﻴﻪ ﺍﻟﺰﻣﻦ ﺍﻷﲪﺮ ﻟﻠﻜﻞ " ‪،"All red‬‬ ‫‪-‬‬
‫ﺍﻟﺬﻱ ﻳﻌﱪ ﻋﻦ ﺍﻟﺰﻣﻦ ﺑﲔ ﺍﻷﻃﻮﺍﺭ ﲝﻴﺚ ﻳﺆﻣﻦ ﺗﻔﺮﻳﻎ ﻛﺎﻓﺔ ﺍﳊﺮﻛﺎﺕ ﺧﻼﻝ ﻃﻮﺭ ﻣﻌﲔ ﻗﺒـﻞ ﺑـﺪﺀ ﺍﳊﺮﻛـﺔ‬
‫ﻟﻠﺤﺮﻛﺎﺕ ﺍﻟﺘﺎﻟﻴﺔ )ﺍﳌﺘﺼﺎﺩﻣﺔ( ﺃﻭ ﻟﺘﻔﺮﻳﻎ ﺣﺮﻛﺔ ﺍﳌﺸﺎﺓ ﺍﳌﺘﺼﺎﺩﻣﺔ‪ .‬ﻭﺗﻜﻮﻥ ﺍﻹﺷﺎﺭﺓ ﺧﻼﻝ ﺍﻷﲪﺮ ﻟﻠﻜـﻞ ﲪـﺮﺍﺀ‬
‫ﳉﻤﻴﻊ ﺍﳊﺮﻛﺎﺕ‪.‬‬
‫ﺍﻟﺰﻣﻦ ﺍﻷﺧﻀﺮ‪ :‬ﻫﻮ ﺯﻣﻦ ﺍﻟﻄﻮﺭ ﺍﻟﺬﻱ ﺗﻜﻮﻥ ﺍﻹﺷﺎﺭﺓ ﺧﻼﻟﻪ ﺧﻀﺮﺍﺀ )‪.(G‬‬ ‫‪-‬‬
‫‪ -‬ﺍﻟﺰﻣﻦ ﺍﻟﻀﺎﺋﻊ‪ :‬ﻫﻮ ﺍﻟﺰﻣﻦ ﺍﻟﺬﻱ ﻳﻜﻮﻥ ﺧﻼﻟﻪ ﺍﻟﺘﻘﺎﻃﻊ ﻏﲑ ﻣﻨﺸﻂ ﺃﻭ ﻏﲑ ﻣﺴﺘﺨﺪﻡ ﺑﺸﻜﻞ ﻓﻌﺎﻝ ﻣﻦ ﻗﺒـﻞ ﺃﻱ‬
‫ﺣﺮﻛﺔ ﻭﳛﺪﺙ ﺧﻼﻝ ﻓﺘﺮﺓ ﺍﻟﺘﺒﺪﻳﻞ ﺑﲔ ﺍﻷﻃﻮﺍﺭ ) ﺯﻣﻦ ﺍﻹﺧﻼﺀ ( ‪ ،‬ﻭﺧﻼﻝ ﻛﻞ ﻃﻮﺭ ) ﺯﻣـﻦ ﺗـﺄﺧﺮ ﺃﺛﻨـﺎﺀ‬
‫ﺍﻹﻗﻼﻉ(‪.‬‬
‫ﺍﻟﺰﻣﻦ ﺍﻷﺧﻀﺮ ﺍﻟﻔﻌﺎﻝ‪ :‬ﻫﻮ ﺍﻟﺰﻣﻦ ﺍﻟﺬﻱ ﻳﻜﻮﻥ ﺧﻼﻟﻪ ﻃﻮﺭ ﻣﻌﲔ ﻣﺴﺘﺨﺪﻡ ﺑﺸﻜﻞ ﻓﻌﺎﻝ ﻣﻦ ﻗﺒـﻞ ﺣﺮﻛـﺎﺕ‬ ‫‪-‬‬
‫ﻣﻌﻴﻨﺔ‪ ،‬ﻭﻳﺆﺧﺬ ﻋﺎﺩﺓ ﺍﻟﺰﻣﻦ ﺍﻷﺧﻀﺮ ﻣﻀﺎﻓﹰﺎ ﺇﻟﻴﻪ ﺯﻣﻦ ﺍﻟﺘﺒﺪﻳﻞ ﻣﻄﺮﻭﺣﹰﺎ ﻣﻨﻪ ﺍﻟﺰﻣﻦ ﺍﻟﻀﺎﺋﻊ‪.‬‬
‫ﳎﻤﻮﻋﺔ ﺍﳊﺎﺭﺍﺕ‪ :‬ﻳﺘﻢ ﺗﻘﺴﻴﻢ ﺍﳊﺎﺭﺍﺕ ﰲ ﻛﻞ ﺫﺭﺍﻉ ﺇﱃ ﳎﻤﻮﻋﺎﺕ ﻣﻦ ﺍﳊﺎﺭﺍﺕ ﺍﻟﱵ ﲢﻮﻱ ﺣﺎﺭﺍﺕ ﳐﺼﺼـﺔ‬ ‫‪-‬‬
‫ﻹﺣﺪﻯ ﺣﺮﻛﺎﺕ ﺍﻻﻧﻌﻄﺎﻑ )ﳝﲔ ﺃﻭ ﻳﺴﺎﺭ( ﻭ ﺣﺎﺭﺍﺕ ﻣﺸﺘﺮﻛﺔ ﳊﺮﻛﺔ ﻣﺴﺘﻘﻴﻤﺔ ﻣﻊ ﺣﺮﻛﺔ ﺍﻧﻌﻄﺎﻑ ﺃﻭ ﺣﺮﻛﺔ‬
‫ﻣﺴﺘﻘﻴﻤﺔ ﻓﻘﻂ ﲝﻴﺚ ﻳﺘﻢ ﺍﺩﺭﺍﺟﻬﺎ ﰲ ﻃﻮﺭ ﻭﺍﺣﺪ ﻣﺸﺘﺮﻙ‪.‬‬

‫‪ ٢-٢-٣‬ﺃﻧﻮﺍﻉ ﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻀﻮﺋﻴﺔ‬

‫‪ -١‬ﺇﺷﺎﺭﺍﺕ ﺫﺍﺕ ﺯﻣﻦ ﳏﺪﺩ ﺛﺎﺑﺖ )‪ :(Pretimed‬ﺗﺘﻌﺎﻗﺐ ﻓﻴﻬﺎ ﺍﻷﺯﻣﻨﺔ ﺍﳋﻀﺮﺍﺀ‪ ،‬ﺃﺯﻣﻨﺔ ﺍﻟﺘﺒﺪﻳﻞ‪ ،‬ﺍﻷﺯﻣﻨﺔ ﺍﳊﻤﺮﺍﺀ‪،‬‬
‫ﺑﺸﻜﻞ ﺩﻭﺭﻱ ﻭﺛﺎﺑﺖ ﻭﻗﻴﻤﻬﺎ ﳏﺪﺩﺓ ﻣﺴﺒﻘﹰﺎ‪.‬‬
‫‪ -٢‬ﺇﺷﺎﺭﺍﺕ ﻣﺮﺗﺒﻄﺔ ﺟﺰﺋﻴﹰﺎ ﺑﺎﳊﺮﻛﺔ )‪ :(Semi-Actuated‬ﺗﻌﻄﻲ ﺯﻣﻦ ﺃﺧﻀﺮ ﺑﺸﻜﻞ ﻣﺴﺘﻤﺮ ﻟﻠﺸﺎﺭﻉ ﺍﻟﺮﺋﻴﺴﻲ ﻣﺎ‬
‫ﱂ ﻳﺘﻢ ﺍﻹﻋﻼﻥ ﻋﻦ ﺣﺎﺟﺔ ﻟﺰﻣﻦ ﺃﺧﻀﺮ ﻋﻠﻰ ﺍﻻﲡﺎﻩ ﺍﻟﺜﺎﻧﻮﻱ ﻋﻦ ﻃﺮﻳﻖ ﺍﻟﻜﻮﺍﺷﻒ ﺍﳋﺎﺻﺔ ﺍﳌﻮﺿﻮﻋﺔ ﰲ ﺍﻟﻄﺮﻳﻖ‬
‫ﺍﻟﺜﺎﻧﻮﻱ‪.‬‬
‫‪ -٣‬ﺇﺷﺎﺭﺍﺕ ﻣﺮﺗﺒﻄﺔ ﻛﻠﻴﹰﺎ ﺑﺎﳊﺮﻛﺔ )‪ :(Fully-Actuated‬ﺗﻜﻮﻥ ﻛﺎﻓﺔ ﺃﻃﻮﺍﺭ ﺍﻹﺷﺎﺭﺓ ﺍﻟﻀﻮﺋﻴﺔ ﻓﻴﻬﺎ ﻣﺮﺗﺒﻄﺔ ﺑﻌﻤﻞ‬
‫ﺍﻟﻜﻮﺍﺷﻒ )ﺍﳊﺴﺎﺳﺎﺕ( ﺍﻟﱵ ﺗﻮﺿﻊ ﻋﻠﻰ ﻛﺎﻓﺔ ﺃﺫﺭﻉ ﺍﻟﺘﻘﺎﻃﻊ‪.‬‬

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 ‫‪ -٤‬ﺍﺷﺎﺭﺍﺕ ﻣﺮﺗﺒﻄﺔ ﺑﻨﻈﺎﻡ ﲢﻜﻢ ﻣﺮﻛﺰﻱ )‪ :(Computer-Controlled‬ﺗﻜﻮﻥ ﺑﺮﺍﻣﺞ ﺍﻻﺷﺎﺭﺓ ﺍﻟﺰﻣﻨﻴـﺔ ﺧﺎﺿـﻌﺔ‬
‫ﻟﻠﺘﻨﺴﻴﻖ ﻣﻊ ﺍﻻﺷﺎﺭﺍﺕ ﺍ‪‬ﺎﻭﺭﺓ ﺑﻨﺎﺀ ﻋﻠﻰ ﺑﺮﻧﺎﻣﺞ ﲢﻜﻢ ﻣﺮﻛﺰﻱ ﻳﻌﺘﻤﺪ ﻋﻠﻰ ﻣﻌﻠﻮﻣﺎﺕ ﻣﺮﻭﺭﻳﺔ ﻳﺘﻢ ﺍﳊﺼﻮﻝ ﻋﻠﻴﻬﺎ ﻣﻦ‬
‫ﳎﺴﺎﺕ ﻣﻨﺘﺸﺮﺓ ﻋﻠﻰ ﺷﺒﻜﺔ ﺍﻟﻄﺮﻕ‪.‬‬

‫ﺗـ ‪‬ﻢ ﰲ ﻫﺬﻩ ﺍﻟﺪﺭﺍﺳﺔ ﺗﻨﺎﻭﻝ ﺗﻘﺎﻃﻌﺎﺕ ﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻀﻮﺋﻴﺔ ﺫﺍﺕ ﺍﻟﱪﻧﺎﻣﺞ ﺍﻟﺰﻣﲏ ﺍﶈﺪﺩ‪ ،‬ﻭﳝﻜﻦ ﺍﺗﺒﺎﻉ ﻧﻔﺲ ﺍﳌﻨﻬﺠﻴـﺔ‬
‫ﻣﻊ ﺍﻷﻧﻮﺍﻉ ﺍﻷﺧﺮﻯ ﺑﻌﺪ ﲨﻊ ﺍﳌﻌﻠﻮﻣﺎﺕ ﺍﻟﻼﺯﻣﺔ‪ .‬ﳝﻜﻦ ﻗﻴﺎﺱ ﳐﺘﻠﻒ ﺍﻷﺯﻣﺎﻥ ﻟﻼﺷﺎﺭﺍﺕ ﺍﳌﺮﺗﺒﻄﺔ ﺟﺰﺋﻴـﹰﺎ ﺃﻭ ﻛﻠﻴـﹰﺎ‬
‫ﺑﺈﺟﺮﺍﺀ ﺍﻟﻘﻴﺎﺱ ﺍﳌﺒﺎﺷﺮ ﳍﺎ ﻣﻴﺪﺍﻧﻴﹰﺎ ﻟﻌﺪﺩ ﻣﻦ ﺍﳌﺮﺍﺕ ﻭﺃﺧﺬ ﺍﳌﻌﺪﻝ )ﺍﻟﻮﺳﻄﻲ( ﳍﺎ‪.‬‬

‫‪Capacity‬‬ ‫‪ ٣-٢-٣‬ﺍﻟﺴﻌﺔ‬
‫ﻫﻲ ﺃﻗﺼﻰ ﻋﺪﺩ ﻣﻦ ﺍﳌﺮﻛﺒﺎﺕ ﺍﻟﺬﻱ ﳝﻜﻦ ﺃﻥ ﻳﻌﱪ ﻗﻄﺎﻋﹰﺎ ﻣﻌﻴﻨﹰﺎ ﰲ ﺍﻟﻈﺮﻭﻑ ﺍﳌﺮﻭﺭﻳﺔ ﻭﺍﻟﻄﺮﻗﻴـﺔ ﻭﻇـﺮﻭﻑ‬
‫ﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻀﻮﺋﻴﺔ ﺍﳌﻮﺟﻮﺩﺓ ﻋﻠﻰ ﺍﻟﺘﻘﺎﻃﻊ ﺍﳌﺪﺭﻭﺱ ﺧﻼﻝ ﺳﺎﻋﺔ ﻣﻌﻴﻨﺔ‪ .‬ﲢﺴﺐ ﺍﻟﺴﻌﺔ ﻟﻠﺘﻘﺎﻃﻊ ﻟﻜﻞ ﳎﻤﻮﻋـﺔ ﻣـﻦ‬
‫ﺍﳊﺎﺭﺍﺕ )ﺣﺎﺭﺍﺕ ﳐﺼﺼﺔ ﻟﻼﻧﻌﻄﺎﻑ ﳓﻮ ﺍﻟﻴﻤﲔ‪ ،‬ﺃﻭ ﳓﻮ ﺍﻟﻴﺴﺎﺭ‪ ،‬ﺃﻭ ﺣﺎﺭﺍﺕ ﻣﺸﺘﺮﻛﺔ( ﺑﺸﻜﻞ ﻣﺴﺘﻘﻞ‪ ،‬ﰒ ﲢﺴـﺐ‬
‫ﻟﻜﻞ ﺫﺭﺍﻉ‪ ،‬ﻭﻣﻦ ﹼﰒ ﻟﻠﺘﻘﺎﻃﻊ ﻛﻜﻞ‪.‬‬
‫ﺗﺘﺄﺛﺮ ﺍﻟﺴﻌﺔ ﺑﺎﻟﻌﻮﺍﻣﻞ ﺍﻟﺘﺎﻟﻴﺔ‪:‬‬
‫ﺍﻟﻈﺮﻭﻑ ﺍﳍﻨﺪﺳﻴﺔ ﻟﻠﺘﻘﺎﻃﻊ‪ ،‬ﻭﺗﺸﻤﻞ‪:‬‬
‫‪ -‬ﻃﺒﻴﻌﺔ ﺍﳌﻨﻄﻘﺔ ) ﻣﺮﻛﺰ ﺍﳌﺪﻳﻨﺔ ‪ ،‬ﻣﻨﺎﻃﻖ ﺃﺧﺮﻯ (‪.‬‬
‫‪ -‬ﻋﺪﺩ ﺍﳊﺎﺭﺍﺕ ﻋﻠﻰ ﻛﻞ ﺫﺭﺍﻉ‪.‬‬
‫‪ -‬ﻋﺮﺽ ﺣﺎﺭﺓ ﺍﳌﺮﻭﺭ‪.‬‬
‫‪ -‬ﺍﳌﻴﻞ ﺍﻟﻄﻮﱄ ﻟﻜﻞ ﺫﺭﺍﻉ‪.‬‬
‫‪ -‬ﻭﺟﻮﺩ ﺣﺎﺭﺍﺕ ﳐﺼﺼﺔ ﻟﻼﻧﻌﻄﺎﻑ ﻟﻠﻴﺴﺎﺭ ﺃﻭ ﺍﻟﻴﻤﲔ‪.‬‬
‫‪ -‬ﻃﻮﻝ ﻣﻨﻄﻘﺔ ﺍﻧﺘﻈﺎﺭ ﺍﻟﻌﺮﺑﺎﺕ ﺍﳌﻨﻌﻄﻔﺔ‪.‬‬
‫‪ -‬ﻇﺮﻭﻑ ﻭﻗﻮﻑ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻋﻨﺪ ﺍﻟﺘﻘﺎﻃﻊ‪.‬‬
‫ﺍﻟﻈﺮﻭﻑ ﺍﳌﺮﻭﺭﻳﺔ ﻟﻠﺘﻘﺎﻃﻊ‪ ،‬ﻭﺗﺸﻤﻞ‪:‬‬
‫ﻏﺰﺍﺭﺓ ﺣﺮﻛﺔ ﺍﳌﺮﻭﺭ ﺍﻻﲡﺎﻫﻴﺔ‪.‬‬ ‫‪-‬‬
‫ﻏﺰﺍﺭﺓ ﺍﻹﺷﺒﺎﻉ ﰲ ﺍﻟﻈﺮﻭﻑ ﺍﳌﺜﺎﻟﻴﺔ‪.‬‬ ‫‪-‬‬
‫ﻣﻌﺎﻣﻞ ﺳﺎﻋﺔ ﺍﻟﺬﺭﻭﺓ‪.‬‬ ‫‪-‬‬
‫ﻧﺴﺒﺔ ﺍﻟﻌﺮﺑﺎﺕ ﺍﻟﺸﺎﺣﻨﺔ ﰲ ﺗﻴﺎﺭ ﺍﳌﺮﻭﺭ‪.‬‬ ‫‪-‬‬
‫ﻏﺰﺍﺭﺓ ﺍﳌﺸﺎﺓ ﺍﳌﺘﺼﺎﺩﻣﺔ ﺍﻟﱵ ﺗﺴﺘﺨﺪﻡ ﺍﻟﺘﻘﺎﻃﻊ‪.‬‬ ‫‪-‬‬
‫ﻭﻗﻮﻑ ﻭﺳﺎﺋﻞ ﺍﻟﻨﻘﻞ ﺍﻟﻌﺎﻡ ﻋﻨﺪ ﺍﻟﺘﻘﺎﻃﻊ‪.‬‬ ‫‪-‬‬
‫ﺷﻜﻞ ﻭﺻﻮﻝ ﺍﻟﻌﺮﺑﺎﺕ ﺇﱃ ﺍﻟﺘﻘﺎﻃﻊ‪.‬‬ ‫‪-‬‬

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 ‫‪ -‬ﻧﺴﺒﺔ ﺍﻟﻌﺮﺑﺎﺕ ﺍﻟﱵ ﺗﺼﻞ ﺧﻼﻝ ﺍﻟﺰﻣﻦ ﺍﻷﺧﻀﺮ‪.‬‬
‫‪ -‬ﺳﺮﻋﺔ ﺍﻟﻄﺮﻳﻖ‪.‬‬
‫ﻇﺮﻭﻑ ﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻀﻮﺋﻴﺔ‪ ،‬ﻭﺗﺸﻤﻞ ‪:‬‬
‫ﺯﻣﻦ ﺩﻭﺭﺓ ﺍﻹﺷﺎﺭﺓ ﺍﻟﻀﻮﺋﻴﺔ‪.‬‬ ‫‪-‬‬
‫ﺍﻟﺰﻣﻦ ﺍﻷﺧﻀﺮ‪.‬‬ ‫‪-‬‬
‫ﺯﻣﻦ ﺍﻟﺘﺒﺪﻳﻞ ﺍﻷﺻﻔﺮ‪.‬‬ ‫‪-‬‬
‫ﺯﻣﻦ ﺍﻹﺧﻼﺀ )ﺍﻷﲪﺮ ﻟﻠﻜﻞ( ‪.All Red‬‬ ‫‪-‬‬
‫ﻧﻮﻉ ﺑﺮﻧﺎﻣﺞ ﺍﻹﺷﺎﺭﺓ ﺍﻟﻀﻮﺋﻴﺔ )ﺇﺷﺎﺭﺓ ﺫﺍﺕ ﺯﻣﻦ ﺛﺎﺑﺖ ﺃﻭ ﻣﺮﺗﺒﻄﺔ ﺑﺎﳊﺮﻛﺔ(‪.‬‬ ‫‪-‬‬
‫ﻭﺟﻮﺩ ﺇﺷﺎﺭﺍﺕ ﻣﺰﻭﺩﺓ ﺑﺰﺭ ﺧﺎﺹ ﳊﺮﻛﺔ ﺍﳌﺸﺎﺓ‪.‬‬ ‫‪-‬‬
‫ﺍﻟﺰﻣﻦ ﺍﻷﺧﻀﺮ ﺍﻷﺻﻐﺮﻱ ﻟﻠﻤﺸﺎﺓ‪.‬‬ ‫‪-‬‬
‫ﳐﻄﻂ ﺗﺘﺎﺑﻊ ﺍﻷﻃﻮﺍﺭ‪.‬‬ ‫‪-‬‬
‫ﻓﺘﺮﺓ ﺍﻟﺘﺤﻠﻴﻞ‪.‬‬ ‫‪-‬‬

‫‪Level of Service‬‬ ‫‪ ٤-٢-٣‬ﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ‬

‫ﻳﻌﺘﻤﺪ ﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ ﻟﻺﺷﺎﺭﺍﺕ ﺍﻟﻀﻮﺋﻴﺔ ﻋﻠﻰ ﻣﻌﻴﺎﺭ ﺍﻟﺘﺄﺧﲑ ﺍﳌﺮﻭﺭﻱ ﺍﻟﺬﻱ ﳝﺜﹼﻞ ﻣﻌﺪﻝ ﺍﻟﺘﺄﺧﲑ ﻟﻠﻤﺮﻛﺒﺎﺕ ﻟﻜـﻞ‬
‫ﳎﻤﻮﻋﺔ ﺣﺎﺭﺍﺕ ﻭﺍﻟﻨﺎﺗﺞ ﻋﻦ ﺍﺳﺘﺨﺪﺍﻡ ﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻀﻮﺋﻴﺔ ﻟﻠﺘﻘﺎﻃﻊ‪ ،‬ﻭ ﻳﺘﻢ ﺣﺴﺎﺑﻪ ﻟﻜﻞ ﳎﻤﻮﻋﺔ ﺣﺎﺭﺍﺕ ﰒ ﻟﻠﺬﺭﺍﻉ‪،‬‬
‫ﰒ ﻟﻠﺘﻘﺎﻃﻊ ﺑﺎﻟﻜﺎﻣﻞ‪ .‬ﻭ ﻫﻮ ﻣﻌﻴﺎﺭ ﺍﻟﺘﻘﻴﻴﻢ ﺍﻷﺳﺎﺳﻲ ﺍﳌﺴﺘﺨﺪﻡ ﻋﺎﳌﻴﹰﺎ ﻟﻠﺘﻘﺎﻃﻌﺎﺕ ﺍﳌﻨﻈﹼﻤﺔ ﺑﺈﺷﺎﺭﺍﺕ ﺿﻮﺋﻴﺔ‪.‬‬
‫ﻫﻨﺎﻙ ﻋﺪﺓ ﻣﺴﺘﻮﻳﺎﺕ ﻟﻠﺨﺪﻣﺔ ﻣﺒﻴﻨﺔ ﰲ ﺍﳉﺪﻭﻝ ﺭﻗﻢ )‪.(١‬‬

‫)‪(HCM2000‬‬ ‫ﺟﺪﻭﻝ ﺭﻗﻢ )‪ .(١‬ﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ ﰲ ﺗﻘﺎﻃﻌﺎﺕ ﻣﻨﻈﻤﺔ ﺑﺈﺷﺎﺭﺍﺕ ﺿﻮﺋﻴﺔ‬

‫ﻣﻌﺪﻝ ﺯﻣﻦ ﺍﻟﺘﺄﺧﲑ )ﺛﺎﻧﻴﺔ‪/‬ﻣﺮﻛﺒﺔ(‬ ‫ﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ‬

‫≤‬ ‫‪10‬‬ ‫‪A‬‬
‫>‬ ‫‪10‬‬ ‫‪-‬‬ ‫‪20‬‬ ‫‪B‬‬
‫>‬ ‫‪20‬‬ ‫‪-‬‬ ‫‪35‬‬ ‫‪C‬‬
‫>‬ ‫‪35‬‬ ‫‪-‬‬ ‫‪55‬‬ ‫‪D‬‬
‫>‬ ‫‪55‬‬ ‫‪-‬‬ ‫‪80‬‬ ‫‪E‬‬
‫>‬ ‫‪80‬‬ ‫‪F‬‬

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 ‫‪ ٥-٢-٣‬ﺍﻷﺳﺎﺱ ﺍﻟﻨﻈﺮﻱ ﳌﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ ﺃﺩﺍﺀ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ‬
‫ﻳﻌﺘﱪ ﺩﻟﻴﻞ ﺳﻌﺔ ﺍﻟﻄﺮﻕ )‪ Highway Capacity Manual (HCM 2000‬ﺍﳌﺮﺟﻊ ﺍﻷﻭﻝ ﻭﺍﻷﻛﺜﺮ ﺷﻴﻮﻋﹰﺎ‬
‫ﻼ ﻣﻦ ﺣﻴـﺚ ﺗﻐﻄﻴﺘـﻪ‬ ‫ﰲ ﺍﻟﻌﺎﱂ ﰲ ﺍﻟﺪﺭﺍﺳﺎﺕ ﺫﺍﺕ ﺍﻟﺼﻠﺔ ﺑﺘﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺘﻘﺎﻃﻌﺎﺕ‪ ،‬ﻭﺍﻷﻛﺜﺮ ﴰﻮ ﹰﻻ ﻭﺗﻜﺎﻣ ﹰ‬
‫ﳌﺨﺘﻠﻒ ﺍﳌﻮﺍﺿﻴﻊ ﺍﳌﺮﻭﺭﻳﺔ‪ .‬ﹼﰎ ﺗﻄﻮﻳﺮﻩ ﻋﻠﻰ ﻣﺮﺍﺣﻞ ﺗﺪﺭﳚﻴﺔ ﰲ ﺍﻟﻮﻻﻳﺎﺕ ﺍﳌﺘﺤﺪﺓ ﺍﻷﻣﺮﻳﻜﻴﺔ‪ ،‬ﻭ ﹼﰎ ﺗﺒﻨﻴﻪ ﰲ ﺍﻟﻌﺪﻳﺪ ﻣـﻦ‬
‫ﺩﻭﻝ ﺍﻟﻌﺎﱂ ﻛﺪﻟﻴﻞ ﻣﻌﺘﻤﺪ ﻟﺘﺼﻤﻴﻢ ﳐﺘﻠﻒ ﺃﻧﻮﺍﻉ ﺍﻟﺘﺤﻜﻢ ﺍﳌﺮﻭﺭﻱ ﻭﺗﻘﻴﻴﻢ ﻋﻤﻞ ﳐﺘﻠﻒ ﺃﻧﻮﺍﻉ ﺍﻟﻌﻨﺎﺻﺮ ﺍﻟﻄﺮﻗﻴﺔ‪.‬‬
‫ﺑﺸﻜﻞ ﺃﺳﺎﺳﻲ‪ ،‬ﻳﻌﺘﻤﺪ ﺍﻟـ ‪ HCM‬ﰲ ﻋﻤﻠﻴﺔ ﲢﻠﻴﻞ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺘﻘﺎﻃﻌﺎﺕ ﺍﳌﻨﻈﻤﺔ ﺑﺈﺷﺎﺭﺍﺕ ﺿﻮﺋﻴﺔ ﻋﻠﻰ ﺍﳌﻌﺎﺩﻟﺔ‬
‫ﺍﻷﺳﺎﺳﻴﺔ ﺍﻟﺘﺎﻟﻴﺔ ﳊﺴﺎﺏ ﺍﻟﻐﺰﺍﺭﺓ ﺍﳌﻌﺪ‪‬ﻟﺔ‪:‬‬
‫‪S = S0 . N . fw . fhv . fg . fp . fbb . fa . flu . flt . frt . flpb . frpb‬‬
‫ﺣﻴﺚ‪:‬‬
‫‪ S‬ﺍﻟﻐﺰﺍﺭﺓ ﺍﳌﻌﺪﻟﺔ‬
‫‪ S0‬ﻏﺰﺍﺭﺓ ﺍﻹﺷﺒﺎﻉ ﺍﳌﺜﺎﻟﻴﺔ‬
‫‪ N‬ﻋﺪﺩ ﺍﳊﺎﺭﺍﺕ‬
‫‪ fw‬ﻣﻌﺎﻣﻞ ﺗﻌﺪﻳﻞ ﻋﺮﺽ ﺣﺎﺭﺓ ﺍﳌﺮﻭﺭ‬
‫‪ fhv‬ﻣﻌﺎﻣﻞ ﺗﻌﺪﻳﻞ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﺸﺎﺣﻨﺔ‬
‫‪ fg‬ﻣﻌﺎﻣﻞ ﺗﻌﺪﻳﻞ ﺍﳌﻴﻞ ﺍﻟﻄﻮﱄ ﻟﻠﺬﺭﺍﻉ‬
‫‪ fp‬ﻣﻌﺎﻣﻞ ﺗﻌﺪﻳﻞ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬
‫‪ fbb‬ﻣﻌﺎﻣﻞ ﺗﻌﺪﻳﻞ ﺗﻮﻗﻒ ﺍﻟﺒﺎﺻﺎﺕ‬
‫‪ fa‬ﻣﻌﺎﻣﻞ ﺗﻌﺪﻳﻞ ﻃﺒﻴﻌﺔ ﺍﳌﻨﻄﻘﺔ‬
‫‪ flu‬ﻣﻌﺎﻣﻞ ﺗﻌﺪﻳﻞ ﺍﺳﺘﻌﻤﺎﻝ ﺍﳊﺎﺭﺍﺕ‬
‫‪ flt‬ﻣﻌﺎﻣﻞ ﺗﻌﺪﻳﻞ ﺍﻻﻧﻌﻄﺎﻑ ﻟﻠﻴﺴﺎﺭ‬
‫‪ frt‬ﻣﻌﺎﻣﻞ ﺗﻌﺪﻳﻞ ﺍﻻﻧﻌﻄﺎﻑ ﻟﻠﻴﻤﲔ‬
‫‪ flpb‬ﻣﻌﺎﻣﻞ ﺗﻌﺪﻳﻞ ﺍﳌﺸﺎﺓ ﻟﻼﻧﻌﻄﺎﻑ ﻟﻠﻴﺴﺎﺭ‬
‫‪ Frpb‬ﻣﻌﺎﻣﻞ ﺗﻌﺪﻳﻞ ﺍﳌﺸﺎﺓ ﻟﻼﻧﻌﻄﺎﻑ ﻟﻠﻴﻤﲔ‬

‫ﻳﻘﻮﻡ ﺍﻟـ ‪ HCM 2000‬ﺑﺎﺳﺘﻨﺘﺎﺝ ﻗﻴﻢ ﻣﻌﺎﻣﻼﺕ ﺍﻟﺘﻌﺪﻳﻞ ﺍﻟﺴﺎﺑﻘﺔ ﻣﻦ ﺟﺪﺍﻭﻝ ﻭ ﻣﻌﺎﺩﻻﺕ ﺧﺎﺻﺔ ﺍﻋﺘﻤـﺎﺩﹰﺍ ﻋﻠـﻰ‬
‫ﺍﻟﻈﺮﻭﻑ ﺍﳍﻨﺪﺳﻴﺔ ﻭ ﺍﳌﺮﻭﺭﻳﺔ ﻟﻠﺘﻘﺎﻃﻊ‪ ،‬ﺑﺎﻹﺿﺎﻓﺔ ﻟﻈﺮﻭﻑ ﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻀﻮﺋﻴﺔ‪ .‬ﺑﻌﺪ ﺫﻟﻚ ﻳﺘﻢ ﺣﺴﺎﺏ ﺍﻟﺴﻌﺔ‪ ،‬ﻧﺴـﺒﺔ‬
‫ﺣﺠﻢ ﺍﳌﺮﻭﺭ ﺇﱃ ﺍﻟﺴﻌﺔ ﻟﻠﺤﺼﻮﻝ ﻋﻠﻰ ﻧﺴﺒﺔ ﺍﻟﺘﺤﻤﻴﻞ ﻭﺫﻟﻚ ﻟﻜﻞ ﳎﻤﻮﻋﺔ ﺣﺎﺭﺍﺕ‪ .‬ﻭﻣﻦ ﹼﰒ ﻳﺘﻢ ﺣﺴـﺎﺏ ﺃﺯﻣﻨـﺔ‬
‫ﺍﻟﺘﺄﺧﲑ ﻭﻣﺴﺘﻮﻳﺎﺕ ﺍﳋﺪﻣﺔ ﻟﻜﻞ ﳎﻤﻮﻋﺔ ﺣﺎﺭﺍﺕ‪ ،‬ﺫﺭﺍﻉ‪ ،‬ﻭﺃﺧﲑﹰﺍ ﻟﻠﺘﻘﺎﻃﻊ ﻛﻜﻞ‪.‬‬
‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ (١١‬ﻳﻮﺿﺢ ﺍﳌﻨﻬﺠﻴـﺔ ﺍﻟﻨـﻈﺮﻳﺔ ﺍﳌﺘﺒﻌﺔ ﰲ ﺗﻘـﻴﻴﻢ ﺃﺩﺍﺀ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﺍﳌﻨﻈﹼﻤﺔ ﺑﺈﺷﺎﺭﺍﺕ ﺿﻮﺋﻴـﺔ ﻭﻓـﻖ‬
‫ﺩﻟﻴﻞ ‪. HCM 2000‬‬

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 ‫ﺍﳌﺪﺧﻼﺕ‬
‫ﻫﻨﺪﺳﻴﺔ‬ ‫•‬
‫ﺣﺮﻛﺔ ﻣﺮﻭﺭ‬ ‫•‬
‫ﺇﺷﺎﺭﺍﺕ‬ ‫•‬

‫ﳎﻤﻮﻋﺔ ﺍﳊﺎﺭﺍﺕ‬ ‫ﻏﺰﺍﺭﺓ ﺍﻻﺷﺒﺎﻉ‬

‫ﳎﻤﻮﻋﺔ ﺍﳊﺎﺭﺍﺕ ﻭﺍﳊﺠﻮﻡ‬ ‫•‬ ‫ﺍﳌﻌﺎﺩﻟﺔ ﺍﻻﺳﺎﺳﻴﺔ‬ ‫•‬
‫ﻣﻌﺎﻣﻞ ﺳﺎﻋﺔ ﺍﻟﺬﺭﻭﺓ‬ ‫•‬ ‫ﻣﻌﺎﻣﻼﺕ ﺍﻟﺘﻌﺪﻳﻞ‬ ‫•‬
‫ﺍﻻﻧﻌﻄﺎﻑ ﻟﻠﻴﻤﲔ ﰲ ﺍﻷﲪﺮ‬ ‫•‬

‫ﺍﻟﺴﻌﺔ ﻭ ﻧﺴﺒﺔ ﺍﳊﺠﻢ ﻟﻠﺴﻌﺔ‬

‫ﺍﻟﺴﻌﺔ‬ ‫•‬
‫ﻧﺴﺒﺔ ﺍﳊﺠﻢ ﻟﻠﺴﻌﺔ‬ ‫•‬

‫ﻣﻌﺎﻣﻼﺕ ﺍﻷﺩﺍﺀ‬
‫ﺍﻟﺘﺄﺧﲑ‬ ‫•‬
‫ﺗﻌﺪﻳﻞ ﺍﳌﻮﺟﺔ ﺍﳋﻀﺮﺍﺀ‬ ‫•‬
‫ﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ‬ ‫•‬
‫ﻃﻮﻝ ﺍﻟﺼﻒ‬ ‫•‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(١١‬ﻣﻨﻬﺠﻴﺔ ﺍﻟـ ‪ HCM‬ﻟﺘﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺘﻘﺎﻃﻌﺎﺕ ﺍﳌﻨﻈﹼﻤﺔ ﺑﺈﺷﺎﺭﺍﺕ ﺿﻮﺋﻴﺔ‬

‫‪ ٣-٣‬ﻣﻨﻬﺠﻴﺔ ﺗﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺘﻘﺎﻃﻌﺎﺕ‬

‫ﻫﻨﺎﻙ ﺑﺮﺍﻣﺞ ﻋﺪﻳﺪﺓ ﺗﻌﺘﻤﺪ ﻣﻨﻬﺠﻴﺔ ﺍﻟﺘﻘﻴﻴﻢ ﺍﳌﺘﺒﻌﺔ ﰲ ﺍﻟـ ‪ . HCM‬ﲣﺘﻠﻒ ﻫﺬﻩ ﺍﻟﱪﺍﻣﺞ ﻋﻦ ﺑﻌﻀﻬﺎ ﺍﻟـﺒﻌﺾ‬
‫ﰲ ﺗﺒﻨﻴﻬﺎ ﺑﻌﺾ ﻧﺘﺎﺋﺞ ﺍﻟﺒﺤﻮﺙ ﺍﳌﺘﻌﻠﻘﺔ ﰲ ﻧﺎﺣﻴﺔ ﻣﻦ ﺍﻟﻨﻮﺍﺣﻲ ﺍﻟﱵ ﻳﺘﻨﺎﻭﳍﺎ ﺍﻟـ ‪ HCM‬ﻭﺫﻟﻚ ﺑﻐﺮﺽ ﺍﻻﻗﺘﺮﺍﺏ ﺃﻛﺜﺮ‬
‫ﻣﻦ ﺍﻟﻘﻴﻢ ﺍﻟﻔﻌﻠﻴﺔ ﻷﺯﻣﻨﺔ ﺍﻟﺘﺄﺧﲑ‪ ،‬ﺃﻭ ﺗﻘﻮﻳﺔ ﺃﺩﺍﺀ ﻋﻤﻞ ﺍﻟﱪﻧﺎﻣﺞ ﰲ ﺍﲡﺎﻩ ﻧﻮﻉ ﻣﻌﲔ ﻣﻦ ﺍﻟﺪﺭﺍﺳﺎﺕ‪ ،‬ﺃﻭ ﺍﻟﻘﻴﺎﻡ ﺑﻮﻇﺎﺋﻒ‬
‫ﻣﺘﻄﻮﺭﺓ‪ ،‬ﻭﺑﺎﻟﺘﺎﱄ ﻫﻨﺎﻙ ﺍﺧﺘﻼﻓﺎﺕ ﻗﺪ ﺗﻜﻮﻥ ﻃﻔﻴﻔﺔ ﺃﻭ ﺟﺬﺭﻳﺔ ﰲ ﻧﺘﺎﺋﺞ ﻫﺬﻩ ﺍﻟﱪﺍﻣﺞ ﻧﺘﻴﺠﺔ ﻟﻠﺘﻌﺪﻳﻼﺕ ﺍﻟﱵ ﺗﺪﺧﻠـﻬﺎ‬
‫ﻋﻠﻰ ﺍﳌﻌﺎﺩﻻﺕ ﻭﺍﻟﻌﻮﺍﻣﻞ ﺍﳌﺴﺘﺨﺪﻣﺔ ﰲ ﺣﺴﺎﺏ ﻏﺰﺍﺭﺍﺕ ﺍﳌﺮﻭﺭ ﺍﳌﻌﺪﻟﺔ ﻭﺃﺯﻣﻨﺔ ﺍﻟﺘﺄﺧﲑ‪ ،‬ﻭﺫﻟﻚ ﺑﻐﺮﺽ ﺗﻄﻮﻳﺮ ﻣﻨﻬﺠﻴﺔ‬
‫ﺣﺴﺎﺏ ﻫﺬﻩ ﺍﻟﻌﻮﺍﻣﻞ ﻣﻦ ﺟﻬﺔ‪ ،‬ﻭﻟﺘﺨﺼﻴﺺ ﻋﻤﻞ ﺍﻟﱪﻧﺎﻣﺞ ﻟﻨﻮﻉ ﻣﻦ ﻋﻤﻠﻴﺎﺕ ﺍﻟﺘﺤﻠﻴﻞ ﺍﳌﺮﻭﺭﻱ‪ ،‬ﺃﻭ ﺣـﱴ ﻟﺘﻌـﺪﻳﻞ‬
‫ﺍﻟﱪﻧﺎﻣﺞ ﲝﻴﺚ ﻳﺘﻀﻤﻦ ﻋﻮﺍﻣﻞ ﺗﻌﻜﺲ ﺍﻟﻈﺮﻭﻑ ﺍﳌﺮﻭﺭﻳﺔ ﺍﶈﻠﻴﺔ ﻟﺒﻠﺪ ﻣﻌﲔ‪.‬‬

