.,;:~;~:.".>. State of Qatar · .

Ministry 'ofMunicipal Aft· .. . . .• ' . .. ..

. .. . ....
. . . . .. al.rs
. and Agrlculture.·
... ...
.Civil Engineering o· .. . .. . ...
' . ,,! . . "epartment··..

. ,

".. :~~~

QATAR HIGHWAY DESlGN" MANUAL ...

. ....... ", ... - ..

 :i&:.]Jjll~ ~~1 ~~~l.}:!j~ jd,;iLuu ~

Introduction by H ..E. Minister for l\tlunicipal .LL\ffairs and Agriculture

!)

The State of Qatar is witnessing. rapid ~ A--l.J.J ~~.Ji~ wlclb! ~ ~

1 development and the road construction <3.;b1l t Lb.! ~-' ' 4.L~ 4\ JAC ~
sector is most closely connected with this ,- ul~\ ~~ ~ wlclbi11 o~ jiSi c.J.a
I development. It is highly important when \. . . . .10IC'; ~ ,--,=-1 U '"Ii ""'-J
~~"'-'
I·I~. .~'i\
designing,. roads to take into c.onsideration ~liJlj uL.L..al-yJy ~'ll ~.;--1Jl
..
U"I.AJ

the latest international standards and ~.ht:i >.'lai .~\ , Li:~' ~w~
l',\

specifications which in, turn conform to ~Wl.J' ~1 ...>±!~, .J1 1' c'll
environmental'. requiremertts and the future Lb.:;JL: 0..>--hH ~ ~) A),I;;! III o]}
need to link the road network with the · ~IJ .,.ll
, development programme.
..... pJl: ~. ":L •

." ......,.,.,:.\.~.
.:~ . .

·':"f~~f~t Therefore,
,.. '\-".1..'" ",' .
the initiativ'e of,' the Civil 4-l.Jl ~~1 o.JLJJ oj.J~ u~ ,l.l...J
,~~.....!",:;. ~ Engine.eri~1~' Department~n ~he Ministry of ' ~ '~IJjl'-' ~.l4l' U.JJ ·,t" o.JljJ-:
.. Municipal Affairs and Agricultural to up~ <.:?:U\"#~.Li.;hll ~" yL.:iS ~~
date the .Qata~ High~ay Design Manual, '~~," ~A~ rL.c o..)A JJ'/ .J~
which was published for thefirst timein ~ °8 il\ ~I....,:.J~..?' ~ H.l
1

19,89, is the best evidence of its desire to ·'lJ..1SU

.. . ,.)~r
.J. · lA-'tt ~.-:l.). ~\ ... _11
~~'''~

. keepup withthe progress that thiscolmtry Lu...-S:i0 ~o)j~\ o.i.J. r~

i
is witnessing··· and emphasises·. theJ----:1.ll1 ~ ~Iyl ~) .r.} ~1j~J
.
determination· of .this Ministry . . that its· . . 4-llAci ~t hUll
achievements are proof of its work.

'We ask God to guide our steps to ,the , ,-,~.,;hl'~.Jc. \.jL.h:;., ~~ ui-J~ JJ1.J
righteous' path. '. ~r----i1.l

~J~l ) .!1ua .:H -ek

ALI BIN SAEED AL KHAYAREEN
~ljjJl~'~~l~~~1 ~j,
MINISTER OF MU.NICIPAL AFFA.IRS AND A.6RICULTURE
 -~JljJl~ ~~1 ~~;~il] dJlj~~~_I:i.;aLua--~
. Introduction by H.E. the Undersecretary of the lVlinistry oflVlunicipaI Affairs
and Agriculture

The Road Network represents the arteries u-! 4 <.;=JI uy~ ~.rJ:J' ~

for traffic movement in the modern state. ~ r-J

t ) . \~ll! . ;;~lz...J1U.J..ll1

Street~ are not just for pedestrian and w 1 iSyJl ~...?-J .~ ~ l~l!

traffic movement but contain electricity 4 ibL: ~ tS.J >J C. oj ~

l
\

and telephone cables, and sewerage .b.J b-=. -' \ ; , "j~ .b j b.; )

networks. • (... '-:?.J~l-, ~4-J a511

Therefore,:: ·the .:information' that, should be u1 ~·~k-w~.~l ,'0~:~, ~J

available for the road designer should not ~'r-J '-'.J
bJI r t' 0 LS.l1 ~~
I
4

' ­ . "be c:onfined to' population ,density,- the - A _ 9J11,-, ' ~~1 ~\:jSjl ~ <.....i..-i~
-~~.:.t.:.:~.~.-;.J.-~;:,~.';~.•
nature of land and its topography only. ui ~ ~ ~- .h-i!\Alji - '114-' u:aj'il
,-",::~. :.;Thedesigner - has to coordinate with _ '-"'--'~.JwL--~1 ~I.J..) ~ ~
, servIce' '-'authorities- 'a.qd study the ~ -!J1H-J .a, 9bioJr~'.;--uJ1 j~\ ... ­
'develop'ment, ptog~ess ·of the ," area, its.Jj It'' ' -~ ~.J ~..r-J:J"~ ~J J---:il J
'environment, 'and - .the effects of -road _." ~ .
,constru,cti on' and the movement of traffic.

The publication of the Qatar Highway ;;) j~ ~.lA11 L-...a~,oJ~! )~! ul

. Design Manual,. in a new issue by the Civil ~Y==JI~) y~ a..c l-J)'.J ~J..4l' ~-,~l
E'ngineering_ D'epartment~ is undoubtedly a' U-,..) ~.J h.:,..jA- o~~\: ~ ~ (..;.b9 .~
. ~tep. -in th~ right path, and is the .fastest f? H ~Jhl'\j · ~l ~Y=J' ~- ~
way to reach our objective. .;u4! ~- J~,.,.ll ~, ty.ui -.,.,.

l
. , ­

----G~d~-i-~--behi~d-~~p;-rP-;;~~nd-;ill-g~id~- --~--Jj!~-,;1l~~~J'--)--;-:";9JT-~T~J ~-~IJ

u

~ .~ us on-the right path~

~J,I~l~~·~
ALI BIN SAAD AL KUWA.RI
, d..c.1JjJl~ ~~1 ~~~1 ~Jlj~ ~~
UNDERSECRETARY OF THE MINISTRY OF MUNICIPAL AFFAIRS
AND A6RICULTURE

",I'
to.
 ()
Introduction by the Director of Civil-E~gineeringDepartment

This is the second issue of the Qatar yl.-.:i5. ~~ ~liH 4 ,.,l.,ll ~_ o~

.4-a~ 11) b; ~ ~jA
1
Highway Design Manual we present to J.,;----bJ1 10"1
engineers working in the roads and ~ <3.) 6H J~ ~ ~WI ~~
construction sector in the, ~tate of Qatar. . . ..;--h! U.Jj

The first issu,e was published in December ~ ~J ~ ~ ~.J'll ~l w~~

1989. and we have been eager that this ~
c.l...Ja 0. OJ 0'-
ulc ~~ .ill.." · r' ~ 1\ ~
issue should contain more details of the ~~;;l ~ J::..alijj1 c.).4 1~Y. 4· ,,)6\1
methods and ideas which have developed c~, o.i-A·J~ ~~\ ~1 .J'lS-J'J'\J
during this period regarding the design and (J1 1; ~G. ~ " -J.;bJl r-t.:uJj ~ L>---c
- construction of roads~ 'especiaJly those ~.J-4'JI. Q~t w4'i_,.H ~ w~1 ~!
ad.opted in the USA', UK -and - other ~'J.J~' (jA tA_~:J"O~' 4-S1 :"J Q

-, countries in the last few year~. , · - . c.#'Jl wl#I'

;,~;,~:/~~~
. , ,

,'·:r.~i;;;~~~:: ."Whilst it' is the intention of this Manual to y~','L....A {J-o.', uk ~,j) ~J' '
. .;... 'be used in. th~ road, con~tructi6n'se,ctor,.. ~.'1 4 H''1 J J.;1JiJ~- ~ ~ ~
never the· less, it should not be considered· ~~ ~L.t.J! ~~ .JA ~ ~y\ c--=.--yll
the only·', source; it is" only' a guide to t )L.-b'!' J l =-'. :. .'" (4 J1c ~..#' u'.J'·
highway_ enginee~s.The·engineer neeqs to '~. (.j~' ~ Jj~·~~'11J
research, review· and .be assisted by other ~~ J~ ~ Y yL.:i.S..lII.l...Ja i .. u
scientific sources. 'Th'e l\IIanual does' not J' '.?~.~~. J laiJ LAJ ' J.J~l. '
_cover the area of traffic' engineering and ,w)\ <,,~., w~l.J~J ' . b;b
I 6.jH·
,related '~atters such: as planning and (.) ." Y L:u~ til .,LAWl ~1 c.JJ~J
. : trari~p,-ortation, studies and issues: of general t.:JUL....QJ ~l ~L::..l...}i!I' J\ ~\- L; >)L.a~~
policy: We will welcome any' observations, .- ~.l'.,4; lIloH u~
sugge.sti~.n or additions for futu-r~ is,sues. '

'" . -.-
~
The Givil Engineering '.De'partment while
:1
} wo~king earn~s.tly to benefit from new,
engineering developments to keep up with
the times, requests all·those specialising in
r9ad design in "the . State of Qatar to
implement the specifications and standards
contained in this Manu'a!.

