Anadolu otoyolu Bolu Dağı geçişinin çok yönlü etüdü /
Yazar: ALİ PAYIDAR AKGÜNGÖR
Danışman: DOÇ.DR. GÜVEN ÖZTAŞ
İstanbul Teknik Üniversitesi / Fen Bilimleri Enstitüsü
Derece: Yüksek Lisans, 1993
Konu: İnşaat Mühendisliği = Civil Engineering
Dizin: Anadolu otoyolu = Anatolian motorway ; Bolu Dağı Tüneli = Bolu Mountain Tunnel ; Ulaştırma = Transportation

Özet:
Toplam olarak 7 "böl Umden oluşan bu çalışmada, Anadolu Otoyolu'nun Gümüşova-Gerede Kesiminde, Bolu Dağı'nı da içerisine alan Kaynaş lı-Çaydur t kısmı ve yapılmakta olan "bu otoyola seçenek geçki olan mevcut D- 100 (Batı-Doğu yö nünde yer ain beş ana hattan "biri olup Batıda Edirne'den başlamakta ve Doğuda Gürbulak'ta son bulmaktadadır) yolu nun yukarıda belirtilen bölümü, coğrafi ve topografik yapı sebebiyle özellikle ele alınmakta ve incelenmeye çalışıl maktadır. ikinci bölümde otoyolların yapılmasındaki amaçlar Üze rinde durulmakta, dünyadaki bazı ülkelerde ve Türkiye'deki otoyolların durumu hakkında bilgi verilmektedir. üçüncü bölümde Türkiye'deki karayolu ulaştırmasının durumu hakkında bilgi verilerek Yeniçaga-Bolu ve ayrıntılı olarak da Bolu-Düzce kesiminin geometrik standartları ve fiziki yapısı üzerinde durulmaktadır. Dördüncü bölümde, Anadolu Otoyolu'nun Gümüşova-Gerede kesiminin ikinci kısmına ait bilgiler bulunmaktadır. Bu bölümde seçeneklerin özellikleri ve birbirleriyle olan karşılaştırmaları yapılmaktadır. Ayrıca seçilen geçkinin seçiliş nedeni ve yararları anlatılmaktadır. Beşinci bölümde ise otoyolun üçüncü kısmına ait bilgi ler verilmekte, seçeneklerin karşılaştırması yapılmakta, ve karar verilen seçeneğin seçilme nedenleri üzerinde durul maktadır. Anadolu Otoyolu'nun Gümüşova-Gerede kesiminin ikinci ve üçüncü kısımlarında uygulanacak enkesit tipleri, köprü ve viyadük gibi büyük sanat yapıları ve otoyol üst yapısı al tıncı bölümde ele almaktadır. Yedinci bölümde ise. toyolun ikinci kısmında yer alan Elmalık Tüneli 'ne ait bilgiler verilmekte ve Elmalık Tüneli 'nde uygulanmakta, olan Yeni Avusturya Tünel Metodu (N.A.T.M.) 'nun yapım tekniklerinden bahsedilmektedir. Ayrıca bunlara ilave olarak bu otoyolun zamanlama yönünden bir irdelemesi yapılmakta ve Türkiye geneli için böyle bir uygulamanın getireceği yararlar üzerinde durul maktadır.

Abstract:
Mult i - dimensional Investigation of the Bolu Mountain Pass of. the Anatolian Motorway The developing countries are in need to high standard highways; this type of highways is very expensive to construct. To construct such highways are to cut off a big percentage of public works butget. Therefore, before accepting a decision concerning high standard high-ways in the develop ing countries, -the engineer should be very careful in trying to see whether or not it is worthwhile to undertake the proposed project. Engineer is not, as many suppose, the more application of physical science to the design and costruction of project works. A properly engineered project must satify the requirements of safety, efficiency economy and aesthetics. Safety requires that the highway project is to be designed with a view toword reducing the member and severity of traffic accidents. Efficiency requires that the project perform its intended function in a proper fashion. The requirement of economy means: a- That project cost be a minumum consistent wix,h the requirements of safety, efficiency and aesthetics, b- That if there are alternatives, the selected project represent the best of all possible alternatives, c- That the project return benefits at least as great as its costs. Aesthetics requires that the project be pleasing in its external appearance Also limited financial resources of the country has to be used carefully and invested on the best project which gives maximum benefit. The investment must have a shore and be effective on then development of the country. The economic methods of project evaluation produce a single value answer, the magnitude of which depends upon engineering Judgement in selecting fac tors and estimating the future. The use of sensitivity analysis could improve the approach to the engineering of project evaluation. After a few rough estimates have been assembled,.the ix *'"engineer might investigate the sensitivity of the final decision to. small changes in elements, or factors, to determine which elements need to "be defined further. The sensitive, or critical, elements deserve further investigation before a decision between alternatives could be made. However the insensitive elements need no such further investigation before the decision - making process, which is a reduction in the expenditure for data collection and a decrease in the uncertainty effect of distant - future effects. And any further refinement of the estimates of the insensitive elements will not change the resul tent decision in any way. The composition of traffic is are of the main...factor. Generally the traffic the road is compased of heavy and ligh vehicles. Without knowing the composition of traffic it is very difficult to make proper desing of highway. Because a commercial vehicle ( includes buses and trucks ) vehicle and a light vehicle do not have the same characteristics. The role of highways on the development of communities can not be deried. 3enefits derived from highway improvement are two kinds a) road-user benefits b) non -user benefits To determine the high standard highway benefits, only road user benefits are usually corsldered ; namely, reduction in vehicle operatign cost, in the time cost, in accident cost, and in mainterance cost it should be emphasized here that the reduction in time cost should not be the main factor in project evaluation in under developed.or in developing countrieds because such time reduction may not be put to production use that would increase monetary income. The reason is that the labor supply is almost always, in the urder developed and developing countries, in excess of demand. For high standart highways some economic method of project evaluation for proposed projects must be used. Any economic method of project evaluation of a proposed improvement must include an economic justification of the expected benefits or consequences to be drived from the project, as compared to the estimated cost of the improvement. The discussion is concorned with the high standart highways in the underdeveloped and developing countries.Both types ( Road - users and non - users ) of