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 ‫ﻣﻦ ﻫﺬﻩ ﺍﻟﱪﺍﻣﺞ ‪ . HCS, Sidra, Synchro‬ﻗﺎﻣﺖ ﻫﺬﻩ ﺍﻟﺪﺭﺍﺳﺔ ﺑﺎﺧﺘﻴﺎﺭ ﺇﺣﺪﻯ ﺍﻟﱪﳎﻴﺎﺕ ﺍﳌﺴﺘﺨﺪﻣﺔ ﰲ ﺗﻘﻴـﻴﻢ‬
‫ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺘﻘﺎﻃﻌﺎﺕ ﻭﺫﻟﻚ ﺑﻐﺮﺽ ﺗﻮﺿﻴﺢ ﻭﺑﻨﺎﺀ ﻣﻨﻬﺠﻴﺔ ﻟﺘﻘﻴﻴﻢ ﺃﺩﺍﺀ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﻭﻟﻴﺲ ﺇﳚﺎﺩ ﺣﻠـﻮﻝ ‪‬ﺎﺋﻴـﺔ‬
‫ﻟﻠﺘﻘﺎﻃﻌﺎﺕ‪ .‬ﺇﺫ ﺃﻥ ﻫﺬﻩ ﺍﻟﱪﳎﻴﺎﺕ ﲢﺘﺎﺝ ﳌﻌﺎﻳﺮﺓ ﻭﺗﻌﺪﻳﻞ ﰲ ﺑﻌﺾ ﺍﻟﻌﻮﺍﻣﻞ ﺍﻟﺪﺍﺧﻠـﺔ ﰲ ﻣﻨﻬﺠﻴـﺔ ﺍﳊﺴـﺎﺏ ﺍﻟـﱵ‬
‫ﺗﺴﺘﺨﺪﻣﻬﺎ ﻗﺒﻞ ﺍﻋﺘﻤﺎﺩﻫﺎ ﻛﻮﺳﻴﻠﺔ ﲢﻠﻴﻞ ﻭﺗﻘﻴﻴﻢ ﺭﲰﻴﺔ‪ ،‬ﻭﺫﻟﻚ ﺑﻐﺮﺽ ﺍﺳﺘﻴﻌﺎﺏ ﺍﻟﻈﺮﻭﻑ ﺍﳌﺮﻭﺭﻳﺔ ﺍﶈﻠﻴﺔ ﻭﻋﻜﺴﻬﺎ ﰲ‬
‫ﻃﺮﻳﻘﺔ ﺍﳊﺴﺎﺏ ﺍﳌﺘﺒﻌﺔ ﻣﻦ ﻗﺒﻞ ﺑﺮﻧﺎﻣﺞ ﻣﻌﲔ‪.‬‬

‫ﹼﰎ ﰲ ﻫﺬﻩ ﺍﻟﺪﺭﺍﺳﺔ ﺍﺧﺘﻴﺎﺭ ﺑﺮﻧﺎﻣﺞ ‪ ، Synchro 5‬ﻭ ﻫﻮ ﻋﺒﺎﺭﺓ ﻋﻦ ﺣﺰﻣﺔ ﺑﺮﳎﻴﺔ ﺗﻘﻮﻡ ﺑﺘﻘﻴﻴﻢ ﺍﻟﻮﺿـﻊ ﺍﻟـﺮﺍﻫﻦ ﻷﺩﺍﺀ‬
‫ﺍﻟﺘﻘﺎﻃﻌﺎﺕ‪ ،‬ﻛﻤﺎ ﺗﻘﻮﻡ ﺑﺎﻗﺘﺮﺍﺡ ﺣﻠﻮﻝ ﻣﺮﻭﺭﻳﺔ‪ ،‬ﻭﺫﻟﻚ ﺑﻨﺎ ًﺀ ﻋﻠﻰ ﺗﻌﺪﻳﻼﺕ ﻳﻘﺘﺮﺣﻬﺎ ﺍﻟﱪﻧﺎﻣﺞ ﺃﻭ ﺍﳌﺴﺘﺨﺪﻡ‪ .‬ﺗﺸـﻤﻞ‬
‫ﻫﺬﻩ ﺍﻟﺘﻌﺪﻳﻼﺕ ﺗﻐﻴﲑ ﺑﺮﺍﻣﺞ ﺍﻹﺷﺎﺭﺍﺕ‪ ،‬ﺗﻐﻴﲑ ﰲ ﳐﻄﻂ ﺗﺘﺎﺑﻊ ﺍﻷﻃﻮﺍﺭ‪ ،‬ﺃﻭ ﺗﻐﻴﲑ ﰲ ﲣﺼﻴﺺ ﺍﳊﺮﻛﺔ ﻋﻠﻰ ﺍﳊﺎﺭﺍﺕ‪.‬‬
‫ﹼﰎ ﺍﺧﺘﻴﺎﺭ ﻫﺬﺍ ﺍﻟﱪﻧﺎﻣﺞ ﻷﻧﻪ ﻳﺘﻤﻴﺰ ﻋﺪﺍ ﻋﻦ ﺍﻧﺘﺸﺎﺭﻩ ﻛﺄﺩﺍﺓ ﻟﺘﻘﻴﻴﻢ ﺃﺩﺍﺀ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﻣﺮﻭﺭﻳﹰﺎ ﺑﺴـﻬﻮﻟﺔ ﺍﻻﺳـﺘﺨﺪﺍﻡ ‪ ،‬ﺇﺫ‬
‫ﻳﺘﻴﺢ ﻟﻠﻤﺤﻠﻞ ﻋﻤﻠﻴﺎﺕ ﺍﻹﺩﺧﺎﻝ ﻋﻦ ﻃﺮﻳﻖ ﻭﺍﺟﻬﺎﺕ ﺳﻬﻠﺔ‪ ،‬ﻭ ﻋﻤﻠﻴﺎﺕ ﲢﻠﻴﻞ ﺑﻨﺎ ًﺀ ﻋﻠﻰ ﻃﺮﻕ ﻣﺘﻨﻮﻋـﺔ‪ ،‬ﻭﺇﺧـﺮﺍﺝ‬
‫ﻭﺍﺿﺢ ﻭﺳﺮﻳﻊ ﻟﻠﺘﻘﺎﺭﻳﺮ‪ ،‬ﺑﺎﻹﺿﺎﻓﺔ ﺇﱃ ﻛﻮﻧﻪ ﻳﺘﻴﺢ ﺇﺟﺮﺍﺀ ﻋﻤﻠﻴﺎﺕ ﳏﺎﻛﺎﺓ ﻟﻠﻮﺿﻊ ﺍﻟﺮﺍﻫﻦ ﻭﻟﺒﺪﺍﺋﻞ ﺍﳊﻠﻮﻝ‪.‬‬
‫ﻳﺘﻴﺢ ﺍﻟﱪﻧﺎﻣﺞ ﺍﻟﺒﺤﺚ ﰲ ﺗﻌﺪﻳﻼﺕ ﺗﺘﻌﻠﻖ ﺑﺎﻟﻈﺮﻭﻑ ﺍﳌﺮﻭﺭﻳﺔ ﻭ ﻇﺮﻭﻑ ﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻀـﻮﺋﻴﺔ‪ ،‬ﺩﻭﻥ ﺃﻥ ﻳﺘﻄـﺮﻕ ﺍﱃ‬
‫ﺍﻟﻈﺮﻭﻑ ﺍﳍﻨﺪﺳﻴﺔ ﻟﻠﺘﻘﺎﻃﻊ ) ﻻ ﻳﺘﺪﺧﻞ ﺍﻟﱪﻧﺎﻣﺞ ﺑﺄﺑﻌﺎﺩ ﺍﳊﺎﺭﺍﺕ‪ ،‬ﻭ ﻻ ﻳﻘﺪﻡ ﺣﻠﻮ ﹰﻻ ﺗﻌﺘﻤﺪ ﻋﻠﻰ ﺍﻟﻔﺼﻞ ﺍﳌﻜﺎﱐ ﺑـﲔ‬
‫ﳐﺘﻠﻒ ﺍﳊﺮﻛﺎﺕ ﺍﳌﺘﺼﺎﺩﻣﺔ ﰲ ﺍﻟﺘﻘﺎﻃﻊ ﻛﺒﻨﺎﺀ ﺟﺴﺮ ﺃﻭ ﻧﻔﻖ‪ ،‬ﺇﺫ ﻳﻌﻮﺩ ﺍﻟﺪﻭﺭ ﰲ ﺗﻘﺮﻳﺮ ﻣﺴﺘﻮﻯ ﺍﳊﻠﻮﻝ ﺍﳌﻘﺘﺮﺣـﺔ ﺇﱃ‬
‫ﻣﻬﻨﺪﺱ ﺍﳌﺮﻭﺭ ﺍﻟﺬﻱ ﻳﻘﻮﻡ ﺑﻌﻤﻠﻴﺔ ﺍﻟﺘﺤﻠﻴﻞ ﻭﺫﻟﻚ ﺑﻨﺎﺀ ﻋﻠﻰ ﻋﻮﺍﻣﻞ ﺳﻴﺘﻢ ﺫﻛﺮﻫﺎ ﻻﺣﻘﹰﺎ(‪.‬‬
‫ﺗﻌﺘﻤﺪ ﻋﻤﻠﻴﺔ ﺗﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻫﺬﻩ ﻋﻠﻰ ﺣﺴﺎﺏ ﻣﺴﺘﻮﻳﺎﺕ ﺍﳋﺪﻣﺔ )‪ Level Of Service (LOS‬ﺍﺳﺘﻨﺎﺩﹰﺍ ﻋﻠﻰ‬
‫ﺣﺴﺎﺏ ﺃﺯﻣﻨﺔ ﺍﻟﺘﺄﺧﲑ ﻟﻜﻞ ﳎﻤﻮﻋﺔ ﺣﺎﺭﺍﺕ‪ ،‬ﺫﺭﺍﻉ‪ ،‬ﻭﻣﻦ ﹼﰒ ﺍﻟﺘﻘﺎﻃﻊ ﻛﻜﻞ‪.‬‬

‫‪ ١-٣-٣‬ﳕﺎﺫﺝ ﺇﺩﺧﺎﻝ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺇﱃ ﺑﺮﻧﺎﻣﺞ ‪Synchro 5‬‬

‫ﺗﺘﻢ ﻋﻤﻠﻴﺔ ﺇﺩﺧﺎﻝ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﻟﱴ ﻳﺘﻄﻠﺒﻬﺎ ﺍﻟﱪﻧﺎﻣﺞ ﻟﻠﻘﻴﺎﻡ ﺑﻌﻤﻠﻴﺔ ﺍﻟﺘﻘﻴﻴﻢ ﻋﻦ ﻃﺮﻳﻖ ﻋﺪﺩ ﻣﻦ ﺍﻟﻨﻮﺍﻓﺬ ﺍﻟﱵ ﺗﺘﻴﺢ ﺇﺩﺧـﺎﻝ‬
‫ﻧﻮﻉ ﻭﺍﺣﺪ ﻣﻦ ﺍﻟﺒﻴﺎﻧﺎﺕ‪ ،‬ﻭﺗﺸﻤﻞ‪:‬‬

‫‪ ١-١-٣-٣‬ﺍﳌﺪﺧﻼﺕ ﺍﳍﻨﺪﺳﻴﺔ‬

‫ﻭﺗﺸﻤﻞ‪:‬‬
‫‪No. of Lanes‬‬ ‫‪ -‬ﻋﺪﺩ ﺍﳊﺎﺭﺍﺕ ﰲ ﻛﻞ ﳎﻤﻮﻋﺔ ﺣﺎﺭﺍﺕ‬
‫‪ -‬ﻋﺮﺽ ﺍﳊﺎﺭﺓ ‪.Lane Width‬‬
‫‪ -‬ﺍﳌﻴﻞ ﺍﻟﻄﻮﱄ ﻟﻠﺬﺭﺍﻉ ‪.Grade‬‬
‫‪ -‬ﻧﻮﻉ ﺍﳌﻨﻄﻘﺔ ‪.Area Type‬‬
‫‪ -‬ﻃﻮﻝ ﺣﺎﺭﺍﺕ ﺍﻟﺘﺨﺰﻳﻦ ﻋﻨﺪ ﺍﻟﺘﻘﺎﻃﻊ ﻭﻋﺪﺩﻫﺎ ‪.Storage Length‬‬

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 ‫ﺍﻟﺬﺭﺍﻉ ‪.Link distance‬‬ ‫‪ -‬ﻃﻮﻝ‬
‫‪ -‬ﺍﻟﺴﺮﻋﺔ ﰲ ﺍﻟﺬﺭﺍﻉ ‪.Link speed‬‬
‫‪ -‬ﻋﺪﺩ ﺍﳊﺎﺭﺍﺕ ﰲ ﺍﻟﺬﺭﺍﻉ ‪.Travel lanes‬‬
‫ﻳﺘﻢ ﺍﳊﺼﻮﻝ ﻋﻠﻰ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﳍﻨﺪﺳﻴﺔ ﻋﻦ ﻃﺮﻳﻖ ﺍﳌﻼﺣﻈﺔ ﻭﺍﻟﻘﻴﺎﺱ ﺍﳌﺒﺎﺷﺮﻳﻦ ﰲ ﺍﳌﻮﻗﻊ‪ ،‬ﺃﻭ ﻋﻦ ﻃﺮﻳﻖ ﺍﻟﻘﻴـﺎﺱ ﻣـﻦ‬
‫ﳐﻄﻄﺎﺕ ﻫﻨﺪﺳﻴﺔ ﺫﺍﺕ ﺩﻗﺔ ﻣﻘﺒﻮﻟﺔ‪ .‬ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ (١٢‬ﻳ‪‬ﻮﺿﺢ ﳕﻮﺫﺟﹰﺎ ﻟﻨﺎﻓﺬﺓ ﺍﳌﺪﺧﻼﺕ ﺍﳍﻨﺪﺳﻴﺔ‪.‬‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(١٢‬ﳕﻮﺫﺝ ﻟﻨﺎﻓﺬﺓ ﺍﳌﺪﺧﻼﺕ ﺍﳍﻨﺪﺳﻴﺔ‬

‫‪ ٢-١-٣-٣‬ﺍﳌﺪﺧﻼﺕ ﺍﳌﺮﻭﺭﻳﺔ‬
‫ﻭﺗﺸﻤﻞ‪:‬‬
‫‪ -‬ﻏﺰﺍﺭﺓ ﺍﻻﺷﺒﺎﻉ ﺍﳌﺜﺎﻟﻴﺔ ‪.Ideal Saturated Flow‬‬
‫‪ -‬ﺣﺠﻮﻡ ﺍﳌﺮﻭﺭ ﺍﻻﲡﺎﻫﻴﺔ )‪.Traffic Volumes (vph‬‬
‫‪ -‬ﺣﺠﻮﻡ ﺍﳌﺸﺎﺓ ‪.Conflicting Pedestrians‬‬
‫‪ -‬ﻣﻌﺎﻣﻞ ﺳﺎﻋﺔ ﺍﻟﺬﺭﻭﺓ ‪.Peak Hour Factor‬‬
‫‪ -‬ﺣﺠﻮﻡ ﺍﳌﺮﻭﺭ ﺍﳌﻌﺪﻟﺔ ‪.Adjusted Flow‬‬
‫‪ -‬ﻣﻌﺎﻣﻞ ﺍﻟﻨﻤﻮ ‪.Growth Factor‬‬
‫‪ -‬ﻧﺴﺒﺔ ﺍﳌﺮﻛﺒﺎﺕ ﺍﻟﺜﻘﻴﻠﺔ ﰲ ﺗﻴﺎﺭ ﺍﳌﺮﻭﺭ ‪.Heavy Vehicles‬‬
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 ‫‪ -‬ﻧﺴﺒﺔ ﺍﻟﺒﺎﺻﺎﺕ ﰲ ﺗﻴﺎﺭ ﺍﳌﺮﻭﺭ ‪.Bus Blockages‬‬
‫‪ -‬ﺣﺎﺭﺍﺕ ﳐﺼﺼﺔ ﻟﻠﻤﻮﺍﻗﻒ ‪.Adjacent Parking Lane‬‬
‫‪ -‬ﻋﺪﺩ ﺣﺮﻛﺎﺕ ﺍﳌﻨﺎﻭﺭﺓ ﻟﻮﻗﻮﻑ ﺍﻟﺴﻴﺎﺭﺍﺕ ﰲ ﺍﳌﻮﺍﻗﻒ ﺍ‪‬ﺎﻭﺭﺓ ‪.Parking Maneuvers‬‬

‫ﻳﺘﻢ ﺍﳊﺼﻮﻝ ﻋﻠﻰ ﺣﺠﻮﻡ ﺍﳌﺮﻭﺭ ﺍﻟﻜﻠﻴﺔ ﻋﻦ ﻃﺮﻳﻖ ﺍﻟﺘﻌﺪﺍﺩ ﺍﳌﺒﺎﺷﺮ ﻣﻴﺪﺍﻧﻴﹰﺎ ﺃﻭ ﺑﺎﻟﺘﺼﻮﻳﺮ‪ ،‬ﺣﻴﺚ ﻳﺘﻢ ﺗﺼـﻮﻳﺮ‬
‫ﺍﻟﺘﻘﺎﻃﻊ ﰲ ﺃﻭﻗﺎﺕ ﺍﻟﺬﺭﻭﺓ )ﺍﻟﺼﺒﺎﺣﻴﺔ ﻋﻨﺪ ﺫﻫﺎﺏ ﺍﻟﻨﺎﺱ ﺇﱃ ﺍﻟﻌﻤﻞ‪ ،‬ﻭﺍﻟﺬﺭﻭﺓ ﻇﻬﺮﹰﺍ ﻋﻨﺪ ﺍﻟﻌﻮﺩﺓ‪ ،‬ﻭﻛـﺬﻟﻚ ﺍﻷﻣـﺮ‬
‫ﺑﺎﻟﻨﺴﺒﺔ ﻟﻼﺯﺩﺣﺎﻣﺎﺕ ﺍﳌﺴﺎﺋﻴﺔ ﺍﳌﺮﺗﺒﻄﺔ ﺑﺎﻟﺘﺴﻮﻕ ﺃﻭ ﺑﺮﺣﻼﺕ ﺍﻟﻌﻤﻞ(‪.‬‬
‫ﺑﻌﺪ ﺍﻧﺘﻬﺎﺀ ﺍﻟﺘﺼﻮﻳﺮ‪ ،‬ﻳﺘﻢ ﺇﺟﺮﺍﺀ ﺗﻌﺪﺍﺩ ﻳﺪﻭﻱ ﻟﻠﺴﻴﺎﺭﺍﺕ ﺍﳌﺎﺭﺓ ﰲ ﻛﻞ ﺫﺭﺍﻉ ﻛﻞ ‪ ١٥‬ﺩﻗﻴﻘﺔ‪ ،‬ﻭﺫﻟﻚ ﺑﻨﺎ ًﺀ ﻋﻠﻰ ﺍﻷﻓﻼﻡ‬
‫ﺍﳌﺼﻮﺭﺓ ﻟﺘﺤﺪﻳﺪ ﺳﺎﻋﺔ ﺍﻟﺬﺭﻭﺓ ﻟﻠﺘﻘﺎﻃﻊ ﻛﻜﻞ‪ ،‬ﻭ ﻫﻲ ﺍﻟﺴﺎﻋﺔ ﺍﻟﱵ ﳝﺮﺭ ﺧﻼﳍﺎ ﺍﻟﺘﻘﺎﻃﻊ ﺃﻛﱪ ﺣﺠﻢ ﻣـﻦ ﺍﻟﺴـﻴﺎﺭﺍﺕ‬
‫ﻭﺫﻟﻚ ‪‬ﻤﻮﻉ ﺍﻷﺫﺭﻉ )ﲢﺪﻳﺪ ﺗﻮﻗﻴﺖ ﺃﻛﱪ ﳎﻤﻮﻉ ﳊﺠﻮﻡ ﺍﳌﺮﻭﺭ ﻋﻠﻰ ﺍﻷﺫﺭﻉ(‪.‬‬
‫ﺑﻌﺪ ﲢﺪﻳﺪ ﺗﻮﻗﻴﺖ ﺍﻟﺬﺭﻭﺓ ﻟﻠﺘﻘﺎﻃﻊ‪ ،‬ﻳﺘﻢ ﺇﺟﺮﺍﺀ ﺗﻌﺪﺍﺩ ﻳﺪﻭﻱ ﺑﻨﺎﺀ ﻋﻠﻰ ﺍﻷﻓﻼﻡ ﺍﳌﺼﻮﺭﺓ ﻭﺫﻟﻚ ﺑﻐﺮﺽ ﺍﳊﺼﻮﻝ ﻋﻠـﻰ‬
‫ﺍﳊﺠﻮﻡ ﺍﳌﺮﻭﺭﻳﺔ ﺍﻻﲡﺎﻫﻴﺔ‪ ،‬ﻧﺴﺒﺔ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﺸﺎﺣﻨﺔ ﻭ ﺍﻟﺒﺎﺻﺎﺕ ﺍﳌﻮﺍﻓﻘﺔ ﻟﺴﺎﻋﺔ ﺍﻟﺬﺭﻭﺓ )ﻧﺴﺒﺘﻬﺎ ﻣﻦ ﺣﺠـﻢ ﺍﳌـﺮﻭﺭ‬
‫ﺍﻹﲨﺎﱄ ﻭﺫﻟﻚ ﻟﻜﻞ ﳎﻤﻮﻋﺔ ﺣﺎﺭﺍﺕ(‪.‬‬
‫ﻳﺘﻢ ﺍﳊﺼﻮﻝ ﻋﻠﻰ ﺣﺠﻢ ﺍﳌﺸﺎﺓ ﺑﺘﻌﺪﺍﺩ ﻳﺪﻭﻱ ﰲ ﺳﺎﻋﺔ ﻣﻮﺍﻓﻘﺔ ﻟﺴﺎﻋﺔ ﺍﻟﺬﺭﻭﺓ ﻋﻠـﻰ ﺍﻟﺘﻘـﺎﻃﻊ ﺍﳌـﺪﺭﻭﺱ‪.‬‬
‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ (١٣‬ﻳ‪‬ﻮﺿﺢ ﳕﻮﺫﺟﹰﺎ ﻟﻨﺎﻓﺬﺓ ﺍﳌﺪﺧﻼﺕ ﺍﳌﺮﻭﺭﻳﺔ‪.‬‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(١٣‬ﳕﻮﺫﺝ ﻟﻨﺎﻓﺬﺓ ﺍﳌﺪﺧﻼﺕ ﺍﳌﺮﻭﺭﻳﺔ‬

‫‪ ٣-١-٣-٣‬ﻣﺪﺧﻼﺕ ﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻀﻮﺋﻴﺔ ﻭﺃﻃﻮﺍﺭﻫﺎ‬

‫ﻭﺗﺸﻤﻞ ﻛﻞ ﻣﺎ ﻳﺘﻌﻠﻖ ﺑﺰﻣﻦ ﺍﻟﺪﻭﺭﺓ ﻭ ﺍﻟﻔﺎﺻﻞ ﺍﻟﺰﻣﲏ ﻭﺍﳌﺸﻐﻼﺕ ﻭ ﻧﻮﻉ ﺍ‪‬ﺴﺎﺕ ﰲ ﺣﺎﻝ ﻭﺟﻮﺩﻫﺎ‪ ،‬ﺗﺘﻀﻤﻦ‪:‬‬
‫‪ -‬ﳐﻄﻂ ﺃﻃﻮﺍﺭ ﺍﻻﺷﺎﺭﺓ ﺍﻟﻀﻮﺋﻴﺔ ‪.Phase Templates‬‬
‫‪ -‬ﻧﻮﻉ ﺍﻹﺷﺎﺭﺓ ﺍﻟﻀﻮﺋﻴﺔ ‪.Controller Type‬‬
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 ‫‪ -‬ﻃﻮﻝ ﺩﻭﺭﺓ ﺍﻻﺷﺎﺭﺓ ﺍﻟﻀﻮﺋﻴﺔ ‪.Cycle Length‬‬
‫‪ -‬ﺣﺠﻮﻡ ﺍﳌﺮﻭﺭ ﺍﻻﲡﺎﻫﻴﺔ ‪.Traffic Volumes‬‬
‫‪ -‬ﻧﻮﻉ ﺍﻻﻧﻌﻄﺎﻑ ‪.Turn Type‬‬
‫‪ -‬ﳎﻤﻮﻉ ﺍﻷﺯﻣﻨﺔ ﺍﳋﻀﺮﺍﺀ ‪.Total Split‬‬
‫‪ -‬ﺍﻟﺰﻣﻦ ﺍﻷﺻﻔﺮ ‪.Yellow Time‬‬
‫‪ -‬ﺯﻣﻦ ﺍﻟﻜﻞ ﺃﲪﺮ ‪.All-Red Time‬‬
‫‪ -‬ﻃﻮﺭ ﳏﻤﻲ ﻟﻠﻤﺸﺎﺓ ‪.Pedestrian Phase‬‬
‫ﻳﺘﻢ ﻗﻴﺎﺱ ﺑﻴﺎﻧﺎﺕ ﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻀﻮﺋﻴﺔ ﺑﻮﺍﺳﻄﺔ ﺳﺎﻋﺔ ﺗﻮﻗﻴﺖ ﻋﺎﺩﻳﺔ‪ .‬ﺃﻣﺎ ﺑﻘﻴﺔ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﳌﺮﻭﺭﻳﺔ ﻛﺤﺠﻢ ﺍﳌﺸﺎﺓ‪،‬‬
‫ﻋﺪﺩ ﺣﺮﻛﺎﺕ ﺍﳌﻨﺎﻭﺭﺓ ﻟﻮﻗﻮﻑ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻭ ﲣﺼﻴﺺ ﳎﻤﻮﻋﺎﺕ ﺍﳊﺎﺭﺍﺕ ﻓﻴﺘﻢ ﲨﻌﻬﺎ ﻣﺒﺎﺷﺮ ﹰﺓ ﻣﻦ ﺍﳌﻮﻗﻊ )ﰲ ﺍﻟﺘﻮﻗﻴﺖ‬
‫ﺍﳌﻮﺍﻓﻖ ﻟﺘﻮﻗﻴﺖ ﺫﺭﻭﺓ ﺍﳊﺠﻮﻡ ﺍﳌﺮﻭﺭﻳﺔ ﻟﻠﺘﻘﺎﻃﻊ(‪ .‬ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ (١٤‬ﻳ‪‬ﻮﺿﺢ ﳕﻮﺫﺟﹰﺎ ﻟﻨﺎﻓﺬﺓ ﻣـﺪﺧﻼﺕ ﺍﻹﺷـﺎﺭﺍﺕ‬
‫ﺍﻟﻀﻮﺋﻴﺔ‪.‬‬

‫ﺍﻟﺸﻜﻞ )‪ .(١٤‬ﳕﻮﺫﺝ ﻟﻨﺎﻓﺬﺓ ﻣﺪﺧﻼﺕ ﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻀﻮﺋﻴﺔ‬

‫ﺑﻌﺪ ﺇﺩﺧﺎﻝ ﺍﻟﺒﻴﺎﻧﺎﺕ ﻭﺇﺟﺮﺍﺀ ﻋﻤﻠﻴﺔ ﺍﻟﺘﺤﻠﻴﻞ‪ ،‬ﻳ‪‬ﺘﻴﺢ ﺍﻟﱪﻧﺎﻣﺞ ﺇﺟﺮﺍﺀ ﳏﺎﻛﺎﺓ ﻓﻌﻠﻴﺔ ﻟﻠﻤﻮﻗﻊ ﻋﻦ ﻃﺮﻳﻖ ﺗﺸـﻐﻴﻞ ﺑﺮﻧـﺎﻣﺞ‬
‫‪ SimTraffic‬ﺍﻟﺬﻱ ﻳ‪‬ﺸﻜﹼﻞ ﺟﺰﺀﹰﺍ ﻣﻦ ﺑﺮﻧﺎﻣﺞ ‪ ،Synchro 5‬ﲝﻴﺚ ﻳﻘﻮﻡ ﺍﻷﻭﻝ ﺑﺎﺳﺘﺨﺪﺍﻡ ﻣﺪﺧﻼﺕ ﺍﻟﺜﺎﱐ ﻭﺇﺟﺮﺍﺀ‬
‫ﳏﺎﻛﺎﺓ ﺗﺴﺎﻋﺪ ﺍﳌﻬﻨﺪﺱ ﰲ ﺗﻘﻴﻴﻢ ﺍﳊﻞ ﺑﺼﺮﻳﹰﺎ ﻋﻠﻰ ﺍﳊﺎﺳﺐ‪ ،‬ﳑﺎ ﳝﻜﻨﻪ ﺑﻌﺪﺋﺬ ﻣﻦ ﺃﺧﺬ ﺍﻟﻘﺮﺍﺭ ﺑﻘﺒﻮﻝ ﺍﻟﺒـﺪﻳﻞ ﲢـﺖ‬
‫ﺍﻟﺪﺭﺍﺳﺔ ﺃﻭ ﺍﻟﺒﺤﺚ ﻋﻦ ﺑﺪﻳﻞ ﺁﺧﺮ‪.‬‬
‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ (١٥‬ﻳ‪‬ﻮﺿﺢ ﳕﻮﺫﺟﹰﺎ ﻟﻌﻤﻠﻴﺔ ﺍﶈﺎﻛﺎﺓ ﻫﺬﻩ‪.‬‬

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 ‫‪Sim Traffic‬‬ ‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(١٥‬ﳕﻮﺫﺝ ﻟﻌﻤﻠﻴﺔ ﺍﶈﺎﻛﺎﺓ ﺑﺎﺳﺘﺨﺪﺍﻡ‬

‫‪ ٢-٣-٣‬ﺗﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺘﻘﺎﻃﻊ‬

‫ﺑﻌﺪ ﺃﻥ ﻳﺘﻢ ﺍﺩﺧﺎﻝ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﻟﱵ ﳛﺘﺎﺟﻬﺎ ﺑﺮﻧﺎﻣﺞ ‪ Synchro 5‬ﻟﺘﻘﻴﻴﻢ ﺃﺩﺍﺀ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ‪ ،‬ﻳﺘﻢ ﺗﺸﻐﻴﻞ ﺍﻟﱪﻧﺎﻣﺞ‬
‫ﻟﺘﻘﻴﻴﻢ ﺃﺩﺍﺀ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﺍﻋﺘﻤﺎﺩﹰﺍ ﻋﻠﻰ ﺣﺴﺎﺏ ﺃﺯﻣﻨﺔ ﺍﻟﺘﺄﺧﲑ ﻭﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ‪.‬‬
‫ﺍﳌﻌﻴﺎﺭ ﺍﳌﻌﺘﻤﺪ ﻋﺎﳌﻴﹰﺎ ﻟﺘﻘﻴﻴﻢ ﺃﺩﺍﺀ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ‪ ،‬ﺍﻟﺬﻱ ﺍﻋﺘﻤﺪﺗﻪ ﺍﻟﺪﺭﺍﺳﺔ‪ ،‬ﻫﻮ ﺣﺴﺎﺏ ﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ ﻟﻠﺘﻘـﺎﻃﻊ ﻭﺫﻟـﻚ‬
‫ﺍﻋﺘﻤﺎﺩﹰﺍ ﻋﻠﻰ ﺣﺴﺎﺏ ﻭﺳﻄﻲ ﺃﺯﻣﻨﺔ ﺍﻟﺘﺄﺧﲑ ﻟﻠﺴﻴﺎﺭﺍﺕ ﺍﻟﱵ ﺗﺴﺘﺨﺪﻡ ﺍﻟﺘﻘﺎﻃﻊ‪.‬‬
‫ﻳﻌ‪‬ﺒﺮ ﻛﻞ ﻣﺴﺘﻮﻯ ﺧﺪﻣﺔ ﻋﻦ ﳎﺎ ٍﻝ ﳌﻌﺪﻝ ﺯﻣﻦ ﺍﻟﺘﺄﺧﲑ )ﺛﺎﻧﻴﺔ( ﻭﺫﻟﻚ ﻟﻜﻞ ﻣﺮﻛﺒﺔ ﺗﺴﺘﺨﺪﻡ ﺍﻟﺘﻘﺎﻃﻊ‪ ،‬ﻛﻤﺎ ﰎ ﺗﻮﺿﻴﺢ‬
‫ﺫﻟﻚ ﰲ ﺍﳉﺪﻭﻝ ﺭﻗﻢ )‪.(١‬‬

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 ‫ﺇﻥ ﺍﳍﺪﻑ ﻣﻦ ﲢﺴﲔ ﺃﺩﺍﺀ ﺍﻟﺘﻘﺎﻃﻊ ﻫﻮ ﺭﻓﻊ ﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ ﻓﻴﻪ ﺇﱃ ﺍﳌﺴﺘﻮﻯ ‪ D‬ﻋﻠﻰ ﺍﻷﻗﻞ )ﻭﻳﻔﻀﻞ ‪،(C‬‬
‫ﺇﺫ ﺇﻥ ﺍﳌﺴﺘﻮﻳﲔ ‪ E‬ﻭ‪ F‬ﻳﻌﱪﺍﻥ ﻋﻦ ﺃﺯﻣﻨﺔ ﺗﺄﺧﲑ ﻛﺒﲑﺓ‪ ،‬ﻣﺘﺮﺍﻓﻘﺔ ﻣﻊ ﺻﻔﻮﻑ ﻃﻮﻳﻠﺔ ﻣﻦ ﺍﻟﻌﺮﺑﺎﺕ‪ ،‬ﻭﺳﺮﻋﺎﺕ ﻣﻨﺨﻔﻀﺔ‬
‫ﺟﺪﹰﺍ ﻟﺘﻘﺪﻡ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ ،‬ﻳﺘﺨﻠﻠﻬﺎ ﺍﻟﻜﺜﲑ ﻣﻦ ﺍﻟﺘﻮﻗﻔﺎﺕ‪.‬‬

‫ﻳﻘﻮﻡ ﺍﻟﱪﻧﺎﻣﺞ ﺑﺈﺟﺮﺍﺀ ﺗﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺘﻘﺎﻃﻌﺎﺕ ﻣﺮﻭﺭﹰﺍ ﺑﺜﻼﺛﺔ ﻣﺴﺘﻮﻳﺎﺕ ﻟﻠﺘﻘﻴﻴﻢ‪:‬‬
‫‪ .١‬ﺗﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻜﻞ ﳎﻤﻮﻋﺔ ﺣﺎﺭﺍﺕ‪ :‬ﻭﺫﻟﻚ ﻋﻦ ﻃﺮﻳﻖ ﺣﺴﺎﺏ ﻭﺳﻄﻲ ﺃﺯﻣﻨﺔ ﺍﻟﺘﺄﺧﲑ ﻟﻜﻞ ﻣﺮﻛﺒـﺔ‬
‫ﰲ ﳎﻤﻮﻋﺔ ﺍﳊﺎﺭﺍﺕ‪ ،‬ﻭﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ ﻟﻜﻞ ﳎﻤﻮﻋﺔ ﻋﻠﻰ ﺣﺪﺓ‪.‬‬
‫‪ .٢‬ﺗﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻜﻞ ﺫﺭﺍﻉ‪ :‬ﺣﺴﺎﺏ ﻭﺳﻄﻲ ﺃﺯﻣﻨﺔ ﺍﻟﺘﺄﺧﲑ ﻟﻜﻞ ﻣﺮﻛﺒﺔ ﰲ ﺍﻟﺬﺭﺍﻉ‪ ،‬ﻭﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ‬
‫ﻟﻠﺬﺭﺍﻉ ﻛﻜﻞ‪.‬‬
‫‪ .٣‬ﺗﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻹﲨﺎﱄ ﺍﻟﺘﻘﺎﻃﻊ‪ :‬ﺣﺴﺎﺏ ﻭﺳﻄﻲ ﺃﺯﻣﻨﺔ ﺍﻟﺘﺄﺧﲑ ﻟﻜﻞ ﻣﺮﻛﺒـﺔ ﺗﺴـﺘﺨﺪﻡ ﺍﻟﺘﻘـﺎﻃﻊ‪،‬‬
‫ﻭﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ ﻟﻠﺘﻘﺎﻃﻊ ﺑﺎﻟﻜﺎﻣﻞ‪.‬‬
‫ﻫﺬﻩ ﺍﻟﻌﻤﻠﻴﺔ ﺗ‪‬ﻤﻜﹼﻦ ﺍﶈﻠﻞ ﻣﻦ ﺍﻟﻘﻴﺎﻡ ﺑﺎﻟﺘﺤﻠﻴﻞ ﻋﻠﻰ ﻋﺪﺓ ﻣﺴﺘﻮﻳﺎﺕ‪ ،‬ﺑﺪﺀﹰﺍ ﺑﺎﻟﺘﻘﻴﻴﻢ ﺍﻹﲨﺎﱄ ﳌﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ ﻟﻠﺘﻘـﺎﻃﻊ‬
‫ﻛﻜﻞ‪ ،‬ﻭﺻﻮ ﹰﻻ ﺇﱃ ﺍﻟﺘﺤﺪﻳﺪ ﺍﻟﺪﻗﻴﻖ ﳌﻮﺍﺿﻊ ﺍﻟﺘﺄﺧﲑ ﰲ ﺍﻟﺘﻘﺎﻃﻊ ﻋﻠﻰ ﻣﺴﺘﻮﻯ ﳎﻤﻮﻋﺎﺕ ﺍﳊﺎﺭﺍﺕ‪ .‬ﻭﺑﺎﻟﺘـﺎﱄ ﺗﻮﺟﻴـﻪ‬
‫ﺑﺪﺍﺋﻞ ﺍﳊﻠﻮﻝ ﺍﳌﻘﺘﺮﺣﺔ ﺇﱃ ﺍﳊﺎﺭﺍﺕ ﺃﻭ ﺍﻷﺫﺭﻉ ﺍﻟﱵ ﺗﻌﺎﱐ ﻣﻦ ﺃﺯﻣﻨﺔ ﺗﺄﺧﲑ ﻋﺎﻟﻴﺔ‪ ،‬ﺩﻭﻥ ﺻﺮﻑ ﺍﳉﻬﺪ ﰲ ﺍﻟﺘﺮﻛﻴﺰ ﻋﻠﻰ‬
‫ﳎﻤﻮﻋﺎﺕ ﺍﳊﺎﺭﺍﺕ ﺍﻟﱵ ﻻﲢﻮﻱ ﺗﺄﺧﲑﹰﺍ ﻛﺒﲑﹰﺍ‪.‬‬

‫‪ ٣-٣-٣‬ﻣﻨﺎﻗﺸﺔ ﺑﺪﺍﺋﻞ ﺍﳊﻠﻮﻝ‬

‫ﺇﻥ ﲢﺪﻳﺪ ﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ ﻟﻠﺘﻘﺎﻃﻊ ﻟﻴﺲ ﺃﻣﺮﹰﺍ ﺻﻌﺒﹰﺎ ﲝﺪ ﺫﺍﺗﻪ ﺇﺫﺍ ﻣﺎ ﺗﻮﻓﺮﺕ ﺍﳌﺪﺧﻼﺕ ﺍﻟﻼﺯﻣﺔ ﻟﺘﺸﻐﻴﻞ ﺣﺰﻣﺔ‬
‫ﺍﻟﱪﺍﻣﺞ ﺍﳌﺴﺘﺨﺪﻣﺔ ﰲ ﺗﻘﻴﻴﻢ ﺃﺩﺍﺀ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ‪ ،‬ﻟﻜﻦ ﺗﻜﻤﻦ ﺍﻟﺼﻌﻮﺑﺔ ﰲ ﲢﺪﻳﺪ ﺑﺪﺍﺋﻞ ﺣﻠﻮﻝ ﻣﻨﺎﺳﺒﺔ ﻟﻠﺘﻘـﺎﻃﻊ ﲢـﺖ‬
‫ﺍﻟﺪﺭﺍﺳﺔ‪ ،‬ﻭﺍﻟﻮﺻﻮﻝ ﺑﺎﻟﺘﺎﱄ ﺇﱃ ﺍﳊﻞ ﺍﻷﻣﺜﻞ ﳌﻌﺎﳉﺔ ﻭﲢﺴﲔ ﺃﺩﺍﺀ ﺍﻟﺘﻘﺎﻃﻊ ﺍﳌﺪﺭﻭﺱ‪.‬‬
‫ﻳﺘﻢ ﻫﺬﺍ ﻋﻦ ﻃﺮﻳﻖ ﺍﺧﺘﻴﺎﺭ ﺍﳊﻞ ﺍﻷﻛﺜﺮ ﺗﺄﺛﲑﹰﺍ ﻋﻠﻰ ﺍﻷﺫﺭﻉ ﺍﻷﺳﻮﺃ )ﺃﻭﺣﱴ ﳎﻤﻮﻋﺎﺕ ﺍﳊﺎﺭﺍﺕ ﺍﻷﺳﻮﺃ( ﻣـﻦ ﺣﻴـﺚ‬
‫ﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ‪.‬‬
‫ﺑﻌﺾ ﺍﳊﻠﻮﻝ ﻗﺪ ﺗﺮﻓﻊ ﻣﻦ ﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ ﻋﻠﻰ ﺑﻌﺾ ﳎﻤﻮﻋﺎﺕ ﺍﳊﺎﺭﺍﺕ ﺩﻭﻥ ﺍﻟﺘﺄﺛﲑ ﻋﻠﻰ ﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ‬
‫ﺍﻹﲨﺎﱄ ﻟﻠﺘﻘﺎﻃﻊ ﻛﻜﻞ‪ ،‬ﳑﺎ ﻳﺪﻝ ﻋﻠﻰ ﻓﻌﺎﻟﻴﺘﻬﺎ ﺍﻟﻘﻠﻴﻠﺔ‪ ،‬ﻧﺘﻴﺠﺔ ﻋﺪﻡ ﻣﻼﺀﻣﺘﻬﺎ‪ ،‬ﺃﻭ ﻧﺘﻴﺠﺔ ﺍﺭﺗﻔﺎﻉ ﺍﳊﺠﻮﻡ ﺍﳌﺮﻭﺭﻳﺔ ﻋﻠﻰ‬
‫ﺃﻛﺜﺮ ﻣﻦ ﺫﺭﺍﻉ ﰲ ﺍﻟﺘﻘﺎﻃﻊ‪.‬‬