Nlay god gives us the fortune to carry out ~ L.J J--.u.U3 ~lAYl ;l~'J ~\ ~3
the trust we bear and to do. what benefits -'~)~\~
the Country.

~Jj
•• Jl4.:du·
..r- ~ ~
••
ALI BIN. NASSER AL THA.Nl

A j~l
! ....oW.tAll dj l.1! Jo:!~

DIREJCTOR Of CIVIL ENCfilNEERlN6 DEPARTMENT

7
 QATAR HIGHWAY DESIGN. MANUAL DOCUMENT HISTORY

rV"

. \
DOCUMENT HISTORY

The purpose of the Document History is to record changes to the Qatar Highway Design Manual. In the
event of a revision to the manual, CEO will issue the amended pages and re-is5ue the Document
History.
The Document History pages should contain a description of the cha0ge the issue reference and the
J

date of issue as noted below. The updated Document History should re"pJace the superseded history
and the revised pages. of the manual. should be placed in the appropriate position iri the manual.

Description Issue . Date

Qatar Highway Design Manual Original Issue December 1989

Qatar Highway Design Manual 2nd Edition (Rev 0) January 1997 .

 QATAR HIGHWAY DESIGN MANUAL ACKNOWLEDGEMENTS

t:. The Qatar Highway Design Manual draws on technical input and experience from a number of
recognised international sources and applies these to the road system requirements for Qatar. Within
the text there are references to publications where the engineer may seek further intormation on a
specific topic. The main reference sources are acknowledged below:

• Qatar Construction Specification

• Qatar Traffic Manual
• Design Manual for Road and Bridgeworks -' British Government Highway Agency
• Policy on Geometric Design of Highways - American Association of State Hig·hway and
transportation Officials.
• Road Design Manual- National Association of Australian State Road Authorities.
• Designing for Deliveries - Freight Transport Association.

Section 6 Copyright Acknowledgement

Section 6 of this manual contains text and diagrams which are based on material co.ntained within the British Gov.ernmenfs
Highways Agency publication the "Design Manual for Road and Bridges ~ Volume 6 Sec.ticn 2.

Crown COP'If\gh\ mater\a\ has been adapted w\th the permiss\on 01 the controHer of r:er
Maies-r/s Stationery ~ft\ce and the
Highways Agency who do not accept any responsibility for the accuracy or comprehensiveness of the contents thIs Manual.

I)
 QATAR HIGHWAY DESIGN MANUAL CONTENls

c·.
. .' .\
CONTENTS

Page·No..
....
GLOSSARY , , 0 •••• , ••• , , • G/1

ROAD SYSTEM IN QATAR . RSQ/1.

The Highway Network
Primary·'Route's
. Secondary Routes

Tertiary Routes

The Route Classification

Qatar Area Zones'

SECT10N 1 DESIGN SPEED

Clause 1.. 1' Gene·ral .. '........ 0 ~ .... 0 •••• '" •• 0 ... '. 0 ...... 0 ••• , • " ••••••• , • , 1/1
C.lause 1'.2 Design Speed Related Para,meters . . -. ..• " , ... -.... '" 0 •• 1/1
Clause 1.3 Selection of Design Speed '.. ' 0 ••••• 0 • • •' • , .' 1/2
Clause 1 ~4-: ' Posted Speed. " .. ~ .' _.. 0 ••• 0 :- " •• " 0 ••• . 1/2
Clause 1-.5 - , Changeover of Design Speed : .. '" " '112
\... --' .
0 • , ,,- • • • • • ".'

Clause,1.6· Changeover to Existing.Roads ~ .- " 0 .' ••••••••••.•.•• 0 .0 1/2

Clause 1.7 Selectl(),n of P~rameter Yalues . , . - ' ' 0 •• 0 .... " •• 0 '• • • o ' .' •• 1/2 .'
Clause 1.8 Relaxations' and Departure~ '.-. '.. :.. -,. 0 " • 0 ' 0 •••• _ •• 1/2 .'.
. Clause' 1.9 Sp~cial Conslderatlon~ .' ' " '~ .' .• " .. ~ ~ . " .,' .. '.... '. . .1/3
. .

SECTION 2 SIGHT DISTANCE

,- . ~ ,

CI~use 2~l General' 0 ~ 0 •••••• • •' " " ' ' ' ' ~ '• • • • 2/1
Clause 2~2 ' Stoppin'g Sight Distarlce . '. ," ',' -.··.·0, • • _'. ~ ~ 0 ~ •• ',' .. , 2/1
Clause.2.3 FuJI· Overtal<lng Sight ,Distance' . ' " ~' ~ 0. ' : - •• -, '.' _ _ 0, • ': " •• ·2/1
Clause'2~4 Obstructlons·toSl.ght·Olstance "'~ .' ,' . - ' ·0 .. , •. 212
Clause,.2.5 Effect of HorJzOn1af.Curves on. ~1'ghtDlstanc'e ~ o••• • :• • • • • • , . : ~ ••• 0-' •• 212
Clause 2.6 '. Speci&il' Considerations ' .•: ~ ',' : . ~ 0 '.' ' ' ~ ••••• ~ • 0 2/2

SECTIO'N 3 HORIZONTAL ALIGNMENT '"_..' _.

- Clause· 3.1 General. 0 " " " •••••; •• '" " • • • •' ' -• • ~: ~. ~." • 0 _ ' •• ,
. 3/t
Clause. 3.2­ Minimum Curvature. "0' " 0.· -" .. ~ 0 • 00 •• 0. " •• 3/1
Clause 3.3 Transitjo~ C~r'ves 0" ~ .- .. " .. ' -. " " ••••••• 0 ••• 0 ••••••• 3/1
Claus~ 3.4 Camber an,d Superelevation . " '" '. -. ~ " ' 3/2
Clause 3.5 .W1deni.ng, on. Curves ' .'. , 0- • 0 ••• 0 0 •• ~ 0 ••• ' •••••• 0 • •' o' • 3/6
Clause 3.6­ H'ar_monising the Alignment 0 •••••• ~ ••• 0 •••••••• 0 ' • 0 .", 3/8
Clause 3'.7 Horizontal- Clearances ". ~ 0 , • 3/10·
Clause 3.8 SpeciaJConsi.derations . "0 0 •• ~ • -" •• 0 ... " 0 ••• 0. 0 •• ,., ••• 3/12

SECTION 4 VERTICAL ALIGNMENT

Clause 4.1 General Controls 0 -• • , • , , ••••••••• 4/1
CI'ause 4.2 Maximum and Minimum Grades 0 ' • • • • • • • • • , • , .: -4/1
Clause 4~3 Vertical Curves " 0 0 •• -, •• '• • • • • ' ••• ~ 412
Clause 4.4 Harmonising the Vertical Alignment 0 • 0 •••• 0 ••• , 0 • 0 ••••• 4/3
Cfause~4.5 Phasing Horizontal and Vertical Alignment 0 •••••••••••• 4J5
Clause 4.6 Vertical Clearances ... 0 • , •••• '0 •••••••• 0 •• , , •••• , • , •••••••• ' 4/9
Clause 4.7 Special Considerations ... 0 •• - •••••• '• • , •••• - • • • • • • • • • • • • • " •• 4/10

.SECTION 5 CROSS SECTIONAL ELEMENTS

Clause 5.1 Road Reservations, , .. 0 ••••• , •••• ' ••• , •••• 5/1
Cl"ause 5.2 Lane Widths " 0 ': 0 • • • • • • • • • • • • • • • • , , • , •••• 5/11
Clause 5.3 Lane Capacity ~ . 5/12
C\ause 5.4 Shou\ders ·.~ ··. , -, · .. · 0 , .
5/12
E.dge Str\ps and Shy O\s.tances .' , . 5/13
Clause 5.. 5 5/13
Clause 5.6 Medians , , 0.0.