consequences may be either monetoryor o non monetory. The monetory non monetory. The monetary consequences include the costs of constructing, operating, and maintaining the highway facility. The non-monetary consequences include savings in user time, comfort, convenience, safety and general effects health education. Engineering economy may be separated in to two basic objectives. a- Analysis to determine the economic feasibility of a proposal to construct an engineering sturucture, b- Analysis to determine the economic formulation of the features of design and use of the engineering structure. The initial economic evaluation is often mad with estimates less exact than these used in project formulation and by using the more controlling factor in fact formulation often involes many suboptimizations of individual features of the project as a whole, that are not specifically identified in to analysis for economic evaluation. The use of the results of the analysis -for economic evaluation is to assist in ranking independent for priority of construction and for choosing among dependent alternatives. However, the use of the results of the economic formulation is to assist in choosing the construction materials ( asphalt..) geometries of design ( circular culvents..) basic designs ( earth fill ) and methods of sequences of construction. Highways are the main factor for a continous development. Since highways are important for development of countries each country has to establish its own highway system depending on its location economical structure and future desires. A desing speed and ruling grade must be determined after weighing such factors as the road's importance, the estimated amount and chracter of traffic, the terrain, and the availability of fund. Desing speed and ruling grade in turn provide the basis for vertical and horizontal aligment. Then the designer, to a large degree by trial and error, fits these or higer standards to the terrain as shown on aerial photographs, maps, and other exhibits to produce a plan and profile for. the main roadway or roadways. Along with decisions concerning the continous roadway, the designer also develops details of the geometry of intersections or nterchanges, service roads, and similar features. The desing of a highway necessitates the deteter- mination of specific desing. elements, which include items such as the number of lanes, lane width, median type and xiwidth, length of freeway acceleration and deceleration lanes, need for truck climbing lanes for highways on steep grade, and radii required for vehicle turning. For virtually all of these highway desing elements, the performance characteristics of vehicles play an important role. For example, vehicle acceleration and deceleration characteristics have a direct impact on the desing of acceleration and deceleration lanes (i.e., the lenght needed to provide a safe and orderly flow of traffic). Furthermore, they determine the need for truck climbing lanes on steep grades as well as the number of highway lanes required, since the spacing between vehicles is directly related to vehicle performance characteristics. In addition, the physical dimensions of vehicles affect a number of desing elements such as the radii required for turning, height of highway overpasses, lane widths, and so on. When one considers the diversity of vehicles, in terms of performance and physical dimensions, in conjunc tion with the many elements comprising the desing of a highway, it is clear that proper highway desing is a complex procedure and one that requires numerous compromises. Moreover, desing standards must change over time in response to changes in vehicle performance and dimensions as well as in response to physical evidence gathered on the effectiveness of existing highway desing. Transportation is an integral part of the function ing of any society. It exhibits a very close relationship to the styl of life, the range end location of productive and leisure activities, and the goods and services which will be available for consumption. Thuse, the introduction of new or improved techno logies of transportation has been very closly corelated with the development of modern civilization. While many historians and' others have tended to view this as a simple cause and effect relationship, that is, the development of new transportation technology has not only enabled but also caused changes in the societies which use that technology, this is surely an owersimplif ication. In many instances, new requiarements for transport have led to the development of new technology which could meet those emerging needs. In this work, which consists of seven chapters, GUmUşova - Gerede part of Anatolian Motorway which contains Kaynaş lı - Caydurt section and considered to be alternative to D-100 Motorway due to geographic and topographic structure are taken into account and investigated. In the second chapter, it is stated that the aims' of,. making motorways and also the data -about =' the situation of Turkish Motorways and some countries motorways in the world- is given. ziiIn the third chapter, after the giving information on the situation of the- motorway transportation in Turkey the geometrical standards and physical structure of Yeniçağa-Bolu and especially Bolu-DUsce part are investi gated. In the fourth chapter, there is a data about the second part of GUmUsova -Gerede section of Anaûolian Motorway. In this chapter, the properties of alternatives and their comparisons of each other are given. In addition the advantages and the reason of choser Motorway part are explained. In the fifth chapter, the data which belongs to the third part of (chosen) Motorway the comparison of alternatives is given and the reasons of chosen alternatives are examined. In the six chapter, the cross section types which will be applied in the second and the third sections of Glimlişova - Gerede part of Anatolia Motorway, the big artistical structures as bridges and pavements and the upper surface of motorway are investigated. In the seventh chapter, the data - which belongs to Elmalık Tunnel on the second part of Motorway -is given and the astablishment techniques of New Austria Tunnel Method which is on the Elmalık Tunnel are explained. Finally the discussion of the motorway on the basic of timing is given and application advantages for whole Turkey are critisized.