‫ﺇﻥ ﺍﻗﺘﺮﺍﺡ ﺑﺪﺍﺋﻞ ﺍﳊﻠﻮﻝ ﻋﻤﻠﻴﺔ ﺗﺘﻄﻠﺐ ﺣﺴﹰﺎ ﻫﻨﺪﺳﻴﹰﺎ ﻣﻦ ﻗﺒﻞ ﻣﻬﻨﺪﺱ ﺍﳌﺮﻭﺭ‪ ،‬ﲝﻴﺚ ﻳﻜﻮﻥ ﻟﺪﻳﻪ ﺍﻟﻘـﺪﺭﺓ‬
‫ﻋﻠﻰ ﻓﻬﻢ ﻇﺮﻭﻑ ﺍﻟﺘﻘﺎﻃﻊ ﻭﺍﺳﺘﻴﻌﺎﺏ ﺍﳌﺸﻜﻼﺕ ﻓﻴﻪ ﺑﺸﻜﻞ ﻣﻨﻄﻘﻲ‪ ،‬ﻭﺍﻟﺘﺤﺪﻳﺪ ﺍﻟﺪﻗﻴﻖ ﳌﻮﺍﺿـﻊ ﺍﻟﻀـﻌﻒ ﺩﺍﺧـﻞ‬
‫ﺍﻟﺘﻘﺎﻃﻊ‪ ،‬ﻭﻣﻦ ﺟﻬﺔ ﺃﺧﺮﻯ‪ ،‬ﺍﻻﺳﺘﻴﻌﺎﺏ ﺍﻟﻜﺎﻣﻞ ﻟﺘﺄﺛﲑﺍﺕ ﻛﻞ ﻣﻦ ﺑﺪﺍﺋﻞ ﺍﳊﻠﻮﻝ ﻋﻠﻰ ﺍﳌﻨﺎﻃﻖ ﺍ‪‬ﺎﻭﺭﺓ ﻟﻠﺘﻘﺎﻃﻊ‪ ،‬ﻭﺃﳕﺎﻁ‬

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 ‫ﺍﺳﺘﻌﻤﺎﻝ ﺍﻷﺭﺍﺿﻲ‪ .‬ﲟﻌﲎ ﺁﺧﺮ‪ ،‬ﳚﺐ ﻋﻠﻰ ﺍﶈﻠﻞ ﻋﻨﺪ ﺍﻗﺘﺮﺍﺡ ﺍﳊﻠﻮﻝ‪ ،‬ﺃﻥ ﻳﺄﺧﺬ ﺑﻌﲔ ﺍﻻﻋﺘﺒﺎﺭ ﺍﻟﺘـﺄﺛﲑﺍﺕ ﺍﳌﺘﺒﺎﺩﻟـﺔ‬
‫ﻭﺍﳌﺘﻨﻮﻋﺔ ﺑﲔ ﺍﻟﺘﻘﺎﻃﻊ ﻭﺍﳌﻨﺎﻃﻖ ﻭﺍﻟﻔﻌﺎﻟﻴﺎﺕ ﺍﶈﻴﻄﺔ ﺑﻪ‪ ،‬ﺩﻭﻥ ﺃﻥ ﻳﻌﺰﻝ ﺍﻟﺘﻘﺎﻃﻊ ﻋﻦ ﺍﻟﺒﻴﺌﺔ ﺍﳌﺒﺎﺷﺮﺓ ﺍﶈﻴﻄﺔ ﺑﻪ‪.‬‬
‫ﺑﺸﻜﻞ ﻋﺎﻡ‪ ،‬ﳝﻜﻦ ﺗﺼﻨﻴﻒ ﺑﺪﺍﺋﻞ ﺍﳊﻠﻮﻝ ﺍﳌﻤﻜﻨﺔ ﻟﺘﺤﺴﲔ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺘﻘﺎﻃﻌﺎﺕ ﺇﱃ ﺣﻠـﻮﻝ ﺑﺴـﻴﻄﺔ ﻗﻠﻴﻠـﺔ‬
‫ﺍﻟﺘﻜﻠﻔﺔ‪ ،‬ﻭﺣﻠﻮﻝ ﻣﻌﻘﺪﺓ ﻋﺎﻟﻴﺔ ﺍﻟﺘﻜﻠﻔﺔ ﲢﺘﺎﺝ ﻟﺪﺭﺍﺳﺎﺕ ﺗﻔﺼﻴﻠﻴﺔ ﺧﺎﺻﺔ‪.‬‬
‫ﻳﺘﻌﺎﻣﻞ ﺍﻟﱪﻧﺎﻣﺞ ﻣﻊ ﺍﳊﻠﻮﻝ ﺍﳌﺮﻭﺭﻳﺔ ﺍﻟﺒﺴﻴﻄﺔ‪ ،‬ﻭﻓﻖ ﺳﻴﻨﺎﺭﻳﻮﻫﺎﺕ ﺟﺎﻫﺰﺓ ﻳﻘﺪﻣﻬﺎ ﺍﻟﱪﻧﺎﻣﺞ‪ ،‬ﺃﻭ ﺳﻴﻨﺎﺭﻳﻮﻫﺎﺕ ﺣﻠـﻮﻝ‬
‫ﻳﻘﺘﺮﺣﻬﺎ ﺍﳌﻬﻨﺪﺱ ﺍﻟﺬﻱ ﻳﻘﻮﻡ ﺑﺎﻟﺘﺤﻠﻴﻞ‪ .‬ﻫﻨﺎﻙ ﻃﻴﻒ ﻭﺍﺳﻊ ﻣﻦ ﺑﺪﺍﺋﻞ ﺍﳊﻠﻮﻝ ﺍﳌﺮﻭﺭﻳﺔ ﺍﻟﺒﺴﻴﻄﺔ ﺍﻟﱵ ﻳﺴـﺘﻄﻴﻊ ﺍﶈﻠـﻞ‬
‫ﲡﺮﻳﺐ ﻣﺪﻯ ﻓﻌﺎﻟﻴﺘﻬﺎ ﰲ ﲢﺴﲔ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺘﻘﺎﻃﻊ ﺍﳌﺪﺭﻭﺱ‪ ،‬ﻭﻣﻨﻬﺎ‪:‬‬
‫• ﺗﻌﺪﻳﻞ ﺃﺯﻣﻨﺔ ﳐﺘﻠﻒ ﺃﻃﻮﺍﺭ ﺍﻹﺷﺎﺭﺓ ﺍﻟﻀﻮﺋﻴﺔ ﻣﻊ ﺍﳊﻔﺎﻅ ﻋﻠﻰ ﻣﺪﺓ ﺩﻭﺭﺓ ﺍﻹﺷﺎﺭﺓ ﻛﻜﻞ‪ :‬ﰲ ﺣﺎﻝ ﻛﺎﻧﺖ‬
‫ﺃﺯﻣﻨﺔ ﺍﻷﻃﻮﺍﺭ ﻻ ﺗﺘﻨﺎﺳﺐ ﻣﻊ ﺍﳊﺠﻮﻡ ﺍﳌﺮﻭﺭﻳﺔ ﺍﳌﺎﺭﺓ ﰲ ﻛﻞ ﻃﻮﺭ‪.‬‬
‫• ﺗﻌﺪﻳﻞ ﻣﺪﺓ ﺩﻭﺭﺓ ﺍﻹﺷﺎﺭﺓ ﺍﻟﻀﻮﺋﻴﺔ‪ :‬ﰲ ﺣﺎﻝ ﺍﺯﺩﻳﺎﺩ ﺍﳊﺠﻮﻡ ﺍﳌﺮﻭﺭﻳﺔ ﰲ ﺫﺭﺍﻉ ﺃﻭ ﺃﻛﺜﺮ ﻭﺫﻟـﻚ ﻻﺷـﺎﺭﺓ‬
‫ﻣﺮﻭﺭﻳﺔ ﺫﺍﺕ ﺩﻭﺭﺓ ﺻﻐﲑﺓ‪ ،‬ﰲ ﻫﺬﻩ ﺍﳊﺎﻟﺔ ﻳﺘﻢ ﺯﻳﺎﺩﺓ ﻣﺪﺓ ﺩﻭﺭﺓ ﺍﻻﺷﺎﺭﺓ ﺍﻟﻀﻮﺋﻴﺔ ﻭﻳ‪‬ﻌﺎﺩ ﺗﻮﺯﻳﻊ ﺍﻷﻃﻮﺍﺭ ﲟـﺎ‬
‫ﻳﺘﻨﺎﺳﺐ ﻣﻊ ﺍﳊﺠﻮﻡ ﺍﳌﺮﻭﺭﻳﺔ ‪.‬‬
‫• ﺗﻐﻴﲑ ﺗﺮﺗﻴﺐ ﺗﻌﺎﻗﺐ ﺍﻷﻃﻮﺍﺭ‪ :‬ﺃﻥ ﻳﻜﻮﻥ ﳐﻄﻂ ﺗﺘﺎﺑﻊ ﺍﻷﻃﻮﺍﺭ ﳐﺘﻠﻒ ﺑﲔ ﺍﻟﺼـﺒﺎﺡ )ﺍﻟـﺬﺭﻭﺓ ﺍﻟﺼـﺒﺎﺣﻴﺔ‬
‫ﻟﻠﺬﻫﺎﺏ ﺇﱃ ﺍﻟﻌﻤﻞ( ﻭﺑﻌﺪ ﺍﻟﻈﻬﺮ )ﺍﻟﺬﺭﻭﺓ ﺍﳌﺴﺎﺋﻴﺔ ﻟﻠﻌﻮﺩﺓ ﻣﻦ ﺍﻟﻌﻤﻞ(‪ ،‬ﻭﺫﻟﻚ ﻻﻋﻄـﺎﺀ ﺃﻭﻟﻮﻳـﺔ ﺍﻷﺯﻣﻨـﺔ‬
‫ﺍﳋﻀﺮﺍﺀ ﰲ ﺍﻻﺷﺎﺭﺓ ﺍﻟﻀﻮﺋﻴﺔ ﻟﻸﺫﺭﻉ ﺫﺍﺕ ﺍﳊﺠﻮﻡ ﺍﳌﺮﻭﺭﻳﺔ ﺍﻷﻛﱪ ﺍﻟﱵ ﺗﺘﻨﺎﻭﺏ ﻋﻠﻰ ﺃﻭﻗـﺎﺕ ﺍﻟـﺬﺭﻭﺗﲔ‬
‫ﺍﻟﺼﺒﺎﺣﻴﺔ ﻭﺍﳌﺴﺎﺋﻴﺔ ﻣﻦ ﺟﻬﺔ‪ ،‬ﻭﻣﻦ ﺟﻬﺔ ﺃﺧﺮﻯ‪ ،‬ﻣﺮﺍﻋﺎﺓ ﺍﻟﺘﻨﺴﻴﻖ ﻣﻊ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﺍﻟﻘﺮﻳﺒﺔ ﰲ ﺣﺎﻝ ﻭﺟـﻮﺩﻩ‬
‫)ﺗﻨﺴﻴﻖ ﺑﲔ ﺗﻘﺎﻃﻌﺎﺕ ﻣﺘﺠﺎﻭﺭﺓ ‪-‬ﻣﻮﺟﺔ ﺧﻀﺮﺍﺀ‪ -‬ﻟﺘﻤﺮﻳﺮ ﺍﳊﺠﻮﻡ ﺍﳌﺮﻭﺭﻳﺔ ﺍﻷﻛﱪ(‪.‬‬
‫• ﺍﺳﺘﺤﺪﺍﺙ ﺃﻃﻮﺍﺭ ﺟﺪﻳﺪﺓ ﳋﺪﻣﺔ ﺣﺮﻛﺔ ﺍﻧﻌﻄﺎﻑ ﻣﻌﻴﻨﺔ ﺫﺍﺕ ﺣﺠﻢ ﻣﺮﻭﺭﻱ ﻛﺒﲑ ﻧﺴﺒﻴﹰﺎ‪ :‬ﰲ ﺣﺎﻝ ﻛﺎﻧﺖ‬
‫ﺇﺣﺪﻯ ﺣﺮﻛﺎﺕ ﺍﻻﻧﻌﻄﺎﻑ ﺫﺍﺕ ﺣﺠﻢ ﻣﺮﻭﺭﻱ ﺍﲡﺎﻫﻲ ﻛﺒﲑ ﻧﺴﺒﻴﹰﺎ ﺩﻭﻥ ﺃﻥ ﺗﻜﻮﻥ ﳊﺮﻛﺔ ﺍﻻﻧﻌﻄﺎﻑ ﻫـﺬﻩ‬
‫ﻃﻮﺭﻫﺎ ﺍﳋﺎﺹ‪ ،‬ﰲ ﻫﺬﻩ ﺍﳊﺎﻟﺔ ﳝﻜﻦ ﲣﺼﻴﺺ ﻃﻮﺭ ﳊﺮﻛﺔ ﺍﻻﻧﻌﻄﺎﻑ ﻫﺬﻩ ﲟﺎ ﻳﺘﻨﺎﺳﺐ ﻣﻊ ﺣﺠـﻢ ﺍﳌـﺮﻭﺭ‬
‫ﺍﻻﲡﺎﻫﻲ ﻓﻴﻬﺎ )ﻏﺎﻟﺒﹰﺎ ﻣﺎ ﺗﻜﻮﻥ ﺍﻧﻌﻄﺎﻑ ﳓﻮ ﺍﻟﻴﺴﺎﺭ(‪.‬‬
‫• ﺇﻋﺎﺩﺓ ﺗﻮﺯﻳﻊ ﳎﻤﻮﻋﺎﺕ ﺍﳊﺎﺭﺍﺕ ﲟﺎ ﻳﺘﻼﺀﻡ ﻣﻊ ﺣﺠﻮﻡ ﺍﳌﺮﻭﺭ ﺍﻻﲡﺎﻫﻴﺔ‪ :‬ﲣﺼﻴﺺ ﺣـﺎﺭﺍﺕ ﺍﳌـﺮﻭﺭ ﲟـﺎ‬
‫ﻳﺘﻨﺎﺳﺐ ﻣﻊ ﺣﺠﻮﻡ ﺍﳌﺮﻭﺭ ﺍﻻﲡﺎﻫﻴﺔ ﻳﺴﻬ‪‬ﻞ ﺗﺼﺮﻳﻒ ﺍﳊﺮﻛﺎﺕ ﺫﺍﺕ ﺍﳊﺠﻮﻡ ﺍﳌﺮﻭﺭﻳﺔ ﺍﻻﲡﺎﻫﻴﺔ ﺍﻷﻛﱪ ﻷﻧـﻪ‬
‫ﻳﻘﻠﻞ ﻣﻦ ﺇﻋﺎﻗﺔ ﺑﻘﻴﺔ ﺍﳊﺮﻛﺎﺕ ﺍﳌﺮﻭﺭﻳﺔ ﻭﻳﺴﻬ‪‬ﻞ ﻋﻤﻠﻴﺔ ﲣﺼﻴﺺ ﺍﻷﻃﻮﺍﺭ‪.‬‬
‫• ﺇﻋﺎﺩﺓ ﺗﺮﺗﻴﺐ ﺍﻟﺘﺤﻜﻢ ﰲ ﻣﺴﺎﺭﺍﺕ ﺍﳊﺮﻛﺔ ﻋﻠﻰ ﻛﻞ ﺃﻭ ﺑﻌﺾ ﺃﺫﺭﻉ ﺍﻟﺘﻘﺎﻃﻊ‪ :‬ﻭﺿﻊ ﳏﺪﺩﺍﺕ ﺃﺭﺿﻴﺔ‪ ،‬ﺃﻭ‬
‫ﺟﺰﺭ ﺗﻮﺟﻴﻪ ﺗﺴﺎﻫﻢ ﰲ ﺗﻮﺟﻴﻪ ﺍﻟﺴﺎﺋﻘﲔ‪ ،‬ﻭﺍﻟﺘﻘﻠﻴﻞ ﻣﻦ ﺍﻻﺭﺗﺒﺎﻙ ﻟﺪﻯ ﺍﺟﺘﻴﺎﺯﻫﻢ ﺍﻟﺘﻘﺎﻃﻊ‪ ،‬ﻭﺑﺎﻟﺘـﺎﱄ ﺗﻘﻠﻴـﻞ‬
‫ﺍﻻﺣﺘﻜﺎﻙ ﺑﲔ ﺍﻟﺴﺎﺋﻘﲔ ﻣﻦ ﺟﻬﺔ‪ ،‬ﻭﺑﲔ ﳐﺘﻠﻒ ﺍﳊﺮﻛﺎﺕ ﺍﳌﺮﻭﺭﻳﺔ ﻣﻦ ﺟﻬﺔ ﺃﺧﺮﻯ‪.‬‬
‫ﺽ ﳎﺎﻭﺭﺓ ﻟﻠﺘﻘﺎﻃﻊ‪ :‬ﻳﺘﻴﺢ‬
‫• ﺇﺿﺎﻓﺔ ﺣﺎﺭﺍﺕ ﲣﺰﻳﻦ ﻟﺒﻌﺾ ﺣﺮﻛﺎﺕ ﺍﻻﻟﺘﻔﺎﻑ ﺩﻭﻥ ﺍﳊﺎﺟﺔ ﻟﱰﻉ ﻣﻠﻜﻴﺎﺕ ﺃﺭﺍ ٍ‬
‫ﺳﻌﺔ ﺍﺿﺎﻓﻴﺔ ﻻﺳﺘﻴﻌﺎﺏ ﺍﳊﺮﻛﺔ ﺍﳌﻨﻌﻄﻔﺔ‪ ،‬ﻛﻤﺎ ﺃﻧﻪ ﳝﻜﹼﻦ ﻣﻦ ﻣﺸﺎﺭﻛﺔ ﻫﺬﻩ ﺍﳊﺮﻛﺔ ﰲ ﺍﻟﺰﻣﻦ ﺍﻷﺧﻀﺮ ﻟﻄﻮﺭ‬
‫ﻏﲑ ﻣﺘﺼﺎﺩﻡ ﻋﻠﻰ ﺫﺭﺍﻉ ﺁﺧﺮ‪ ،‬ﳑﺎ ﻳﻌﲏ ﺗﺼﺮﻳﻒ ﺃﺳﺮﻉ ﳍﺬﻩ ﺍﳊﺮﻛﺔ‪ ،‬ﻭﺑﺎﻟﺘﺎﱄ ﺃﺯﻣﻨﺔ ﺗﺄﺧﲑ ﺃﻗﻞ‪.‬‬

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 ‫• ﲢﺪﻳﺚ ﻭﺳﺎﺋﻞ ﺍﻟﺘﺤﻜﻢ ﺍﳌﺮﻭﺭﻳﺔ‪ :‬ﺍﻋﺘﻤﺎﺩ ﻧﻈﻢ ﺃﻛﺜﺮ ﺗﻄﻮﺭﹰﺍ ﰲ ﺗﺸﻐﻴﻞ ﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻀﻮﺋﻴﺔ‪ ،‬ﺗﺘﻴﺢ ﻣﺮﻭﻧﺔ ﺃﻛﱪ‬
‫ﰲ ﺗﻮﺯﻳﻊ ﺃﻭﻟﻮﻳﺎﺕ ﺍﳌﺮﻭﺭ‪ ،‬ﻭﺗﻼﺅﻣﹰﺎ ﺃﻓﻀﻞ ﻣﻊ ﺍﻟﺘﻐﲑﺍﺕ ﺍﻟﻴﻮﻣﻴﺔ ﰲ ﺍﳊﺠﻮﻡ ﺍﳌﺮﻭﺭﻳﺔ ﺍﻟـﱵ ﺗﺴـﺘﺨﺪﻡ ﺃﺫﺭﻉ‬
‫ﺍﻟﺘﻘﺎﻃﻊ‪.‬‬
‫• ﺍﻟﺘﻨﺴﻴﻖ ﺑﲔ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ‪ :‬ﺭﺑﻂ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﺍﳌﺘﺠﺎﻭﺭﺓ ﺃﻭ ﺍﻟﻮﺍﻗﻌﺔ ﻋﻠﻰ ﳏﺎﻭﺭ ﻣﻊ ﺑﻌﻀﻬﺎ ﺑﺎﺳـﺘﺨﺪﺍﻡ ﻣﺒـﺪﺃ‬
‫ﺍﳌﻮﺟﺔ ﺍﳋﻀﺮﺍﺀ‪ ،‬ﺃﻭ ﺭﺑﻂ ﺇﺷﺎﺭﺍ‪‬ﺎ ﺍﻟﻀﻮﺋﻴﺔ ﺑﺄﻧﻈﻤﺔ ﺑﺮﳎﻴﺔ ﺣﺪﻳﺜﺔ ﺗﺘﻴﺢ ﺍﻟﺘﻨﺴﻴﻖ ﺍﻟﻔﻌﺎﻝ ﺑﲔ ﻫﺬﻩ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﲟﺎ‬
‫ﻳﻀﻤﻦ ﺗﻘﻠﻴﻞ ﺃﺯﻣﻨﺔ ﺍﻟﺘﺄﺧﲑ ﻋﻠﻰ ﳎﻤﻞ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ‪ ،‬ﻭﺑﺎﻟﺘﺎﱄ ﲢﺴﲔ ﻣﺴﺘﻮﻯ ﺍﳋﺪﻣﺔ ﻟﻠﻤﺤﻮﺭ ﺍﳌﺪﺭﻭﺱ )ﻫﺬﺍ‬
‫ﻳﺘﻢ ﻣﻦ ﺧﻼﻝ ﺩﺭﺍﺳﺔ ﻣﺘﻜﺎﻣﻠﺔ ﶈﻮﺭ ﳛﻮﻱ ﻋﺪﺓ ﺗﻘﺎﻃﻌﺎﺕ(‪.‬‬

‫ﰲ ﺣﺎﻝ ﻋﺪﻡ ﳒﺎﺡ ﺍﳊﻠﻮﻝ ﺍﳌﺮﻭﺭﻳﺔ ﺍﻟﺒﺴﻴﻄﺔ ﻭﻋﺪﻡ ﻓﻌﺎﻟﻴﺘﻬﺎ ﰲ ﲢﺴﲔ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺘﻘﺎﻃﻊ‪ ،‬ﻳﺘﻢ ﺍﻟﺘﻔﻜﲑ‬
‫ﰲ ﺍﳊﻠﻮﻝ ﺍﳌﻌﻘﺪﺓ ﺍﻟﱵ ﺗﺘﻄﻠﺐ ﻣﻌﺎﳉﺔ ﺇﻧﺸﺎﺋﻴﺔ‪ ،‬ﻭ ﺗﺸﻤﻞ‪:‬‬
‫• ﺗﻮﺳﻴﻊ ﺍﻟﺘﻘﺎﻃﻊ ﺑﱰﻉ ﻣﻠﻜﻴﺎﺕ ﺍﻷﺭﺍﺿﻲ ﺍ‪‬ﺎﻭﺭﺓ‪.‬‬
‫• ﻓﺼﻞ ﻣﻜﺎﱐ ﺑﲔ ﺍﳊﺮﻛﺎﺕ ﺍﳌﺘﺼﺎﺩﻣﺔ ﻋﻦ ﻃﺮﻳﻖ ﺇﻧﺸﺎﺀ ﺟﺴﻮﺭ ﺃﻭ ﺃﻧﻔﺎﻕ‪.‬‬
‫ﻳﺘﻢ ﺍﻟﻠﺠﻮﺀ ﳍﺬﻩ ﺍﳊﻠﻮﻝ ﰲ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﺫﺍﺕ ﺍﳊﺠﻮﻡ ﺍﳌﺮﻭﺭﻳﺔ ﺍﻟﻌﺎﻟﻴﺔ ﻋﻠﻰ ﻛﺎﻓﺔ ﺃﺫﺭﻉ ﺍﻟﺘﻘﺎﻃﻊ‪ ،‬ﳑﺎ ﻳ‪‬ﺆﺩﻱ ﺇﱃ ﺍﺭﺗﻔﺎﻉ‬
‫ﺃﺯﻣﻨﺔ ﺍﻟﺘﺄﺧﲑ ﻭﺍﳔﻔﺎﺽ ﻣﺴﺘﻮﻳﺎﺕ ﺍﳋﺪﻣﺔ ﰲ ﻫﺬﻩ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ‪ ، ،‬ﳑﺎ ﻳ‪‬ﻨﺘﺞ ﺻﻌﻮﺑﺔ ﰲ ﺍﻟﻔﺼـﻞ ﺍﻟﺰﻣـﺎﱐ ﺑـﲔ ﻛـﻞ‬
‫ﺍﳊﺮﻛﺎﺕ ﺍﳌﺘﺼﺎﺩﻣﺔ ﻣﻊ ﺍﶈﺎﻓﻈﺔ ﻋﻠﻰ ﺃﺯﻣﻨﺔ ﺗﺄﺧﲑ ﻭﻣﺴﺘﻮﻳﺎﺕ ﺧﺪﻣﺔ ﻣﻘﺒﻮﻟﺔ‪ .‬ﺑﺪﺍﺋﻞ ﺍﳊﻠﻮﻝ ﺍﳌﻌﻘﺪﺓ ﻫﺬﻩ ﲢﺘـﺎﺝ ﺇﱃ‬
‫ﺩﺭﺍﺳﺎﺕ ﺧﺎﺻﺔ ﻟﻠﺒﺤﺚ ﰲ ﻛﻠﻔﺘﻬﺎ ﻭﺍﻣﻜﺎﻧﻴﺔ ﺗﻨﻔﻴﺬﻫﺎ ﻋﻠﻰ ﺃﺭﺽ ﺍﻟﻮﺍﻗﻊ‪.‬‬
‫ﻻ ﳝﻜﻦ ﻭﺿﻊ ﻣﻨﻬﺠﻴﺔ ﺻﺎﺭﻣﺔ ﻟﻠﺒﺤﺚ ﻋﻦ ﺑﺪﺍﺋﻞ ﺍﳊﻠﻮﻝ ﻟﺘﻘﺎﻃﻊ ﻣﻌﲔ‪ ،‬ﻷﻥ ﻫﺬﻩ ﺍﻟﻌﻤﻠﻴﺔ ﺗﺘﺄﺛﺮ ﺇﱃ ﺣﺪ ﻛﺒﲑ‬
‫ﺑﺎﻟﻌﺪﻳﺪ ﻣﻦ ﺍﻟﻌﻮﺍﻣﻞ ﺍﻟﱵ ﺗﺘﺪﺧﻞ ﰲ ﺍﻗﺘﺮﺍﺡ ﺑﺪﺍﺋﻞ ﺍﳊﻠﻮﻝ‪ ،‬ﻫﺬﻩ ﺍﻟﻌﻮﺍﻣﻞ ﺗﺘﻀﻤﻦ‪:‬‬
‫• ﺍﻟﻮﺿﻊ ﺍﻟﺮﺍﻫﻦ ﻟﻠﻈﺮﻭﻑ ﺍﳌﺮﻭﺭﻳﺔ ﻭﻇﺮﻭﻑ ﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻀﻮﺋﻴﺔ‪ ،‬ﺇﺫ ﺇﻥ ﳋﺼﺎﺋﺺ ﺍﳌﺮﻭﺭ ﻭﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﺮﺍﻫﻨـﺔ‬
‫ﺩﻭﺭﹰﺍ ﰲ ﺍﻗﺘﺮﺍﺡ ﺑﺪﺍﺋﻞ ﺣﻠﻮﻝ ﺑﺴﻴﻄﺔ‪.‬‬
‫• ﺗﻜﻠﻔﺔ ﺑﺪﺍﺋﻞ ﺍﳊﻠﻮﻝ ﻗﺪ ﺗﻠﻌﺐ ﺩﻭﺭﹰﺍ ﺭﺋﻴﺴﻴﹰﺎ ﰲ ﺗﻔﻀﻴﻞ ﺃﺣﺪ ﺍﳊﻠﻮﻝ ﺍﻟﺒﺴﻴﻄﺔ ﻋﻠﻰ ﺍﻟﺮﻏﻢ ﻣﻦ ﺃﻥ ﻫﺬﺍ ﺍﳊﻞ ﻻ‬
‫ﻳ‪‬ﺤﺴ‪‬ﻦ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻛﻤﺎ ﻗﺪ ﻳﻔﻌﻞ ﺣﻞ ﻳﺘﻄﻠﺐ ﺗﻐﻴﲑﹰﺍ ﰲ ﺍﳋﺼﺎﺋﺺ ﺍﳍﻨﺪﺳﻴﺔ ﻟﻠﺘﻘﺎﻃﻊ ﺫﻭ ﻛﻠﻔﺔ ﻋﺎﻟﻴـﺔ ﺃﻭ‬
‫ﺻﻌﻮﺑﺔ ﰲ ﺍﻹﻧﺸﺎﺀ‪.‬‬
‫• ﻣﻜﺎﻥ ﺍﻟﺘﻘﺎﻃﻊ‪ ،‬ﺇﺫﺍ ﻛﺎﻥ ﺍﻟﺘﻘﺎﻃﻊ ﺩﺍﺧﻞ ﻣﺪﻳﻨﺔ‪ ،‬ﻭﱂ ﺗ‪‬ﺠﺪ ﻣﻌﻪ ﺍﳊﻠﻮﻝ ﺍﻟﺒﺴﻴﻄﺔ ﻟﺘﺤﺴﲔ ﺍﻷﺩﺍﺀ ﳝﻜﻦ ﺍﻟﺘﻔﻜﲑ‬
‫ﰲ ﺗﻮﺳﻴﻊ ﺍﻟﺘﻘﺎﻃﻊ ﺃﻭ ﺇﻧﺸﺎﺀ ﺟﺴﺮ ﺃﻭ ﻧﻔﻖ ﻟﺘﺄﻣﲔ ﻋﺒﻮﺭ ﺑﻌﺾ ﺍﳊﺮﻛﺎﺕ ﺫﺍﺕ ﺍﳊﺠﻮﻡ ﺍﳌﺮﻭﺭﻳﺔ ﺍﻟﻌﺎﻟﻴﺔ‪ .‬ﻟﻜﻦ‬
‫ﻋﻨﺪﺋﺬ ﳚﺐ ﺍﻟﺘﻔﻜﲑ ﲝﺬﺭ ﺑﺎﻣﻜﺎﻧﻴﺔ )ﻭﺗﻜﻠﻔﺔ( ﻧﺰﻉ ﻣﻠﻜﻴﺔ ﺍﻷﺭﺍﺿﻲ ﺍ‪‬ﺎﻭﺭﺓ ﻟﻠﺘﻘﺎﻃﻊ ﺑﻐﺮﺽ ﺗﻨﻔﻴﺬ ﺍﳌﺸﺮﻭﻉ‪،‬‬
‫ﻭﻣﺪﻯ ﺗﺄﺛﲑ ﻫﺬﺍ ﺍﳌﺸﺮﻭﻉ ﻋﻠﻰ ﺍﳌﻨﺎﻃﻖ ﺍ‪‬ﺎﻭﺭﺓ ﻭﺃﳕﺎﻁ ﺍﺳﺘﻌﻤﺎﻝ ﺍﻷﺭﺍﺿﻲ ﻓﻴﻬﺎ ﳌﺎ ﳌﺸﺎﺭﻳﻊ ﺍﻟﺒﻨﻴـﺔ ﺍﻟﺘﺤﺘﻴـﺔ‬
‫ﻟﻠﻨﻘﻞ ﻣﻦ ﺗﺄﺛﲑﺍﺕ ﺟﺬﺭﻳﺔ ﻋﻠﻰ ﺍﻟﺘﺠﻤﻌﺎﺕ ﻭﺍﻟﻨﺸﺎﻃﺎﺕ ﺍﻟﺒﺸﺮﻳﺔ ﺍ‪‬ﺎﻭﺭﺓ‪.‬‬

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 ‫• ﻗﺪ ﻳﺘﻌﺬﺭ ﺗﻨﻔﻴﺬ ﺑﻌﺾ ﺍﳊﻠﻮﻝ‪ ،‬ﻭﺑﺎﻷﺧﺺ ﺍﻟﱵ ﺗﺘﻄﻠﺐ ﺗﻐﻴﲑﹰﺍ ﰲ ﺍﻟﻮﺍﻗﻊ ﺍﳍﻨﺪﺳﻲ ﻟﻠﺘﻘﺎﻃﻊ ﺑﺴﺒﺐ ﻋﻮﺍﺋﻖ ﻓﻨﻴﺔ‪،‬‬
‫ﻣﺜﻞ ﻭﺟﻮﺩ ﺑﻨﻴﺔ ﲢﺘﻴﺔ ﻛﺜﻴﻔﺔ ﺣﻴﻮﻳﺔ ﻭﺣﺴﺎﺳﺔ ﰲ ﺍﳌﻨﻄﻘﺔ )ﲤﺪﻳﺪﺍﺕ ﺃﺭﺿﻴﺔ ﳌﻴﺎﻩ‪ ،‬ﺃﻭ ﻛﻬﺮﺑـﺎﺀ ﺃﻭ ﺧﻄـﻮﻁ‬
‫ﺍﺗﺼﺎﻻﺕ ﺳﺮﻳﻌﺔ‪ ،‬ﺧﻄﻮﻁ ﻛﻬﺮﺑﺎﺀ ﺗﻮﺗﺮ ﻋﺎﱄ‪ ،‬ﻭﺟﻮﺩ ﺑﻌﺾ ﺍﳌﻨﺸﺂﺕ ﺍﳊﺴﺎﺳﺔ ﰲ ﺟﻮﺍﺭ ﺍﻟﺘﻘﺎﻃﻊ‪.(.....‬‬
‫• ﻭﺟﻮﺩ ﺳﻴﺎﺳﺎﺕ ﻧﻘﻞ ﺃﻭ ﺳﻴﺎﺳﺎﺕ ﻣﺮﻭﺭﻳﺔ ﻣﻌﻴﻨﺔ ﺗﺘﺒﻨﺎﻫﺎ ﺍﳌﺆﺳﺴﺎﺕ ﺍﻟﻘﺎﺋﻤﺔ ﻋﻠﻰ ﺇﺩﺍﺭﺓ ﺍﻟﻨﻘﻞ ﻭﺍﳌﺮﻭﺭ ﺗ‪‬ﻘﺼﻲ‬
‫ﻼ ﻋﺪﻡ ﺍﻻﻗﺘﻨﺎﻉ ﺑﺎﻟﺪﻭﺍﺭﺍﺕ‪ ،‬ﺃﻭ ﺍﻟﻔﺼﻞ ﺍﳌﻜﺎﱐ ﻋﻠﻰ ﻣﺴـﺘﻮﻳﲔ‪ .‬ﺃﻭ ﺣـﱴ‬ ‫ﺗﻠﻘﺎﺋﻴﹰﺎ ﺑﻌﺾ ﺍﳊﻠﻮﻝ ﺍﳌﻨﺎﺳﺒﺔ‪ .‬ﻣﺜ ﹰ‬
‫ﺳﻴﺎﺳﺎﺕ ﻋﻠﻰ ﻧﻄﺎﻕ ﺍﻟﺒﻠﺪ ﺗﻌﺘﻤﺪ ﻋﻠﻰ ﺗﺸﺠﻴﻊ ﺃﳕﺎﻁ ﻧﻘﻞ ﺑﺪﻳﻠﺔ ﻻ ﺗﻌﺘﻤﺪ ﻋﻠﻰ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳋﺎﺻﺔ‪ ،‬ﻭ ﺑﺎﻟﺘﺎﱄ‬
‫ﻋﺪﻡ ﺍﻟﺮﻏﺒﺔ ﰲ ﺍﻹﻧﻔﺎﻕ ﻋﻠﻰ ﺑﻨﺎﺀ ﺟﺴﻮﺭ ﻭﺃﻧﻔﺎﻕ ﳊﻞ ﺍﳌﺸﺎﻛﻞ ﺍﳌﺮﻭﺭﻳﺔ‪ ،‬ﻭﲢﻮﻳﻞ ﺍﻟﺘﻤﻮﻳﻞ ﻹﻧﺸﺎﺀ ﺑﲎ ﲢﺘﻴـﺔ‬
‫ﻟﻮﺳﺎﺋﻞ ﻧﻘﻞ ﻋﺎﻡ ﻣﺘﻄﻮﺭﺓ‪ ،‬ﺃﻭ ﺍﻟﺘﺮﻭﻳﺞ ﻟﱪﺍﻣﺞ ﺍﻟﻨﻘﻞ ﻏﲑ ﺍﻟﻀﺎﺭﺓ ﺑﺎﻟﺒﻴﺌﺔ‪.‬‬

‫ﺍﳋﻼﺻﺔ‪ :‬ﻣﻦ ﺍﻟﻀﺮﻭﺭﻱ ﻋﻨﺪ ﺍﻗﺘﺮﺍﺡ ﺑﺪﺍﺋﻞ ﺍﳊﻠﻮﻝ ﻟﺘﺤﺴﲔ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﺘﻘﺎﻃﻊ ﻣﺎ ﻋﺪﻡ ﻋﺰﻟـﻪ ﻋـﻦ ﳎﻤـﻞ‬
‫ﺍﻟﻈﺮﻭﻑ ﺍﶈﻴﻄﺔ ﺑﻪ‪ ،‬ﺑﻞ ﺗﻘﺪﱘ ﺣﻠﻮﻝ ﺁﺧﺬﻳﻦ ﺑﻌﲔ ﺍﻻﻋﺘﺒﺎﺭ ﳐﺘﻠﻒ ﺍﻟﺘﺄﺛﲑﺍﺕ ﺍﻟﻔﻨﻴﺔ ﻭﺍﻟﺴﻴﺎﺳﺎﺕ ﺍﳌﺘ‪‬ﺒﻌﺔ‪ ،‬ﻣﻦ ﺧـﻼﻝ‬
‫ﺩﺭﺍﺳﺎﺕ ﺗﻔﺼﻴﻠﻴﺔ ﺩﻗﻴﻘﺔ ﳊﺎﻟﺔ ﻛﻞ ﺗﻘﺎﻃﻊ ﻋﻠﻰ ﺣﺪﺓ‪.‬‬