. I "1
 QATAR HIGHWAY DESIGN MANUAL CONTENTS

Clause 5.7 Verges ', , . 5/14

~ Clause 5.8 Parking Bays and Lanes , . 5/15
Clause 5.9 Side Slopes , , I ••••••••••••••••••••••••• I •••••••• 5/16
Clause 5.10 Auxiliary Lanes . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . . . . . . . . . . . ..
5/17
Clause 5.11 . . Service Roads .. , . , ,., . 5/17
Clause-S.12 Pedest.rian Facilities . 5/18
Clause 5.13 Utilities . 5/19
Clause 5.14 Use of Kerbs " ,. f • 5/19
Clause· 5. 15 Safety Fences : . 5/20
Clause 5.'16 Crash Cushions '. - . 5/26
Clause 5.17- ' Fencing , , . 5/27
Clause 5.18 Road Closure ~ , ,' . 5/27
cta-use 5.1 9 Landscaping . , , ' . 5/30

SECTION 6 JUNCTIONS'

Clause 6.1 General .. , , , .

6/1
6.1.1 Junction Spacing

6-. 1.2 Traffic Flows

6.1.3 Design Vehicles'

6.1.4 Siting of Junctions
Clause 6.2 . Types 01 Junction . ~ _ : . 6/6· (
.... ~
6.2.1 T-Junction'
. -:~:ift:~ . 6.2.2 Simple Crossroads·
'?7/~~t;~·~ ._ 6.2.3 Stagge·red Junction·

,r.'~I .. "*': .......... '4f

6,2.4 Skew or Y-Jun.ction· .

6.2.5 Roundabout' .
6.2.6 . Grade 'Separated Interchange
6.2.7 "Traffic Signals .. .
Clause·6..3 JunctJon Selection e' ~ ••' _ ~ '•. , ._..... • ­
6.3.1 ' Status of Inters'acting Road~., .
6.. 3~2· .Continuity of Stand~(d"'.' .­
6.'3.3'. ' Junction capacity. ...... '., ': "'. _.. - .-
. Clause 6~4 MajorlMInor Junctions ~. 'General .'. . . ~ ..-.'.. ~ . - ' ~ -.. · 6/9 "
Clause6'~5 Safety At, MalorlMlnor Junctions ..' ~ ' " ~ .'. ~ J '• • • 6/9 '
Clause 6.6. :~ ..., ~
Major/Minor Junction Types. ' ' _..'" ' . 6/9
6..~6·. 1 .- The" Simple T-Junction
6-.6.2.' T-Junction with' Ghost Island
6.6.3 T -Junctionwith-SingJe Lane OualJing,
6.6.4 T-Juncti'on on a Dual Carriageway with Median

Opening (Signalized) '. .

T -Junction on a Dual Carriageway With. Carriageway

, Separation
6.6.6 Crossroads·
6.6.7 Staggered Junction .
6.6.8 Right and Left Hand Skew Junctlon

Clause 6.7 MajorlMinor Junction .Elements .

6/14
6.7.1 General

6.7.2' Design Speed

6.7.3 Visibility
6.7.4 Corner Radii:
6.7.5 Carriageway Widths
6.7.6 Central Islands .. Major Road
6.7.7 Central. Island Tapers
6.7.8 Turning Length in, Median

6.. 7.9 Direct Taper Length

6.7.1 0' Left Tuming Lanes

6.7 . 11 Median Openings

6.7.12 Traffic Isla·nds

6.7.13 Nearside Diverging Tapers and Auxiliary Lanes
6.7.14 Merging Tapers

, /J
 QATAR HIGHWAY DESIGN" MANUAL CONTENTS

SECTION 7 INTERCHANGES

~
CJause 7.1 In1roduction . 7/1

Clause 7.2 Types of Interchange , . 7/1

7.2.1 General

.. 7.2.2 F.ufl Interchange

7.2.3 Compact Interchange

Clause 7.3 Selection of Junction Type ,......................... 7/6

7.3.1 General

7.3.2 Tra.ffic Flows and Design Year

7.3.3 Junction Spacing within the Netwo.rk

7.3.4 Initial Information Requirements and Decisions

7.3.5 ·Types of Interchange for Preliminary Design

7.3.6 Preliminary Designs

Clause 7.4 Design Elements - -, _ , 7/8

7.4.1 Definitions

7.4.2 Design Sp~ed

7.4.3 Lane Provision and Capacity

7.4.4 .Hard Shoulders and Edge Strips

7.4«5 Merges and Diverges at Interchanges

7.4.6 Slip Roads

. -.~_:.': -.~
.w• ....;.j ...
...'"
I"
, 7.4.7 Lin~ Roads

7.4.8 Loop Road.s

.:@¥i~. 7.4.9 ,Weaving Sections

)"Clause 7.5 Other DesignConsiderat'lons , ' - ' .. -. . . 7/16

7.5.1· Cleatance and Headroom - '. -. ',., .

7.5.2 _ Superelevation" '

7.5.3 . Safety Fenci~g

7.5.4 Signing,

7.5.5 Lighting

,7.5.6, - Utilities- -' ..

7.5.7" Emergency Vehicles

7.5.8 Maintenance Provisions

.7.5.9 , Environmental Issues

se·CTlc)'N 8 QRAINAGE. ' ", _ .

Clause 8.1 Introduction . ~ ' - , '" ~ . 8/1

- 8.1.-1 - . Functions of Highway Drainage - .

8.1 .2 Minor a·nd .Major Syste ms _ _

Clause 8.2 Design Criteria _ " ;, " , . 8/2

"

8.2.1 Hydrological Data . I

't. ~

8.2.2 Design Return Period

8.2.3 Design Method

Clause 8.3 .Urban Drainage ' . 8/14

8.3.1 Introduction

8.3.2 Urban Catchment

8.3.3 Positive Drainage.

8.3.4 Drainage of the Carriageway

8.3.5 Drainage of Medians, Footways and Verges

8.3.6 Emergen~y Flood Area (EFA)

8.3.7 Maintenance Strategy

Clause 8.4 Rural Drainage 0• • • • • • • • • • • • • • • • • • , •••• 8/18

8.4.1· Introduction

8.4.2 Rural Catchment

8.4.3 Drainage of the Carriageway

8.4.4 Drainage of Medians and Verges

8.4.5 Natural Surface Drainage

Clause 8.5 Junction Drainage . 8/22

8.5.1 Introduction.

8.5.2 Drainage at Junctions

A tr_
 QATAR HIGHWAY DESIGN MANUAL com-errs
CJause 8.6 Subsurface Drai-nage ~ 0 • 0 0 • .:. 0 •••••••••• ~ " •••••••••• 8/25
8:6~ 1 Lntroduction .
8.6~2 Subsurface Drainage Methods

SECTION 9 _ PAVEMENT
CJause 9.1 Introduction ..... ~ 0 0 • ••••••••• 0 ••• 0, •••• ~ ••••••••••• 0 ••• , • 9/1'
9.1 ~ 1 General
9.1.2 Typical Pavement Structures
9.1.3 Road Deterioratfon
9.1 ~4 Variability in Materials and Road Pertormance
Clause 9.2 . TraffIc Assessment .. ~ .. 0 0 ~ • • • • • • • • • • •• -9/2
9.2.1' Introduction
9 .2~2 Design Life
9.2.3 Traffic Forecasting
9.2.4 Traffic Counts
9.2.5 '. Standard Axles. .
9.2.6 . Deterrrlination of Cumulative Standard Axles
9.2.7 Design -Traffic Classes
- . Clause,9.3 ··Pavemen·t "MaterIals .- ~ .. ~ 00 ••••••••• ' •••• -. " ' ••• 0. • • • • • • 9/6
9.3.1 Qatar Construction Specification (QCS)
9.3.2 Subgrade

~.3.3 . Gran'ular Material f·or Sub-base and Roadbase, .