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 ‫‪ -٤‬ﻣﻨﻬﺠﻴﺔ ﲢﺴﲔ ﺍﻟﺴﻼﻣﺔ ﺍﳌﺮﻭﺭﻳﺔ ﰲ ﺍﳌﺪﻥ‬
‫‪ ١-٤‬ﻣﻘﺪﻣﺔ‬
‫ﲦﺔ ﻋﻼﻗﺔ ﺛﻼﺛﻴﺔ ﺳﺎﺋﺪﺓ ﰲ ﻭﺳﻂ ﺍﻟﺴﻼﻣﺔ ﺍﳌﺮﻭﺭﻳﺔ ﺃﺿﻼﻋﻬﺎ ﺗﺘﻤﺜﻞ ﰲ ﻣﺴﺘﺨﺪﻡ ﺍﻟﻄﺮﻳﻖ ﻭﺍﻟﻄﺮﻳـﻖ ﻧﻔﺴـﻪ‬
‫ﻭﺍﳌﺮﻛﺒﺔ‪ ،‬ﻭﻫﻲ ﻋﻼﻗﺔ ﻣﻨﺘﺠﺔ ﻟﻠﺤﺎﺩﺙ ﺍﳌﺮﻭﺭﻱ ﻭﺇﻥ ﺍﺧﺘﻠﻒ ﻣﺪﻯ ﺗﺄﺛﲑ ﻛﻞ ﻋﻨﺼﺮ ﻣﻦ ﺍﻟﻌﻨﺎﺻﺮ ﺍﻟﺜﻼﺛﺔ‪ .‬ﻭﻣﺎ ﻣﻦ ﺷﻚ‬
‫ﰲ ﺃﻥ ﺩﻭﺭ ﺍﻟﻄﺮﻕ ﰲ ﻭﻗﻮﻉ ﺍﳊﻮﺍﺩﺙ ﱂ ‪‬ﻳﺪﺭﺱ ﺑﻌﻤﻖ ﰲ ﺍﳌﻤﻠﻜﺔ ﻧﺘﻴﺠﺔ ﻟﻀﻌﻒ ﺗﺴﺠﻴﻞ ﺍﻹﺣﺼﺎﺀﺍﺕ ﺍﳌﺮﻭﺭﻳﺔ ﻣـﻦ‬
‫ﺟﻬﺔ ﻭﻗﻠﺔ ﺍﳋﱪﺓ ﺍﻟﻔﻨﻴﺔ ﰲ ﲢﻘﻴﻖ ﺍﳊﻮﺍﺩﺙ ﻣﻦ ﺟﻬﺔ ﺃﺧﺮﻯ‪.‬‬
‫ﺇﻻ ﺃﻥ ﺍﻟﺪﺭﺍﺳﺎﺕ ﺍﻟﺘﺨﺼﺼﻴﺔ ﻭﺍﳋﱪﺓ ﺍﻟﻌﺎﳌﻴﺔ ﺗﺆﻛﺪ ﺩﻭﻣﹰﺎ ﻋﻠﻰ ﺩﻭﺭ ﺍﻟﻄﺮﻳﻖ ﰲ ﻭﻗﻮﻉ ﺍﳊﻮﺍﺩﺙ‪ ،‬ﺣﱴ ﺃﻥ ﺃﺷﻬﺮ ﺩﻟﻴﻞ‬
‫ﰲ ﺗﺼﻤﻴﻢ ﺍﻟﻄﺮﻕ ﻭﻫﻮ ﺩﻟﻴﻞ ﺍﻵﺷﺘﻮ )‪ (AASHTO,2001‬ﻳﺆﻛﺪ ﻋﻠﻰ ﻣﻔﻬﻮﻡ "ﺍﻟﻄـﺮﻕ ﺍﳌﺘﺴـﺎﳏﺔ" ‪(Forgiving‬‬
‫)‪ Highways‬ﺗﺮﺳﻴﺨﹰﺎ ﻟﺪﻭﺭ ﻣﻬﻨﺪﺳﻲ ﺍﻟﻄﺮﻕ ﰲ ﺟﻌﻞ ﺑﻴﺌﺔ ﺍﻟﻄﺮﻳﻖ ﻣﺘﺴﺎﳏﺔ ﻣﻊ ﺃﺧﻄﺎﺀ ﺍﻟﺴﺎﺋﻘﲔ ﲝﻴـﺚ ﺗـﺪﺧﻞ‬
‫ﻣﻮﺍﺻﻔﺎﺕ ﺍﻟﺴﻼﻣﺔ ﺍﳌﺮﻭﺭﻳﺔ ﰲ ﻛﺎﻓﺔ ﺍﻟﻌﻨﺎﺻﺮ ﺍﳍﻨﺪﺳﻴﺔ ﻟﻠﻄﺮﻳﻖ ﺍﻟﱵ ﺇﻣﺎ ﺃﻥ ﺗﺴﺎﻋﺪ ﺍﻟﺴﺎﺋﻖ ﻋﻠﻰ ﺗﻔﺎﺩﻱ ﺍﳊﺎﺩﺙ ﺃﻭ ﰲ‬
‫ﺃﻗﻞ ﺍﻷﺣﻮﺍﻝ ﺗﻘﻠﻞ ﻣﻦ ﺷﺪﺓ ﺍﻟﺼﺪﻡ‪.‬‬
‫ﻓﻌﻠﻰ ﺳﺒﻴﻞ ﺍﳌﺜﺎﻝ ﺧﻠﻮ ﺍﳉﺎﻧﺐ ﺍﻟﻘﺮﻳﺐ ﻣﻦ ﺍﻟﻄﺮﻳﻖ ﻣﻦ ﺃﺟﺴﺎﻡ ﺛﺎﺑﺘﺔ ﻣﺜﻞ ﺃﻋﻤﺪﺓ ﺍﳋﺪﻣﺎﺕ ﻳﻘﻠﻞ ﻣﻦ ﺧﻄﺮ ﺍﻻﺻﻄﺪﺍﻡ‬
‫‪‬ﺎ ﻭﺑﺎﻟﺘﺎﱄ ﻣﻦ ﺧﻄﻮﺭﺓ ﺍﳊﺎﺩﺙ‪ .‬ﻛﻤﺎ ﺃﻥ ﺃﻋﻤﺪﺓ ﺍﻟﻠﻮﺣﺎﺕ ﻭﺍﳋﺪﻣﺎﺕ ﻭﺍﻹﻋﻼﻧﺎﺕ ﺍﻟﻘﺎﺑﻠﺔ ﻟﻼﻧﻜﺴﺎﺭ ﻭﺍﻟﻘﺮﻳﺒﺔ ﻣـﻦ‬
‫ﺍﻟﻄﺮﻳﻖ ﺗﻘﻠﻞ ﻣﻦ ﺍﻟﻀﺮﺭ ﺍﻟﻨﺎﺗﺞ ﻣﻦ ﺻﺪﻣﻬﺎ ﻓﻴﻤﺎ ﻟﻮ ﻓﻘﺪ ﺍﻟﺴﺎﺋﻖ ﺍﻟﺴﻴﻄﺮﺓ ﻋﻠﻰ ﻣﺮﻛﺒﺘﻪ‪ .‬ﻛﻤﺎ ﺃﻥ ﳎﺎﻝ ﺍﻟﺮﺅﻳﺔ ﺍﻟﻜﺎﰲ ﰲ‬
‫ﺗﻘﺎﻃﻊ ﻏﲑ ﳏﻜﻮﻡ ﺑﺈﺷﺎﺭﺓ ﺿﻮﺋﻴﺔ ﺃﻭ ﻋﻼﻣﺎﺕ ﻗﻒ ﻳﻌﻄﻲ ﺍﻟﺴﺎﺋﻖ ﻭﻗﺘﹰﺎ ﻛﺎﻓﻴﹰﺎ ﻟﺘﻔﺎﺩﻱ ﺍﻟﺼﺪﻡ ﺑﺎﳌﺮﻛﺒﺎﺕ ﺍﳌﺘﻘﺎﻃﻌﺔ ﻣـﻊ‬
‫ﻃﺮﻳﻘﻪ‪.‬‬
‫ﺇﻥ ﺍﻹﺟﺮﺍﺀﺍﺕ ﺍﳍﻨﺪﺳﻴﺔ ﻟﺘﺤﺴﲔ ﺳﻼﻣﺔ ﺍﳌﺮﻭﺭ ﻣﺘﻌﺪﺩﺓ ﻭﳝﻜﻦ ﺗﺼﻨﻴﻒ ﳎﺎﻻ‪‬ﺎ ﰲ ﺍﻵﰐ‪:‬‬
‫‪ -‬ﺍﻟﺘﺼﻤﻴﻢ ﺍﳍﻨﺪﺳﻲ ﻟﻠﻄﺮﻕ‪ :‬ﺍﻟﻌﻨﺎﺻﺮ ﺍﳍﻨﺪﺳﻴﺔ ﻟﻠﻄﺮﻳﻖ ﻣﺜﻞ ﲢﻘﻴﻖ ﻣﺴﺎﻓﺔ ﺍﻟﺮﺅﻳﺔ ﺍﻵﻣﻨﺔ‪ ،‬ﻋﺮﺽ ﺍﳌﺴـﺎﺭﺍﺕ‪،‬‬
‫ﻛﺘﻒ ﺍﻟﻄﺮﻳﻖ‪.‬‬
‫‪ -‬ﺍﻟﺘﺼﻤﻴﻢ ﺍﳍﻨﺪﺳﻲ ﳉﻮﺍﻧﺐ ﺍﻟﻄﺮﻳﻖ‪ :‬ﺍﳊﻤﺎﻳﺔ ﺍﳉﺎﻧﺒﻴﺔ‪ ،‬ﺍﳌﻨﻄﻘﺔ ﺍﳋﺎﻟﻴﺔ ﻣﻦ ﺃﺟﺴﺎﻡ ﺛﺎﺑﺘﺔ ﻭﺃﺷﺠﺎﺭ‪ ،‬ﻣﻮﺍﺻﻔﺎﺕ‬
‫ﺃﻋﻤﺪﺓ ﺍﻟﻠﻮﺣﺎﺕ‪ ،‬ﺃﺭﺻﻔﺔ ﺍﳌﺸﺎﺓ‪.‬‬
‫‪ -‬ﺍﻟﺘﺼﻤﻴﻢ ﺍﳍﻨﺪﺳﻲ ﻷﺩﻭﺍﺕ ﺍﻟﺘﺤﻜﻢ ﺍﳌﺮﻭﺭﻳﺔ‪ :‬ﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻀﻮﺋﻴﺔ ﻭﺗﺸﻐﻴﻠﻬﺎ‪ ،‬ﻟﻮﺣﺎﺕ ﺍﳌﺮﻭﺭ ﻣﻦ ﺣﻴـﺚ‬
‫ﺍﳌﻜﺎﻥ ﻭﺍﻟﻮﺿﻮﺡ‪ ،‬ﺍﻟﺘﺤﺬﻳﺮ ﻭﺍﻟﺘﻨﺒﻴﻪ ﺑﻌﻼﻣﺎﺕ ﺑﺎﺭﺯﺓ‪.‬‬

‫ﻳ‪‬ﺸﺎﺭ ﺇﱃ ﺃﻥ ﲢﺪﻳﺪ ﺍﳌﺸﻜﻠﺔ ﻗﺪ ﻳﺘﻄﻠﺐ ﺇﺿﺎﻓﺔ ﺇﱃ ﺍﳌﺸﺎﻫﺪﺍﺕ ﺍﳌﻴﺪﺍﻧﻴﺔ ﲢﻠﻴﻼﺕ ﻛﻤﻴ‪‬ﺔ ﻟﻠﺴﺮﻋﺎﺕ ﻭﺃﻭﻗﺎﺕ‬
‫ﺍﻹﺷﺎﺭﺓ ﺍﻟﻀﻮﺋﻴﺔ ﻭﻏﲑﻫﺎ‪ ،‬ﻛﻤﺎ ﺃﻥ ﻣﺘﻄﻠﺒﺎﺕ ﺍﻟﻌﻼﺝ ﻟﻴﺴﺖ ﺑﺎﻟﻀﺮﻭﺭﺓ ﺣﻠﻮ ﹰﻻ ﺟﺎﻫﺰﺓ ﺃﻭ ﻣﻨﻬﺠﻴﺔ ﻭﺍﺣﺪﺓ ﻣﺘﻜﺎﻣﻠﺔ‪ ،‬ﺑﻞ‬
‫ﻫﻲ ﳎﻤﻮﻋﺔ ﻣﻦ ﺍﻹﺭﺷﺎﺩﺍﺕ ﻭﺍﳌﻌﺎﻳﲑ ﺍﻟﱵ ﳝﻜﻦ ﺗﻌﻤﻴﻤﻬﺎ‪ ،‬ﺃﻭ ﺗﻜﻮﻥ ﰲ ﻫﻴﺌﺔ ﺩﺭﺍﺳﺎﺕ ﻫﻨﺪﺳﻴﺔ ﻣﺴﺘﻘﺒﻠﻴﺔ ﻭﺫﻟﻚ‬
‫ﲝﺴﺐ ﻃﺒﻴﻌﺔ ﺍﳌﺸﻜﻠﺔ ﺍﶈﺪﺩﺓ ﻭﺩﺭﺟﺔ ﺗﻌﻘﻴﺪﻫﺎ‪ ،‬ﻭﺫﻟﻚ ﺑﺴﺒﺐ ﺍﻟﺘﻨﻮﻉ ﰲ ﺍﻟﻌﻮﺍﻣﻞ ﺍﳌﺆﺛﺮﺓ ﻋﻠﻰ ﺍﻟﺴﻼﻣﺔ ﺍﳌﺮﻭﺭﻳﺔ ﰲ‬
‫ﺍﳌﺪﻥ‪.‬‬

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 ‫ﻭﻧﻈﺮﹰﺍ ﻟﻼﺭﺗﺒﺎﻁ ﺍﻟﻨﺴﱯ ﳌﺨﺎﻟﻔﱵ ﺍﻟﺴﺮﻋﺔ ﻭﻗﻄﻊ ﺍﻹﺷﺎﺭﺓ )ﲡﺎﻭﺯ ﺍﻹﺷﺎﺭﺓ ﺍﳊﻤﺮﺍﺀ( ﲟﺎ ﻳﺰﻳﺪ ﻋﻦ‪ %٤٠‬ﻣـﻦ ﺇﲨـﺎﱄ‬
‫ﺍﳊﻮﺍﺩﺙ ﺍﻟﱵ ﺗﻘﻊ ﰲ ﺍﳌﻤﻠﻜﺔ‪ ،‬ﺃﻱ ﺣﻮﺍﱄ ﻧﺼﻒ ﺍﳊﻮﺍﺩﺙ‪ ،‬ﻓﺈﻥ ﺫﻟﻚ ﳏﻔﺰ ﻟﻠﻌﺎﻣﻠﲔ ﰲ ﻫﻨﺪﺳﺔ ﺍﻟﻄﺮﻕ ﺑﺄﺧﺬ ﺫﻟﻚ ﰲ‬
‫ﺍﻻﻋﺘﺒﺎﺭ‪ ،‬ﻓﺎﻹﺟﺮﺍﺀﺍﺕ ﺍﳍﻨﺪﺳﻴﺔ ﻟﻠﺘﺼﺪﻱ ﻟﻠﺴﺮﻋﺔ ﻭﻗﻄﻊ ﺍﻹﺷﺎﺭﺓ )ﺳﻮﺍ ًﺀ ﺿﻮﺋﻴﺔ ﺃﻭ ﻋﻼﻣﺔ ﻗـﻒ( ﳑﻜﻨـﺔ ﻭﺣﻘﻘـﺖ‬
‫ﳒﺎﺣﺎﺕ ﻣﻠﻤﻮﺳﺔ ﰲ ﺃﻣﺎﻛﻦ ﻣﺘﻔﺮﻗﺔ ﰲ ﺍﻟﻌﺎﱂ ﻭﻫﻨﺎﻙ ﺗﻄﺒﻴﻘﺎﺕ ﻭﳑﺎﺭﺳﺎﺕ ﻣﻬﻨﻴﺔ ﻣﻔﻴﺪﺓ ﰲ ﻫﺬﺍ ﺍﻟﺸﺄﻥ‪.‬‬
‫ﳑﺎ ﺗﻘﺪﻡ ﻓﺈﻥ ﻣﻨﻬﺠﻴﺔ ﺍﻟﺴﻼﻣﺔ ﺍﳌﺮﻭﺭﻳﺔ ﺳﻮﻑ ﺗﺴﻠﻂ ﺍﻟﻀﻮﺀ ﻋﻠﻰ ﺍﻟﺒﻌﺪ ﺍﳍﻨﺪﺳﻲ ﻓﻴﻤﺎ ﳜﺺ ﺍﻟﺘﺼﻤﻴﻢ ﺍﳍﻨﺪﺳﻲ ﻟﻠﻄﺮﻕ‬
‫ﻭﺟﻮﺍﻧﺒﻬﺎ ﻭﻭﺳﺎﺋﻞ ﺍﻟﺘﺤﻜﻢ ﺍﳌﺮﻭﺭﻱ ﻣﻦ ﻟﻮﺣﺎﺕ ﻭﻋﻼﻣﺎﺕ ﺃﺭﺿﻴﺔ ﻭﻏﲑﻫﺎ ﻭﺫﻟﻚ ﻋﻠﻰ ﻫﻴﺌﺔ ﺇﺭﺷﺎﺩﺍﺕ ﻧﻈﺮﹰﺍ ﻟﻌـﺪﻡ‬
‫ﺇﻣﻜﺎﻧﻴﺔ ﲨﻊ ﺍﳌﻮﺍﺿﻴﻊ ﺍﳌﺘﻨﻮﻋﺔ ﺍﳌﺘﻌﻠﻘﺔ ﺑﺎﻟﺴﻼﻣﺔ ﺍﳌﺮﻭﺭﻳﺔ ﰲ ﻣﻨﻬﺠﻴﺔ ﻭﺍﺣﺪﺓ‪.‬‬

‫‪ ٢-٤‬ﺩﻟﻴﻞ ﺍﻹﺭﺷﺎﺩﺍﺕ‬

‫‪ ١-٢-٤‬ﺍﻹﺭﺷﺎﺩﺍﺕ ﺍﳍﻨﺪﺳﻴﺔ ﻟﻠﻮﺣـﺎﺕ‬

‫ﻣﻦ ﺧﻼﻝ ﺍﳌﺴﻮﺣﺎﺕ ﺍﳌﻴﺪﺍﻧﻴﺔ ﰲ ﻫﺬﻩ ﺍﻟﺪﺭﺍﺳﺔ ﻟﻮﺣﻆ ﺗﻔﺎﻭﺕ ﰲ ﺍﻟﻠﻮﺣﺎﺕ ﺳﻮﺍ ٌﺀ ﺃﻛﺎﻧﺖ ﻣﺮﻭﺭﻳﺔ ﺃﻭ ﺇﻋﻼﻧﻴﺔ‬
‫ﻣﻦ ﺣﻴﺚ ﻣﻘﺎﺳﺎ‪‬ﺎ ﻭﺍﺭﺗﻔﺎﻋﻬﺎ ﻋﻦ ﺍﻷﺭﺽ ﻭﻣﻮﺍﻗﻊ ﺗﺮﻛﻴﺒﻬﺎ ﻭﻫﻮ ﻣﺎ ﻳﻘﺘﻀﻲ ﻭﺿﻊ ﺇﺭﺷﺎﺩﺍﺕ ﳌﻌﺎﻳﲑ ﻫﻨﺪﺳﻴﺔ ﺗﻜﻔـﻞ‬
‫ﺗﻮﺣﻴﺪﹰﺍ ﳍﺬﻩ ﺍﻟﻌﻨﺎﺻﺮ‪.‬‬
‫ﻋﻨﺪ ﺗﺮﻛﻴﺐ ﻟﻮﺣﺔ ﻣﺮﻭﺭﻳﺔ ﻓﺈﻥ ﻋﻠﻰ ﺍﳌﻬﻨﺪﺱ ﺍﻟﺘﺮﻛﻴﺰ ﻋﻠﻰ ﺃﺑﻌﺎﺩ ﺍﻟﻠﻮﺣﺔ ﻭﻣﻜﺎﻥ ﺍﻟﺘﺮﻛﻴﺐ‪ ،‬ﻭﳝﻜﻦ ﻫﻨﺎ ﺍﻻﺳﺘﺮﺷـﺎﺩ‬
‫ﺑﺪﻟﻴﻞ ﺃﺩﻭﺍﺕ ﺍﻟﺘﺤﻜﻢ ﺍﳌﻮﺣﺪﺓ )‪ ،(MUTCD,2003‬ﻭﻓﻴﻤﺎ ﻳﻠﻲ ﺍﳌﻌﺎﻳﲑ ﻭﺍﻹﺭﺷﺎﺩﺍﺕ ﺍﻷﺳﺎﺳﻴﺔ ﻟﺘﺮﻛﻴﺐ ﺍﻟﻠﻮﺣﺔ‪.‬‬

‫‪ ١-١-٢-٤‬ﺇﺭﺷﺎﺩﺍﺕ ﺗﺮﻛﻴﺐ ﺍﻟﻠﻮﺣﺔ‬

‫ﻻ ﳝﻜﻦ ﲢﺪﻳﺪ ﻣﻜﺎﻥ ﻣﻮﺣﺪ ﻟﺘﺮﻛﻴﺐ ﺍﻟﻠﻮﺣﺔ ﰲ ﺍﻟﻮﺍﻗﻊ‪ ،‬ﻭﻟﻜﻦ ﻳﻨﺒﻐﻲ ﺃﻥ ﻻ ﻳﻘﻞ ﺑﻌﺪ ﺣﺎﻓﺔ ﺻﺤﻴﻔﺔ ﺍﻟﻠﻮﺣﺔ‬ ‫•‬
‫ﻋﻦ ﺣﺎﻓﺔ ﺍﻟﺮﺻﻴﻒ ﻋﻦ ‪ ٦٠‬ﺳﻢ ﻭﳝﻜﻦ ﺃﻥ ﺗﻜﻮﻥ ‪ ٣٠‬ﺳﻢ ﰲ ﺣﺎﻝ ﻋﺪﻡ ﺇﻣﻜﺎﻧﻴﺔ ﲢﻘﻴـﻖ ﺍﳌﺴـﺎﻓﺔ ﺍﻷﻭﱃ‬
‫ﺧﺼﻮﺻﹰﺎ ﻋﻨﺪ ﻭﺟﻮﺩ ﳑﺮ ﻣﺸﺎﺓ ﺟﺎﻧﱯ ﻛﻤﺎ ﻳﻮﺿﺢ ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪.(١٦‬‬
‫ﰲ ﺣﺎﻝ ﻋﺪﻡ ﻭﺟﻮﺩ ﺭﺻﻴﻒ ﻳﻨﺒﻐﻲ ﺃﻥ ﺗﺒﺘﻌﺪ ﺍﻟﻠﻮﺣﺔ ﻋﻦ ﺣﺎﻓﺔ ﺍﻟﻄﺮﻳﻖ )ﺣﺪ ﻃﺒﻘﺔ ﺍﻟﺮﺻﻒ( ﲟﺴـﺎﻓﺔ ‪١,٨‬ﻡ‬ ‫•‬
‫ﻭﺗﻜﻮﻥ ﺫﺍﺕ ﻗﺎﻋﺪﺓ ﻗﺎﺑﻠﺔ ﻟﻼﻧﻜﺴﺎﺭ )‪ (breakaway‬ﺃﻭ ﳏﻤﻴﺔ ﲝﺎﺟﺰ ﺟﺎﻧﱯ ﺃﻭ ﻣﺎﺹ ﻟﻠﺼﺪﻡ‪.‬‬

‫‪ ٢-١-٢-٤‬ﺇﺭﺷﺎﺩﺍﺕ ﺍﻟﻜﺘﺎﺑﺔ ﻭﺍﻟﺮﺳﻮﻣﺎﺕ‬

‫ﺍﻷﻟﻮﺍﻥ ﺗﺘﺒﻊ ﻛﻤﺎ ﺣﺪﺩﻫﺎ ﻧﻈﺎﻡ ﺍﳌﺮﻭﺭ‪.‬‬ ‫•‬
‫ﻋﻨﺪ ﻛﺘﺎﺑﺔ ﺭﺳﺎﺋﻞ ﻋﻠﻰ ﺍﻟﻠﻮﺣﺔ ﻓﺈﻥ ﻧﺴﺒﺔ ﺣﺠﻢ ﺍﳊﺮﻑ ﻫﻲ ‪ ٢٥‬ﻣﻢ ﺍﺭﺗﻔﺎﻉ ﺍﳊﺮﻑ ﻟﻜـﻞ ‪١٢‬ﻡ ﻣﺴـﺎﻓﺔ‬ ‫•‬
‫ﻗﺮﺍﺀﺓ‪ ،‬ﻭﻳﺘﺒﻊ ﺗﻨﻮﻉ ﺍﳋﻂ ﺍﻟﻌﺮﰊ ﺍﳌﻌﻤﻮﻝ ﺑﻪ ﰲ ﺍﳌﻤﻠﻜﺔ‪.‬‬

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 ‫‪ ٣-١-٢-٤‬ﺇﻃﺎﺭ ﺍﻟﻠﻮﺣـﺔ‬
‫ﺍﳌﻌﻴﺎﺭ‪ :‬ﺇﺫﺍ ﱂ ﳛﺪﺩ ﻓﺈﻥ ﻟﻮﻥ ﺍﻹﻃﺎﺭ ﻳﻨﺒﻐﻲ ﺃﻥ ﻳﻜﻮﻥ ﻣﻦ ﻧﻔﺲ ﻟﻮﻥ ﺍﻟﻜﺘﺎﺑﺔ ﺍﳌﻮﺟﻮﺩﺓ ﰲ ﺍﳌﻤﻠﻜﺔ‪.‬‬
‫ﺍﻹﺭﺷﺎﺩ‪ :‬ﻳﺴﺘﺨﺪﻡ ﻟﻮﻥ ﺇﻃﺎﺭ ﻏﺎﻣﻖ ﻣﻊ ﺧﻠﻔﻴﺔ ﺍﻟﻠﻮﺣﺔ ﺍﻟﻔﺎﲢﺔ ﻭﺍﻟﻌﻜﺲ‪ .‬ﺇﺫﺍ ﻛﺎﻥ ﻣﻘﺎﺱ ﺍﻟﻠﻮﺣﺔ ‪٧٥٠‬ﻣـﻢ‪ ،‬ﻳﻜـﻮﻥ‬
‫ﻋﺮﺽ ﺍﻹﻃﺎﺭ ﻣﻦ ‪ ١٣‬ﺇﱃ ‪١٩‬ﻣﻢ ﻭﺗﺒﺘﻌﺪ ﻋﻦ ﺣﺎﻓﺔ ﺻﺤﻴﻔﺔ ﺍﻟﻠﻮﺣﺔ ﲟﺴﺎﻓﺔ ‪١٣‬ﻣﻢ‪ ،‬ﰲ ﺍﻟﻠﻮﺣﺎﺕ ﺍﻟﱵ ﺗﺰﻳـﺪ ﻋﻠـﻰ‬
‫‪ ٣٠٠٠ × ١٨٠٠‬ﻣﻢ ﻳﻜﻮﻥ ﻋﺮﺽ ﺍﻹﻃﺎﺭ ‪٥٠‬ﻣﻢ‪ ،‬ﻭﳝﻜﻦ ﺃﻥ ﻳﺼﻞ ﺇﱃ ‪٧٥‬ﻣﻢ‪ .‬ﻭﻳﻨﺒﻐﻲ ﺃﻥ ﺗﻜﻮﻥ ﺯﻭﺍﻳـﺎ ﺍﻟﻠﻮﺣـﺔ‬
‫ﺩﺍﺋﺮﻳﺔ ﻋﺪﺍ ﻟﻮﺣﺔ "ﻗﻒ"‪.‬‬

‫‪ ٤-١-٢-٤‬ﺇﺭﺷﺎﺩﺍﺕ ﺃﺑﻌﺎﺩ ﺍﻟﻠﻮﺣﺎﺕ‬

‫ﻋﻠﻰ ﺍﳌﻬﻨﺪﺱ ﺍﺗﺒﺎﻉ ﻧﻈﺎﻡ ﺍﳌﺮﻭﺭ ﺃﻭ ﺍﻟﺪﻟﻴﻞ ﺍﳍﻨﺪﺳﻲ ﺍﳌﺘﻌﺎﺭﻑ ﻋﻠﻴﻪ ﰲ ﲢﺪﻳﺪ ﺍﻷﺑﻌﺎﺩ ﺍﻟﻘﻴﺎﺳﻴﺔ ﻟﻠﻮﺣﺎﺕ‪.‬‬ ‫•‬
‫ﺯﻳﺎﺩﺓ ﺃﺑﻌﺎﺩ ﺍﻟﻠﻮﺣﺔ ﻓﻮﻕ ﻣﺎ ﻫﻮ ﳏﺪﺩ ﰲ ﺍﳌﻌﺎﻳﲑ ﻟﺸﺪﺓ ﺍﻻﻧﺘﺒﺎﻩ ﺃﻣﺮ ﳑﻜﻦ ﲝﻴﺚ ﺗﻜﻮﻥ ﺍﻟﺰﻳﺎﺩﺓ ﺗﺪﺭﳚﻴـﺔ ﺑـ‬ ‫•‬
‫‪ ١٥٠‬ﻣﻢ‪.‬‬
‫ﻋﻨﺪ ﻛﺘﺎﺑﺔ ﺭﺳﺎﺋﻞ ﻋﻠﻰ ﺍﻟﻠﻮﺣﺔ ﻓﺈﻥ ﺍﻟﻨﺴﺒﺔ ﻭﺍﻟﺘﻨﺎﺳﺐ ﺍﻟﱵ ﻳﺆﺳﺲ ﻋﻠﻴﻬﺎ ﺣﺠﻢ ﺍﳊﺮﻑ ﻫﻲ ‪ ٢٥‬ﻣﻢ ﺍﺭﺗﻔﺎﻉ‬ ‫•‬
‫ﺍﳊﺮﻑ ﻟﻜﻞ ‪١٢‬ﻡ ﻣﺴﺎﻓﺔ ﻗﺮﺍﺀﺓ‪ ،‬ﻭﻳﺘﺒﻊ ﻧﻮﻉ ﺍﳋﻂ ﺍﻟﻌﺮﰊ ﺍﳌﻌﻤﻮﻝ ﺑﻪ ﰲ ﺍﳌﻤﻠﻜﺔ‪.‬‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(١٦‬ﻣﻜﺎﻥ ﺍﻟﻠﻮﺣﺎﺕ ﺍﳌﺮﻭﺭﻳﺔ‪.‬‬

‫‪ ٥-١-٢-٤‬ﻟﻮﺣﺎﺕ ﺍﻹﻋﻼﻧﺎﺕ ﻭﺍﻷﺷﺠﺎﺭ‬

‫ﺗﻨﺘﺸﺮ ﻟﻮﺣﺎﺕ ﺍﻹﻋﻼﻧﺎﺕ ﻗﺮﺏ ﺍﻟﻄﺮﻗﺎﺕ‪ ،‬ﻭﰲ ﺣﺎﻝ ﺗﺮﻛﻴﺒﻬﺎ ﻋﻠﻰ ﺍﻷﺭﺻـﻔﺔ ﻳﻨﺒﻐـﻲ ﺃﻥ ﺗﺘﺒـﻊ ﺍﳌﻌـﺎﻳﲑ‬
‫ﻭﺍﻹﺭﺷﺎﺩﺍﺕ ﺍﳍﻨﺪﺳﻴﺔ ﻟﻠﻮﺣﺎﺕ ﺍﳌﺮﻭﺭﻳﺔ ﻛﻤﺎ ﺫﻛﺮ ﺳﺎﺑﻘﹰﺎ‪ .‬ﻭﻟﻜﻦ ﻟﻮﺣﻆ ﰲ ﻣﻨﻄﻘﱵ ﺍﻟﺪﺭﺍﺳﺔ ﺃﻥ ﻟﻮﺣﺎﺕ ﺩﻋﺎﺋﻴﺔ ﻳﺘﻢ‬
‫ﺗﺮﻛﻴﺒﻬﺎ ﺑﻌﺸﻮﺍﺋﻴﺔ ﰲ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﲜﻮﺍﺭ ﺃﻋﻤﺪﺓ ﺍﻹﺷﺎﺭﺍﺕ ﻭﻛﺬﻟﻚ ﻋﻠﻰ ﺃﺭﺻﻔﺔ ﻓﺘﺤﺎﺕ ﺍﳉـﺰﺭ ﺍﻟﻮﺳـﻄﻴﺔ ﻭﻫـﺬﻩ‬
‫ﺍﻟﻠﻮﺣﺎﺕ ﳝﻜﻦ ﺃﻥ ﺗﻜﻮﻥ ﻣﺼﺪﺭﺣﺠﺐ ﻟﻠﺮﺅﻳﺔ ﻧﺘﻴﺠﺔ ﻻﺭﺗﻔﺎﻋﻬﺎ ﺍﻟﻌﺎﱄ ﻭﻋﺮﺿﻬﺎ‪ ،‬ﻟﺬﺍ ﻧﻀﻊ ﺍﻻﺭﺷﺎﺩﺍﺕ ﺍﻟﺘﺎﻟﻴﺔ‪:‬‬

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 ‫ﺇﺭﺷـﺎﺩ ‪ :‬ﳚﺐ ﺃﻥ ﻻﺗﻮﺟﺪ ﺃﻱ ﻟﻮﺣﺎﺕ ﺇﻋﻼﻧﻴﺔ ﺃﻭ ﺃﺷﺠﺎﺭ ﺃﻭ ﺷﺠﲑﺍﺕ ﻳﺰﻳﺪ ﺍﺭﺗﻔﺎﻋﻬﺎ ﻋﻠﻰ ﻧﺼﻒ ﻣﺘـﺮ ﳌﺴـﺎﻓﺔ‬
‫ﻻﺗﻘﻞ ﻋﻦ ‪ ١٥٠‬ﻡ ﻣﻦ ﺍﻟﺘﻘﺎﻃﻊ ﺑﺎﻟﻨﺴﺒﺔ ﻟﻠﺠﺰﺭ ﺍﻟﻮﺳﻄﻴﺔ ﻭﻣﺴﺎﻓﺔ ﻻ ﺗﻘﻞ ﻋﻦ ‪ ٢٥‬ﻡ ﻣﻦ ﺃﺭﻛﺎﻥ ﺍﻷﺭﺻﻔﺔ‪،‬‬
‫ﻛﻤﺎ ﳚﺐ ﺃﻥ ﻻ ﺗﻮﺟﺪ ﺃﻱ ﻟﻮﺣﺔ ﺇﻋﻼﻧﻴﺔ ﺃﻭ ﺃﺷﺠﺎﺭ ﺃﻭ ﻣﺎ ﺷﺎﺑﻪ ﺫﻟﻚ ﲟﺴﺎﻓﺔ ﺗﻘﻞ ﻋـﻦ ‪ ٩‬ﻡ‪ .‬ﻛﻤـﺎ ﺃﻥ‬
‫ﻋﺮﺿﻬﺎ ﻳﻨﺒﻐﻲ ﺃﻥ ﳜﻀﻊ ﻷﺑﻌﺎﺩ ﺍﻟﻠﻮﺣﺎﺕ ﺍﻟﻘﻴﺎﺳﻴﺔ ﺍﳌﺴﺘﺨﺪﻣﺔ‪.‬‬
‫ﺇﺭﺷـﺎﺩ‪ :‬ﺇﺫﺍ ﻭﺟﺪ ﺍﻟﺮﺻﻴﻒ ﻭﻫﻨﺎﻙ ﻣﺴﺎﻓﺔ ‪١‬ﻡ ﺑﲔ ﳑﺮ ﺍﳌﺸﺎﺓ ﺍﳉﺎﻧﱯ ﻭﺣﺎﻓﺔ ﺍﻟﺮﺻﻴﻒ ﻓﻴﻤﻜﻦ ﺃﻥ ﺗﻜﻮﻥ ﻫﺬﻩ ﺍﳌﺴﺎﻓﺔ‬
‫ﻟﻸﺷﺠﺎﺭ ﻭﻟﻮﺣﺎﺕ ﺍﳌﺮﻭﺭ ﻭﺍﻹﻋﻼﻧﺎﺕ ﻭﺃﻧﺒﻮﺏ ﺍﳌﻄﺎﻓﺊ‪ ،‬ﻭﻟﻜﻦ ﲟﺴﺎﻓﺔ ﻻ ﺗﻘﻞ ﻋﻦ ‪٦٠‬ﺳﻢ ﻣـﻦ ﺣﺎﻓـﺔ‬
‫ﺍﻟﺮﺻﻴﻒ‪.‬‬
‫ﺇﺭﺷـﺎﺩ‪ :‬ﺍﳌﻨﻄﻘﺔ ﺍﻟﻔﺎﺻﻠﺔ ﺗﻌﺘﱪ ﻣﻨﻄﻘﺔ ﺧﺪﻣﻴﺔ ﻟﻠﻮﺣﺎﺕ ﺍﳌﺨﺘﻠﻔﺔ ﺃﻭ ﺍﻟﺘﺸﺠﲑ ﻭﰲ ﻧﻔﺲ ﺍﻟﻮﻗﺖ ﲪﺎﻳﺔ ﻟﻠﻤﺸﺎﺓ )ﺷﻜﻞ‬
‫ﺭﻗﻢ )‪.((١٧‬‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(١٧‬ﻃﺮﻕ ﺍﳌﺸﺎﺓ ﻭﺍﳌﻨﻄﻘﺔ ﺍﻟﻔﺎﺻﻠﺔ‪.‬‬

‫‪ ٢-٢-٤‬ﻣﻌﺎﺑﺮ ﺍﳌﺸﺎﺓ ﰲ ﻣﻨﺘﺼﻒ ﺍﻟﻮﺻﻠﺔ‬

‫‪‬ﺗﻌﺘﱪ ﻣﻌﺎﺑﺮ ﺍﳌﺸﺎﺓ ﺑﲔ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ )‪ (Midblock Crosswalks‬ﺫﺍﺕ ﺃﳘﻴﺔ ﺑﺎﻟﻐﺔ ﻟﺴﻼﻣﺔ ﺣﺮﻛﺔ ﺍﳌﺸﺎﺓ‬
‫)ﺷﻜﻞ ﺭﻗﻢ ‪ ،(١٨‬ﻭﳜﺘﻠﻒ ﺗﺼﻤﻴﻢ ﺍﳌﻌﱪ ﻭﻓﻖ ﺍﻋﺘﺒﺎﺭﺍﺕ ﻋﺪﺓ ﺃﳘﻬﺎ ﺍﻟﺴﺮﻋﺔ ﺍﶈﺪﺩﺓ ﻋﻠﻰ ﺍﻟﻄﺮﻳﻖ‪ ،‬ﻓﺎﳌﻌﱪ ﺍﻟﺴﻄﺤﻲ‬
‫ﻏﲑ ﺁﻣﻦ ﻟﻠﺴﺮﻋﺎﺕ ﻣﻦ ‪ ٧٠‬ﻛﻢ‪/‬ﺱ ﻓﺄﻋﻠﻰ‪ ،‬ﻭﻋﻠﻰ ﺍﳌﻬﻨﺪﺱ ﰲ ﻇﺮﻭﻑ ﻫﺬﻩ ﺍﻟﺴﺮﻋﺎﺕ ﺍﻟﻠﺠﻮﺀ ﺇﱃ ﻣﻌﺎﺑﺮ ﻋﻠﻮﻳﺔ ﺃﻭ‬
‫ﺳﻔﻠﻴﺔ ﺁﺧﺬﹰﺍ ﰲ ﺍﻻﻋﺘﺒﺎﺭ ﺍﳌﱪﺭﺍﺕ ﻭﺍﳊﺎﺟﺔ ﺇﱃ ﺍﳌﻌﱪ ﻟﻴﻜﻮﻥ ﺫﺍ ﺟﺪﻭﻯ ﻭﻫﻮ ﺷﺄﻥ ﻳﺘﻄﻠﺐ ﺭﺻﺪ ﺣﺠﻢ ﺣﺮﻛﺔ ﺍﳌﺸﺎﺓ‬
‫ﻭﻃﺒﻴﻌﺔ ﻭﺍﺳﺘﻌﻤﺎﻻﺕ ﺍﻷﺭﺍﺿﻲ ﺍﻟﱵ ﳜﺪﻣﻬﺎ ﺍﳌﻌﱪ‪ .‬ﻭﰲ ﻛﻞ ﺍﻷﺣﻮﺍﻝ ﻓﺈﻥ ﻋﻠﻰ ﺍﳌﻬﻨﺪﺱ ﻋﻨﺪ ﺍﺧﺘﻴﺎﺭ ﻣﻮﻗﻊ ﺍﳌﻌﱪ ﺑﲔ‬
‫ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﻣﺮﺍﻋﺎﺓ ﺃﻥ ﻳﻜﻮﻥ ﰲ ﻣﻮﻗﻊ ﺟﺬﺍﺏ ﻭﺍﻟﻄﺮﻳﻖ ﺇﻟﻴﻪ ﻗﺼﲑ ﻭﺁﻣﻦ ﺣﱴ ﳚﺬﺏ ﺍﳌﻌﱪ ﺍﳌﺸﺎﺓ ﻻﺳﺘﺨﺪﺍﻣﻪ ﺑﺪ ﹰﻻ ﻣﻦ‬
‫ﺍﻟﻌﺒﻮﺭ ﺍﻟﻌﺸﻮﺍﺋﻲ‪.‬‬

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 ‫‪١-٢-٢-٤‬ﺇﺭﺷﺎﺩﺍﺕ‬
‫ﻋﺮﺽ ﺍﳌﻌﱪ ﻻ ﻳﻘﻞ ﻋﻦ ‪١,٨‬ﻡ‪.‬‬ ‫•‬
‫ﳝﻜﻦ ﻃﻼﺀ ﺍﳌﻌﱪ ﺑﻠﻮﻥ ﻋﺎﻛﺲ ﻟﺘﺤﺴﲔ ﺭﺅﻳﺔ ﺍﻟﺴﺎﺋﻖ ﻟﻠﻤﻌﱪ ﻟﻴﻼﹰ‪ ،‬ﻭﻳﻜﻮﻥ ﻋﺮﺽ ﺍﳋﻄـﻮﻁ ﻣـﻦ ‪ ٣٠‬ﺇﱃ‬ ‫•‬
‫‪٦٠‬ﺳﻢ‪.‬‬
‫ﳚﺐ ﺃﻥ ﺗﻜﻮﻥ ﻫﻨﺎﻙ ﻟﻮﺣﺔ ﲢﺬﻳﺮﻳﺔ ﺫﺍﺕ ﻋﺎﻛﺴﻴﺔ ﻓﻮﺳـﻔﻮﺭﻳﺔ )‪ (fluorescent yellow– green‬ﻋﻠـﻰ‬ ‫•‬
‫ﻣﺴﺎﻓﺔ ﻣﻦ ‪ ٥٠‬ﺇﱃ ‪١٠٠‬ﻡ ﻗﺒﻞ ﺍﳌﻌﱪ )ﺷﻜﻞ ﺭﻗﻢ )‪.((١٨‬‬
‫ﻻ ﻳﻜﻮﻥ ﻫﻨﺎﻙ ﻣﻌﱪ ﻣﺸﺎﺓ ﺳﻄﺤﻲ ﻋﻠﻰ ﺍﻟﻄﺮﻕ ﺍﻟﱵ ﺗﻜﻮﻥ ﺍﻟﺴﺮﻋﺔ ﻓﻴﻬﺎ‪ ٧٠‬ﻛﻢ‪/‬ﺳﺎﻋﺔ ﺃﻭﺃﻋﻠﻰ‪.‬‬ ‫•‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(١٨‬ﻣﻌﱪ ﻣﺸﺎﺓ ﰲ ﻣﻨﺘﺼﻒ ﺍﻟﻮﺻﻠﺔ‬

‫‪ ٣-٢-٤‬ﻟﻮﺣﺎﺕ ﲢﺪﻳﺪ ﺍﲡﺎﻩ ﺍﳌﺴﺎﺭ‬

‫ﻋﻠﻰ ﺍﻟﺮﻏﻢ ﻣﻦ ﺃ‪‬ﺎ ﺗﺮﻛﺐ ﻋﻠﻰ ﺍﻟﻮﺻﻼﺕ‪ ،‬ﺇﻻ ﺃ‪‬ﺎ ﲣﺪﻡ ﺣﺮﻛﺎﺕ ﺍﻻﻟﺘﻔﺎﻑ ﻋﻠﻰ ﺍﻟﺘﻘﺎﻃﻊ ﺍﻟﻘﺎﺩﻡ‪ ،‬ﻓﻬﺬﻩ‬
‫ﺍﻟﻠﻮﺣﺎﺕ ﺗﺮﺷﺪ ﺍﻟﺴﺎﺋﻖ ﺇﱃ ﺍﳌﺴﺎﺭ ﺍﻟﺬﻱ ﻳﻨﺒﻐﻲ ﺃﻥ ﻳﺴﻠﻜﻪ ﻣﺒﻜﺮﹰﺍ ﻟﻴﻘﻮﻡ ﲝﺮﻛﺔ ﺍﻻﻟﺘﻔﺎﻑ ﻣﻦ ﺍﳌﺴﺎﺭ ﺍﳌﻨﺎﺳﺐ ﻋﻨﺪ‬
‫ﻭﺻﻮﻟﻪ ﻟﻠﺘﻘﺎﻃﻊ‪ .‬ﻗﺪ ﻳﻘﻮﻝ ﻗﺎﺋﻞ ﺇﻥ ﻫﺬﻩ ﺍﻟﻠﻮﺣﺎﺕ ﻏﲑ ﻣﻬﻤﺔ ﺣﻴﺚ ﺇ‪‬ﺎ ﺗ‪‬ﻬﻤﻞ ﻣﻦ ﻗﺒﻞ ﺍﻟﺴﺎﺋﻘﲔ‪ ،‬ﻭﻟﻜﻦ ﻳﻨﺒﻐﻲ ﺍﻟﺘﺬﻛﺮ‬
‫ﺃﻥ ﻣﻬﻨﺪﺱ ﺍﳌﺮﻭﺭ ﻋﻠﻴﻪ ﺗﻮﻓﲑ ﻛﺎﻓﺔ ﻣﺴﺘﻠﺰﻣﺎﺕ ﺍﻟﻄﺮﻳﻖ ﺍﻟﻘﻴﺎﺳﻴﺔ ﻭﻓﻖ ﺍﳌﻌﺎﻳﲑ ﺍﳍﻨﺪﺳﻴﺔ ﺍﻟﱵ ﲢﺪﺩﻫﺎ ﺍﳌﺮﺍﺟﻊ ﺍﳌﻬﻨﻴﺔ‬
‫ﺍﳌﺘﻌﺎﺭﻑ ﻋﻠﻴﻬﺎ‪ ،‬ﻭﺃﻥ ﻳﺘﺮﻙ ﻣﺴﺄﻟﺔ ﺍﻟﺘﺰﺍﻡ ﺍﻟﺴﺎﺋﻖ ﺇﱃ ﺍﳉﻬﺎﺕ ﺍﻟﱵ ﺗﻨﻔﺬ ﺗﻄﺒﻴﻖ ﻧﻈﺎﻡ ﺍﳌﺮﻭﺭ ﰲ ﺍﻟﺸﺎﺭﻉ‪.‬‬

‫‪ ١-٣-٢-٤‬ﺇﺭﺷﺎﺩﺍﺕ‬
‫ﺃﺳﻬﻢ ﺍﻻﲡﺎﻫﺎﺕ ﺍﻷﺭﺿﻴﺔ ﻭﻛﺬﻟﻚ ﺍﻟﻜﺘﺎﺑﺔ ﺗﻜﻮﻥ ﺑﻴﻀﺎﺀ ﻭﺑﺄﺑﻌﺎﺩ ﻛﻤﺎ ﰲ ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪.(١٩‬‬ ‫•‬
‫ﺍﺭﺗﻔﺎﻉ ﺍﳊﺮﻑ ﰲ ﺍﻟﻜﺘﺎﺑﺎﺕ ﺍﻷﺭﺿﻴﺔ ﻳﻜﻮﻥ ﻋﻠﻰ ﺍﻷﻗﻞ ‪١,٨‬ﻡ‪.‬‬ ‫•‬

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 ‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(١٩‬ﻣﻘﺎﺳﺎﺕ ﺍﻷﺳﻬﻢ ﺍﻷﺭﺿﻴﺔ‬

‫‪ ٤-٢-٤‬ﺧﻄﻮﻁ ﺍﳌﺸﺎﺓ‬
‫ﺗﻘﻮﻡ ﺧﻄﻮﻁ ﺍﳌﺸﺎﺓ ﺑﺪﻭﺭ ﺍﳌﺮﺷﺪ ﻟﻠﻤﺸﺎﺓ ﺃﺛﻨﺎﺀ ﻋﺒﻮﺭ ﺍﻟﻄﺮﻳﻖ ﳏﺪﺩﺓ ﺍﳌﺴﻠﻚ ﺍﻟﺬﻱ ﻳﻨﺒﻐﻲ ﻋﻠﻴﻬﻢ ﺍﻟﺴﲑ ﻣـﻦ‬
‫ﺧﻼﻟﻪ‪ ،‬ﻭﺗﻨﺘﺸﺮ ﻋﻨﺪ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﺍﳌﻨﻈﻤﺔ ﺑﺎﺷﺎﺭﺍﺕ ﺿﻮﺋﻴﺔ ‪ .‬ﻛﻤﺎ ﺃﻥ ﻫﺬﻩ ﺍﳋﻄﻮﻁ ﺗﻌﺘﱪ ﺃﺩﺍﺓ ﲢﺬﻳﺮ ﻟﻠﺴﺎﺋﻘﲔ ﻭﺗﻨﺒﻴـﻪ‬
‫ﳍﻢ ﺑﺄ‪‬ﺎ ﻣﻜﺎﻥ ﻋﺒﻮﺭ ﻟﻠﻤﺸﺎﺓ‪ .‬ﻓﻴﻤﺎ ﻳﻠﻲ ﺳﻨﻘﺪﻡ "ﺍﳌﻌﻴﺎﺭ" ﺍﻟﻘﻴﺎﺳﻲ ﳋﻄﻮﻁ ﺍﳌﺸﺎﺓ ﻭﺍﻹﺭﺷﺎﺩﺍﺕ ﺍﳍﻨﺪﺳﻴﺔ ﺍﳋﺎﺻﺔ ﺑﻪ ﻣﻊ‬
‫ﺭﺳﻢ ﻳﺒﲔ ﺫﻟﻚ‪.‬‬

‫‪ ١-٤-٢-٤‬ﺍﳌﻌﻴـﺎﺭ‬
‫ﻋﻨﺪ ﺍﺳﺘﺨﺪﺍﻡ ﺧﻄﻮﻁ ﺍﳌﺸﺎﺓ ﻳﻨﺒﻐﻲ ﺃﻥ ﺗﻜﻮﻥ ﺧﻄﻮﻃﹰﺎ ﺑﻴﻀﺎﺀ ﻻ ﻳﻘﻞ ﻋﺮﺽ ﺍﳋﻂ ﻋﻦ ‪١٥٠‬ﻣﻢ ﻭﻻ ﻳﺰﻳـﺪ‬
‫ﻋﻠﻰ‪ ٦٠٠‬ﻣﻢ‪ ،‬ﻭﺗﺄﺧﺬ ﻏﺎﻟﺒﹰﺎ ﺛﻼﺛﺔ ﳕﺎﺫﺝ ﻛﻤﺎ ﰲ ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪.(٢٠‬‬

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 ‫‪ ٢-٤-٢-٤‬ﺇﺭﺷﺎﺩﺍﺕ‬
‫ﻫﻨﺎﻙ ﺇﺭﺷﺎﺩﺍﺕ ﻻ ﺑﺪ ﻣﻦ ﺇﺗﺒﺎﻋﻬﺎ ﻋﻨﺪ ﺗﺼﻤﻴﻢ ﻣﻌﺎﺑﺮ ﺍﳌﺸﺎﺓ ﻭﻫﻲ‪:‬‬
‫• ﻻ ﻳﻘﻞ ﻋﺮﺽ ﻣﻌﱪ ﺍﳌﺸﺎﺓ ﻋﻦ ‪ ١,٨‬ﻡ‪.‬‬
‫• ﳚﺐ ﺃﻥ ﲤﺘﺪ ﺧﻄﻮﻁ ﺍﳌﺸﺎﺓ ﻣﻦ ﺣﺪ ﻃﺒﻘﺔ ﺍﻟﺮﺻﻒ ﺇﱃ ﺣﺪﻫﺎ ﺍﳌﻘﺎﺑﻞ )ﻣﻦ ﺍﻟﺮﺻﻴﻒ ﺇﱃ ﺍﻟﺮﺻﻴﻒ( ﻟﺘﻔـﺎﺩﻱ‬
‫ﺳﲑ ﺍﳌﺸﺎﺓ ﺧﺎﺭﺝ ﺍﳌﻌﱪ ‪ ،‬ﻛﻤﺎ ﻳﻮﺿﺢ ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪.(٢٠‬‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٢٠‬ﺃﻧﻮﺍﻉ ﺧﻄﻮﻁ ﺍﳌﺸﺎﺓ‬

‫ﺇﻥ ﻣﻌﺎﺑﺮ ﺍﳌﺸﺎﺓ ﻻ ﻳﻘﺘﺼﺮ ﺗﺰﻭﻳﺪﻫﺎ ﻋﻨﺪ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﻓﺤﺴﺐ ﻭﺍﳕﺎ ﻛﺬﻟﻚ ﰲ ﻭﺻﻼﺕ ﺍﻟﻄﺮﻕ ﺣﻴﺚ ﻳﻌـﱪ‬ ‫•‬
‫ﺍﳌﺸﺎﺓ ‪ ،‬ﺃﻭ ﺃﻱ ﻣﻜﺎﻥ ﺁﺧﺮ ﻳﺴﻠﻜﻪ ﺍﳌﺸﺎﺓ‪.‬‬
‫ﳝﻜﻦ ﺍﻻﻛﺘﻔﺎﺀ ﺑﺎﳋﻄﲔ ﺍﳌﺘﻮﺍﺯﻳﲔ ﳌﻌﱪ ﺍﳌﺸﺎﺓ ) ﺑﺪﻭﻥ ﺧﻄﻮﻁ ﻗﻄﺮﻳﺔ ‪ (٤٥‬ﰲ ﺍﳌﻮﺍﻗﻊ ﺍﻟﱵ ﻻ ﻳﻜﺜﺮ ‪‬ﺎ ﺍﳌﺸﺎﺓ‬ ‫•‬
‫ﻼ ﻟﻠﺼﻴﺎﻧﺔ‪.‬‬
‫ﻭﻻ ﻳﻌﺪ ﻣﻌﱪ ﻣﺸﺎﺓ ﺭﺋﻴﺴﻲ ﻭﺫﻟﻚ ﺗﻮﻓﲑﹰﺍ ﻟﻠﻤﺎﻝ ﻭﺗﻘﻠﻴ ﹰ‬
‫ﺇﺫﺍ ﺍﺳﺘﺨﺪﻣﺖ ﺍﳋﻄﻮﻁ ﺍﻟﻘﻄﺮﻳﺔ ﺃﻭ ﺍﻟﻌﻤﻮﺩﻳﺔ ﰲ ﻣﻌﱪ ﺍﳌﺸﺎﺓ ﻓﻴﻨﺒﻐﻲ ﺃﻥ ﻳﻜﻮﻥ ﻋﺮﺿﻬﺎ ‪ ٣٠٠‬ﻣﻢ ﺍﱃ ‪٦٠٠‬ﻣﻢ‬ ‫•‬
‫ﻭﲟﺴﺎﻓﺔ ﺑﻴﻨﻴﺔ ﻣﻦ ‪٣٠٠‬ﻣﻢ ﺍﱃ ‪ ٦٠٠‬ﻣﻢ‪.‬‬

‫‪ ٥-٢-٤‬ﻃﺮﻕ ﺍﳌﺸﺎﺓ ﺍﳉﺎﻧﺒﻴﺔ ﻭﺍﻷﺭﺻﻔﺔ‬

‫‪‬ﺗﺴﺘﺨﺪﻡ ﺍﻷﺭﺻﻔﺔ ﻟﻠﻤﺸﺎﺓ ﻭﻳﻨﺒﻐﻲ ﺃﻥ ﺗﻮﻓﺮ ﺷﺮﻃﲔ ﺃﺳﺎﺳﻴﲔ ﻭﳘﺎ ﺍﻟﺴـﻌﺔ ﺍﻟﻜﺎﻓﻴـﺔ ﻻﺳـﺘﻴﻌﺎﺏ ﺍﳌﺸـﺎﺓ‬
‫ﻭﺣﺮﻛﺘﻬﻢ ﺑﻴﺴﺮ ﻭﺭﺍﺣﺔ ﻭﻛﺬﻟﻚ ﺳﻼﻣﺔ ﺍﳌﺸﺎﺓ ﺑﻔﺼﻞ ﺣﺮﻛﺘﻬﻢ ﻋﻦ ﺍﳌﺮﻛﺒﺎﺕ‪ .‬ﻣﻦ ﺧﻼﻝ ﻫﺬﻩ ﺍﻟﺪﺭﺍﺳـﺔ ﺗـﺒﲔ ﺃﻥ‬
‫ﺍﺭﺗﻔﺎﻋﺎﺕ ﺍﻷﺭﺻﻔﺔ ﻣﺘﻔﺎﻭﺗﺔ ﻭﻻ ﲣﻀﻊ ﳌﻌﺎﻳﲑ ﻭﺍﺿﺤﺔ ﻭﻫﺬﺍ ﺍﻟﺘﻔﺎﻭﺕ ﻳﱪﺯ ﻣﺸﻜﻼﺕ ﻋﺪﺓ ﻣﻨﻬﺎ ﺗﻘﻠﻴﻞ ﺍﻟﻔﺎﺋﺪﺓ ﻣـﻦ‬
‫ﺍﺳﺘﺨﺪﺍﻣﻬﺎ ﰲ ﺍﻟﻠﻮﺣﺎﺕ ﺍﳌﺮﻭﺭﻳﺔ ﻭﻋﺪﻡ ﻣﻼﺀﻣﺘﻬﺎ ﳊﺮﻛﺔ ﺫﻭﻱ ﺍﻻﺣﺘﻴﺎﺟﺎﺕ ﺍﳋﺎﺻﺔ‪ ،‬ﺧﺼﻮﺻﹰﺎ ﻛﺮﺳﻲ ﺍﻹﻋﺎﻗﺔ ﻓﻀ ﹰ‬
‫ﻼ‬
‫ﻋﻦ ﻋﺪﻡ ﺗﻮﻓﲑﻫﺎ ﺍﻧﺴﻴﺎﺑﻴﺔ ﺳﻬﻠﺔ ﳊﺮﻛﺔ ﺍﳌﺸﺎﺓ‪.‬‬

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 ‫‪ ١-٥-٢-٤‬ﺇﺭﺷﺎﺩﺍﺕ‬
‫ﺍﳌﻨﻄﻘﺔ ﺍﻟﻔﺎﺻﻠﺔ ﺑﻌﺮﺽ‪١‬ﻡ ﻟﻠﻮﺣﺎﺕ ﻭﺍﻹﺭﺷﺎﺩﺍﺕ ﻭﺃﻧﺒﻮﺏ ﺍﳌﻄﺎﻓﺊ ﻭﺗﻌﻤﻞ ﻣﻨﻄﻘﺔ ﲪﺎﻳﺔ ﻟﻠﻔﺼﻞ ﺑﲔ ﻃـﺮﻕ‬ ‫•‬
‫ﺍﳌﺸﺎﺓ ﻭﻃﺮﻳﻖ ﺍﳌﺮﻛﺒﺎﺕ ﲝﻴﺚ ﻳﺸﻌﺮ ﺍﳌﺸﺎﺓ ﺑﺄﻣﺎﻥ ﺃﻛﱪ‪.‬‬
‫ﻃﺮﻕ ﺍﳌﺸﺎﺓ ﺑﻌﺮﺽ ‪١,٢‬ﻡ ﻭﻫﻲ ﻛﺎﻓﻴﺔ ﳌﺮﻭﺭ ﺷﺨﺼﲔ ﲟﺴﺎﻓﺔ ﻛﺎﻓﻴﺔ ﺑﻴﻨﻬﻤﺎ ﻭﳚﺐ ﺃﻥ ﺗﻜﻮﻥ ﺧﺎﻟﻴﺔ ﲤﺎﻣﹰﺎ ﻣﻦ‬ ‫•‬
‫ﺃﻱ ﻋﻮﺍﺋﻖ ﻟﻠﻤﺸﺎﺓ ﻭﻳﻔﻀﻞ ‪١,٥‬ﻡ ﳋﺪﻣﺔ ﺫﻭﻱ ﺍﻻﺣﺘﻴﺎﺟﺎﺕ ﺍﳋﺎﺻﺔ‪ ،‬ﻭﰲ ﺍﻷﻣﺎﻛﻦ ﺍﻟﺘﺠﺎﺭﻳﺔ ﻻ ﻳﻘﻞ ﻋﺮﺽ‬
‫ﻃﺮﻕ ﺍﳌﺸﺎﺓ ﻋﻦ ‪٢,٤‬ﻡ‪.‬‬
‫ﺇﺫﺍ ﻛﺎﻥ ﻫﻨﺎﻙ ﺑﺮﻭﺯ ﳌﻘﺪﻣﺎﺕ ﳏﻼﺕ ﲡﺎﺭﻳﺔ ﻓﻴﻀﺎﻑ ﻋﻠﻰ ﺍﻷﻗﻞ ‪٠,٥‬ﻡ ﺇﱃ ﻋﺮﺽ ﻃﺮﻕ ﺍﳌﺸﺎﺓ‪.‬‬ ‫•‬
‫ﳝﻨﻊ ﺑﺘﺎﺗﹰﺎ ﻭﺟﻮﺩ ﺃﺟﺴﺎﻡ ﺑﺎﺭﺯﺓ ﻣﻦ ﺟﺪﺍﺭ ﺍﳌﺒﺎﱐ ﺍﳌﻄﻠﺔ ﻋﻠﻰ ﻃﺮﻕ ﺍﳌﺸﺎﺓ ﳝﻜﻦ ﺃﻥ ﻳﺼﻄﺪﻡ ‪‬ﺎ ﺍﳌﺸـﺎﺓ ﺃﺛﻨـﺎﺀ‬ ‫•‬
‫ﲢﺮﻛﻬﻢ ﺇﻻ ﺇﺫﺍ ﻛﺎﻧﺖ ﻫﺬﻩ ﺍﻷﺟﺴﺎﻡ ﻣﺮﺗﻔﻌﺔ ﻋﻦ ﺳﻄﺢ ﻃﺮﻳﻖ ﺍﳌﺸﺎﺓ ﺑـ ‪٢‬ﻡ ﻋﻠﻰ ﺍﻷﻗﻞ‪.‬‬
‫ﺃﺑﻮﺍﺏ ﺍﶈﺎﻝ ﻭﺍﳌﻨﺎﺯﻝ ﺍﳌﻄﻠﺔ ﻋﻠﻰ ﻃﺮﻕ ﺍﳌﺸﺎﺓ ﳚﺐ ﺃﻻ ﺗﻀﻴﻖ ﻋﺮﺽ ﻃﺮﻕ ﺍﳌﺸﺎﺓ ﺃﺛﻨﺎﺀ ﻓﺘﺤﻬﺎ‪.‬‬ ‫•‬
‫ﻳ‪‬ﺮﺍﻋﻰ ﺍﻧﺴﻴﺎﺑﻴﺔ ﻭﻧﻌﻮﻣﺔ ﺳﻄﺢ ﻃﺮﻳﻖ ﺍﳌﺸﺎﺓ ﲟﺎ ﻳﺴﺎﻋﺪ ﻛﺮﺳﻲ ﺍﻹﻋﺎﻗﺔ ﻟﻠﺘﺤﺮﻙ ﺑﻴﺴﺮ ﻭﺳﻬﻮﻟﺔ‪.‬‬ ‫•‬
‫ﺇﺫﺍ ﻛﺎﻥ ﻣﻌﱪ ﺍﳌﺸﺎﺓ ﻋﻨﺪ ﺍﻟﺘﻘﺎﻃﻊ ﳛﻈﻰ ﺑﺈﻗﺒﺎﻝ ﻛﺒﲑ ﺣﺴﺐ ﺣﺮﻛﺔ ﺍﳌﺸﺎﺓ ﻓﻌﻠﻰ ﺍﳌﻬﻨﺪﺱ ﺗﺼـﻤﻴﻢ ﺯﺍﻭﻳـﺔ‬ ‫•‬
‫ﺍﻟﺘﻘﺎﻃﻊ ﲝﻴﺚ ﻻ ﻳﻐﻠﻖ ﺍﳌﻨﺘﻈﺮﻭﻥ ﻣﻦ ﺍﳌﺸﺎﺓ ﻃﺮﻕ ﺍﳌﺸﺎﺓ‪.‬‬
‫ﻳﻌﺘﻤﺪ ﻋﺮﺽ ﻃﺮﻕ ﺍﳌﺸﺎﺓ ﻭﻛﺬﻟﻚ ﺍﳌﺴﺎﺣﺔ ﺍﻟﻔﺎﺻﻠﺔ ﻋﻠﻰ ﻧﻮﻉ ﺍﻟﻄﺮﻳﻖ ﻭﺍﳌﺴﺎﺣﺔ ﺍﳌﺘﺎﺣﺔ ﻟﻠﺮﺻﻴﻒ ﻭﺍﳌﻘﺎﻳﻴﺲ‬ ‫•‬
‫ﺃﻋﻼﻩ ﺗﻌﺘﻤﺪ ﺣﺪﻭﺩﹰﺍ ﺩﻧﻴﺎ ﻳﺴﺘﺮﺷﺪ ‪‬ﺎ ﺍﳌﻬﻨﺪﺱ‪.‬‬
‫ﰲ ﺍﻷﺣﻴﺎﺀ ﺍﻟﺴﻜﻨﻴﺔ ﻳﻨﺼﺢ ﺑﺄﻥ ﺗﻜﻮﻥ ﻃﺮﻕ ﺍﳌﺸﺎﺓ ﻣﻦ ‪ ١,٢‬ﺇﱃ ‪ ٢,٤‬ﻡ ﻣﻊ ﻣﺴﺎﻓﺔ ﻓﺎﺻﻠﺔ ‪٠,٦‬ﻡ‪ .‬ﳝﻜﻦ ﺃﻥ‬ ‫•‬
‫ﻳﻜﺘﻔﻰ ﺑﻄﺮﻕ ﻣﺸﺎﺓ ﻋﻠﻰ ﺟﺎﻧﺐ ﻭﺍﺣﺪ ﻣﻦ ﺍﻟﻄﺮﻳﻖ ﻭﻟﻜﻦ ﻳﻔﻀﻞ ﺩﻭﻣﹰﺎ ﺃﻥ ﺗﻜﻮﻥ ﰲ ﺍﳉﺎﻧﺒﲔ‪.‬‬
‫ﻳﻨﺒﻐﻲ ﺃﻻ ﻳﻘﻞ ﺍﺭﺗﻔﺎﻉ ﺍﻟﺮﺻﻴﻒ ﻋﻦ ‪ ١٠‬ﺳﻢ )ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪.((٢١‬‬ ‫•‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٢١‬ﻃﺮﻕ ﺍﳌﺸﺎﺓ ﻭﺍﳌﻨﻄﻘﺔ ﺍﻟﻔﺎﺻﻠﺔ‬

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 ‫‪ ٦-٢-٤‬ﻣﻨﺤﺪﺭﺍﺕ ﳑﺮﺍﺕ ﺍﳌﺸﺎﺓ ﺍﳉﺎﻧﺒﻴﺔ‬
‫ﺇﺫﺍ ﺗﻮﺍﻓﺮ ﻋﻠﻰ ﺍﻟﺮﺻﻴﻒ ﳑﺮﺍﺕ ﻣﺸﺎﺓ ﺟﺎﻧﺒﻴﺔ ﻓﻴﺠﺐ ﺃﻥ ﻳﻜﻮﻥ ﻫﻨﺎﻙ ﻣﻨﺤﺪﺭﺍﺕ ﰲ ﺯﺍﻭﻳﺔ ﺍﻟﺮﺻﻴﻒ ﻟﺘﺴـﻬﻴﻞ‬
‫ﺣﺮﻛﺔ ﺍﳌﺸﺎﺓ ﻭ ﺃﺻﺤﺎﺏ ﻛﺮﺳﻲ ﺍﻹﻋﺎﻗﺔ ﺇﱃ ﻣﻌﱪ ﺍﳌﺸﺎﺓ ﰲ ﻋﺮﺽ ﺍﻟﻄﺮﻳﻖ‪ .‬ﻭﻳﻌﺘﻤﺪ ﺗﺼﻤﻴﻢ ﻫﺬﻩ ﺍﳌﻨﺤﺪﺭﺍﺕ ﻋﻠـﻰ‬
‫ﻋﻮﺍﻣﻞ ﻋﺪﺓ ﻣﻦ ﺃﳘﻬﺎ ﻋﺮﺽ ﳑﺮ ﺍﳌﺸﺎﺓ‪ ،‬ﻭﻧﺼﻒ ﻗﻄﺮ ﺯﺍﻭﻳﺔ ﺍﻟﺮﺻﻴﻒ‪ ،‬ﺍﺭﺗﻔﺎﻉ ﻭﻋﺮﺽ ﺍﻟﺮﺻﻴﻒ‪ ،‬ﻭﺟﻮﺩ ﺗﺼـﺮﻳﻒ‬
‫ﺍﳌﻴﺎﻩ‪ ،‬ﻭﻋﺮﺽ ﺍﻟﺸﺎﺭﻉ‪ .‬ﻭﻳﻘﺪﻡ ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ (٢٢‬ﺃﺷﻜﺎ ﹰﻻ ﳐﺘﻠﻔﺔ ﻟﻠﻤﻨﺤﺪﺭﺍﺕ )ﻫﻨﺎﻙ ﻣﻨﺤﺪﺭ ﳌﻌﱪ ﺍﳌﺸﺎﺓ ﰲ ﺍﻟﻮﺻﻠﺔ‬
‫ﻭﻳﻨﻄﺒﻖ ﻋﻠﻴﻪ ﻣﻦ ﻣﻮﺍﺻﻔﺎﺕ ﻣﺜﻞ ﺍﳌﻌﺮﻭﺿﺔ ﺃﺩﻧﺎﻩ(‪.‬‬

‫‪ ١-٦-٢-٤‬ﺇﺭﺷـﺎﺩﺍﺕ‬
‫ﻻ ﻳﻘﻞ ﻋﺮﺽ ﺍﳌﻨﺤﺪﺭ ﻋﻦ ‪٩٠‬ﺳﻢ ﻭﲝﺪ ﺃﻗﺼﻰ ﻟﻠﻤﻴﻼﻥ ﺣﻮﺍﱄ ‪ % ٨‬ﻭﻋﻨﺪ ﻣـﺪﺧﻞ ﺍﳌﻨﺤـﺪﺭ ‪‬ﺗﺨﺼ‪‬ـﺺ‬ ‫•‬
‫ﻣﺴﺎﻓﺔ ‪٠,٦‬ﻡ ﻣﻦ ﺍﻟﺴﻄﺢ ﺍﳋﺸﻦ ﻛﻲ ﳛﺲ ﺍﳌﺸﺎﺓ ﺑﺒﺪﺀ ﺍﳌﻨﺤﺪﺭ‪.‬‬
‫ﻼ ﻣﻊ ﺳﻄﺢ ﺍﻟﻄﺮﻳﻖ ﻣﻦ ﺩﻭﻥ ﺍﺭﺗﻔﺎﻉ ﻗﺪ ﻳﻌﻴﻖ ﻛﺮﺳﻲ ﺍﻹﻋﺎﻗﺔ ﻣﻦ ﺩﺧﻮﻝ‬ ‫ﳚﺐ ﺃﻥ ﻳﻜﻮﻥ ﺃﺳﻔﻞ ﺍﳌﻨﺤﺪﺭ ﻣﺘﺼ ﹰ‬ ‫•‬
‫ﺍﳌﻨﺤﺪﺭ ﺃﻭ ﻳﻌﺮﺿﻪ ﻻﻧﻘﻼﺏ ﺃﻣﺎﻣﻲ ﰲ ﺣﺎﻟﺔ ﺍﺭﺗﻔﺎﻉ ﺣﺎﻓﺔ ﺃﺳﻔﻞ ﺍﳌﻨﺤﺪﺭ ﻋﻦ ﺳﻄﺢ ﺍﻟﻄﺮﻳﻖ‪.‬‬
‫ﳚﺐ ﺃﻥ ﻳﻜﻮﻥ ﻣﻜﺎﻥ ﺍﺗﺼﺎﻝ ﺃﺳﻔﻞ ﺍﳌﻨﺤﺪﺭ ﻣﻊ ﺳﻄﺢ ﺍﻟﻄﺮﻳﻖ ﻣﺎﻧﻌﹰﺎ ﻟﺘﺠﻤﻴﻊ ﺍﳌﻴﺎﻩ ﺃﻭ ﺍﻷﻭﺳﺎﺥ ﺍﻟﱵ ﺗﻌﻴـﻖ‬ ‫•‬
‫ﻛﺮﺳﻲ ﺍﻹﻋﺎﻗﺔ‪.‬‬
‫ﺇﺫﺍ ﻛﺎﻥ ﻫﻨﺎﻙ ﺟﺰﻳﺮﺓ ﻭﺳﻄﻴﺔ ﻓﻴﺠﺐ ﺃﻥ ﺗﻮﻓﺮ ﻋﱪﻫﺎ ﻓﺘﺤﺔ ﻟﻌﺒﻮﺭ ﺍﳌﺸﺎﺓ ﻭﺍﻟﻜﺮﺳﻲ ﺍﳌﺘﺤﺮﻙ ﻛﻤﺎ ﰲ ﺍﻟﺸﻜﻞ‬ ‫•‬
‫ﺭﻗﻢ )‪.(٢٣‬‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٢٢‬ﳕﺎﺫﺝ ﳌﻨﺤﺪﺭﺍﺕ ﺍﻷﺭﺻﻔﺔ ﰲ ﺍﻟﺸﻮﺍﺭﻉ‪.‬‬

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 ‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٢٣‬ﺍﻟﻔﺘﺤﺎﺕ ﰲ ﺍﳉﺰﺭ ﺍﻟﻮﺳﻄﻴﺔ‪.‬‬

‫‪ ٢-٦-٢-٤‬ﻣﻨﺤﺪﺭ ﺍﳌﺸﺎﺓ ﻭﺍﻟﻮﺻﻮﻝ ﺇﱃ ﺯﺭ ﺍﻹﺷﺎﺭﺓ‬

‫ﺃﺣﻴﺎﻧﹰﺎ ﻭﻧﻈﺮﹰﺍ ﻟﻀﻌﻒ ﺣﺠﻢ ﺍﻟﻄﻠﺐ ﻋﻠﻰ ﻣﻌﱪ ﺍﳌﺸﺎﺓ ﺍﻟﻌﺮﺿﻲ ﻳﻀﻊ ﺍﳌﻬﻨﺪﺱ ﺃﺯﺭﺍﺭ ﻃﻠـﺐ ﺍﻹﺷـﺎﺭﺓ )ﺯﺭ‬
‫ﺍﳌﺸﺎﺓ( ﺍﳋﻀﺮﺍﺀ‪ ،‬ﻭﻫﺬﺍ ﺍﻟﺰﺭ ﳚﺐ ﺃﻥ ﳜﻀﻊ ﳌﻮﺍﺻﻔﺎﺕ ﻫﻨﺪﺳﻴﺔ ﺗﺮﺗﺒﻂ ﲟﻨﺤﺪﺭ ﺍﳌﺸﺎﺓ ﻛﻤﺎ ﰲ ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪.(٢٤‬‬

‫‪ ٣-٦-٢-٤‬ﺇﺭﺷﺎﺩﺍﺕ‬
‫ﻳﻨﺒﻐﻲ ﺃﻥ ﺗﺒﺘﻌﺪ ﺃﺯﺭﺍﺭ ﺍﳌﺸﺎﺓ ﳌﺴﺎﻓﺔ ﻻ ﺗﻘﻞ ﻋﻦ ‪٣‬ﻡ ﻟﻜﻞ ﺍﲡﺎﻩ ﻛﻤﺎ ﰲ ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪.(٢٤‬‬ ‫•‬
‫ﻳﻜﻮﻥ ﺍﺭﺗﻔﺎﻉ ﺯﺭ ﺍﳌﺸﺎﺓ ﻋﻦ ﺳﻄﺢ ﳑﺮ ﺍﳌﺸﺎﺓ ﺗﻘﺮﻳﺒﹰﺎ ‪١,١‬ﻡ‪.‬‬ ‫•‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٢٤‬ﻣﻨﺤﺪﺭ ﺫﻭﻱ ﺍﻻﺣﺘﻴﺎﺟﺎﺕ ﺍﳋﺎﺻﺔ ﰲ ﺯﺍﻭﻳﺔ ﺍﻟﺘﻘﺎﻃﻊ‬

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 ‫‪ ٧-٢-٤‬ﺧﻂ ﺍﻟﻮﻗﻮﻑ‬
‫‪‬ﻳﺴﺘﺨﺪﻡ ﺧﻂ ﺍﻟﻮﻗﻮﻑ ﻟﺘﺤﺪﻳﺪ ﺍﳌﻜﺎﻥ ﺍﻟﺬﻱ ﺳﺘﺘﻮﻗﻒ ﻋﻨﺪﻩ ﺍﻟﺴﻴﺎﺭﺓ ‪ ،‬ﻭ ﻳﻜﻮﻥ ﺍﺳﺘﺨﺪﺍﻣﻪ ﻗﺒـﻞ ﺧﻄـﻮﻁ‬
‫ﺍﳌﺸﺎﺓ ﻭﺫﻟﻚ ﻣﻨﻌﹰﺎ ﻟﺘﺪﺍﺧﻞ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻣﻊ ﺍﳌﺸﺎﺓ‪ ،‬ﻛﻤﺎ ﻳﻮﺿﺢ ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ (٢٥‬ﻭ ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪.(٢٦‬‬

‫‪ ١-٧-٢-٤‬ﺍﳌﻌﻴـﺎﺭ‬

‫ﻳﻜﻮﻥ ﺧﻂ ﺍﻟﻮﻗﻮﻑ ﺫﺍ ﻟﻮﻥ ﺃﺑﻴﺾ ﻭﻋﺮﺿﻪ ﻣﻦ ‪ ٣٠٠‬ﻣﻢ ﺍﱃ ‪ ٦٠٠‬ﻣﻢ‪.‬‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٢٥‬ﺧﻂ ﺍﻟﺘﻮﻗﻒ ﻭﻋﻼﻗﺘﻪ ﲞﻄﻮﻁ ﺍﳌﺸﺎﺓ‪.‬‬

‫‪ ٢-٧-٢-٤‬ﺇﺭﺷـﺎﺩﺍﺕ‬
‫ﻳﻨﺒﻐﻲ ﺃﻥ ﻳﺒﺘﻌﺪ ﺧﻂ ﺍﻟﻮﻗﻮﻑ ) ﺇﱃ ﺍﳋﻠﻒ ( ﻣﻦ ﻣﻌﱪ ﺍﳌﺸﺎﺓ ﻣﺴﺎﻓﺔ ‪ ١,٢‬ﻡ ﻭﻳﻜﻮﻥ ﻣﻮﺍﺯﻳﹰﺎ ﳋﻄﻮﻁ ﺍﳌﺸﺎﺓ‪.‬‬ ‫•‬
‫ﰲ ﺑﻌﺾ ﺍﳌﻮﺍﻗﻊ ﻻ ﻳﺘﻄﻠﺐ ﻭﺟﻮﺩ ﺧﻄﻮﻁ ﻣﺸﺎﺓ ﰲ ﺍﻟﺘﻘﺎﻃﻊ ‪ ،‬ﻭﻟﻜﻦ ﺫﻟﻚ ﻻ ﻳﻌﲏ ﺍﻻﺳﺘﻐﻨﺎﺀ ﻋـﻦ ﺧـﻂ‬ ‫•‬
‫ﺍﻟﻮﻗﻮﻑ ﺍﻟﺬﻱ ﻳﻨﺒﻐﻲ ﺃﻥ ﻳﺒﺘﻌﺪ ﻋﻦ ﺣﺎﻓﺔ ﺍﻟﻄﺮﻳﻖ ﺍﳌﺘﻘﺎﻃﻊ ﲟﺴﺎﻓﺔ ‪ ١,٢‬ﻡ ‪ ،‬ﻭﳝﻜﻦ ﺃﻥ ﻳﺒﺘﻌﺪ ﻋﻦ ﺣﺎﻓﺔ ﺍﻟﻄﺮﻳﻖ‬
‫ﺑﺄﻛﺜﺮ ﻣﻦ ﻫﺬﻩ ﺍﳌﺴﺎﻓﺔ ﻭﲝﺪ ﺃﻗﺼﻰ ‪٩‬ﻡ ﺇﺫﺍ ﻣﺎ ﺗﻄﻠﺐ ﺍﻟﺘﺼﻤﻴﻢ ﺍﳍﻨﺪﺳﻲ ﻟﻠﺘﻘﺎﻃﻊ ﺫﻟﻚ‪.‬‬
‫ﰲ ﻛﻞ ﺍﻷﺣﻮﺍﻝ ﳚﺐ ﻣﺮﺍﻋﺎﺓ ﳎﺎﻝ ﺍﻟﺮﺅﻳﺎ ﻟﻠﺴﺎﺋﻖ ﻋﻨﺪ ﻭﺿﻊ ﺧﻂ ﺍﻟﻮﻗﻮﻑ‪.‬‬ ‫•‬

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 ‫ﻃﺮﻕ ﺍﳌﺸﺎﺓ‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٢٦‬ﺍﻣﺘﺪﺍﺩ ﻣﻌﺎﺑﺮ ﺍﳌﺸﺎﺓ ﻣﻊ ﻃﺮﻕ ﺍﳌﺸﺎﺓ ﺍﳉﺎﻧﺒﻴﺔ )ﺍﻟﺮﺻﻴﻒ(‬

‫‪ ٨-٢-٤‬ﺍﳌﻮﺍﻗﻒ ﺍﳉﺎﻧﺒﻴﺔ ﻋﻨﺪ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ‬