9.3.4 Roadba.~,e • Asph,aJt Concrete

9.3.5 Cement Bound Material
. 9.~.6." . We~~ng"Cours'e' ""~:'. :' "
~.3.1· .- 'C'o~c~e1e for Rig.id Pavements
9.3.8 . .. Precast Paving',Blocks - . '. .
·Clause "9.4 Design Charts ... , .. e ~ ~ ~
• • • • • • • ' .' . •• ' •••• '• • • . . • • • • • ' • • • '. • • • • • • • 9/8
9.4..1 'General - ,', " .
.' 9.4.2 Aspnalt Concre1e'Roadbase.': , .
9.4.3 . Asp,halt and Granular 'Roadbase.· ..
9.4.4- . Flexible-Composite Roadbass'­
9.4.5 A,einforced Jointed. CC?n£?rete.SI,abs
._ 9.4..6 . Preca's~ Biockipavi·ng.· ' , - , , ' -.
Clause' 9.5 - SpecIal Paveme.nt Sectfons .- ~ ~ e' ~:.
•• >..'..:... '. ': .' ... "... :.. -.'.. .. 9/1.:5·
!;J.5.1 Stagt;!d Construction (Single Layer C~ns~ruction)
I' . Clause 9.6 Pavement Evaluation .... e ~~
. . . . ' • • • • • • • • • • • '• • ; •• •••••••• " • •• . - 9/15
9.6.1' . Introduction
9.6.2 Ro'utine ~onitorjng
:~ 9.6.3 . ,'. D·etailed.'Suf.'iey-_ '.
t' .'t.:... .. 9.6.4 . Detailed Investigation
9.6.5 - InterpretatioF!·and Design of Remedial Works
Clause 9,!7 References .. e." .- • • • • '• • • '.' • • • • • • • • • • • • • • ~ e e ••• • • • • • 9/18
Annex 9A ,Basis of the Design Method for Asphalt Roadbase ,........ 9/19
9A.1 Design Methods
9A.2 Design Strategy
9A.3 Applicable Methods
9A.4 . Specific Method for Qatar
9A.5 Weak Subgrades
9A.6 References .

SECTION 10 ROADWAY LIGHTING I

Clause 10.1 Introduction . 10/1

'1 0.1 .1 Reasons for Lighting
10.1 .2 Justification
10.1 .3 Scope
10.1 .4 Complementary Standards
, Clause 10.2 Performance Requirements ". ~ " · . 10/1
10.2_1 Summary of Road Classif:ications' in Qatar
10·.2.2 Lighting Performance Recommendations
1O.. 2~3
lJ
Limitation of Glare and "Light Pollution
I~
 QATAR HIGHWAY DESIGN" MANUAL CONTENTS

Clause 10.3 Recommended Practice " ", , , ,·. 10/2

10,,3.1 Decisiqns Prior to Design .' .

10.3.2 Standard Lighting Geometries for Different Road Profiles

10.3.3 Lighting Columns as Hazards
10.3.4 Typical Lighting Layouts at Junctions

Clause 10.4 -Sp~cj1ication of Equipment .. , ,, ,., · . 1017

Clause 10.5 Electrical Distribution , .. " . · . " · ·10n

10.5.1 Supply
10.5.2 Feeder PHJars
10.5.3 Cables
10.5.4 Ducts

10..5.5 Earthing Systems

10.5.6 Safety Standards

Clause 10.6 Maintenance and Operation , , ," . 10/8

10.6.1 Design ImpHcatio-ns

10;6.2 Quality of Equipment

10.6..3 In\tentory and Fault Reports

I
,J!
10.6.. 4 - Cleaning and Lamp Replacement

10.6.. 5 -Frequency of Inspections

10.6.6 Hours of Operation ­

':::~'~~APPENDIX A SUR·VEVS
;~\;i~ciause A1· Introduction " ' ~ " ,~ . ~ ~ ·. ··, AJ1 "
," ·:·:\tls'LI'Se ~ Su~ey in Qatar . . . . . ~ " .......•... .- " . . . . . . . 0_. • • • .' • • • -AJ1
A2.·1 --Ge~tre for GIS - Mapping and Positionfng,' Services
" . A2.2 _Land Information·Centre· General-Survey· Section (GSS)
1: A2-.3 Planning D·epartment .:.

A2.4 ceo Survey Unit . . _'_

Clause A3 Survey Work Procedures < "·-"" A/5

A3.1 ' , Topographic:;:al Surveys .

,A3:2 . S'ervices Surveys ' ,­

A3 . 3 As-built Surveys~· .. ._. _

Clause A4 Approved Sur:vey Companies '.' ~".~'" .: /~ --.' I· •• • .. ' .. - Al6

Clause AS Specification for T~pographical,Survey ' .. ' _AJ6

.
A5.1
"'. ..
'"
Feattirasto be Observed·' ,
I • • •

. AS.:2 '·Prepar~tion 01 Survey Data- "

AS.3"," S-pecifications··

_A5.4 Ctiec~ing- a~d Verification

, APPENDIX 8 GU"IDANCE NOTES TO·PREPARE A BRIEF FOR GEOTECHNICAL

'SITE INVESTIGATIONS, '­
Clause 81 Introduction 0> -. " ' . ". . . .. . . . . . . . . . . . • . . . . . . . 8/1

Clause 82 -Initial Considerations 0" , " -• • • • • " • 8/1

Clause 8-3 Preparation of· the Brief " . : . " ~ . . . ". . .. . ". . .. . . 8/2­
83.1 Geotechnic~1 Investigation Works
83.2 Field Tests
83.. 3 Laboratory Tests

Clause 84 Engineering Considerations" "" , , .. , , .' en

84.1 Methods of Investigation

84.1 . 1 Trial Pits

84,1 .2 Boreholes

84.1 .3 Samples
84.2 Testing
84.2.1 . In Situ Testjng

84.2.. 2 Laboratory Testing

84 . 3 Earthworks

84.4 Retaining Structures

64.5 Geo-synthetics ,

Clause 85 Sample Pro Forma for Quantifying Geotechnical Site Investigations 8/14

 QATAR HIGHWAY DESIGN MAN'UAL
GLOSSARY OF TERMS -USED
AADT(Average Annual Daily Traffic) - Total
yearly two-way traffic volume divided by the
number of days in the year.
Acceleration Lane - A speed change lane to
enable a vehicle entering a roadway to increase
its speed to' merge with through traffic.
Access Road - Road prov.iding access to a
local area or individual properties from a
distributor road.
ACT (XX) (Average Daily Traffic) .. The current
or projected average two-way daily traffic for the
year 19xx or 20xx used to define the traffic for
that year in the Gregorian Calender.
At~grade Intersection - An intersection where
all carriageways join or cross"at the' s~me level.
,' Auxiliary uine - The portion of the carria.geway
. ~dloining, the "trayeUed way' for ~e"aVing~,.t,tuck
climbing,: speed 'ch'ange, or 1o~ other purposes
supplementary to th,rt?u-gh ,~raffic f!.l0ye~ent.
. Axle Load "- The totaJ I:oad transmitted by all _.
wheefs"on a" single axfe' exten'dJng 'across the
full width of the vehicle-. '- Tandem axles 1m or
Jess ~p~rt shall be considered ~s a"singleaxJe. '
-. ' -.. . . . .
"Backslope - Itl cuts, the stope frqm, the b9ttom'
.". materi~~u~der tne pavement.
of the ditch to the top of the cut,.
,
,
'
, Berm .. (1) A raised and'elongated· area of earth
intended to di.~ect a flow of water, screen
headlight gl,are. ' (2) "Embankment'widening' to
provide lateral support for the roadway.
Bra'king Distance' .. The' distance required to
stop the vehicle from' the instant', brake
application b,egins. ­ 'centerline is the middle of the travelled way,
Braking. Reaction Distance - The di'stance
-traversed by the vehicle from ,the instant the
driver sights an object necessitating a stop, to
the instant the brakes are applied. '
Bridge - Structure supporting road or
pedestrian walkway over'an area to ,be·crossed.
Broken Back Curve' - An arrangement of
curves in which a short tangent separates two
curves in the same' direction.
GLOSSARY
Buffer Zone (Bufff;!r'Strip) - Land adjacent to
a highway acquired by the highway authority for
the purpose of preventing development that
would be adversely affected by traffic noise, or
for erecting noise barriers. '
Business District - That portion of a
municipality or an area within the influence of a
municipality in, which the dominant land use is
offices, banks, hotels and govemment bUiJdi~gs
California Bearing Ratio (CBR) .. The ratio of
the fO'rce required to penetrate a soil mass with
a circular piston of Scm diameter to the, force
"required to penetrate a mass of high quality
crushed stone with th,e'same piston. ·The rate of
,..p·enetration iri. both, cases' is 1.27mm, per·
mkiute. ,Refer BS 1~77. '
Cambf!r • (1) A slight~rchdtlsignEld··qrbl.JntJnto
, a structure' to C'orr1pensate for the. natural'"
d~fl~ction aft~.r I,o~~ing .. ' (~) ,Slope q'n ?t' sin'gh~~
carriageway' road from the centre to the edges
~ aid~ra,inage.' .
Capillary Break LaYe~. The layer'qf sp,ecified
, or selected material- pl'aced on th~ subgrage'to
, break the capillary rise of water an~ salts.
,Capping ."Layer' .• ' Layer, replaclng . e,xi~tin.g
'
,
,Carriageway -,The part of a highway, including
" 'shoulders, for' vehicular use. 'Single
carriageway or dual carriageway.
Catchment - Area feeding 'rainfall, to a specific
point.' '
Centreline . ~ (1) For a twb-laf1e hi'ghway the
and for a divided highway the centreline may be
the centre of the median. For a divided
highway with independent roadways, each
roadway'has its own centreline. (2) The define,d
and surveyed tine shown on the plans from
which the highway construction is controlled.
Cloverleaf Interchange A four-leg
interchange with loops for I;eft turns, and other
connections for right turns. A full cloverleaf has
ramps for two turning movements in each
quadrant.
,(i\
 QATAR HIGHWAY DESIGN MANUAL GLOSSARY
Commercial Area - That portion of a
municipality or an area within the influence of a
• municipality in which the dominant land use is
shops and commercial business.
Crash Barrier: See Safety Fence
Crest Vertical Curve - A vertical curve having
a convex shape in profile.
Crossfall • (1) A pavement superelevated
toward the right or left shoulder on appreciable
curves. (2) On divided highways on straights
or flat curves, each one-way pavement may
have a unidirectional slope across the entire
width of pavement; usually downward toward
the outer edge.
Culvert· Aclosed conduit, other than a bridge,
which - conveys water carried in a natural
channel. or waterway from one side of a
...<. highway to the other side. Culverts. may be
,.,:~p[efabricatedpipesof concrete, steet, or vitrified
,;::~~\clay, or they may be cast~in-place structures of
:,','·reiriforced concrete,such a box culverts or arch
.culverts.
Curve Wldenirig '. The widening of the highway
travelled way' on sharp curves to compensate
for the fact that the rear'wheels of a vehicle do
n.9t follow exactly in the tracks of, the tront
Ii .
wheels.
De'celeratlonLane -A speed-cmangelane that
enables a vehicle to slow to a, safe, exit speed.
when making an exit turn.
Desert Road - A graded track to access a farm
or small group ofproperties.
Design Hour Volume (DHV) - Th.e future two­
way hourly traffic volume for u$e in design,
usually the 30th highest hourly volume of the
design year (30 HV).
Design Lane - The lane on which the greatest
f1umber of equivalent a-tonne, standard axle
loads is expected. Normally, this will be either
lane of a two-lane highway (single carriageway)
or the outside lane of a multilane highway (dual
carriageway) .
Design Life - The number of years of intended
service life of a facility before the first major
rehabilitation.
Design Speed - A speed selected for 'purposes
of design and correlation of the geometric
features of a highway and a measure of the
quality of service offeredby the highway. It is
.. ., . "
the highest continuous'speed where individual
vehicles can travel with safety upon a highway
when weather conditions are favourable, traffic
density is low and the geometric design
features of the highway are the governing
conditions for safe speed.
Design Vehicles - Selected motor vehicles with
. ~he weight, dimensions, and operating
characteristics used to establish highway design
controls for accommodating vehicles of
.designated classes.
Design Year - The future year used to estimate
the probable traffic volume for which a highway
is designed. A time 10 to 20 years from the
, start of construction is usually used.
Diamond Interchange - A four-leg interchange
with a single one-way ramp in each quadrant.
All left turns are made directly on the minor
roadway.
Distributor Road ~ A type of road serving tWo
distinct functions. It provides a traffic service
between primaries, arterial~collectors,. other'
.. lodil roads, a town!· village, industrial or
commercial develqpment,. or a recreational
area. It also provides directvehicularaccess to
privately owned properties. Land service is the
. first considercrtion, but traffic service, may have
more than incidental significance. . .
, Dltch·~ A trench dug in the earth for drainage
t
purposes..
i
Diverging ~ The dividing of a single stream of
,traffic into separate streams.
Dual Carriageway - A highway with separated
carriageways for. traffic in opposite directions.
EIghty-fifth Percentile Speed - The speed at
or below which 85 percent of the vehicles are
being operated.. i
l.
Elevated Highway - A highway on fill or
structure above the level of the adjacent
ground.
Embankment - A raised earth structure on
which the road is placed.
L
Emergency Vehicle - A vehicle belonging to
the armed forces, civil def!=!nce, police, fire
service . or ambulance service, or other
IL
designated vehicle' used' for .answering
emergency callsfor assistance.
 QATARHIGHWAYOES1GNMANUAL - 'GLOSSARY
Emergency Flood Area, (EFA),· Area set aside­
to store -flood water during heavy rainfall.
ESA (Equ(valent Standard Axle) - The effect
on pavemenlperforrnance of any combination
ofaxJe loads of varying magnitude, equated to
the number of reference single-axle' roads
required to produce an equivalent number of
repetitions of an 8-tonne ~ingfe axle. .
Exit ~ The pO,iht where traffic leaves ,to travel to
an 'intersecting road.
. ,
Fencing - Item placed next to the road to define
the, edge of reservation or restrict animal
access.. -'
Fo'reslope .. The slope from t.he ,edge" of the,
surfaced shoulder to the top of the subgrade, or '
, the bott.o~ of the ditch in cuts.. ' the, highway. _
Formation - Graded surface above subgrade or
c~pping 1ayer on wh~ch_the pavementstructure.
is laid.. . - .
,. Forma1Io~Djaln-~ Por.ous'or perto'rateqpi·pe,.'
:or g~ded aggregate instarted under. 'a' ro~dway ­
or ;~houfder.to porovide subsu~ace drainage.
. ~ . . .'
F,ootpath .. That' portion ofa street o'r h-i.ghway _
be.tween the' kerb line or edg.e of ~he roadway,
-,and tht3" ,.adjacent·'.' edge .' of :' reservation' .
.constructed· specif,icaUy-:' for ,;:p,edestri,ans
, (sor:netimes refe'rr~d-to as sidewalkr.:· ° •
,FullOVeftaklng Sight Dista'nce (FOSD) •. The
minimum si'ght 'distance that miJst be· available
to enable a driver of one vehicle '. tq pass
an'other vehicle, safely, without interfering with
l~ .. - the speed 'of an oncoming v~hicle travelling at
J~.: -" ~ , th~··design speed. . Interchang~'_ .. A system of" interconnecting
1
j
Gantry .. Signal or sigl'") ·support above a
carriageway,.
Ghost Island:.. Painted or hatched marking, on
the road 5urtace to 9~ide traffic.
Gradj'ent - The profile of the centre of the
carriageway, or its rate 01 ascent or deScent.
Gra,de - To sf!ape or reshape earth by means of
cutting or filling. .
Grade Separation · A structure that provides
fo r highway traffic to pass over or under another
::ij ­ highway. . Kerb - A structure-with a vertical, horfzontal or
,J
, Guny -' Co\lect\on and di.str\bution point ,lor pavement or shou\der Tarm\ng part 01 a Qutter
surface water along a gutter.
Gutter .... A paved and generally shallow'
waterway provided for carrying surface
drainage..
Headwall ... A vertical or inclined wall at the end
of a culvert to prevent earth from spilUng into
the channel.
Hierarchy Class'ifJ~atjon - The grouping of
individuaJ highways in a highway system,
according to thOeir purpose or function, the type
· of traffic they serve', and their maintenance
require-ments. The m'ain functional classes are
.Primary, Secondary, and Tertiary., 'though
subclasses are- also used.
Highway" see Road.
Horizontal Alignment - Horizonta! geometry of
Horizonta1'Curve -'A circular curve"or transition
.by means of' which' a highway can change
direction ~o- t~eright er left
Indepen'dent A'llgrime'nts .. Each' carriageway
of a' dual carriageway is designed and located
, to take. full advantage, of the terrajn .. ',The
. . m·edian need not be of' uniform' width, and the
-,two carriag'~ways need not ~e, ',at' the same
. level. '"
'I'ndustrial Area'';' That portion 'within- a
municfpafity·.in which th~ :domin~nt land use· is
.light or he~vy i~dust,rx. '
, Inside' 'Lane '., the first lane: of a -dual ­
.carriageway,' commonly -referred to- -as. the slow
lane or nearside lane. .
roads. in conjunction 'with one or more grade
separations, providing for the movement of
traffic -between two or more roads on different
. levels. '.
Intersect.ion ... The connection, of two or more
roads. is called a. intersection.
a
-Intervisibility - The reqUirement of vehicle
driver to see approaching vehicles andaJso for
his vehicle to be seen .by approaching vehicles~
Junction .. Treatment of the intersection of two
roads.
sloping face placed along the edge' of a
t
and strengthening or protecting the edge..
 QATAR HIGHWAY DESIGN MANUAL
Lane A portion of the travelled way providing
4
jo for a single line of traffic in one direction.
Left Lane - On a two-lane, two-way road, the
traffic. lane that is to the left of the centreline and
normally used by traffic moving in the opposite
direction; or on a multilane road. the extreme
left traffic lane of those available for traffic
travelling in the same direction, ie: adjacent to
the median.
Left-Turn Lane - A traffic lane within the normal
surfaced width of a roadway or an auxiliary lane
adjacent 10 or within a median, reserved for left­
turning vehicles at an intersection.
Median -The portion of a divided highway
separating the travelled ways of traffic travelling
in opposite directions.
Median Barrier - A longitudinal system used tb
·,:':·'.'·:pr.event an errant vehicle from crossing. the
>S!;median of a dual carriageway.
'/~.:~~>~.~ '. . .
'-:"M'edi~n Opening - A gap 'in a median provided
.for crossing ant,! turning traffic..
Merging.~ The' converging of separate streams
of traffic into a single stream. . . . . . motorway to the minor road,
.' . .
MolstureComent -The percentage, bywelght,
of water contained in soil or other materiat,
usually based on the dry wei~ht. . '.',
• ... 1
Motorway· - A multilane,' 'duat, carriageway
designed to move large volumeS"tif traffic at
high speeds. under free-flow. conditions.
Motorways .have full control 'of access with
interchanges incorporating grade separation
and junctions. . municipality, or an area within the influence of a
.' .. . : '. ' .
Network - A group of roads of varIed hierarchy
. .
in a defined area.
Noise' Barrier - A' barrier of earth, stone.
concrete, or wood placed adjacent to the
1
j1ighway to reduce the noise level on abutting
property.
One-way Highway - A highway or roadway
having one or more lanes on which all vehicular
traffic must go in the same direction.
Outer Separator - A separator between a
seNice road and the carriageway of a highway
or major street. . designated lane provided at intersections for
Outside Lane - The lane nearest the median on
a dual carriageway, commonly' referred to
the fast lane or ott-side lane.
GLOSSARY
.2,
Overpass - A grade separation where the
highway passes over an intersecting hignway.
Parking Lanes - Additional width outside the
travelled way of a highway or street thai is
designated for the temporary storage of
vehicles.
Pavement - Structure on which vehicles travel.
Pedestrian Crossing - Any portion of a road at
an intersection or elsewhere distinctly indicated
for pedestrian crossing by signs, lights and by
lines or other markings on the road surface.
Perception Time - The time required by a
driver to perceive that he must change speed or
stop.
Primary Road :" Principle road within the
netw-Ork.
Profile -. A longitudinal section of a highway.
drainage course, etc.
Ramp·- A short carriageway, usually. one way,
to accomplish .transfer movements within an
interchange from ,the arterial highway, or
Commonly
. . referred to as a slip ro~d ..
,r
. Reaction Time - Thetime required for a driver
to apply foot pressure to the brake after .he
perceived thath~ must stop. . .
Refugelstand - An island in.a wide intersection
to provide refuge for pedestrians.
. Residential Area - That portion of a
.
municipality in which the dominant land use is
residential development, but where small
t
1
I
business areas may be included.
I
Rest Area - A roadside area with parking I
facilities separated from the carriageway
providing motorists with opportunities to stop
and rest for short periods.
. - ' .
Reverse Curve - A curve consisting aftwo arcs
of the same ar different radii curving in opposite
directions and having a common tangent or IL
transition curve at their point of junction.•
Right-Turn Lane . An auxiliary lane ar
right-turn movements.
as
 QATA(:1HIGHWAY OESIGN 'MANUAL '(.iLOSSARY