‫ﻟﻮﺣﻆ ﰲ ﺑﻌﺾ ﺗﻘﺎﻃﻌﺎﺕ ﺍﻟﺪﺭﺍﺳﺔ )ﻣﺜﻞ ﺗﻘﺎﻃﻊ ﺍﻷﻣﲑ ﻋﺒﺪﺍﶈﺴﻦ ﻣﻊ ﺷﺎﺭﻉ ﺯﻳﺪ ﺑﻦ ﺍﳋﻄـﺎﺏ ﰲ ﻣﺪﻳﻨـﺔ‬
‫ﺍﻟﺮﻳﺎﺽ( ﻋﺸﻮﺍﺋﻴﺔ ﺍﳌﻮﺍﻗﻒ ﻋﻨﺪ ﺍﻟﺘﻘﺎﻃﻊ‪ ،‬ﻓﺎﻟﺴﻴﺎﺭﺍﺕ ﺗﻘﻒ ﰲ ﺯﻭﺍﻳﺎ ﺍﻟﺘﻘﺎﻃﻊ ﳑﺎ ﻳﻌﻴﻖ ﺣﺮﻛﺎﺕ ﺍﻻﻟﺘﻔﺎﻑ ﻭﳚﻌﻞ ﻣـﻦ‬
‫ﻫﺬﻩ ﺍﻟﺰﻭﺍﻳﺎ ﺃﻣﺎﻛﻦ ﳏﺘﻤﻠﺔ ﻟﻮﻗﻮﻉ ﺣﻮﺍﺩﺙ‪ .‬ﻭﺗﺒﲔ ﺃﻥ ﺍﳌﻌﺎﳉﺔ ﺍﳍﻨﺪﺳﻴﺔ ﻟﺬﻟﻚ ﻏﲑ ﻣﺘﻮﺍﻓﺮﺓ ﻭﻫﻮ ﻣﺎ ﻳﺘﻄﻠـﺐ ﺇﻋـﺎﺩﺓ‬
‫ﺗﺼﻤﻴﻢ ﺯﻭﺍﻳﺎ ﺍﻟﺘﻘﺎﻃﻊ ﳌﻨﻊ ﺍﻟﻮﻗﻮﻑ ﻭﺫﻟﻚ ﺇﻣﺎ ﻋﻦ ﻃﺮﻳﻖ ﺇﺑﺮﺍﺯ ﺍﻷﺭﺻﻔﺔ ﻟﻠﺨﺎﺭﺝ ﺃﻭ ﻣﻦ ﺧﻼﻝ ﻋﻼﻣـﺎﺕ ﺃﺭﺿـﻴﺔ‬
‫ﺗﻮﺿﺢ ﺍﳌﻨﻊ ﺇﱃ ﺟﺎﻧﺐ ﻟﻮﺣﺎﺕ ﻣﻨﻊ ﺍﻟﻮﻗﻮﻑ‪.‬‬
‫ﻣﻦ ﺍﻟﻨﺎﺣﻴﺔ ﺍﳍﻨﺪﺳﻴﺔ ﻓﺈﻥ ﺁﺧﺮ ﻣﻮﻗﻒ ﺟﺎﻧﱯ ﻋﻨﺪ ﻣﺪﺧﻞ ﺍﻟﺘﻘﺎﻃﻊ ﻳﻨﺒﻐﻲ ﺃﻥ ﻳﻜﻮﻥ ﻋﻠﻰ ﻣﺴﺎﻓﺔ ﻻ ﺗﻘﻞ ﻋﻦ ‪٨,٤‬ﻡ ﻣﻦ‬
‫ﻣﻌﱪ ﺍﳌﺸﺎﺓ‪ ،‬ﻛﻤﺎ ﰲ ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ ،(٢٧‬ﺑﻴﻨﻤﺎ ﻳﻜﻮﻥ ﺃﻭﻝ ﻣﻮﻗﻒ ﺑﻌﺪ ﳐﺮﺝ ﺍﻟﺘﻘﺎﻃﻊ ﻋﻠﻰ ﻣﺴﺎﻓﺔ ‪٢٠‬ﻡ ﻣﻦ ﺣﺎﻓـﺔ‬
‫ﺍﻟﻄﺮﻳﻖ ﺍﳌﺘﻘﺎﻃﻊ‪.‬‬

‫‪ ١-٨-٢-٤‬ﺇﺭﺷـﺎﺩ‬
‫ﺍﳋﻄﻮﻁ ﺍﻷﺭﺿﻴﺔ ﻟﻔﺮﺍﻏﺎﺕ ﺍﳌﻮﺍﻗﻒ ﺍﳉﺎﻧﺒﻴﺔ ﺗﻜﻮﻥ ﺑﻴﻀﺎﺀ‪.‬‬

‫‪ ٢-٨-٢-٤‬ﺍﳌﻌﻴـﺎﺭ‬
‫ﻳﻜﻮﻥ ﺃﻭﻝ ﻣﻮﻗﻒ ﺟﺎﻧﱯ ﻗﺒﻞ ﺍﻟﻄﺮﻳﻖ ﺍﳌﺘﻘﺎﻃﻊ ﲟﺴﺎﻓﺔ ‪٨,٤‬ﻡ ﻣﻦ ﻣﻌﱪ ﺍﳌﺸﺎﺓ‪ ،‬ﻭﻻ ﻳﻘﻞ ﻋﺮﺽ ﺍﳌﻮﺍﻗﻒ ﻋـﻦ‬ ‫•‬
‫‪٢,٤‬ﻡ ﻭﻳﺘﻔﺎﻭﺕ ﻃﻮﻟﻪ ﻣﻦ ‪ ٦‬ﺇﱃ ‪٦,٥‬ﻡ‪.‬‬
‫ﻳﻔﻀﻞ ﳕﻮﺫﺝ ﺍﻟﻮﻗﻮﻑ ﺍﻟﻄﻮﱄ ﻋﻠﻰ ﺍﳌﺎﺋﻞ )ﺯﺍﻭﻳﺔ ‪ ( 0 ٤٥‬ﺧﺼﻮﺻﹰﺎ ﲜﻮﺍﺭ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﻟﻠﺘﻘﻠﻴـﻞ ﻣـﻦ ﺗـﺄﺛﲑ‬ ‫•‬
‫ﺍﻟﺘﺪﺍﺧﻞ ﻣﻊ ﺍﳊﺮﻛﺔ ﺍﻟﻄﻮﻟﻴﺔ ﻋﻠﻰ ﺍﻟﻄﺮﻳﻖ‪.‬‬

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 ‫ﰲ ﺍﻟﺸﻮﺍﺭﻉ ﺍﻟﺮﺋﻴﺴﻴﺔ ﺍﻟﱵ ﻋﻠﻴﻬﺎ ﻧﺸﺎﻁ ﲡﺎﺭﻱ ‪‬ﻳﻨﺼﺢ ﺑﺄﻥ ﻳﻜﻮﻥ ﻋﺮﺽ ﺍﳌﻮﻗﻒ ﺍﳉﺎﻧﱯ ﻣـﻦ ‪ ٣‬ﺇﱃ ‪٣,٦‬ﻡ‬ ‫•‬
‫ﻭﺫﻟﻚ ﻻﺳﺘﺨﺪﺍﻣﻬﺎ ﻣﻦ ﻗﺒﻞ ﻣﺮﻛﺒﺎﺕ ﻧﻘﻞ ﺍﻟﺒﻀﺎﺋﻊ )ﲢﻤﻴﻞ ﻭﺗﻨـﺰﻳﻞ ﺳﺮﻳﻊ(‪.‬‬
‫ﻳﻔﻀﻞ ﺩﻭﻣﹰﺎ ﻋﻠﻰ ﺍﻟﻄﺮﻕ ﺍﻟﺮﺋﻴﺴﻴﺔ ﺃﻥ ﻳﻜﻮﻥ ﻋﺮﺽ ﺍﳌﻮﻗﻒ ﺍﳉﺎﻧﱯ ﻣﻦ ‪ ٣‬ﺇﱃ ‪٣,٦‬ﻡ ﻹﻣﻜﺎﻧﻴﺔ ﲢﻮﻳﻞ ﺍﳌﻮﺍﻗﻒ‬ ‫•‬
‫ﺍﳉﺎﻧﺒﻴﺔ ﺇﱃ ﻣﺴﺎﺭ ﺇﺿﺎﰲ ﳊﺮﻛﺔ ﺍﻟﺴﲑ ﺧﻼﻝ ﺃﻭﻗﺎﺕ ﺍﻟﺬﺭﻭﺓ ﻭﺫﻟﻚ ﻣﻦ ﺧﻼﻝ ﻣﻨﻊ ﺍﻟﻮﻗﻮﻑ ﻋﻠﻴﻬﺎ‪ ،‬ﻭﻳﺮﺍﻋﻰ‬
‫ﺗﺼﻤﻴﻢ ﺯﺍﻭﻳﺔ ﺍﻟﺘﻘﺎﻃﻊ ﻟﺘﻨﺎﺳﺐ ﺫﻟﻚ‪.‬‬
‫ﰲ ﺍﻟﺸﻮﺍﺭﻉ ﺍﻟﺪﺍﺧﻠﻴﺔ ﺿﻤﻦ ﺍﻷﺣﻴﺎﺀ ﺍﻟﺴﻜﻨﻴﺔ ﳝﻜﻦ ﺃﻥ ﻳﺼﻞ ﻋﺮﺽ ﺍﳌﻮﺍﻗﻒ ﺍﳉﺎﻧﺒﻴﺔ ﺇﱃ ‪٢,١‬ﻡ‪.‬‬ ‫•‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٢٧‬ﻣﻮﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻗﺮﺏ ﺍﻟﺘﻘﺎﻃﻊ‪.‬‬

‫‪ ٩-٢-٤‬ﻣﻄﺒﺎﺕ ﺍﻟﺴﺮﻋﺔ‬
‫ﺗﻌﺪ ﺍﳌﻄﺒﺎﺕ )ﻣﻄﺒﺎﺕ ﺍﻟﺴﺮﻋﺔ( ﺇﺣﺪﻯ ﺃﺩﻭﺍﺕ ﺍﻟﺘﻬﺪﺋﺔ ﺍﳌﺮﻭﺭﻳﺔ ﰲ ﺗﻄﺒﻴﻘﺎﺕ ﻫﻨﺪﺳﺔ ﺍﳌـﺮﻭﺭ‪ ،‬ﻭﻟـﻮﺣﻆ ﰲ‬
‫ﺍﻟﺰﻳﺎﺭﺍﺕ ﺍﳌﻴﺪﺍﻧﻴﺔ ﻭﺟﻮﺩ ﻣﻄﺒﺎﺕ ﱂ ﲣﻀﻊ ﻟﻠﻤﻮﺍﺻﻔﺎﺕ ﺍﳍﻨﺪﺳﻴﺔ ﺍﻟﻘﻴﺎﺳﻴﺔ ﻋﻨﺪ ﺇﻧﺸﺎﺋﻬﺎ ﳑﺎ ﻗﺪ ﻳﺆﺛﺮ ﺳﻠﺒﹰﺎ ﻋﻠﻰ ﻫـﺬﻩ‬
‫ﺍﳊﺮﻛﺔ )ﺍﻧﻈﺮ ﺍﻟﺸﻜﻞ ﺭﻗﻢ ‪ .(٢٨‬ﻭﻋﻠﻴﻪ ﻓﺈﻥ ﻭﺿﻊ ﺍﻹﺭﺷﺎﺩﺍﺕ ﺍﳍﻨﺪﺳﻴﺔ ﺍﻟﻘﻴﺎﺳﻴﺔ ﻻﺧﺘﻴﺎﺭ ﻣﻮﻗﻊ ﺍﳌﻄﺐ ﻭﺗﺼﻤﻴﻤﻪ ﺃﻣﺮ‬
‫ﻣﻠﺢ ﻭﻫﻮ ﻣﺎ ﺩﻋﺎﻧﺎ ﺇﱃ ﺇﻋﺪﺍﺩ ﻫﺬﻩ ﺍﻹﺭﺷﺎﺩﺍﺕ ﰲ ﺍﳉﺰﺀ ﺍﻟﺘﺎﱄ‪.‬‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٢٨‬ﻣﻄﺐ ﺻﻨﺎﻋﻲ ﰲ ﺃﺣﺪ ﺍﻟﺸﻮﺍﺭﻉ ﺍﻟﺴﻜﻨﻴﺔ‪.‬‬

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 ‫‪ ١-٩-٢-٤‬ﺍﻹﺭﺷـﺎﺩﺍﺕ‬
‫ﺇﻥ ﺍﺳﺘﺨﺪﺍﻡ ﻣﻄﺒﺎﺕ ﺍﻟﺴﺮﻋﺔ ﻻﺑﺪ ﻭﺃﻥ ﻳﻨﻄﻠﻖ ﻣﻦ ﺍﺗﺒﺎﻉ ﺇﺭﺷﺎﺩﺍﺕ ﻳﺄﺧﺬﻫﺎ ﺍﳌﻬﻨﺪﺱ ﺑﻌﲔ ﺍﻻﻋﺘﺒﺎﺭ‪ ،‬ﻭﻫـﺬﻩ‬
‫ﺍﻹﺭﺷﺎﺩﺍﺕ ﻫﻲ‪:‬‬
‫‪ .١‬ﺩﺭﺍﺳﺔ ﻫﻨﺪﺳﻴﺔ‪:‬‬
‫ﳚﺐ ﺃﻥ ﻳﻜﻮﻥ ﺇﻧﺸﺎﺀ ﺍﳌﻄﺐ ﻣﻨﻄﻠﻘﹰﺎ ﻣﻦ ﺿﺮﻭﺭﺓ ﺗﺴﺘﺪﻋﻴﻬﺎ ﻇﺮﻭﻑ ﺳﻼﻣﺔ ﻭﺗﺸـﻐﻴﻞ ﺍﳌـﺮﻭﺭ ﰲ‬
‫ﺍﳌﻮﻗﻊ ﻗﻴﺪ ﺍﻟﺪﺭﺍﺳﺔ‪ ،‬ﻭﻻﺑﺪ ﻣﻦ ﻛﺸﻒ ﻫﺬﻩ ﺍﻟﻀﺮﻭﺭﺓ ﺑﻌﺪ ﺍﻟﺘﺄﻛﺪ ﻣﻦ ﻋﺪﻡ ﻣﻼﺀﻣﺔ ﺑﺪﺍﺋﻞ ﺃﺧـﺮﻯ ﳑﻜﻨـﺔ‪،‬‬
‫ﻓﺎﳌﻄﺐ ﻟﻪ ﺗﺄﺛﲑ ﺳﻠﱯ ﰲ ﺍﻟﻐﺎﻟﺐ ﻋﻠﻰ ﺍﳌﺮﻛﺒﺎﺕ ﺍﻟﱵ ﺗﻌﱪﻩ ﻭﻛﺬﻟﻚ ﻋﻠﻰ ﺍﻟﺴﻜﺎﻥ ﺍﻟﻘﺎﻃﻨﲔ ﺑﺎﻟﻘﺮﺏ ﻣﻨﻪ ﻣﻦ‬
‫ﺣﻴﺚ ﺍﻟﻀﻮﺿﺎﺀ ﻭﺍﻟﺘﻠﻮﺙ ﺍﻟﺒﻴﺌﻲ ﺍﶈﺘﻤﻞ ﻣﻦ ﺟﺮﺍﺀ ﺗﻐﲑ ﺳﺮﻋﺔ ﺍﻟﺴﲑ ﺍﳌﻔﺮﻭﺿﺔ ﻣﻦ ﻭﺟﻮﺩ ﺍﳌﻄﺐ‪ .‬ﻛﻤـﺎ ﺃﻥ‬
‫ﻭﺟﻮﺩ ﺍﳌﻄﺐ‪ ،‬ﲞﺎﺻﺔ ﰲ ﺣﺎﻝ ﺗﻜﺮﺍﺭﻩ‪ ،‬ﻗﺪ ﻳﺪﻓﻊ ﺍﻟﺴﺎﺋﻘﲔ ﺇﱃ ﲢﻮﻳﻞ ﺍﲡﺎﻩ ﺳﲑﻫﻢ ﺇﱃ ﻃﺮﻕ ﺃﺧﺮﻯ ﳎﺎﻭﺭﺓ‬
‫ﻭﻻﺳﻴﻤﺎ ﺍﻟﺴﻜﻨﻴﺔ ﻭﻫﺬﺍ ﻟﻪ ﺗﺒﻌﺎﺗﻪ ﺍﻟﺴﻠﺒﻴﺔ ﺳﻮﺍﺀ ﻣﻦ ﻧﺎﺣﻴﺔ ﺍﻟﺴﻼﻣﺔ ﺍﳌﺮﻭﺭﻳﺔ ﺃﻭ ﻣﻦ ﺍﻟﻨﺎﺣﻴﺔ ﺍﻟﺒﻴﺌﻴﺔ‪.‬‬

‫‪ .٢‬ﺗﺼﻨﻴﻒ ﺍﻟﻄﺮﻳﻖ‪:‬‬
‫ﺗ‪‬ﺴﺘﺨﺪﻡ ﺍﳌﻄﺒـﺎﺕ ﻋﻠﻰ ﺍﻟﻄﺮﻕ ﺍﶈﻠﻴﺔ ﻓﻘﻂ )‪ (Local Streets‬ﻭﺫﻟﻚ ﲝﺴﺐ ﺗﻌﺮﻳﻒ ﺁﺷﺘـﻮ‪،‬‬
‫ﻭﻫﻲ ﺍﻟﻄﺮﻕ ﺍﻟﱵ ﺗﺴﻤﺢ ﺑﺎﻟﻮﺻﻮﻝ ﺇﱃ ﺍﺳﺘﻌﻤﺎﻻﺕ ﺍﻷﺭﺍﺿﻲ ﺍ‪‬ﺎﻭﺭﺓ ﻭﻳﻄﺒﻊ ﻋﻠﻴﻬﺎ ﻏﺎﻟﺒﹰﺎ ﺍﻟﻄـﺮﻕ ﺍﻟﺴـﻜﻨﻴﺔ‬
‫ﺍﳌﺆﺩﻳﺔ ﺇﱃ ﺍﻷﺣﻴﺎﺀ ﻭﻻ ﺗﺴﺘﺨﺪﻡ ﻟﻠﻤﺮﻭﺭ ﺍﻟﻌﺎﺑﺮ‪.‬‬

‫‪ .٣‬ﻋﺮﺽ ﺍﻟﻄﺮﻳﻖ ﻭﻋﺪﺩ ﺍﳌﺴﺎﺭﺍﺕ‪:‬‬

‫ﺗﻮﺻﻲ ﺍﳋﱪﺓ ﺍﳍﻨﺪﺳﻴﺔ ﺑﺄﻥ ﻳﻘﺘﺼﺮ ﺇﻧﺸﺎﺀ ﺍﳌﻄﺒﺎﺕ ﻋﻠﻰ ﺍﻟﻄﺮﻕ ﺫﺍﺕ ﺍﳌﺴﺎﺭﻳﻦ ﻓﻘﻂ ﺍﻟـﱵ ﻳﻜـﻮﻥ‬
‫ﻋﺮﺽ ﺍﻟﻄﺮﻳﻖ ﻓﻴﻬﺎ ﳓﻮ ‪١٢‬ﻡ )ﺃﻭ ﺃﻛﱪ ﻣﻦ ﺫﻟﻚ ﺍﻟﻌﺮﺽ ﻭﻟﻜﻦ ﲟﺴﺎﺭﻳﻦ ﻓﻘﻂ(‪ ،‬ﻭ‪‬ﻳﺸﺘﺮﻁ ﺃﻥ ﻳﻜﻮﻥ ﺳـﻄﺢ‬
‫ﺍﻟﻄﺮﻳﻖ ﺟﻴﺪﹰﺍ ﻭﻳﺴﻤﺢ ﺑﺘﺼﺮﻳﻒ ﺍﳌﻴﺎﻩ‪.‬‬

‫‪ .٤‬ﻣﻴﻞ ﺍﻟﻄﺮﻳﻖ‪:‬‬
‫ﻳﻮﺻﻰ ﻋﻨﺪ ﺍﺳﺘﺨﺪﺍﻡ ﺍﳌﻄﺐ ﺑﺄﻻ ﻳﺰﻳﺪ ﺍﳌﻴﻞ ﺍﻟﻄﻮﱄ ﻟﻠﻄﺮﻳﻖ ﻋﻦ ‪ ،% ٨‬ﻭﻋﻨﺪﻣﺎ ﻳﻜﻮﻥ ﺍﳌﻴﻞ ﺃﻛـﱪ‬
‫ﻣﻦ ﺫﻟﻚ ﻓﺈﻥ ﺍﺣﺘﻴﺎﻃﻴﺎﺕ ﺃﺧﺮﻯ ﳚﺐ ﺃﻥ ﺗﻌﻤﻞ ﻟﻀﻤﺎﻥ ﻋﺪﻡ ﻭﺻﻮﻝ ﺍﳌﺮﻛﺒﺔ ﺇﱃ ﺍﳌﻄﺐ ﺑﺴﺮﻋﺔ ﻋﺎﻟﻴﺔ‪ .‬ﻭﰲ‬
‫ﻼ ﺧﺎﺻﹰﺎ ﻹﻗـﺮﺍﺭ ﺍﻹﻧﺸـﺎﺀ ﺃﻭ‬
‫ﺣﺎﻝ ﻛﺜﺮﺓ ﺍﻷﺟﻮﺍﺀ ﺍﳌﻤﻄﺮﺓ ﺃﻭ ﺗﺴﺮﺏ ﻣﻴﺎﻩ ﺍﻟﺼﺮﻑ ﻓﺈﻥ ﺫﻟﻚ ﻳﺘﻄﻠﺐ ﲢﻠﻴ ﹰ‬
‫ﻋﺪﻣﻪ‪.‬‬

‫‪ .٥‬ﺍﳌﻨﻌﻄﻔﺎﺕ ﺍﻷﻓﻘﻴﺔ ﻭﺍﻟﻌﻤﻮﺩﻳﺔ‪:‬‬

‫ﻋﻠﻰ ﺍﳌﻬﻨﺪﺱ ﺍﻻﺑﺘﻌﺎﺩ ﻋﻦ ﺇﻧﺸﺎﺀ ﺍﳌﻄﺒﺎﺕ ﺿﻤﻦ ﺍﳌﻨﻌﻄﻔﺎﺕ ﺍﻷﻓﻘﻴﺔ ﺍﳊﺎﺩﺓ ﻭﻛﺬﻟﻚ ﺍﻟﺮﺃﺳﻴﺔ ﻟﺘـﺄﺛﲑ‬
‫ﺫﻟﻚ ﻋﻠﻰ ﺩﻳﻨﺎﻣﻴﻜﻴﺔ ﺍﻟﻘﻮﻯ ﺍﳌﺆﺛﺮﺓ ﻋﻠﻰ ﺍﳌﺮﻛﺒﺔ ﻋﻨﺪ ﻋﺒﻮﺭ ﺍﳌﻄﺐ‪ .‬ﻭﻳﻨﺒﻐـﻲ ﺗﻔـﺎﺩﻱ ﺇﻧﺸـﺎﺀ ﺍﳌﻄـﺐ ﰲ‬
‫ﺍﳌﻨﻌﻄﻔﺎﺕ ﺍﻟﱵ ﻳﻘﻞ ﻧﺼﻒ ﻗﻄﺮﻫﺎ ﻋﻦ ‪١٠٠‬ﻡ )ﻧﺼﻒ ﺍﻟﻘﻄﺮ ﻣﻦ ﺧﻂ ﺍﳌﻨﺘﺼﻒ ﻟﻠﻄﺮﻳﻖ( ﻷﻥ ﻧﺼﻒ ﺍﻟﻘﻄﺮ‬

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 ‫‪‬ﺬﺍ ﺍﳌﻘﺎﺱ ﻳﺒﻄﺊ ﺳﺮﻋﺔ ﺍﻟﺴﻴﺎﺭﺓ ﺗﻠﻘﺎﺋﻴﹰﺎ ﺩﻭﻥ ﺍﳊﺎﺟﺔ ﺇﱃ ﻣﻄﺐ ﻟﺘﻬﺪﺋﺔ ﺍﻟﺴﺮﻋﺔ‪ ،‬ﺇﺫﺍ ﻟﺰﻡ ﺇﻧﺸﺎﺀ ﺍﳌﻄﺐ ﻓﻴﺠﺐ‬
‫ﺃﻥ ﻳﻜﻮﻥ ﺫﻟﻚ ﻋﻠﻰ ﳑﺎﺱ ﺍﳌﻨﻌﻄﻒ‪.‬‬

‫‪ .٦‬ﻣﺴﺎﻓﺔ ﺍﻟﺮﺅﻳﺔ‪:‬‬
‫ﺗﻨﺸﺄ ﺍﳌﻄﺒﺎﺕ ﻋﻨﺪﻣﺎ ﺗﻜﻮﻥ ﺃﺩﱏ ﻣﺴﺘﻮﻯ ﻣﺴﺎﻓﺔ ﺭﺅﻳﺔ ﻟﻠﺘﻮﻗﻒ ﻣﺘﺎﺣﺔ ﺃﻣـﺎﻡ ﺍﻟﺴـﺎﺋﻘﲔ ﻛﻤـﺎ ﰲ‬
‫ﺍﳉﺪﻭﻝ ﺭﻗﻢ )‪ ، (٢‬ﻭﻋﻠﻰ ﺍﳌﻬﻨﺪﺱ ﺭﺻﺪ ﺳﺮﻋﺔ ‪ ٨٥‬ﺍﳌﺌﻮﻳﺔ ﳍﺬﺍ ﺍﻟﻐﺮﺽ‪.‬‬

‫ﺍﳉﺪﻭﻝ ﺭﻗﻢ )‪ .(٢‬ﺍﳊﺪﻭﺩ ﺍﻟﺪﻧﻴﺎ ﳌﺴﺎﻓﺔ ﺍﻟﺮﺅﻳﺔ ﺍﳌﻄﻠﻮﺑﺔ ﻟﻠﺘﻮﻗﻒ‪.‬‬

‫ﺃﺩﱏ ﻣﺴﺎﻓﺔ ﺭﺅﻳﺔ ﻣﻄﻠﻮﺑﺔ )ﻣﺘﺮ(‬ ‫ﺍﻟﺴﺮﻋﺔ ‪ ٨٥‬ﺍﳌﺌﻮﻳﺔ ﻛﻢ‪/‬ﺳﺎﻋﺔ‬
‫‪٥٠‬‬ ‫‪٣٠‬‬
‫‪٦٥‬‬ ‫‪٤٠‬‬
‫‪٨٥‬‬ ‫‪٥٠‬‬
‫‪١١٠‬‬ ‫‪٦٠‬‬
‫‪١٤٠‬‬ ‫‪٧٠‬‬
‫‪١٦٥‬‬ ‫‪٨٠‬‬
‫‪١٩٥‬‬ ‫‪٩٠‬‬
‫‪٢٢٠‬‬ ‫‪١٠٠‬‬

‫‪ .٧‬ﺍﻟﺴﺮﻋﺔ‪:‬‬
‫ﺗﻨﺸﺄ ﺍﳌﻄﺒﺎﺕ ﻋﻠﻰ ﺍﻟﻄﺮﻕ ﺫﺍﺕ ﺍﻟﺴﺮﻋﺔ ‪ ٥٠‬ﻛﻢ‪/‬ﺳﺎﻋﺔ ﺃﻭ ﺃﻗﻞ‪ ،‬ﻭﻳﻨﺒﻐﻲ ﺍﳊـﺬﺭ ﻋﻨـﺪﻣﺎ ﺗﻜـﻮﻥ‬
‫ﺍﻟﺴﺮﻋﺔ ﺍﻟﺴﺎﺋﺪﺓ ﻟﻠﺴﲑ ﺃﻛﱪ ﻣﻦ ‪ ٧٠‬ﻛﻢ‪/‬ﺳﺎﻋﺔ‪.‬‬

‫‪ .٨‬ﺃﺣﺠﺎﻡ ﺍﳌﺮﻭﺭ‪:‬‬
‫ﱂ ﺗﻼﺣﻆ ﺍﻟﺘﺠﺎﺭﺏ ﺍﳍﻨﺪﺳﻴﺔ ﺗﺄﺛﲑﹰﺍ ﻛﺒﲑﹰﺍ ﳊﺠﻢ ﺍﳌﺮﻭﺭ ﻋﻠﻰ ﺇﻧﺸﺎﺀ ﺍﳌﻄﺐ ﻓﺎﻟﺘﻄﺒﻴﻘﺎﺕ ﰲ ﻣﻮﺍﻗـﻊ‬
‫ﺗﻔﺎﻭﺕ ﻓﻴﻬﺎ ﺣﺠﻢ ﺍﳌﺮﻭﺭ )ﰲ ﺍﳌﺘﻮﺳﻂ ﻣﻦ ﺑﻀﻌﺔ ﻣﺌﺎﺕ ﺇﱃ ‪ ١٠,٠٠٠‬ﻣﺮﻛﺒﺔ‪/‬ﺍﻟﻴﻮﻡ( ﱂ ﺗﻔﻀـﻲ ﻟﺘﺤﺪﻳـﺪ‬
‫ﻣﻌﻴﺎﺭ ﳏﺪﺩ ﳍﺬﺍ ﺍﻟﻐﺮﺽ‪ ،‬ﻭﻟﻜﻦ ﻻﺑﺪ ﻣﻦ ﺍﻹﺷﺎﺭﺓ ﺇﱃ ﺃﳘﻴﺔ ﺩﺭﺍﺳﺔ ﻛﻞ ﻣﻮﻗﻊ ﻋﻠﻰ ﺣﺪﺓ ﻟﺘﱪﻳﺮ ﺍﻹﻧﺸﺎﺀ‪.‬‬

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 ‫‪ .٩‬ﺳﻼﻣﺔ ﺍﳌﺮﻭﺭ‪:‬‬
‫ﻋﻨﺪﻣﺎ ﺗﻨﺸﺄ ﺍﳌﻄﺒﺎﺕ ﻟﻠﺤﻴﻠﻮﻟﺔ ﺩﻭﻥ ﻭﻗﻮﻉ ﺣﻮﺍﺩﺙ ﻣﺮﻛﺒﺎﺕ ﺃﻭ ﺣﻮﺍﺩﺙ ﻣﺸﺎﺓ ﻓﺈﻥ ﺍﻷﺳﺒﺎﺏ ﻟﺘﻠﻚ‬
‫ﻼﰲ‬‫ﺍﳊﻮﺍﺩﺙ ﻳﻨﺒﻐﻲ ﲢﺪﻳﺪﻫﺎ ﻟﻠﺘﺄﻛﺪ ﻣﻦ ﺃﻥ ﺇﻧﺸﺎﺀ ﺍﳌﻄﺐ ﺳﻴﺴﺎﻋﺪ ﰲ ﺍﳊﺪ ﻣﻨﻬﺎ‪ ،‬ﻓﻘﺪ ﻳﻜﻮﻥ ﺍﳌﻄﺐ ﻋـﺎﻣ ﹰ‬
‫ﺯﻳﺎﺩﺓ ﺍﳊﻮﺍﺩﺙ ﺑﺪ ﹰﻻ ﻣﻦ ﲣﻔﻴﻀﻬﺎ‪.‬‬

‫‪ .١٠‬ﺗﺮﻛﻴﺒﺔ ﺍﳌﺮﻭﺭ‪:‬‬
‫ﻳﻨﺒﻐﻲ ﺗﻔﺎﺩﻱ ﺇﻧﺸﺎﺀ ﺍﳌﻄﺒﺎﺕ ﺇﺫﺍ ﻛﺎﻧﺖ ﻧﺴﺒﺔ ﺍﳌﺮﻛﺒﺎﺕ ﺍﻟﻜﺒﲑﺓ )ﻣﺜﻞ ﺍﳊﺎﻓﻼﺕ( ﺗﺰﻳﺪ ﻋﻦ ‪ % ٥‬ﺇﻻ‬
‫ﺇﺫﺍ ﻛﺎﻥ ﻫﻨﺎﻙ ﻃﺮﻳﻖ ﺑﺪﻳﻞ ﳝﻜﻦ ﺃﻥ ﺗﺴﻠﻜﻪ‪ .‬ﻛﻤﺎ ﻳﻨﺒﻐﻲ ﺍﻷﺧﺬ ﰲ ﺍﻻﻋﺘﺒﺎﺭ ﻋﻨﺪ ﺗﺼﻤﻴﻢ ﺍﳌﻄـﺐ ﺣﺮﻛـﺔ‬
‫ﺍﻟﺪﺭﺍﺟﺎﺕ ﺍﳍﻮﺍﺋﻴﺔ ﻭﺍﻟﻨﺎﺭﻳﺔ‪.‬‬

‫‪ .١١‬ﺳﻴﺎﺭﺍﺕ ﺍﻟﻄﻮﺍﺭﺉ‪:‬‬
‫ﺇﺫﺍ ﻛﺎﻥ ﺍﻟﻄﺮﻳﻖ ﻣﻄﺮﻭﻗﹰﺎ ﺑﻜﺜﺮﺓ ﻣﻦ ﻗﺒﻞ ﺳﻴﺎﺭﺍﺕ ﺍﻟﻄﻮﺍﺭﺉ ﻣﺜﻞ ﺍﻹﺳﻌﺎﻑ ﻭﺍﳌﻄﺎﻓﺊ‪ ،‬ﻓﻴﻨﺒﻐﻲ ﻋـﺪﻡ‬
‫ﺇﻧﺸﺎﺀ ﺍﳌﻄﺒﺎﺕ ﻓﻴﻪ‪ .‬ﻛﺬﻟﻚ ﺇﺫﺍ ﻛﺎﻥ ﺍﻟﻄﺮﻳﻖ ﻣﺴﺎﺭﹰﺍ ﳊﺎﻓﻼﺕ ﺍﻟﻨﻘﻞ ﺍﻟﻌﺎﻡ ﻓﻼﺑﺪ ﻣﻦ ﺍﻋﺘﺒﺎﺭ ﺫﻟﻚ ﰲ ﺗﺼـﻤﻴﻢ‬
‫ﺍﳌﻄﺐ‪.‬‬

‫‪ .١٢‬ﺍﻟﺘﻜﺮﺍﺭ‪:‬‬
‫ﻋﻨﺪ ﺗﻜﺮﺍﺭ ﻣﻄﺒﺎﺕ ﺍﻟﺴﺮﻋﺔ ﻳﻨﺼﺢ ﺃﻥ ﺗﺒﺘﻌﺪ ﻣﺴﺎﻓﺎ‪‬ﺎ ﺍﻟﺒﻴﻨﻴﺔ ﻣﻦ ‪٦٠‬ﻡ ﺇﱃ ‪٢٢٥‬ﻡ‪.‬‬

‫‪ .١٣‬ﺍﻟﺘﺤﻜﻢ ﺍﳌﺮﻭﺭﻱ‪:‬‬
‫ﺇﻥ ﺇﻧﺸﺎﺀ ﻣﻄﺒﺎﺕ ﺍﻟﺴﺮﻋﺔ ﻻﺑﺪ ﻭﺃﻥ ﻳﺮﺍﻓﻘﻬﺎ ﲢﻜﻢ ﻣﺮﻭﺭﻱ ﻟﺘﺤﺬﻳﺮ ﺍﻟﺴـﺎﺋﻘﲔ ﺑﻮﺟﻮﺩﻫـﺎ ﻣﺜـﻞ‬
‫ﺍﺳﺘﺨﺪﺍﻡ ﺍﻟﻠﻮﺣﺎﺕ ﻭﺍﻟﻌﻼﻣﺎﺕ ﺍﻷﺭﺿﻴﺔ ﻭﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻮﺍﻣﻀﺔ‪ .‬ﺗﺮﺗﺒﻂ ﺍﻟﻠﻮﺣﺔ ﺍﻟﺘﺤﺬﻳﺮﻳﺔ ﻟﻠﻤﻄـﺐ ﲟﻮﻗﻌـﻪ‪،‬‬
‫ﻼ ﰲ ﻃﺮﻳﻖ ﺳﺮﻋﺘﻪ ‪ ٥٠‬ﻛﻢ‪/‬ﺳـﺎ ﺗﺮﻛـﺐ‬ ‫ﻭﳝﻜﻦ ﺗﺮﻛﻴﺐ ﺍﻟﻠﻮﺣﺔ ﰲ ﻣﻮﻗﻊ ﺍﳌﻄﺐ ﻭﻛﺬﻟﻚ ﻗﺒﻞ ﺍﳌﻄﺐ )ﻣﺜ ﹰ‬
‫ﺍﻟﻠﻮﺣﺔ ﻗﺒﻞ ﺍﳌﻄﺐ ﲟﺴﺎﻓﺔ ‪٣٥‬ﻡ(‪ ،‬ﻭﳝﻜﻦ ﺍﻻﻛﺘﻔﺎﺀ ﺑﺎﻟﻠﻮﺣﺔ ﺍﻟﱵ ﺗﺴﺒﻖ ﺍﳌﻄﺐ‪ .‬ﻭﺑﺎﻹﻣﻜﺎﻥ ﺩﻫﺎﻥ ﺍﳌﻄﺐ ﺣﱴ‬
‫ﻳﺒﺪﻭ ﻭﺍﺿﺤﹰﺎ ﻟﻠﺴﺎﺋﻖ ﰲ ﺣﺎﻝ ﻋﺪﻡ ﻭﺟﻮﺩ ﻟﻮﺣﺔ ﰲ ﻧﻔﺲ ﻣﻜﺎﻥ ﺍﳌﻄﺐ ﺃﻭ ﺧﻄﲔ )ﺩﻫﺎﻥ ﺃﻭ ﺳﲑﺍﻣﻴﻚ( ﺑﻠﻮﻥ‬
‫ﺃﺻﻔﺮ ﻗﺒﻞ ﺍﳌﻄﺐ ﲟﺴﺎﻓﺔ ‪١‬ﻡ‪ ،‬ﻛﻤﺎ ﳝﻜﻦ ﻭ ﲝﺴﺐ ﺃﳘﻴﺔ ﺍﳌﻜﺎﻥ‪ ،‬ﺗﺮﻛﻴﺐ ﻟﻮﺣﺔ ﺇﺿﺎﻓﻴﺔ ﺃﺳﻔﻞ ﻣﻦ ﺍﻟﻠﻮﺣـﺔ‬
‫ﺍﻟﺘﺤﺬﻳﺮﻳﺔ ﻟﻠﻤﻄﺐ ﻭﻋﻠﻰ ﻧﻔﺲ ﺍﻟﺸﺎﺧﺼﺔ ﺗﺒﲔ ﺍﻟﺴﺮﻋﺔ ﺍﻟﱵ ﻳﻨﺒﻐﻲ ﺍﻟﺘﻬﺪﺋﺔ ﻋﻨﺪﻫﺎ‪.‬‬

‫‪ .١٤‬ﻣﺮﺍﻋﺎﺓ ﺗﺼﺮﻳﻒ ﺍﳌﻴﺎﻩ‪:‬‬

‫ﻋﻠﻰ ﺍﳌﻬﻨﺪﺱ ﻣﺮﺍﻋﺎﺓ ﺗﺼﺮﻳﻒ ﺍﳌﻴﺎﻩ ﻋﻨﺪ ﺇﻧﺸﺎﺀ ﺍﳌﻄﺐ ﲝﻴﺚ ﻻ ﻳﻌﻴﻖ ﺍﻷﺧﲑ ﺗﺼﺮﻳﻒ ﺍﳌﻴﺎﻩ‪ ،‬ﻛﻤـﺎ‬
‫ﻋﻠﻴﻪ ﺗﻔﺎﺩﻱ ﺗﺮﻛﻴﺐ ﺍﳌﻄﺐ ﻋﻠﻰ ﻓﺘﺤﺎﺕ ﺍﻟﺘﺼﺮﻳﻒ ﺃﻭ ﻗﺮﻳﺒﹰﺎ ﻣﻨﻬﺎ ﺟﺪﺍﹰ‪ ،‬ﺃﻭ ﻗﺮﻳﺒﹰﺎ ﻣﻦ ﻃﻔﺎﻳﺎﺕ ﺍﳊﺮﻳﻖ‪ .‬ﻭﻫﻨﺎ‬

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 ‫ﻻﺑﺪ ﻣﻦ ﺍﻟﺘﻨﺒﻪ ﳌﻌﺎﳉﺔ ﻃﺮﰲ ﺍﳌﻄﺐ ﻻﻋﺘﺮﺍﺽ ﺍﻟﺘﺼﺮﻳﻒ ﻭﳌﺮﻭﺭ ﺍﻟﺪﺭﺍﺟﺎﺕ ﺍﳍﻮﺍﺋﻴﺔ ﻭﺃﻻ ﺗﺸـﺠﻊ ﺍﳌﻌﺎﳉـﺔ‬
‫ﺍﻟﺴﺎﺋﻖ ﻣﻦ ﺍﻟﻌﺒﻮﺭ ﻣﻦ ﺣﺎﻓﺔ ﺍﳌﻄﺐ ﻟﺘﻔﺎﺩﻱ ﺍﳌﻄﺐ‪ ،‬ﻟﺬﺍ ﻓﻼﺑﺪ ﻣﻦ ﺃﻥ ﳝﺘﺪ ﺍﳌﻄﺐ ﻣﻦ ﺣﺎﻓﺔ ﺍﻟﻄﺮﻳﻖ ﺇﱃ ﺣﺎﻓﺘﻪ‬
‫)ﺣﱴ ﻋﱪ ﺍﻟﻜﺘﻒ(‪.‬‬