Ring ·Road.... An .arterial hi"ghwayfor carrying ::~ -'parator - An' area or a device located
r~; tra1f·ic aro~nd an urban· a~eaorportionthereof. Ie·' gitudinaHy betw'een two carriageways so as
'-"i
separate traff·icflowing in the same or
Road (Highway) .. ·A general term denoting a .' . :Jsitedirections, and·so design·ad· as to
public way -tor purposes of vehicular travel ~>·"Jurageorpreventpassag~ by vehicles from
incfuding the entire area within the reservation. U';' raffic lanes on one side of the separator to
n ... :3 on the other.
Roa.dbase - The layer of spec.ified or selected
materiaJ placed on a sub-base or fo'rmatio.n. S' ,dder .. The portion of carriageway
c, -Juous with the travelled way for
Road Hump (sleeping policeman) - Raised ,at·· nmodation of stopped vehicles for
portion of the carriageway designed to sJow er ·jency use, and for lateral support of base
or
,:.', •

passj~g 'vehicles. anrJ . :rface courses.

Road Markings,.. A traffic, control' device Sh~.J ~i'istance - The portion of carriageway
consisting ofliries, patte'rns, works, symbols, or cc IO~s with the. travelled way which
colours on the pavement, or adjacent to the _ Si:', as the face of the-kerb· from the t~avelled
road. wa.',

Road ~jgn - A traffic control device mounted on Sk7 t

• ',:·~stance - The length of roadway ahead,
a support above the 'eve"' of the roadway that, vi~:: '.'J the driver.
conveys a specific message by means of words - . ~ ..

'or symb9ls. Stn~':~;~~rq ~xJ~ - 'Singl·e axle Ic?ad of 8, 167~g. '

Road Stl.fd ~'Reflective or' nonreflective stud 'on StopP'i}·i9. Sight .q·l~t~~~e (ssb,.·- The dist~nc,e '
th·e road surfac~ 'to def'iri~ road. markings a·nd. req~jr~: by a. driver.of a: vehicle, ,travelling at a'
',I

,.. traffi.c p,?sitionin.g.··' '. . -given speed', to ori~g ~J~ veh'ic1e t~ stop' after a
.. an·object on· the roadway becomes visible. It
..: ·Rum'bie.' ·Strlp· .• A '~roug'h' :ts}(tured: ,sG'rface, inciudes .the djs~ance traveHed. -during. the­
.' constructed for the ·purpose· ,of causing the tires . perceptjof1 an'd reaction, times, as well. as' the
"' of . a mot9r vehicle d~jVen over it to vibrate v~hicJe braking d,istanc~.. ' .
audibly a~ a 'warning to the driver.
·Storm . '.~rajn (sewer) -' A system· of, catch .
Safety Fence - A·protective cable, beam or·wal~' basins.- :"lnd u~dergrour}d· conduit.s· qollecting,
, 'device placed along the· carriageway edge for concentrating," and conv~ying": water· to a
the purpose of redirecting vehicles that have left . disposai po.int. .,
the roadway at.a p.oint of hazard.
Street ... See Road...·'

t..
Sag Vertical, Curve - A vertical curve having a
concave shape in profile,. '