‫‪ .١٥‬ﺗﺼﻤﻴﻢ ﺍﳌﻘﻄﻊ‪:‬‬
‫ﻳﻌﺘﱪ ﺍﻟﺸﻜﻞ ﺍﻟﺒﻴﻀﻮﻱ ﻛﻤﺎ ﰲ ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ (٢٩‬ﺍﻷﻛﺜﺮ ﺷﻴﻮﻋﹰﺎ ﰲ ﺗﺼﻤﻴﻢ ﻣﻘﻄﻊ ﺍﳌﻄﺒﺎﺕ ﻭﺫﻟﻚ ﺑﺎﺭﺗﻔﺎﻉ‬
‫‪١٠‬ﺳﻢ )ﻭﳝﻜﻦ ﺃﻥ ﻳﻜﻮﻥ ‪٧,٥‬ﺳﻢ ﺇﺫﺍ ﻛﺎﻧﺖ ﻧﺴﺒﺔ ﺍﳌﺮﻛﺒﺎﺕ ﺍﻟﻜﺒﲑﺓ ﻣﺮﺗﻔﻌﺔ( ﻭﻋﺮﺽ ‪ ٣,٦‬ﻡ‪.‬‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٢٩‬ﻣﻘﻄﻊ ﻋﺮﺿﻲ ﻟﻠﺸﻜﻞ ﺍﻟﺒﻴﻀﻮﻱ‪.‬‬

‫ﻛﻤﺎ ﳝﻜﻦ ﺃﻥ ﻳﺄﺧﺬ ﺍﳌﻄﺐ ﺷﻜﻞ ﻣﺴﺘﻮ ﺍﻟﺴﻄﺢ ﻛﻤﺎ ﰲ ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪(٣٠‬‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٣٠‬ﻣﻘﻄﻊ ﻋﺮﺿﻲ ﻟﻠﺸﻜﻞ ﻣﺴﺘﻮﻱ ﺍﻟﺴﻄﺢ‪.‬‬

‫‪ ١٠-٢-٤‬ﲢﻠﻴﻞ ﺍﳌﻮﺍﻗﻊ ﺍﳋﻄﺮﺓ‬

‫‪ ١-١٠-٢-٤‬ﺍﺭﺷﺎﺩﺍﺕ ‪:‬‬
‫ﺍﺗﺒﻊ ﺍﳋﻄﻮﺍﺕ ﺍﻟﺘﺎﻟﻴﺔ‪:‬‬
‫‪ .١‬ﺣﺪﺩ ﻓﺘﺮﺓ ﲢﻠﻴﻞ ﺍﳊﻮﺍﺩﺙ ﻭ‪‬ﻳﻨﺼﺢ ﺑﺄﻥ ﺗﻜﻮﻥ ﺛﻼﺙ ﺳﻨﻮﺍﺕ‪ ،‬ﻭﺇﻥ ﻛﺎﻥ ﻏﲑ ﳑﻜﻨﹰﺎ ﻓﺴﻨﺔ ﻭﺍﺣﺪﺓ ﻋﻠﻰ ﺍﻷﻗﻞ‪.‬‬
‫‪ .٢‬ﺍﲨﻊ ﺗﻘﺎﺭﻳﺮ ﺍﳊﻮﺍﺩﺙ ﺍﳌﺴ ‪‬‬
‫ﺠﻠﺔ ﰲ ﻣﻮﻗﻊ ﺍﻟﺪﺭﺍﺳﺔ ﺧﻼﻝ ﻓﺘﺮﺓ ﺍﻟﺘﺤﻠﻴﻞ ﺃﻋﻼﻩ‪.‬‬
‫ﳋﺺ ﺑﻴﺎﻧﺎﺕ ﺍﳊﻮﺍﺩﺙ ﰲ ﺍﻟﻨﻤﻮﺫﺝ ﺍﳌﻮﺿ‪‬ﺢ ﺑﺎﻟﺸﻜﻞ )‪ ،(٣١‬ﻭﺗﺄﻛﺪ ﻣﻦ ﺗﻮﺍﻓﺮ ﺍﳌﻌﻠﻮﻣـﺎﺕ ﺃﺩﻧـﺎﻩ ﻟﻜـﻞ‬ ‫‪ .٣‬ﹼ‬
‫ﺣﺎﺩﺙ‪:‬‬

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 ‫ﻣﻮﻗﻊ ﺍﳊﺎﺩﺙ‪.‬‬ ‫‪-‬‬
‫ﺣﺎﻟﺔ ﺍﳉﻮ‪.‬‬ ‫‪-‬‬
‫ﻭﻗﺖ ﺍﳊﺎﺩﺙ‪ ،‬ﻭﻳﻮﻡ ﺍﳊﺎﺩﺙ‪ ،‬ﻭﺗﺎﺭﳜﻪ‪.‬‬ ‫‪-‬‬
‫ﺣﺎﻟﺔ ﺳﻄﺢ ﺍﻟﻄﺮﻳﻖ‪.‬‬ ‫‪-‬‬
‫ﻧﻮﻉ ﺍﳊﺎﺩﺙ‪.‬‬ ‫‪-‬‬
‫ﻧﻮﻉ ﺍﻟﺼﺪﻡ‪.‬‬ ‫‪-‬‬
‫ﺳﺒﺐ ﺍﳊﺎﺩﺙ‪.‬‬ ‫‪-‬‬
‫ﺷﺪﺓ ﺍﳊﺎﺩﺙ )ﺗﻠﻔﻴﺎﺕ‪ ،‬ﺇﺻﺎﺑﺎﺕ‪ ،‬ﻭﻓﻴﺎﺕ(‪.‬‬ ‫‪-‬‬
‫ﻛﺮﻭﻛﻲ ﺍﳊﺎﺩﺙ‪.‬‬ ‫‪-‬‬

‫ﺍﻟﺴﻨﺔ‬ ‫ﺍﻟﺴﻨﺔ‬ ‫ﺍﻟﺴﻨﺔ‬

‫ﺍ‪‬ﻤﻮﻉ‬
‫‪%‬‬ ‫ﺍﻟﺜﺎﻟﺜﺔ‬ ‫ﺍﻟﺜﺎﻧﻴﺔ‬ ‫ﺍﻷﻭﱃ‬
‫ﻋﺪﺩ‬ ‫ﻋﺪﺩ‬ ‫ﻋﺪﺩ‬ ‫ﻋﺪﺩ‬
‫ﻧﻮﻉ ﺍﳊﺎﺩﺙ‬
‫ﻣﻨﻌﻄﻒ ﻟﻠﻴﺴﺎﺭ‬
‫ﺧﻠﻔﻲ‬
‫ﺯﺍﻭﻱ‬
‫ﺟﺎﻧﱯ‬
‫ﻣﺸﺎﺓ‬
‫ﺃﻣﺎﻣﻲ‬
‫ﻣﺮﺗﺒﻂ ﺑﻄﺮﻳﻖ ﺟﺎﻧﱯ‬
‫ﺟﺴﻢ ﺛﺎﺑﺖ‬
‫ﺁﺧﺮ‬
‫ﺣﺎﻟﺔ ﺍﻟﻄﺮﻳﻖ‬
‫ﺭﻃﺐ‬
‫ﺟﺎﻑ‬
‫ﺣﺎﻟﺔ ﺍﻹﺿﺎﺀﺓ‬
‫‪‬ﺎﺭ‬
‫ﺷﺮﻭﻕ ﺃﻭ ﻏﺮﻭﺏ‬
‫ﻟﻴﻞ‬
‫ﺧﺴﺎﺋﺮ ﺍﳊﻮﺍﺩﺙ‬
‫ﺣﻮﺍﺩﺙ ﻭﻓﻴﺎﺕ )ﻭﻓﺎﺓ(‬
‫ﺣﻮﺍﺩﺙ ﺇﺻﺎﺑﺎﺕ )ﺇﺻﺎﺑﺔ(‬
‫ﺿﺮﺭ ﻣﺎﺩﻱ ﻓﻘﻂ‬
‫ﺇﲨﺎﱄ ﺍﳊﻮﺍﺩﺙ )ﺍﻹﺻﺎﺑﺎﺕ(‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٣١‬ﳕﻮﺫﺝ ﺗﻠﺨﻴﺺ ﺑﻴﺎﻧﺎﺕ ﺍﳊﻮﺍﺩﺙ‬

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 ‫‪ .٤‬ﺟ ‪‬ﻬﺰ ﺍﻟﺮﺳﻢ ﺍﻟﺘﺨﻄﻴﻄﻲ ﻟﻠﺤﻮﺍﺩﺙ ﺑﺄﲰﺎﺀ ﺍﻟﺸﻮﺍﺭﻉ‪.‬‬
‫‪ .٥‬ﺍﻧﻘﻞ ﳕﻂ ﻛﻞ ﺣﺎﺩﺙ ﻋﻠﻰ ﺍﻟﺮﺳﻢ ﺍﻟﺘﺨﻄﻴﻄﻲ ﺣﺴﺐ ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪.(٣٢‬‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٣٢‬ﺃﳕﺎﻁ ﺍﳊﻮﺍﺩﺙ‬

‫‪ .٦‬ﺍﻧﻘﻞ ﺍﻟﺒﻴﺎﻧﺎﺕ ﻟﻜﻞ ﺣﺎﺩﺙ ﻋﻠﻰ ﺍﻟﺴﻬﻢ ﺍﶈﺪﺩ ﻟﻠﻨﻤﻂ ﻭﻫﺬﻩ ﺍﻟﺒﻴﺎﻧﺎﺕ ﻫﻲ‪ :‬ﻭﻗﺖ ﺍﳊﺎﺩﺙ ﻭﺗﺎﺭﳜﻪ ﻭﺍﻟﻴـﻮﻡ‪،‬‬
‫ﺣﺎﻟﺔ ﺍﳉﻮ‪ ،‬ﺣﺎﻟﺔ ﺳﻄﺢ ﺍﻟﻄﺮﻳﻖ‪ ،‬ﻭﻳﺒﻴ‪‬ﻦ ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ (٣٣‬ﻣﺜﺎ ﹰﻻ ﳊﺎﺩﺙ ﺻﺪﻡ ﺯﺍﻭﻱ‪:‬‬
‫ﻼ ‪ ،‬اﻟﺴﺒﺖ ‪١٤٢٥/١٠/١٥ ،‬هـ‬
‫‪ ٩‬ﻟﻴ ً‬
‫ﺻﺤﻮ‪ ،‬ﺟﺎف‬

‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(٣٣‬ﻣﺜﺎﻝ ﳊﺎﺩﺙ ﺻﺪﻡ ﺯﺍﻭﻱ‪.‬‬

‫‪ .٧‬ﺣﺪﺩ ﺍﻟﻨﻤﻂ ﺍﻟﺴﺎﺋﺪ ﻣﻦ ﺍﳊﻮﺍﺩﺙ ﻭﻣﻜﺎﻧﻪ ﰲ ﺍﳌﻮﻗﻊ ﲢﺖ ﺍﻟﺪﺭﺍﺳﺔ‪ ،‬ﺇﻥ ﻭﺟﺪ‪.‬‬

‫‪ .٨‬ﰲ ﺣﺎﻝ ﲢﺪﻳﺪ ﺍﻟﻨﻤﻂ ﺍﻟﺴﺎﺋﺪ‪ ،‬ﺍﺳﺘﻌﻦ ﺑﺎﳉﺪﻭﻝ ﺭﻗﻢ )‪ (٣‬ﻻﺧﺘﻴﺎﺭ ﺍﻟﻌﻼﺝ ﺍﳌﻨﺎﺳﺐ‪.‬‬
‫‪ ١١-٢-٤‬ﺍﺧﺘﻴﺎﺭ ﺍﻟﺴﺮﻋﺔ ﺍﶈﺪﺩﺓ‬
‫ﻳﻌﺘﱪ ﻣﻘﻴﺎﺱ ﺳﺮﻋﺔ ‪ % ٨٥‬ﻫﻮ ﺍﳌﻌﻴﺎﺭ ﺍﻟﺴﺎﺋﺪ ﺍﻻﺳﺘﺨﺪﺍﻡ ﺑﲔ ﻣﻬﻨﺪﺳﻲ ﺍﳌﺮﻭﺭ ﻻﺧﺘﻴﺎﺭ ﺍﻟﺴﺮﻋﺔ ﺍﶈﺪﺩﺓ ﻋﻠﻰ ﻃﺮﻳﻖ ﻣﺎ‪.‬‬
‫ﻭﺗﻌﺮﻑ ﺳﺮﻋﺔ ‪ % ٨٥‬ﺑﺄ‪‬ﺎ ﺗﻠﻚ ﺍﻟﺴﺮﻋﺔ ﺍﻟﱵ ﻳﺴﲑ ﻧﺴﺒﺔ ‪ % ٨٥‬ﻣﻦ ﺍﻟﺴﺎﺋﻘﲔ ﻋﻠﻰ ﺳﺮﻋﺎﺕ ﺗﺴﺎﻭﻳﻬﺎ ﺃﻭ ﺃﻗﻞ ﻣﻨﻬﺎ‬
‫ﻭﻻ ﻳﺘﺠﺎﻭﺯﻫﺎ ﺳﻮﻯ ‪ % ١٥‬ﻣﻦ ﺍﻟﺴﺎﺋﻘﲔ‪ ،‬ﻟﺬﻟﻚ ﻓﻬﻲ ﲤﺜﻞ ﺍﻟﺴﺮﻋﺔ ﺍﳌﻨﺎﺳﺒﺔ ﻷﻏﻠﺐ ﺍﻟﺴﺎﺋﻘﲔ‪ .‬ﻭﳝﻜﻦ ﺍﻻﺳﺘﺮﺷـﺎﺩ‬
‫ﺑﺎﳋﻄﻮﺍﺕ ﺍﻟﺘﺎﻟﻴﺔ ﰲ ﻫﺬﺍ ﺍﻟﺸﺄﻥ‪:‬‬
‫• ﺍﺧﺘﻴﺎﺭ ﻣﻮﻗﻊ ﻣﻨﺎﺳﺐ ﻟﺮﺻﺪ ﺍﻟﺴﺮﻋﺔ ﲝﻴﺚ ﻻ ﻳﻮﺟﺪ ﺗﺄﺛﲑﺍﺕ ﻋﻠﻰ ﺍﻟﺴﺮﻋﺔ‪ .‬ﻳﻜﻮﻥ ﺍﻟﺮﺻﺪ ﺧﺎﺭﺝ ﺳـﺎﻋﺎﺕ‬
‫ﺍﻟﺬﺭﻭﺓ‪.‬‬
‫• ﻳﺘﻢ ﺭﺻﺪ ﻋﻴﻨﺔ ﺳﺮﻋﺎﺕ ﻭﻓﻖ ﺩﺭﺍﺳﺎﺕ ﺍﻟﺴﺮﻋﺔ ﰲ ﻣﺮﺍﺟﻊ ﻫﻨﺪﺳﺔ ﺍﳌﺮﻭﺭ‪ .‬ﰲ ﻣﺪﻳﻨـﺔ ﺍﻟﺮﻳـﺎﺽ ﻭﲝﺴـﺐ‬
‫ﺩﺭﺍﺳﺎﺕ ﺳﺮﻋﺔ ﺳﺎﺑﻘﺔ ﻭﻋﻨﺪ ﻣﺴﺘﻮﻯ ﺩﻻﻟﺔ ﺇﺣﺼﺎﺋﻴﺔ ‪ % ٥‬ﳝﻜﻦ ﺍﻻﻛﺘﻔﺎﺀ ﺑﻌﻴﻨﺔ ﺣﺠﻤﻬﺎ ‪ ١٥٠‬ﻣﺸـﺎﻫﺪﺓ‬
‫ﺳﺮﻋﺔ‪.‬‬
‫• ﻣﻦ ﻣﺸﺎﻫﺪﺍﺕ ﺍﻟﺴﺮﻋﺔ ﺗﻘﺪﺭ ﺳﺮﻋﺔ ‪ ٨٥‬ﺍﳌﺌﻮﻳﺔ‪ .‬ﻛﻤﺎ ﳝﻜﻦ ﺣﺴﺎ‪‬ﺎ ﻣﻦ ﺍﳌﻌﺎﺩﻟﺔ ﺍﻟﺘﺎﻟﻴﺔ‪:‬‬

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 ‫ﺳﺮﻋﺔ ﻣﺌﻮﻳﺔ‪=٨٥‬ﻣﺘﻮﺳﻂ ﺍﻟﺴﺮﻋﺔ ‪)١,٠٤+‬ﺍﻻﳓﺮﺍﻑ ﺍﳌﻌﻴﺎﺭﻱ ﻟﻠﺴﺮﻋﺔ(‬
‫ﳝﻜﻦ ﺍﳊﺼﻮﻝ ﻋﻠﻰ ﻣﺘﻮﺳﻂ ﺍﻟﺴﺮﻋﺔ ﻭ ﺍﻻﳓﺮﺍﻑ ﺍﳌﻌﻴﺎﺭﻱ ﻟﻠﺴﺮﻋﺔ ﻣﻦ ﺩﺭﺍﺳﺎﺕ ﺳﺎﺑﻘﺔ )ﻟﻨﻔﺲ ﻧﻮﻉ ﺍﻟﻄﺮﻳﻖ‬
‫ﲢﺖ ﺍﻟﺪﺭﺍﺳﺔ( ﺃﻭ ﻣﻦ ﺧﻼﻝ ﺭﺻﺪ ﻋﻴﻨﺔ‪ ،‬ﻭﳝﻜﻦ ﺗﻘﺮﻳﺐ ﺍﻟﺴﺮﻋﺔ ﺍﱃ ﺍﻋﻠﻰ ﻣﻦ ﻣﻀﺎﻋﻔﺎﺕ ﺍﻟﻌﺸﺮﺓ‪ ،‬ﻭﰲ ﻛﻞ ﺍﻻﺣﻮﺍﻝ‬
‫ﳚﺐ ﺃﻥ ﺗﺘﻮﺍﻓﻖ ﺍﻟﺴﺮﻋﺔ ﺍﶈﺪﺩﺓ ﻣﻊ ﺍﻟﺴﺮﻋﺎﺕ ﺍﶈﺪﺩﺓ ﰲ ﻧﻈﺎﻡ ﺍﳌﺮﻭﺭ‪.‬‬

‫ﺍﳉﺪﻭﻝ ﺭﻗﻢ )‪ .(٣‬ﻣﻌﺎﳉﺔ ﺃﺳﺒﺎﺏ ﺍﳊﻮﺍﺩﺙ ﺣﺴﺐ ﺍﻟﻨﻤﻂ ﺍﻟﺴﺎﺋﺪ ﻣﻦ ﺍﳊﻮﺍﺩﺙ ﰲ ﺍﳌﻮﻗﻊ ﺍﳌﺪﺭﻭﺱ‬

‫ﻃﺮﻕ ﺍﳌﻌﺎﳉﺔ‬ ‫ﺍﻷﺳﺒﺎﺏ ﺍﶈﺘﻤﻠﺔ‬ ‫ﳕﻂ )ﻧﻮﻉ( ﺍﳊﺎﺩﺙ‬

‫‪ -‬ﺗﺮﻛﻴﺐ ﻟﻮﺣﺔ ﲢﺬﻳﺮﻳﺔ ﻣﺒﻜﺮﺓ ﺑﻮﺟﻮﺩ ﺍﻹﺷﺎﺭﺓ‪.‬‬
‫‪ -‬ﻗﻠﻞ ﺍﻟﺴﺮﻋﺔ ﺍﶈﺪﺩﺓ ﺇﺫﺍ ﺑﺮﺭ ﺫﻟﻚ ﻣﻦ ﺩﺭﺍﺳﺔ ﺍﻟﺴﺮﻋﺔ‪.‬‬
‫‪ -‬ﺃﺯﻝ ﺃﻱ ﻣﻌﻮﻕ ﻟﻠﺮﺅﻳﺔ‪.‬‬
‫ﺿﻌﻒ ﺭﺅﻳﺔ ﺍﻹﺷﺎﺭﺓ‬
‫‪ -‬ﺍﺳﺘﺒﺪﺍﻝ ﺍﻟﻌﺪﺳﺎﺕ ﺑﻌﺪﺳﺎﺕ ﺃﻛﱪ )‪ ١٢‬ﺑﻮﺻﺔ(‪.‬‬
‫‪ -‬ﻏﲑ ﻣﻮﻗﻊ ﺍﻹﺷﺎﺭﺓ ﻭﺭﲟﺎ ﲢﺘﺎﺝ ﺇﱃ ﺇﺷﺎﺭﺓ ﻋﻠﻮﻳﺔ‪.‬‬
‫‪ -‬ﺃﺿﻒ ﺭﺑﻂ ﻭﺗﻨﺴﻴﻖ ﻣﻊ ﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻘﺮﻳﺒﺔ‪.‬‬
‫‪ -‬ﻋﺪﻝ ﰲ ﺍﻟﺘﻮﻗﻴﺖ ﺍﻷﺻﻔﺮ‪.‬‬
‫‪ -‬ﺃﺿﻒ ﻭﻗﺖ ﺃﲪﺮ ﻟﻠﻜﻞ ‪.All Red‬‬
‫ﺗﻮﻗﻴﺖ ﺍﻹﺷﺎﺭﺓ ﺍﻟﻀﻮﺋﻴﺔ ‪ -‬ﻏﲑ ﺟﻬﺎﺯ ﺍﻟﺘﺤﻜﻢ‪.‬‬ ‫ﺻﺪﻡ ﺯﺍﻭﻱ ﰲ ﺗﻘﺎﻃﻊ‬
‫‪ -‬ﺭﻛﺐ ﳎﺴﺎﺕ‪.‬‬ ‫ﳏﻜﻮﻡ ﺑﺈﺷﺎﺭﺓ ﺿﻮﺋﻴﺔ‬
‫‪ -‬ﺃﺿﻒ ﺭﺑﻂ ﻭﺗﻨﺴﻴﻖ ﻣﻊ ﺍﻹﺷﺎﺭﺍﺕ ﺍﻟﻘﺮﻳﺒﺔ‪.‬‬
‫‪ -‬ﺭﻛﺐ ﻟﻮﺣﺎﺕ ﲢﺬﻳﺮﻳﺔ‪.‬‬
‫‪ -‬ﺭﻛﺐ ﻟﻮﺣﺎﺕ ﻗﻒ‪.‬‬
‫‪ -‬ﺭﻛﺐ ﻟﻮﺣﺎﺕ ﺃﻓﻀﻠﻴﺔ )‪.(yield‬‬
‫‪ -‬ﺃﺯﻝ ﻣﻌﻮﻗﺎﺕ ﺍﻟﺮﺅﻳﺔ‪.‬‬ ‫ﺿﻌﻒ ﳎﺎﻝ ﺍﻟﺮﺅﻳﺔ‬
‫‪ -‬ﺭﻛﺐ ﺇﺷﺎﺭﺍﺕ ﺿﻮﺋﻴﺔ‪.‬‬
‫ﺴﻦ ﻣﺴﺘﻮﻯ ﺍﻹﺿﺎﺀﺓ ﰲ ﺍﻟﺘﻘﺎﻃﻊ‪.‬‬
‫‪ -‬ﺣ‪‬‬
‫‪ -‬ﲢﺪﻳﺪ ﺍﲡﺎﻫﺎﺕ ﺍﳊﺮﻛﺔ ﺑﺎﻟﻘﻨﻮﺍﺕ )‪.(chanalization‬‬

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 ‫ﻃﺮﻕ ﺍﳌﻌﺎﳉﺔ‬ ‫ﺍﻷﺳﺒﺎﺏ ﺍﶈﺘﻤﻠﺔ‬ ‫ﳕﻂ )ﻧﻮﻉ( ﺍﳊﺎﺩﺙ‬
‫ﺣﺠﻢ ﺍﳌﺮﻭﺭ ﺍﻟﻜﺒﲑ ﰲ‬
‫‪ -‬ﺭﻛﺐ ﺇﺷﺎﺭﺓ ﺿﻮﺋﻴﺔ‪.‬‬
‫ﺍﻟﺘﻘﺎﻃﻊ‬
‫ﺻﺪﻡ ﺯﺍﻭﻱ ﰲ ﺗﻘﺎﻃﻊ‬
‫‪ -‬ﺧﻔﺾ ﻣﻦ ﺍﻟﺴﺮﻋﺔ ﺍﶈﺪﺩﺓ‪.‬‬
‫ﺍﻟﺴﺮﻋﺔ ﺍﳌﺮﺗﻔﻌﺔ ﰲ‬ ‫ﻏﲑ ﳏﻜﻮﻡ ﺑﺈﺷﺎﺭﺓ ﺿﻮﺋﻴﺔ‬
‫‪ -‬ﺗﺮﻛﻴﺐ ﻋﻼﻣﺎﺕ ﺑﺎﺭﺯﺓ ﻟﻠﺘﻨﺒﻴﻪ ﺃﻭ ﲢﺪﻳﺪ ﺍﻟﻄﺮﻳﻖ‬
‫ﻃﺮﻕ ﺍﻟﺘﻘﺎﻃﻊ‬
‫)‪.(Rumple Strips‬‬
‫ﺗﻮﻗﻴﺖ ﺍﻹﺷﺎﺭﺓ ﻏﲑ‬ ‫ﺻﺪﻡ ﺧﻠﻔﻲ ﰲ ﺗﻘﺎﻃﻊ‬
‫‪ -‬ﻣﺮﺍﺟﻌﺔ ﺍﻟﻮﻗﺖ ﺍﻷﺻﻔﺮ‪.‬‬
‫ﻣﻨﺎﺳﺐ‬ ‫ﳏﻜﻮﻡ ﺑﺈﺷﺎﺭﺓ ﺿﻮﺋﻴﺔ‬
‫‪ -‬ﺭﻛﺐ ﺃﻭ ﺣﺴﻦ ﺭﺅﻳﺔ ﺧﻄﻮﻁ ﺍﳌﺸﺎﺓ‪.‬‬
‫ﻋﺒﻮﺭ ﻣﺸﺎﺓ‬
‫‪ -‬ﺍﻧﻘﻞ ﻣﻌﱪ ﺍﳌﺸﺎﺓ ﺇﱃ ﻣﻜﺎﻥ ﺁﺧﺮ‪.‬‬
‫ﺍﻟﺴﺎﺋﻖ ﻻ ﻳﺪﺭﻙ ﻭﺟﻮﺩ‬
‫‪ -‬ﺭﻛﺐ ﻟﻮﺣﺔ ﲢﺬﻳﺮﻳﺔ‪.‬‬
‫ﺍﻟﺘﻘﺎﻃﻊ ﰲ ﻭﻗﺖ ﻣﺒﻜﺮ‬
‫‪ -‬ﺃﺿﻒ ﻟﻮﺣﺔ ﲢﺬﻳﺮﻳﺔ ﺑـ " ﺍﻻﻧﺰﻻﻕ ﻭﺍﻟﺴﻄﺢ‬
‫ﺭﻃﺐ"‪.‬‬
‫ﺻﺪﻡ ﺧﻠﻔﻲ ﰲ ﺗﻘﺎﻃﻊ‬
‫ﺍﻟﺴﻄﺢ ﺍﳌﱰﻟﻖ ﻟﻠﻄﺮﻳﻖ ‪ -‬ﺧﻔﺾ ﺍﻟﺴﺮﻋﺔ ﺍﶈﺪﺩﺓ‪.‬‬
‫ﻏﲑ ﳏﻜﻮﻡ ﺑﺈﺷﺎﺭﺓ ﺿﻮﺋﻴﺔ‬
‫‪ -‬ﺣﺴﻦ ﻣﺴﺘﻮﻯ ﺗﺼﺮﻳﻒ ﺍﳌﻴﺎﻩ‪.‬‬
‫)‪(Groove Pavement‬‬ ‫‪ -‬ﺃﺿﻒ ﺧﺪﻣﺔ ﻟﻄﺒﻘﺔ ﺍﻟﺮﺻﻒ‬
‫‪ -‬ﻋﺎﰿ ﻃﺒﻘﺔ ﺍﻟﺮﺻﻒ )‪.(Overlay Pavement‬‬
‫‪ -‬ﺍﻣﻨﻊ ﺣﺮﻛﺎﺕ ﺍﻻﻟﺘﻔﺎﻑ‪.‬‬
‫‪ -‬ﺍﻟﺰﻳﺎﺩﺓ ﰲ ﺃﻧﺼﺎﻑ ﺃﻗﻄﺎﺭ ﺍﻷﺭﺻﻔﺔ‪.‬‬ ‫ﺣﺠﻢ ﺍﻻﻟﺘﻔﺎﻑ ﻛﺒﲑ‬
‫‪ -‬ﺃﺿﻒ ﻣﺴﺎﺭﺍﺕ ﺍﻟﺘﻔﺎﻑ ﳝﲔ ﻭﻳﺴﺎﺭ‪.‬‬

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 ‫‪ -٥‬ﺧﺎﲤﺔ‬
‫ﻗﺎﻣﺖ ﻫﺬﻩ ﺍﻟﺪﺭﺍﺳﺔ ﺑﺘﻨﺎﻭﻝ ﺛﻼﺛﺔ ﳏﺎﻭﺭ‪:‬‬
‫• ﺁﻟﻴﺔ ﻣﻘﺎﺭﻧﺔ ﺍﻟﻄﻠﺐ ﻋﻠﻰ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺑﺎﳌﻮﺍﻗﻒ ﺍﳌﺘﻮﻓﺮﺓ‪ ،‬ﻭﺗﻘﻴﻴﻢ ﻫﺬﻩ ﺍﳌﻮﺍﻗﻒ‪.‬‬
‫• ﺗﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ ﻟﻠﺘﻘﺎﻃﻌﺎﺕ ﺩﺍﺧﻞ ﺍﳌﺪﻥ‪ ،‬ﻭﺁﻟﻴﺎﺕ ﺍﻟﺒﺤﺚ ﻋﻦ ﺑﺪﺍﺋﻞ ﺣﻠﻮﻝ‪.‬‬
‫• ﺃﻫﻢ ﺍﻋﺘﺒﺎﺭﺍﺕ ﺍﻟﺴﻼﻣﺔ ﺍﳌﺮﻭﺭﻳﺔ ﺩﺍﺧﻞ ﺍﳌﺪﻥ‪ ،‬ﻭﺁﻟﻴﺎﺕ ﺟﺮﺩﻫﺎ ﻭﺗﻘﻴﻴﻤﻬﺎ‪.‬‬
‫ﹼﰎ ﺗﻜﻮﻳﻦ ﻣﻨﻬﺠﻴﺎﺕ ﻟﺘﻘﻴﻴﻢ ﺍﶈﺎﻭﺭ ﺍﻟﺜﻼﺛﺔ ﺍﻟﺴﺎﺑﻘﺔ‪ ،‬ﻛﻨﺘﻴﺠﺔ ﻟﻌﻤﻠﻴﺎﺕ ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ ﻭﺩﺭﺍﺳﺔ ﺍﳌﻮﺍﻗﻊ ﺍﻟﱵ ﹼﰎ ﺍﺧﺘﻴﺎﺭﻫﺎ‪.‬‬
‫ﹼﰎ ﺇﺟﺮﺍﺀ ﺍﻟﺪﺭﺍﺳﺔ ﺑﺸﻜﻞ ﻣﻌﻤ‪‬ﻖ ﰲ ﻣﺪﻳﻨﺔ ﺍﻟﺮﻳﺎﺽ‪ ،‬ﺑﺎﻹﺿﺎﻓﺔ ﻟﺘﺴﻊ ﻣﺪﻥ ﺃﺧﺮﻯ ﻭﺫﻟﻚ ﳌﻼﻣﺴﺔ ﺍﻻﺧﺘﻼﻓﺎﺕ ﺍﻟﱵ ﻗـﺪ‬
‫ﺗﻔﺮﺿﻬﺎ ﺍﻟﻈﺮﻭﻑ ﺍﶈﻠﻴﺔ ﻋﻠﻰ ﺍﻟﻮﺍﻗﻊ ﺍﳌﺮﻭﺭﻱ ﳍﺬﻩ ﺍﳌﺪﻥ‪.‬‬
‫ﻭﻗﺪ ﺧﹸﻠﺼﺖ ﺍﻟﺪﺭﺍﺳﺔ‪ ،‬ﺇﱃ ﺃﻥ ﺃﳕﺎﻁ ﺍﻟﺘﻮﻗﻒ ﺍﳌﻨﺘﺸﺮﺓ ﰲ ﺍﳌﻤﻠﻜﺔ ﺍﻟﻌﺮﺑﻴﺔ ﺍﻟﺴﻌﻮﺩﻳﺔ ﻫﻲ ﺃﳕﺎﻁ ﻭﻗﻮﻑ ﻗﺼﲑﺓ‪،‬‬
‫ﻭﺃﻥ ﻣﺸﻜﻠﺔ ﻭﻗﻮﻑ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻏﺎﻟﺒﹰﺎ ﻻﺗﺘﻌﻠﻖ ﺑﻌﺪﻡ ﻛﻔﺎﻳﺔ ﺍﳌﻮﺍﻗﻒ ﳊﺠﻢ ﺍﻟﻄﻠﺐ ﻋﻠﻰ ﺍﻟﻮﻗﻮﻑ‪ ،‬ﺑﻞ ﺗﺘﻌﻠـﻖ ﺑـﺈﺩﺍﺭﺓ‬
‫ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺑﺸﻜﻞ ﻋﺎﻡ‪ ،‬ﳑﺎ ﻳﺴﺘﺪﻋﻲ ﺇﻋﺎﺩﺓ ﺍﻟﻨﻈﺮ ﰲ ﺳﻴﺎﺳﺎﺕ ﺑﻨﺎﺀ ﻭﺇﺩﺍﺭﺓ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‪ .‬ﺃﻣـﺎ ﺑﺎﻟﻨﺴـﺒﺔ‬
‫ﳌﻮﺍﻗﻒ ﺟﻮﺍﺭ ﺍﻷﺭﺻﻔﺔ ﻓﺴﺘﺒﻘﻰ ﺗﻌﺎﱐ ﻣﻦ ﻃﻠﺐ ﻳﻔﻮﻕ ﻃﺎﻗﺘﻬﺎ ﺍﻻﺳﺘﻴﻌﺎﺑﻴﺔ ﰲ ﻇﻞ ﺍﻻﻋﺘﻤﺎﺩ ﻋﻠﻰ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳋﺎﺻـﺔ‬
‫ﻛﻮﺳﻴﻠﺔ ﺍﻟﺘﻨﻘﻞ ﺍﻷﺳﺎﺳﻴﺔ‪.‬‬
‫ﺑﺎﻟﻨﺴﺒﺔ ﻟﺘﻘﻴﻴﻢ ﺍﻷﺩﺍﺀ ﺍﳌﺮﻭﺭﻱ‪ ،‬ﻓﻘﺪ ﺍﺗﻀﺢ ﺃﻥ ﻣﻌﻈﻢ ﺍﻟﺘﻘﺎﻃﻌﺎﺕ ﺍﻟﱵ ﹼﰎ ﺗﻘﻴﻴﻤﻬﺎ ﳏﻤ‪‬ﻠﺔ ﲝﺠﻮﻡ ﻣﺮﻭﺭﻳﺔ ﺗﻔﻮﻕ‬
‫ﻃﺎﻗﺘﻬﺎ ﺍﻟﱵ ﺗﺴﻤﺢ ﳍﺎ ﺑﺘﻤﺮﻳﺮ ﺍﻟﺴﻴﺎﺭﺍﺕ ﲟﺴﺘﻮﻳﺎﺕ ﺧﺪﻣﺔ ﻣﻘﺒﻮﻟﺔ‪ .‬ﺍﻟﺘﻌﺪﻳﻼﺕ ﺍﳌﺮﻭﺭﻳﺔ ﺍﻟﺒﺴﻴﻄﺔ ﺫﺍﺕ ﺍﻟﻜﻠﻔﺔ ﺍﻟﻘﻠﻴﻠـﺔ‬
‫)ﺩﻭﻥ ﺍﻟﻠﺠﻮﺀ ﺇﱃ ﺍﻟﻔﺼﻞ ﺍﳌﻜﺎﱐ( ﻗﺎﺩﺭﺓ ﻋﻠﻰ ﲣﻔﻴﺾ ﺃﺯﻣﻨﺔ ﺍﻟﺘﺄﺧﲑ‪ ،‬ﻟﻜﻨﻬﺎ ﻋﺎﺟﺰﺓ ﻋﻦ ﲢﺴﲔ ﻣﺴﺘﻮﻳﺎﺕ ﺍﳋﺪﻣﺔ‪.‬‬
‫ﻟﻮﺣﻆ ﻭﺟﻮﺩ ﺍﻟﻜﺜﲑ ﻣﻦ ﻧﻘﺎﻁ ﺍﻟﻀﻌﻒ ﻓﻴﻤﺎ ﻳﺘﻌﻠﻖ ﲟﺘﻄﻠﺒﺎﺕ ﺍﻟﺴﻼﻣﺔ ﺍﳌﺮﻭﺭﻳﺔ ﺿﻤﻦ ﺍﳌﺪﻥ ﻟﻌـﺪﻡ ﺍﻻﻟﺘـﺰﺍﻡ‬
‫ﺑﺎﳌﻌﺎﻳﲑ ﻭﺍﻟﻘﻴﺎﺳﺎﺕ ﻓﻴﻤﺎ ﻳﺘﻌﻠﻖ ﺑﺘﺮﻛﻴﺐ ﻭﺗﺼﻤﻴﻢ ﳐﺘﻠﻒ ﺍﻟﻌﻨﺎﺻﺮ ﺍﳌﺮﻭﺭﻳﺔ ﻭﺍﻟﻄﺮﻗﻴﺔ ﺫﺍﺕ ﺍﻟﺘﺄﺛﲑ ﺍﻟﻜﺒﲑ ﻋﻠﻰ ﺍﻟﺴﻼﻣﺔ‬
‫ﺍﳌﺮﻭﺭﻳﺔ‪ ،‬ﻋﻠﻰ ﺍﻟﺮﻏﻢ ﻣﻦ ﺗﻮﻓﺮ ﻫﺬﻩ ﺍﳌﻌﺎﻳﲑ ﻭﺗﺒﲏ ﺍﻟﻮﺯﺍﺭﺍﺕ ﺍﳌﻌﻨﻴﺔ ﳍﺎ‪.‬‬
‫ﱂ ﺗﺘﻨﺎﻭﻝ ﻫﺬﻩ ﺍﻟﺪﺭﺍﺳﺔ ﺍﳉﺎﻧﺐ ﺍﻟﺘﺨﻄﻴﻄﻲ ﻭﺃﺛﺮﻩ ﻋﻠﻰ ﻗﻄﺎﻉ ﺍﻟﻨﻘﻞ ﻭﺍﳌﺮﻭﺭ ﻋﻠﻰ ﺍﻟﺮﻏﻢ ﻣﻦ ﺍﻷﺛﺮ ﺍﻟﺒﺎﻟﻎ ﻟﻌﻤﻠﻴﺔ‬
‫ﺍﻟﺘﺨﻄﻴﻂ ﻋﻠﻰ ﻧﻈﺎﻡ ﺍﻟﻨﻘﻞ ﻛﻜﻞ‪ ،‬ﻷﻥ ﺍﻟﻨﻤﻮ ﺍﳌﻄﺮﺩ ﰲ ﺃﻋﺪﺍﺩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳋﺎﺻﺔ‪ ،‬ﻭﺍﻋﺘﻤﺎﺩ ﻫﺬﻩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﻛﻮﺳـﻴﻠﺔ‬
‫ﺍﻟﻨﻘﻞ ﺍﻷﺳﺎﺳﻴﺔ ﳚﻌﻞ ﻣﻦ ﺍﳌﻌﺎﳉﺎﺕ ﺍﳌﻮﺿﻌﻴﺔ ﺣﻠﻮ ﹰﻻ ﻗﻠﻴﻠﺔ ﺍﻟﻔﻌﺎﻟﻴﺔ‪.‬‬
‫ﺗﺒﻘﻰ ﺍﻟﻐﺎﻳﺔ ﺍﻷﺳﺎﺳﻴﺔ ﰲ ﻣﻌﺎﳉﺔ ﻣﺸﺎﻛﻞ ﺍﻟﻨﻘﻞ ﻣﻦ ﺍﻟﻨﺎﺣﻴﺔ ﺍﻟﺘﺨﻄﻴﻄﻴﺔ ﻫﻲ ﲣﻔﻴﺾ ﺣﺠﻮﻡ ﺍﻟﺘﻴﺎﺭﺍﺕ ﺍﳌﺮﻭﺭﻳﺔ‬
‫ﻟﻠﺴﻴﺎﺭﺍﺕ ﺍﳋﺎﺻﺔ‪ ،‬ﺃﻭ ﻋﻠﻰ ﺍﻷﻗﻞ ﻣﻨﻌﻬﺎ ﻣﻦ ﺍﻟﺰﻳﺎﺩﺓ‪ ،‬ﻭﺫﻟﻚ ﺑﺘﺨﻔﻴﺾ ﻣﻌﺪﻻﺕ ﺍﻣﺘﻼﻙ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳋﺎﺻﺔ‪ ،‬ﺃﻭ ﲣﻔﻴﺾ‬
‫ﻋﺪﺩ ﺍﻟﺮﺣﻼﺕ ﺑﺎﺳﺘﺨﺪﺍﻡ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳋﺎﺻﺔ )ﺧﺎﺻﺔ ﺭﺣﻼﺕ ﺍﻟﺘﻮﺟﻪ ﻭﺍﻟﻌﻮﺩﺓ ﻣﻦ ﻭﺇﱃ ﺍﻟﻌﻤﻞ( ﻣﻦ ﺧﻼﻝ ﺗﺸـﺠﻴﻊ‬
‫ﺍﻟﻨﻘﻞ ﺍﻟﻌﺎﻡ‪.‬‬
‫ﻟﺬﻟﻚ ﳚﺐ ﺑﻨﺎﺀ ﺁﻟﻴﺔ ﲣﻄﻴﻂ ﺍﺳﺘﺮﺍﺗﻴﺠﻴﺔ ﻋﻠﻰ ﻣﺴﺘﻮﻯ ﺍﳌﺪﻥ ﻭﺍﳌﻨﺎﻃﻖ ﺍﶈﻴﻄﺔ ‪‬ﺎ‪ ،‬ﲝﻴﺚ ﺗﻨﺘﺞ ﻋﻤﻠﻴﺔ ﺍﻟﺘﺨﻄﻴﻂ‬
‫ﺍﻻﺳﺘﺮﺍﺗﻴﺠﻲ ﻫﺬﻩ ﺧﻄﻂ ﻋﻤﻞ ﻭﺳﻴﺎﺳﺎﺕ ﻭﺍﺳﺘﺮﺍﺗﻴﺠﻴﺎﺕ ﻧﻘﻞ ﻓﻌﺎﻟﺔ ﻋﻠﻰ ﺍﳌﺪﻯ ﺍﻟﻘﺼﲑ‪ ،‬ﺍﳌﺘﻮﺳﻂ ﻭﺍﻟﻄﻮﻳـﻞ ﺗﻌـﺎﰿ‬
‫ﻣﺸﺎﻛﻞ ﺍﻟﻨﻘﻞ‪ ،‬ﺃﻭ ﻋﻠﻰ ﺍﻷﻗﻞ ﺗﻘﻠﻞ ﻣﻦ ﺗﻔﺎﻗﻤﻬﺎ‪.‬‬