Screening - The use of trees, shrubs, fences,

or other materials to obscure an objectionable
view or to reduce an objectionabl~ sound.
Secondary Road - A highway of less national
, significance than a Primary road, but a highway
. that is intended to move !·arge· volumes of traffic
at high speeds.. Military installations and
seap'orts not served by a Primary road are,
reached via Secondary roads. Traffic
movement is·the primary consideration, but this
type of road may also provide some land
service function. ' curve.
Sub-base·"- The layer o.r layers of specified or
selected m·aterial· of designed th!cknes.s pJaced
on the sUbgrade to suppo~ the roadbase.
Subgrade - (1) The,' top 300mm. layer of
embankments or excavated areas on which the
pave,men.t ,structure including. shoulders is
constr~cted. (2) The top of a ·capping layer
upon which the pavement structure and
. shoulders are constructed.
Superelevation - The ele'vating of the outside
edge of a curve to partially offset the centrifugal
force· generated when a vehicle rounds the

Superelevation Runoff (application). .. The

transition distance between norma} crown and
tuny supe~e\evated roadway.
 ," "
, .... : .: .. ' ,

QATAR HIGHWAY DESIGN MANUAL . GLOSSARY

Tack Coat - An .application of bituminous Underpass - A grade separation where the

/0 material to an existing surface to provide bond highway passes under an intersecting highway. (

with a superimposed course. Can be a pedestrian or animal underpass which

Time of Concentration - The time required for
storm runoff to flow from the most remote point
at a drainage catchment area to the point under
consideration. It is usually associated with the
design storm.
Toe of Slope - The intersection of an
embankment side slope with the original ground
surface.
crosses under the main highway. .
Verge· The portion of the highway reservation
that is next to the road and is unpaved.
. Vertical Curve - A curve on the longitudinal
profile of a road to provide a change of gradient.
Visibility - The distance at which an object can
be just perceived by the eye.

Topsoil (Rodah soil) - Surface soil, usually Visibility Splay· The area required for driver
containing organic matter. Visibility to the left and right on the approach
to a junction from the minor arm.
Traffic Barriers - Roadside barriers, median

barriers, crash cushions, and bridge parapets

Wearing Course- The top layer of a pavement
intended to guide or protect traffic from ro.adside
which resists skidding, traffic abrasion and the
.. .hazards, including collision with other vehicles.
disintegrating effects of climate~ .

;;{.r;.TFaffic Island - An island provided in the road Weaving':' The crossing: of traffic streams
.':'Jf~§~parate ordirect streams of traffic; includes moving in the same, general direction
. .both'divisional
,: .
and
'. ch'annelizing
' . .
islands.
.'
"
. accomplished by niergingand div.erging.
.'. . .. ..

Traffic Lane-That portion of the travelled way
for the m?vement of a single line of vehicles.
:Traffic SIgnal ~ Lights used to direct and stop
and start traffic. . .
WeavirigSections- Highway segments where
the pattern of traffic entering and .leaving at
contiguous points of access results in vehicle'
paths crossing each other.

Transition - A .section of variable pavement .

. width required when. changing from one width of f
.\
travelled way to a greater or lesser width. ..' l

Transition Curve (Spiral) - A cLirve of variable

radius intended to effect a smooth transition
from straightto curved alignment:
'f
TravelledWay • . The. portion.. of. the !
carriageway' for' the movement of vehicles, l
exclusive of shoulders, hard, strips, '.shy
distances and auxiliary lanes. !
!
Turning Lanes - Auxiliary lanes provided at at­
"grade intersections for right and left turning
movements ..

TUrning Track Width.· The radial distance "

between the turning paths of the outside of the
outer front tyre and the outside of the rear tyre I

i ,

that is nearest the center of the turn.

Typical Cross Section - A transverse section

of a proposed highway showing the lateral
dimensions and functional and structural
elements of the highway.
 QATAR, HIGHWAYD,ESIGN M,ANUAL

ROAD SYSTEM IN ,QATAR Secondary and rertiary Route Numbers foH'ow

a branching system based on the Primary
The Highw~y Network RouteN,umbers.

Ro-ads within the State of Qatar each fulfil
certain functions within the overall network. A
hierarchy exists which defines their various
roles. Table 1 shows the status of road types
within the hierarchy.
aatar Area Zones
For ease of communication and coordination
between Government bodies Qatar has been
divided into reference Zones.

Primary Routes Activities such as pfanning street names, Road

l

. Network Plans ,and Hierarchy Plans are

These ·are 'routes 01 strategic signi-ficance generally ref;erenced' against the area zones.
whose purpose is to act as the principal These. zones are illustrated in Figure 3 and
distribution routes between the City of Doha, the Figure 4.
main regional centres arid the national, border.
They are generally dual carriageway roads ,­built
to highgeo~,etrjcstandards.

The present system­ ofPrim-ary Routes.-is

illustrated in ~igure··l and-Fjgure 2. '

Secondary Ro~~es '

-Seco'ri,da,ry~A,Q\Jt~~~ _~~ryes -as area gi~~rib-~tqrs'

bY-,-Jinkrng Primary-,R'outes. either. to each.other
-or byfeed~ng -traffic into the' Tertiary Route _
_network. They 'are gen~rally dual .Carriageway­
but ;n,ruraj.~rea.s-may ,be single carriage~ay.

The,maJor Seco·ndarY:Ro.utes ar~. also shown in

Figure,1 and,Figure.2. - . -,

Tertiary R.~ute~ .' " ,

t 'Di"strict' distnb.utors,:-iocai,distributors and access

,J roads are classified as Tertiary Routes. District
distributors are' urban dual carriage~ay roa.ds
-' providing high capacity routes b.etWeen- districts. - '
1 LO'cal' ­'distribUtor roads link. a.cc~ss .roads to
I
~- -, 'either the Secondary Route network or, in urban
areas, the district 'distributors. Both- local
djstribufors .- and accesS roads are
characteristicatlylow _design speed , single
carria-geway roads.. . ,

The Route Classification

The Route numbering system is centred on the

city of Doha.. As shown in Fjg~re 2, the origin of
the Primary Route network is the O-Ring Road,
this being designated Route No.1. The. Primary
Routes Nos.. 1 to 7 extend radially outwards
I
from the O-Ring Road.. With the exception of
Rout~ No. 59, linking Route NO.5 to the national
(

border, aft Primary Routes have single digit

, numbers.
"j
Ci
.p
.)
 ,.
Q'ATAR HIGHWAY DESIGN MANUAL ROAD SYSTE:M IN aATAR

Route Classification Class

Function Carriageways Genera! Design
Ret
Corridor

Width

(m)

PRIMARY ROyTE

P1
A major (oad linking towns, or a Dual 2-3 lane 64 Roundabouts, minor T or grade­
bypass separated Junctions. Some U­
turns on rural routes
Urban P2
A major urban road

SECONDARY RQUTES

Rural S1 A rural road iinking settlements Dual 2-3 lane 64140 T ..junetfons l with double U-turns
to the primary networks. Single 2·lane on dual carriageway, staggered
Significant traffic flow or use by jun"c~ons on sil)gte c~rriageway
goods vehicles

Urban S2 A major urban road 'for through Dual 2-3 fane 64140/32
traffic
.'
TERTIARY ROUTES
..o
" ~

..',
R,ural Local Road TR1 A rurai road linking settlements SIngle 2...lane "" 40132 T -junctio,:\s
~ ~_.4.,,~

". ;"p~1 ;tciis.tr.let Distributor TR2 An urban road IlnkJng districts Dual 2..3 lane 64140/32 R?u",dabouts,snp.onlSllp~affor
':~::;..~.,: .," wide single or- . signalised j~ncttons. No U-turns.
single 2..lane, Limited _ access," from eXis ling
:_,p.r~P.~rti .•s.", "~N.ew'
propertie$tQ
provide, (sar access. " Parallel
parking in bays

Local Distributor TR3 " A road distnb\Jtlng traffic within W.Jde single or. " " 40132/241 Roundabouts. .T-junctions or
a "dlstrtct single 2.. lan8 20 signallsed junctions. Offset X..
(soma existing roads. Direct" access from
routes may be- " , prop.~es', Parallel "parking bays.
dual' "
_carriageway)

Access, Road _TR4 - A" rcad "giving direct access to Single 2·lane 24120116' Roundabouts or T..Junetioris.
" "properties " " , -Offset X~roads. Direct access
- .:. residential oUljor acces,s trom properties. ,- Parallel parking,
.. re$lde"ntial minor access­ on st~ee~. "
.. cut"9s..sac serving a maximum
of 12 properti~s

Sarvtee Road ,TRS A road giving direct access to­ Singie 1..way
'Merge/diverge tapers onto dual
properties and collecting minor _or2..way
cJway. Parallel alignment "to major
roads for entry/exit onto Dual , road -way. T-Junction access for j
Ca,rriageway: Minor roads.. Sp'eed reduction.
direct access from properties. on­ ""1
street parking, parallel or angle. .~
SPECIAL ROUTES (2)

Scenic Routes . SR1 Roads with special functions as varies varies Varies, em"phasi-s on integrated
dIgnitary routes or recreational landscaping and architecture.
routes

Lorry Routes {3} SR2 Specially designated and varies varies Varies. emphasis on pavement
designed for heavy vehicles " design, appropriate junCtion radii
etc.