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 ‫ﺍﳌﻠﺤﻖ‬

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 ‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ .(١‬ﺍﻻﺳﺘﻤﺎﺭﺓ ﺍﳌﺴﺘﺨﺪﻣﺔ ﰲ ﲨﻊ ﺍﻟﺒﻴﺎﻧﺎﺕ ﺍﳌﺮﻭﺭﻳﺔ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬

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 ‫ﺍﻟﺸﻜﻞ ﺭﻗﻢ )‪ (٢‬ﺍﺳﺘﻤﺎﺭﺓ ﲨﻊ ﺑﻴﺎﻧﺎﺕ ﺍﻟﺘﺤﻠﻴﻞ ﺍﳍﻨﺪﺳﻲ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬

‫ﺍﺳﺘﻤﺎﺭﺓ ﺍﳌﺴﺢ ﺍﳍﻨﺪﺳﻲ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ‬

‫ﺍﺳﻢ ﺍﳌﻨﺸﺎﺓ ﺍﳌﺨﺪ‪‬ﻣﺔ‪:‬‬ ‫ﺍﺳﻢ ﺍﳌﻨﻄﻘﺔ‪:‬‬ ‫ﺍﺳﻢ ﺍﳌﺪﻳﻨﺔ ‪:‬‬

‫ﺍﻟﺘﺎﺭﻳﺦ‪:‬‬ ‫ﺍﺳﻢ ﺍﻟﺸﺨﺺ ﺍﻟﺬﻱ ﻳﻌﺒﺊ ﺍﻹﺳﺘﺒﻴﺎﻥ‪:‬‬

‫ﺃﻧﻮﺍﻉ ﻣﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﳌﻮﺟﻮﺩﺓ ﰲ ﺍﳌﻮﻗﻊ ﺍﳌﺪﺭﻭﺱ‪:‬‬

‫ﻣﻮﻗﻒ ﺃﺳﻔﻞ ﺍﳌﺒﺎﱐ‬ ‫ﻣﻮﻗﻒ ﺳﻄﺤﻲ‬ ‫ﻣﻮﻗﻒ ﺟﻮﺍﺭ ﺍﻟﺮﺻﻴﻒ‬

‫ﺍﻻﺷﺘﺮﺍﻃﺎﺕ ﺍﻟﻔﻨﻴﺔ‬ ‫ﻣﻌﻠﻮﻣﺎﺕ ﺍﳌﻮﻗﻊ ﻭ ﺍﳌﻼﺣﻈﺎﺕ ﺍﳌﻴﺪﺍﻧﻴﺔ‬ ‫ﺍﳌﻮﺍﺻﻔﺎﺕ‬

‫ﻣﻮﺍﻗﻒ ﺟﻮﺍﺭ ﺍﻟﺮﺻﻴﻒ‬

‫ﻻﺗﻘﻞ ﻋﻦ ‪ ٦‬ﺃﻣﺘﺎﺭ ﺗﻘﺎﻃﻊ ﺛﺎﻧﻮﻯ‬ ‫ﺍﳌﺴﺎﻓﺔ ﺑﲔ ﺃﻗﺮﺏ ﺗﻘﺎﻃﻊ ﻭ ﺃﻭﻝ ﺳﻴﺎﺭﺓ‬
‫‪ ١٥‬ﻣﺘﺮﹰﺍ ﺗﻘﺎﻃﻊ ﺭﺋﻴﺴﻲ‬ ‫ﻣﺘﻮﻗﻔﺔ ﰲ ﺍﳌﻮﺍﻗﻒ ﺍ‪‬ﺎﻭﺭﺓ ﻟﻠﻄﺮﻳﻖ‬

‫‪ ٦,٥‬ﺃﻣﺘﺎﺭ‬ ‫ﺍﻟﻄﻮﻝ ﺍﻷﺩﱏ ﻟﻠﻤﻮﻗﻒ ﺍﳌﻮﺍﺯﻱ‬

‫ﺍﳊﺪ ﺍﻷﺩﱏ ﻟﻌﺮﺽ ﺍﳌﺴﺎﺭ ﺍ‪‬ﺎﻭﺭ ﻟﻠﻤﻮﻗﻒ‬

‫‪ ٥,٥‬ﺃﻣﺘﺎﺭ‬
‫ﺍﳌﻮﺍﺯﻱ‬
‫‪ ٩‬ﺃﻣﺘﺎﺭ ﰲ ﺍﻟﺒﺪﺍﻳﺔ ﻭ ‪ ١٢‬ﻣﺘﺮﹰﺍ‬ ‫ﺍﻟﺒﻌﺪ ﺍﻷﺩﱏ ﻟﻠﻤﻮﻗﻒ ﺍﳌﺎﺋﻞ ﺍ‪‬ﺎﻭﺭ ﻟﻠﺮﺻﻴﻒ‬
‫ﰲ ﺍﻟﻨﻬﺎﻳﺔ‬
‫ﻋﻦ ﺃﻗﺮﺏ ﺗﻘﺎﻃﻊ‬

‫ﺍﳌﻮﺍﻗﻒ ﺍﻟﺴﻄﺤﻴﺔ‬

‫ﺑﻌﻴﺪﺓ ﻋﻦ ﺍﻟﺘﻘﺎﻃﻊ‬
‫ﻣﺪﺍﺧﻞ ﻭﳐﺎﺭﺝ ﺍﳌﻮﺍﻗﻒ ﺍﻟﺴﻄﺤﻴﺔ‬
‫ﻗﺮﻳﺒﺔ ﻣﻦ ﺍﻟﺘﻘﺎﻃﻊ‬

‫ﻳﻮﺟﺪ ﻃﺮﻳﻖ ﺧﺪﻣﺔ‬

‫ﻻ ﻳﻮﺟﺪ ﻃﺮﻳﻖ ﺧﺪﻣﺔ‬
‫‪ -‬ﺗﻮﺟﺪ ﺣﺎﺭﺍﺕ ﺗﺒﺎﻃﺆ ﻭ ﺗﺴﺎﺭﻉ‬ ‫ﺍﳌﺪﺍﺧﻞ ﻭ ﺍﳌﺨﺎﺭﺝ‬
‫‪ -‬ﻻﺗﻮﺟﺪ ﺣﺎﺭﺍﺕ ﺗﺒﺎﻃﺆ ﻭ ﺗﺴﺎﺭﻉ‬

‫ﻻﻳﻘﻞ ﻋﻦ ‪ ٣,٥‬ﺃﻣﺘﺎﺭ‬ ‫ﺍﳌﺪﺧﻞ‬

‫ﻻﻳﻘﻞ ﻋﻦ ‪ ٣,٥‬ﺃﻣﺘﺎﺭ‬ ‫ﺍﳌﺨﺮﺝ‬
‫ﻋﺮﺽ ﺍﳌﺪﺧﻞ ﻭ ﺍﳌﺨﺮﺝ‬
‫ﻻ ﻳﻘﻞ ﻋﻦ ‪ ٧,٥‬ﻣﻊ ﻭﺟﻮﺩ‬ ‫ﻣﺪﺧﻞ ‪ +‬ﳐﺮﺝ‬
‫‪ ٠,٥‬ﻣﺘﺮ ﺟﺰﻳﺮﺓ ﻓﺎﺻﻠﺔ‬

‫‪ ٥,٥‬ﺍﻣﺘﺎﺭ‬ ‫ﻃﻮﻝ ﺍﳌﻮﻗﻒ ﺍﻟﻌﻤﻮﺩﻱ‬

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 ‫‪ ٢,٥‬ﻣﺘﺮ‬ ‫ﻋﺮﺽ ﺍﳌﻮﻗﻒ ﺍﻟﻌﻤﻮﺩﻱ‬

‫ﺗﻮﺟﺪ‬
‫ﺍﳌﺼﺪﺍﺕ ﺍﳋﺮﺳﺎﻧﻴﺔ‬
‫ﻻﺗﻮﺟﺪ‬
‫‪ ١,٨٠‬ﻣﺘﺮ‬ ‫ﺍﻟﻄﻮﻝ‬
‫‪ ٠,٢‬ﻣﺘﺮ‬ ‫ﺍﻟﻌﺮﺽ‬
‫ﻣﻘﺎﺳﺎﺕ ﺍﳌﺼﺪ ﺍﳋﺮﺳﺎﱐ‬
‫‪ ٠,١٥‬ﻣﺘﺮ‬ ‫ﺍﻻﺭﺗﻔﺎﻉ‬
‫‪ ٠,٧٦‬ﻣﺘﺮ‬ ‫ﺑﻌﺪ ﻃﺮﻑ ﺍﳌﺼﺪ ﻋﻦ ﺣﺎﻓﺔ ﺍﻟﺮﺻﻴﻒ‬

‫ﺗﻮﺟﺪ ﻣﻮﺍﻗﻒ ﻣﺎﺋﻠﺔ‬

‫ﺍﳌﻮﺍﻗﻒ ﺍﳌﺎﺋﻠﺔ‬
‫ﻻ ﺗﻮﺟﺪ ﻣﻮﺍﻗﻒ ﻣﺎﺋﻠﺔ‬

‫ﺯﺍﻭﻳﺔ ﻣﻴﻼﻥ ﺍﳌﻮﻗﻒ ﺍﳌﺎﺋﻞ‬

‫ﺍﻟﺒﻌﺪ ﺍﻷﺩﱏ ﺍﳌﻮﺍﻓﻖ‬ ‫ﺍﻟﻄﻮﻝ ﺍﳌﺎﺋﻞ ﻟﻠﻤﻮﻗﻒ ﺍﳌﺎﺋﻞ‬

‫ﺍﻟﺒﻌﺪ ﺍﻷﺩﱏ ﺍﳌﻮﺍﻓﻖ‬ ‫ﻋﺮﺽ ﺍﳌﻮﻗﻒ ﺍﳌﺎﺋﻞ‬

‫ﺍﻟﺒﻌﺪ ﺍﻷﺩﱏ ﺍﳌﻮﺍﻓﻖ‬ ‫ﺍﻟﻄﻮﻝ ﺍﻟﺸﺎﻗﻮﱄ ) ﺍﻟﻌﻤﻮﺩﻱ ( ﻟﻠﻤﻮﻗﻒ ﺍﳌﺎﺋﻞ‬

‫ﺍﳌﺴﺎﺭﺍﺕ‬

‫‪ ٤,٥‬ﺍﻣﺘﺎﺭ‬ ‫ﻋﺮﺽ ﺍﳌﺴﺎﺭ ﺫﻱ ﺍﻻﲡﺎﻩ ﺍﻟﻮﺍﺣﺪ‬

‫‪ ٧,٥‬ﺃﻣﺘﺎﺭ‬ ‫ﻋﺮﺽ ﺍﳌﺴﺎﺭ ﺫﻱ ﺍﻻﲡﺎﻫﲔ‬

‫ﻣﻨﺤﻨﻴﺎﺕ ﺍﳌﺴﺎﺭﺍﺕ‬

‫‪ ٣,٥‬ﺃﻣﺘﺎﺭ‬ ‫ﺍﻟﻌﺮﺽ‬ ‫ﻣﻨﺤﲎ ﺫﻭ ﺍﲡﺎﻩ ﻣﺮﻭﺭﻱ ﻭﺍﺣﺪ‬

‫‪ ٧,٠٠‬ﺃﻣﺘﺎﺭ‬ ‫ﺍﻟﻌﺮﺽ‬ ‫ﻣﻨﺤﲎ ﺫﻭ ﺍﲡﺎﻫﲔ ﻣﺮﻭﺭﻳﲔ‬

‫ﺃﺭﺿﻴﻪ ﺧﺸﻨﺔ‬
‫ﻭﺟﻮﺩ ﻣﻮﺍﻧﻊ ﺍﻻﻧﺰﻻﻕ‬
‫ﻣﻄﺒﺎﺕ ﻣﺘﻼﺣﻘﺔ ﺻﻐﲑﺓ‬

‫ﻣﻄﺒﺎﺕ ﲣﻔﻴﻒ ﺍﻟﺴﺮﻋﺔ ﺩﺍﺧﻞ ﺍﳌﻮﻗﻒ ﰲ‬

‫ﻣﻮﺍﻗﻊ ﻋﺒﻮﺭ ﺍﳌﺸﺎﺓ‬

‫ﻣﻼﺣﻈﺔ ﻟﻮﺣﺎﺕ ﺩﺧﻮﻝ ﻭﺧﺮﻭﺝ ﻭﺗﻮﺟﻴﻪ‬

‫‪Back To Contents‬‬ ‫‪٦٢‬‬

 ‫ﻣﻀﻴﺌﺔ ﺩﺍﺧﻞ ﺍﳌﻮﻗﻒ‬

‫ﻣﻮﺍﻗﻒ ﲢﺖ ﺃﺭﺿﻴﺔ‬
‫ﺗﻮﺟﺪ‬
‫ﻣﻮﺍﻗﻒ ﲢﺖ ﺃﺭﺿﻴﺔ‬
‫ﻻ ﺗﻮﺟﺪ‬
‫‪ ٣,٥٠‬ﺃﻣﺘﺎﺭ‬ ‫ﻋﺮﺽ ﺍﳌﺪﺧﻞ‬
‫‪ ٣,٥٠‬ﺃﻣﺘﺎﺭ‬ ‫ﻋﺮﺽ ﺍﳌﺨﺮﺝ‬ ‫ﺃﺑﻌﺎﺩ ﺍﳌﺪﺍﺧﻞ ﺍﳌﺨﺎﺭﺝ‬
‫‪ ٧,٥‬ﺃﻣﺘﺎﺭ‬ ‫ﻣﺪﺧﻞ ﻭ ﳐﺮﺝ ﻣﻌﺎ‬

‫ﺑﻌﻴﺪﺓ ﻋﻦ ﺍﻟﺘﻘﺎﻃﻊ ﻭ ﺍﻟﻄﺮﻕ‬ ‫ﻣﻼﺣﻈﺎﺕ ﻣﻮﺍﻗﻊ ﺍﳌﺪﺍﺧﻞ ﺍﳌﺨﺎﺭﺝ‬

‫ﻣﻼﺣﻈﺔ ﻭﺿﻮﺡ ﺍﻟﺮﺅﻳﺔ ﻋﻨﺪ ﺍﳋﺮﻭﺝ‬

‫‪ ٢,٥٠‬ﻣﺘﺮ‬ ‫ﺍﻻﺭﺗﻔﺎﻉ ﺩﺍﺧﻞ ﺍﻟﻘﺒﻮ‬

‫‪ ٢,٥٠‬ﻣﺘﺮ‬ ‫ﺍﺭﺗﻔﺎﻉ ﺑﻮﺍﺑﺔ ﺍﻟﺪﺧﻮﻝ‬ ‫ﺍﻻﺭﺗﻔﺎﻉ ﺍﻟﺼﺎﰲ‬
‫‪ ٢,٥٠‬ﻣﺘﺮ‬ ‫ﺍﺭﺗﻔﺎﻉ ﺑﻮﺍﺑﺔ ﺍﳋﺮﻭﺝ‬

‫ﳚﺐ ﺃﻥ ﺗﻜﻮﻥ ﻣﺮﻧﺔ ﻭﻣﻌﻠﻘﺔ ﻣﻦ‬ ‫ﻣﻼﺣﻈﺔ ﻭﺟﻮﺩ ﻟﻮﺣﺔ ﲢﺪﺩ ﺍﻻﺭﺗﻔﺎﻉ ﺍﳌﺴﻤﻮﺡ‬
‫ﺍﻷﻋﻠﻰ ﻓﻘﻂ‬ ‫ﺑﻪ ﻋﻨﺪ ﺍﻟﺒﻮﺍﺑﺔ‬

‫ﻣﻮﺍﻗﻒ ﺫﻭﻱ ﺍﻹﺣﺘﻴﺎﺟﺎﺕ ﺍﳋﺎﺻﺔ‬

‫ﺗﻮﺟﺪ‬
‫ﻣﻮﺍﻗﻒ ﺫﻭﻱ ﺍﻹﺣﺘﻴﺎﺟﺎﺕ ﺍﳋﺎﺻﺔ‬
‫ﻻ ﺗﻮﺟﺪ‬

‫ﻋﺪﺩ ﻣﻮﺍﻗﻒ ﺫﻭﻱ ﺍﻹﺣﺘﻴﺎﺟﺎﺕ ﺍﳋﺎﺻﺔ‬

‫‪ ٥,٥‬ﺃﻣﺘﺎﺭ‬ ‫ﻃﻮﻝ ﻣﻮﻗﻒ ﺫﻭﻱ ﺍﻹﺣﺘﻴﺎﺟﺎﺕ ﺍﳋﺎﺻﺔ‬

‫ﻣﻮﺍﺻﻔﺎﺕ ﻣﻮﺍﻗﻒ ﺫﻭﻱ ﺍﻹﺣﺘﻴﺎﺟﺎﺕ ﺍﳋﺎﺻﺔ‬
‫‪ ٣,٦٠‬ﺃﻣﺘﺎﺭ‬ ‫ﻋﺮﺽ ﻣﻮﻗﻒ ﺫﻭﻱ ﺍﻹﺣﺘﻴﺎﺟﺎﺕ ﺍﳋﺎﺻﺔ‬

‫ﻣﻼﺣﻈﺔ ﺍﻟﻘﺮﺏ ﻣﻦ ﺍﳌﺼﻌﺪ‬

‫ﻣﻼﺣﻈﺔ ﺍﻟﻘﺮﺏ ﻣﻦ ﺍﳌﺪﺧﻞ‬

‫) ﺍﺳﺘﻤﺮﺍﺭﻳﺔ ﺍﻟﺮﺻﻴﻒ ﻟﻠﻮﺻﻮﻝ ﺍﱃ ﺍﳌﺪﺧﻞ‬
‫ﺃﻭ ﲣﺪﳝﻪ ﻣﻨﺤﺪﺭﺍﺕ (‬

‫ﻋﻼﻣﺎﺕ ﺃﺭﺿﻴﺔ ) ﺷﺎﺧﺼﺎﺕ (‬ ‫ﻭﺟﻮﺩ ﻋﻼﻣﺎﺕ)ﺷﺎﺧﺼﺎﺕ(‬

‫ﻋﻼﻣﺎﺕ ﻣﻌﻠﻘﺔ ) ﺷﺎﺧﺼﺎﺕ (‬ ‫ﳌﻮﺍﻗﻒ ﺫﻭﻱ ﺍﻹﺣﺘﻴﺎﺟﺎﺕ ﺍﳋﺎﺻﺔ‬

‫ﻣﻼﺣﻈﺔ ﺗﺰﻭﺩ ﺍﳌﻮﻗﻒ ﲟﻨﺤﺪﺭ‬

‫‪Back To Contents‬‬ ‫‪٦٣‬‬

 ‫‪ (Condition‬ﻭﳕـﻮﺫﺝ‬ ‫)‪Diagram‬‬ ‫ﻣﻼﺣﻈﺔ ‪ :‬ﻋﻠﻰ ﺍﶈﻠﻞ ﺍﳌﺮﻭﺭﻱ ﺍﻟﻘﻴﺎﻡ ﺑﺰﻳﺎﺭﺓ ﺍﳌﻮﻗﻊ ﻣﻴﺪﺍﻧﻴﹰﺎ ﻭﲡﻬﻴﺰ ﳐﻄﻂ ﺍﳊﺎﻟﺔ‬
‫ﺍﻟﺰﻳﺎﺭﺓ )ﺃﺩﻧﺎﻩ( ﻭﻛﺬﻟﻚ ﻣﺮﺍﻗﺒﺔ ﺍﳊﺮﻛﺔ ﻭﺳﻠﻮﻛﻴﺎﺕ ﺍﻟﺴﺎﺋﻘﲔ ﰲ ﺍﻟﻮﻗﺖ ﺍﻟﺬﻱ ﺗﻜﺜﺮ ﻓﻴﻪ ﺍﳊﻮﺍﺩﺙ ﺣﺴـﺐ ﺑﻴﺎﻧـﺎﺕ‬
‫ﺍﳊﻮﺍﺩﺙ‪.‬‬

‫ﻧﻤﻮذج ﺗﻘﺮﻳﺮ ﻣﺸﺎهﺪة ﻣﻴﺪاﻧﻴﺔ‬

‫اﻟﻤﺸﺎهﺪة‪:‬‬ ‫اﻟﻮﻗﺖ‪:‬‬ ‫اﻟﺘﺎرﻳﺦ‪:‬‬ ‫اﻟﻴﻮم‪:‬‬ ‫اﻟﻤﻮﻗﻊ ‪:‬‬
‫ﺿﻊ ﻋﻼﻣﺔ ‪ 3‬إذا‬ ‫أو ًﻻ ‪ :‬ﻃﺒﻴﻌﺔ اﻟﻤﻮﻗﻊ‪:‬‬
‫آﺎﻧﺖ اﻟﻤﺸﻜﻠﺔ ﻣﻮﺟﻮدة‬
‫‪..........‬‬ ‫‪ .١‬ﻣﻌﻮﻗﺎت رؤﻳﺔ ﻷدوات اﻟﺘﺤﻜﻢ اﻟﻤﺮوري ﻓﻲ اﻟﻤﻮﻗﻊ أو ﺑﺎﻟﻘﺮب ﻣﻨﻪ؟‬
‫‪..........‬‬ ‫‪ .٢‬ﻣﻌﻮﻗﺎت رؤﻳﺔ ﺗﻌﻴﻖ رؤﻳﺔ اﻟﻤﺮور اﻟﻤﺘﻌﺎرض؟‬
‫‪..........‬‬ ‫‪ .٣‬وﺟﻮد ﻣﻮاﻗﻒ ﻧﻈﺎﻣﻴﺔ ﺗﻌﻴﻖ ﻣﻦ اﻟﺮؤﻳﺔ؟‬
‫‪..........‬‬ ‫‪ .٤‬ﻟﻮﺣﺎت اﻟﻤﺮورﻏﻴﺮﻣﻨﺎﺳﺒﺔ ﻣﻦ ﺣﻴﺚ اﻟﻌﺪد‪ ،‬اﻟﺤﺠﻢ‪ ،‬اﻟﺮﺳﺎﻟﺔ‪ ،‬اﻟﻤﻮﻗﻊ‪ ،‬اﻻﻧﻌﻜﺎﺳﻴﺔ‪ ،‬اﻟﺮؤﻳﺔ؟‬
‫‪ .٥‬إﺷﺎرات اﻟﻤﺮور اﻟﻀﻮﺋﻴﺔ ﻏﻴﺮﻣﻨﺎﺳﺒﺔ ﻣﻦ ﺣﻴﺚ اﻟﻌ ﺪد‪ ،‬اﻟﺤﺠ ﻢ‪ ،‬اﻟﺮﺳ ﺎﻟﺔ‪ ،‬اﻟﻤﻮﻗ ﻊ‪ ،‬اﻻﻧﻌﻜﺎﺳ ﻴﺔ‪،‬‬
‫‪..........‬‬ ‫اﻟﺮؤﻳﺔ؟ اﻓﺘﻘﺎد اﻟﻘﻴﺎﺳﻴﺔ؟‬
‫‪..........‬‬ ‫‪ .٦‬اﻟﻌﻼﻣ ﺎت اﻷرﺿ ﻴﺔ ﻏﻴ ﺮ ﻣﻨﺎﺳ ﺒﺔ ﻣ ﻦ ﺣﻴ ﺚ اﻟﻌ ﺪد‪ ،‬اﻟﺤﺠ ﻢ‪ ،‬اﻟﺮﺳ ﺎﻟﺔ‪ ،‬اﻟﻤﻮﻗ ﻊ‪ ،‬اﻻﻧﻌﻜﺎﺳ ﻴﺔ‪،‬‬
‫اﻟﺮؤﻳﺔ؟‬
‫‪..........‬‬ ‫‪ .٧‬اﻟﺠﺰر اﻟﺘﻘﺴﻴﻤﻴﺔ ‪:‬‬
‫‪..........‬‬ ‫أ‪ .‬ﺗﻘﻠﻴﻞ ﻣﻨﺎﻃﻖ اﻟﺘﻌﺎرض؟‬
‫‪..........‬‬ ‫ب‪ .‬ﺗﺤﺪﻳﺪ ﻣﺴﺎر ﺣﺮآﺔ اﻟﺴﻴﺮ؟‬
‫‪..........‬‬ ‫ج‪ .‬ﻓﺼﻞ ﺗﺪﻓﻘﺎت اﻟﺴﻴﺮ؟‬
‫‪..........‬‬ ‫ف؟‬
‫‪ .٨‬ﻧﺼﻒ ﻗﻄﺮ زواﻳﺎ اﻟﺘﻘﺎﻃﻊ ﻏﻴﺮآﺎ ٍ‬
‫‪..........‬‬ ‫‪ .٩‬ﻣﻴﻼن أﺣﺪ ﻃﺮق اﻟﺘﻘﺎﻃﻊ ﺣﺎد؟‬
‫‪..........‬‬ ‫ف؟‬
‫‪ .١٠‬ﻋﺮض اﻟﻤﺴﺎرات وﻋﺮض اﻟﻄﺮﻳﻖ ﻏﻴﺮآﺎ ٍ‬
‫‪..........‬‬ ‫‪ .١١‬ﺳﻄﺢ ﻃﺒﻘﺔ اﻟﺮﺻﻒ ﻏﻴﺮﺟﻴﺪ؟‬
‫‪..........‬‬ ‫‪ .١٢‬ﺟﻮاﻧﺐ اﻟﻄﺮﻳﻖ ﻓﻴﻬﺎ أﺟﺴﺎم ﺧﻄﺮة؟‬
‫‪..........‬‬ ‫‪ .١٣‬ﻣﻮاﻗﻊ اﻟﻄﺮق اﻟﺠﺎﻧﺒﻴﺔ ﻏﻴﺮﻣﻨﺎﺳﺒﺔ؟‬
‫‪..........‬‬ ‫‪ .١٤‬ﻣﻌﺎﺑﺮ اﻟﻤﺸﺎة ﻣﻮاﻗﻌﻬﺎ وﺗﺼﻤﻴﻤﻬﺎ ﻏﻴﺮﻣﻨﺎﺳﺐ؟‬
‫‪..........‬‬ ‫‪ .١٥‬اﻹﺿﺎءة ﻏﻴﺮﺟﻴﺪة؟‬
‫‪ .١٦‬ﻟﻮﺣﺎت اﻹﻋﻼﻧﺎت ﺗﻌﻴﻖ ﻧﻈﺮ اﻟﺴﺎﺋﻖ؟‬

‫ﺿﻊ ﻋﻼﻣﺔ ‪ 3‬إذا آﺎﻧﺖ‬ ‫ﺛﺎﻧﻴ ًﺎ ‪ :‬ﻣﺸﺎهﺪات ﺗﺸﻐﻴﻠﻴﺔ‪:‬‬

‫اﻟﻤﺸﻜﻠﺔ ﻣﻮﺟﻮدة‬
‫‪..........‬‬ ‫‪ .١‬اﺳﺘﺠﺎﺑﺔ اﻟﺴﺎﺋﻘﻴﻦ ﻷداة اﻟﺘﺤﻜﻢ اﻟﻤﺮوري ﻏﻴﺮﻣﻨﺎﺳﺒﺔ؟‬
‫‪..........‬‬ ‫‪ .٢‬ﻣﺨﺎﻟﻔﺎت ﻣﺘﻜﺮرة ﺗﻨﺘﻬﻚ أدوات اﻟﺘﺤﻜﻢ اﻟﻤﺮوري؟‬
‫‪..........‬‬ ‫‪ .٣‬اﻟﺴﺮﻋﺎت ﻋﺎﻟﻴﺔ ﻟﻈﺮوف اﻟﻤﻮﻗﻊ؟‬
‫‪..........‬‬ ‫‪ .٤‬اﻟﻤﺮآﺒﺎت ﺗﻐﻴﺮ ﻣﺴﺎراﺗﻬﺎ ﺑﻄﺮﻳﻘﺔ ﻣﻔﺎﺟﺌﺔ؟‬
‫‪..........‬‬ ‫‪ .٥‬ﺣﺮآﺎت ﻣﺮور ﺑﻌﻴﻨﻬﺎ ﺗﺤﺪث ﺧﻄﻮرة‪:‬‬
‫‪..........‬‬ ‫أ‪ .‬اﻟﻤﺮآﺒﺎت اﻟﻤﺘﺠﻬﺔ ﻟﻠﻴﺴﺎر؟‬
‫‪..........‬‬ ‫ب‪ .‬اﻟﻤﺮآﺒﺎت اﻟﻤﺘﺠﻬﺔ ﻟﻸﻣﺎم؟‬
‫‪..........‬‬ ‫ج‪ .‬اﻟﻤﺮآﺒﺎت اﻟﻤﺘﺠﻬﺔ ﻟﻠﻴﻤﻴﻦ؟‬
‫‪..........‬‬ ‫‪ .٦‬ﺣﺮآﺔ اﻟﻤﺮآﺒﺎت اﻟﻮاﻗﻔﺔ ﺗﺘﺴﺒﺐ ﻓﻲ ﺧﻄﻮرة؟‬
‫‪..........‬‬ ‫‪ .٧‬اﻟﻤﺮآﺒﺎت اﻟﺪاﺧﻠﺔ أو اﻟﺨﺎرﺟﺔ ﻣﻦ ﻃﺮﻳﻖ ﺟﺎﻧﺒﻲ ﺗﺘﺴﺒﺐ ﻓﻲ ﺧﻄﻮرة؟‬
‫‪..........‬‬ ‫‪ .٨‬اﻻزدﺣﺎم اﻟﻤﺮوري واﻟﺘﺄﺧﻴﺮ ﻳﺘﺴﺒﺐ ﻓﻲ ﺧﻄﻮرة؟‬
‫‪..........‬‬ ‫‪ .٩‬اﻟﻤﺸﺎة ﻓﻲ اﻟﻤﻮﻗﻊ ﻳﺘﺴﺒﺒﻮن ﻓﻲ إرﺑﺎك أو ﺗﻌﺎرض اﻟﺴﻴﺮ؟‬
‫‪..........‬‬ ‫ﻣﻼﺣﻈﺎت ووﺻﻒ ﻟﻜﻞ ﻣﺸﻜﻠﺔ ﺗﻢ ﺗﺤﺪﻳﺪهﺎ ﻓﻲ ﻗﺎﺋﻤﺔ اﻟﻤﺮاﺟﻌﺔ‪:‬‬
‫اﻟﻤﺸﻜﻼت اﻟﻤﺤﺪدة أﻋﻼﻩ ﺳﻮف ﺗﻈﻬﺮ ﻣﻦ ﺧﻼل ﻣﻨﺎﻗﺸﺔ اﻟﻨﻘﺎط اﻟﻤﺘﻌﻠﻘﺔ ﺑﻬﺎ أﺛﻨ ﺎء ﺷ ﺮﺣﻬﺎ إذ ﺳ ﻮف ﻳ ﺘﻢ ﺗﻨﺎوﻟﻬ ﺎ ﺑﺎﻟﺘﻔﺼ ﻴﻞ‬
‫ﺣﺴﺐ أهﻤﻴﺘﻬﺎ‪.‬‬

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 ‫ﺍﳌﺮﺍﺟﻊ‬

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 ‫ﺍﳌﺮﺍﺟﻊ ﺍﻻﻧﻜﻠﻴﺰﻳﺔ‬

1. FHWA (Federal Highway Administration). Traffic Models: Overview Handbook.

Report No. FHWA-SA-93-050. U.S. Department Of Transportation. Washington,
D.C., June 1993.

2. Garber, S., and Graham, J. D. The Effect of the New 65 mph Speed Limit on Rural
Highway Fatalities: A State-by-state Analysis. Accident Analysis and Prevention
Vol. 22, No. 2, pp. 137-149, 1990.

3. Homburger, W. S. Transportation and Traffic Engineering Handbook, 2nd Ed.,

Prentice-Hall, Inc., Englewood Cliffs, New Jersey, 1982.

4. HSIP. Highway Safety Improvement Program. FHWA-TS-81-218, Federal Highway

Administration, US DOT, USA, 1981.

5. ITE. The Parking Handbook for Small Communities. Institute of Traffic Engineers,
Washington, D.C., 1994.

6. Lay M. G. Handbook of Road Technology. Gordon and Breach Science Publishers,

Vol. 2: Traffic and Transport, New York, 1990.

7. Ogden, K. W. Safer Roads: A Guide to Road Safety Engineering. Published by

Avebury Technical, Sydney, 1996.

8. Papacostas, C.S., and Prevedouros, P.D. Transportation Engineering and Planning.

Second edition, Prentice-Hall, Inc., Englewood Cliffs, New Jersey, 1993.

9. Silcock, D. T., and Smyth, A. W. The methods used by British highway authorities
to identify accident blackspots. Traffic Engineering and Control 25(11), pp 542-545,
1984.

10. Zegeer, C. V. Highway Accident Analysis Systems. National Cooperative Highway

Research Program, Synthesis of Highway Practice 91, TRB, National Research
Council, Wahsington, D. C., 1982.

11. MUTCD. Manual on Uniform Traffic Control Devices, FHWA, Washington, D.C.,
1978.

12. MUTCD. Manual on Uniform Traffic Control Devices, FHWA, Washington, D.C.,
2000.

13. MUTCD. Manual on Uniform Traffic Control Devices, FHWA, Washington, D.C.,
2003.

14. AASHTO. A Policy On Geometric Design of Highways and Streets. AASHTO,

Washington, D.C., 4th Ed., 2001.

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 15. HSIP. Highway Safety Improvement Program. FHWA-TS-81-218, Federal Highway
Administration, US DOT, USA, 1981

15 .Traffic Engineering Handbook, ITE,5th Edition, 1999.

16. C. A.O'Flaherty, "Highways and Traffic" Vol.1, Second Edition, 1974

17. USDOT.HIGHWAY CAPACITY MANUAL (HCM 2000).

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 ‫ﺍﳌﺮﺍﺟﻊ ﺍﻟﻌﺮﺑﻴﺔ‬

‫ﺍﻻﺷﺘﺮﺍﻃﺎﺕ ﺍﻟﻔﻨﻴﺔ ﺍﳋﺎﺻﺔ ﲟﻮﺍﻗﻒ ﺍﳌﻌﺎﻗﲔ ‪ -‬ﻭﺯﺍﺭﺓ ﺍﻟﺸﺆﻭﻥ ﺍﻟﺒﻠﺪﻳﺔ ﻭ ﺍﻟﻘﺮﻭﻳﺔ‪.‬‬ ‫‪.١‬‬
‫ﻫﻨﺪﺳﺔ ﺍﳌﺮﻭﺭ ‪ -‬ﺩ‪.‬ﻋﻠﻲ ﺑﻦ ﺳﻌﻴﺪ ﺍﻟﻐﺎﻣﺪﻱ‪.‬‬ ‫‪.٢‬‬
‫ﺣﻮﺍﺩﺙ ﺍﳌﺮﻭﺭ ‪ -‬ﻋﻠﻲ ﺍﻟﻐﺎﻣﺪﻱ‪.‬‬ ‫‪.٣‬‬
‫ﺍﻻﺷﺘﺮﺍﻃﺎﺕ ﺍﻟﻔﻨﻴﺔ ﳌﻮﺍﻗﻒ ﺍﻟﺴﻴﺎﺭﺍﺕ ‪ -‬ﻭﺯﺍﺭﺓ ﺍﻟﺸﺆﻭﻥ ﺍﻟﺒﻠﺪﻳﺔ ﻭ ﺍﻟﻘﺮﻭﻳﺔ‪.‬‬ ‫‪.٤‬‬
‫ﺍﳌﻮﺍﺻﻔﺎﺕ ﺍﻟﻨﻤﻮﺫﺟﻴﺔ ﻟﺘﺼﻤﻴﻢ ﺑﻌﺾ ﻋﻨﺎﺻﺮ ﺷﺒﻜﺔ ﺍﻟﻄﺮﻕ ‪ .‬ﺍﳍﻴﺌﺔ ﺍﻟﻌﻠﻴﺎ ﻟﺘﻄﻮﻳﺮ ﻣﺪﻳﻨﺔ ﺍﻟﺮﻳﺎﺽ )‪١٤١٨‬‬ ‫‪.٥‬‬
‫ﻫـ(‪.‬‬
‫ﺍﳌﺨﻄﻂ ﺍﻻﺳﺘﺮﺍﺗﻴﺠﻲ ﺍﻟﺸﺎﻣﻞ ﳌﺪﻳﻨﺔ ﺍﻟﺮﻳﺎﺽ ‪ .‬ﻧﺸﺮﺓ ﺗﻄﻮﻳﺮ‪ ،‬ﺍﳍﻴﺌﺔ ﺍﻟﻌﻠﻴﺎ ﳌﺪﻳﻨﺔ ﺍﻟﺮﻳﺎﺽ‪ ،‬ﺍﻟﻌﺪﺩ ‪، ٢٣‬‬ ‫‪.٦‬‬
‫‪١٤٢٣‬ﻫـ‪.‬‬
‫ﺑﺮﻧﺎﻣﺞ ﺍﳌﺮﺍﻗﺒﺔ ﺍﳌﺮﻭﺭﻳﺔ ‪ .‬ﺍﻟﺘﻘﺮﻳﺮ ﺍﻟﺴﻨﻮﻱ ‪ ،‬ﺍﳍﻴﺌﺔ ﺍﻟﻌﻠﻴﺎ ﻟﺘﻄﻮﻳﺮ ﻣﺪﻳﻨﺔ ﺍﻟﺮﻳﺎﺽ ‪١٩٩٨ ،‬ﻡ‪.‬‬ ‫‪.٧‬‬
‫ﺍﺳﺘﺮﺍﺗﻴﺠﻴﺔ ﺍﻟﺴﻼﻣﺔ ﺍﳌﺮﻭﺭﻳﺔ ﻟﻠﺮﻳﺎﺽ ‪ ،‬ﺍﳍﻴﺌﺔ ﺍﻟﻌﻠﻴﺎ ﻟﺘﻄﻮﻳﺮ ﻣﺪﻳﻨﺔ ﺍﻟﺮﻳﺎﺽ‪١٤٢٤ ،‬ﻫـ‪.‬‬ ‫‪.٨‬‬

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