Notes (1) The general road corridors are based on the MMAA's plan "General guidance for road cross~secUons and utility dispositions",
(2) These can be either primary, secondary or tertiary routes.
(3) The main Lorry Routes include the Regional Primary Roads and the Rural Distributors;
1.
Table 1 Route Classification and Function
 ·QATAR·HI.GH"WAY,DI;SIGN MANUAL RO"AD_SY.STE'M~IN ,QAT AB..

.r=::..
r-. ~

..UY
. -.<
~:"l::" ~':w
_.. _ PRIIIARYROUTES

;";;::~ ~~'.' .,_,_". IECONJ)~ ~OUTES .

.'/:.?~ :t.; .
• :.~'. ~.,~~o:l"'f..oIllI__
..c:::" =:=-UTES.

.,,-­

' ~ ... '

. ......"

Figure 2 Roao Hierarchy .. Greater Qoha

 ". ," - '., .., ,

. RO".\OSYST·Er,4 IN QATA'R

I ~L'

~l

. _ ZONE BOUNDARY" .

55· ZONI! NUMBBR' .

~.

.',

· . '. '." : .... "86

1.M '
'. '

I'll

Ill, ,"

IJ',. Jt-/,
t. .
1 ­
II,!

~ I.
1 . ...
ill
~J

Jq

...J ­

-:11~_ J...I
Jq~.~~.
Figure 3 OARS Zones - State of Qatar

,Zq

 QATAR HIGHWAY DESIGN MANUAL ROAD SYSTEM ·IN QATAR­

, .

·.;~~f,.~. .. ._'. ..~<~

",.-c-
. ,>::~
.
..~. :.......
',
. ~I.":.----"" "I.
.

... .f' 'KI!X

, ' '

_: ~ ZONE·.~O~NDARY.
, II,' ZONE NUMBER

1:,'­
l" ..

i
i
57

I
Figure 4 OARS Zones .. Greater Do.ha

Ja'nuary 1~97
QATAR" H'JG-HWAY D,ESIGN.· MANUAL ROAD SYSTEM "'IN,QA1'AR,

....... ,ZONE ZONE

No. Name Name

1. A~ Jasra 31.

2. AIDlwan 32. Mad~nat KhaUta(North)

3. Mohammed ,8inJasim .J:.'

AI ~arkhiya

4. AI Asmakn 1.; Madinat KhaU~ (Sou:th)

5. AI Najada '. Kul~b'

-,

6. AI Ghanim AI Qadeem (N9rth) J • :.; AI Murcur / AI Messila

-7. New Markets "

r- ~-:~. _t--B_i"_O_rn_'r_S_"_'_A_'H_i_tm_i_I_A_1_Jad_e_ed_ _ --I

S". r AI Sadd

1- .-:; AI Mirqab-I AI Nasr

9.'
:..~. --.' -+-----------------1­
IAI Asiri AI .Sal~ta
I
10. Wadi AI Sail (East)
.
.j
.-+----.
... ! . . . - --------4
AI jadeeda .

:1·1:. ,'AI AumeUa(Ea~) .:._~I·~.I)~_

(\It! est)
~.~ •..O#--+--.......................--~--- ......-......_.f

-:
"',
"

. 12.", '. ; AI':Bldda ,'. AJ 'Hila): (e~r

13. Musheireb, :, " " .....

"
~
.
....·t.. w---+-----------------i
,..~

~I
'Nualja (West) .-, ,
. :' .~ . -h . 4.~. • ," ..
,­ ,.. . ,.:+4;
14.. Abdul: Aziz ,,' . "
'
, ,
AI-NuaJja (East)' , , "h '.

. ,

15.. : AJ 'Ooha ~I Jadeed8' " : • 'I ~ t " . , 49, ". ·AJ.Matar AI Qadeem,'''' ' ,'"

16. "
'AI G'ha.nim AI 'Oadeem ($otrth . ~ .. .. ,..
'~

, . - . " . , ,
.17. . AI, Hitmi ;
47.­

,; ,1.8. ' AI -Salata 48."

.- Doha In~&matfonat:'Alrport. ,
.­
- 19~ Doha Port 4~.- '.:­

20. W: adl AI 'Bait (West) - '

50.
21', AI Ru~eila. (W.est) . 51. "AI GharrafalBani Hajer/AI Z8ghwa '

22. Bin Mahmoud (North) . ',52.

23. Bin Mahmoud (South) 53'.'

AI Rayyan AJ JadeedlMuaither North

24. - AI. Muntazah 54.

25. AI 'lytansouralBin Dirham 55 At Soudan 'South/AI Azi2iyal AI

Ghanim/AI Murrah '

26. 'NaJma 56. '-AI Khulaifat AI Jadeeda

'I
27. Umm GhuwaiJina ,.I ­ 57.

28. AI Khula!fat 58.

29. Ras Abu Abboud 59.

30.
 QATAR HIGHW,AY DESlGN' MANUAL ROAD'SYSTEM IN QATAR'
-:.- ~ ......-. ~

ZONE ZONE

No. Name No.' - Name

60. New District of Doha (West Bay) 81. Abu Nakhla

61 . pipfomatic District 82. Rawdat Rashed

62. . New District of Ooha (West Bay) 83. Mukainess'

63. New District of Doha' (Wes~ 8~y, 84. Umm 8ab .

64. ,New District ot DQha (West Bay) 85. AI Nasraniya

65. ' Ne~ Di~~~~ 91 Doha, (We$t Bay) 86. : Dukhan

87.

67. ,New, District of Doha rNest Bay) a8 .

• ' H ~.8. 89.

69. New District of po~a 69 ' !;lO. AI·..W akra,

• ;. ,: •. . , . ~.~ ~ 0' 'f". "·r:'·~ ":­ '

)~,~.·...F.;.~...';~:!.~_.;. ,.~... ,('0. ~'1 .•' At Wukair,~, .

AI Kheesa . ..
" 71. ...Umm§~~tl ,AI, ~Kh~~itiYat 92__ Mesaie$d.(Town)
......... "' .. ,'0, ••

, 72,.",' ,:, ,"~I--UtoutWa ' "." ''':''''~''~'~'' ' .. ,'93.­

,,94. ' Shaqra

, i
74. ' 'AI' ~hor ' ' ':95. , AJ' Kh8rrara '~ ,

:, ' 7~., AJ,Thakhira' 96." ',Apu-S.amra :, '.

76. " AI Gh~W8iriya· . , , ,97., . SaYJd~ Natbeel .

1l.., FuwM1t1AI,J~sasiya '.. . 98~ Khor AI' Adaid

'79-~ ,,- Madit1at,~ Shamalt At: Auwais

'\. 80.• ' AI, ~ha.hhniya

I
't __

t.

_I~"II~"'" 1007
 , ,_. . - .. . . , - .. , . ;' . ,­

QAtAR ,HIGHWAY DESIG'NMANUAl..' .'SeCTiON' 1',: '

s.eCTION 1 DESIGN SPEED ". re,iax,ations . and departu~es,' and special

consiqerations
1.1 GENERAL
Glass; .-~ Type,"pf Htgh~~y Design
The speed ·of vehi,cles depends 9" tne Re1erence '·'Spee'd
capabilities of driver and vehicle and onot~er (kph)
general conditions': such. as the p~ysical
characteristics of the highway anq' its roadsides, Primary· Routes
the weather, the, presence of oth'er vehicles and P1 Rural' 140
P2 Urban 120
finally, the presence of ,speed limitations. ' .-
Alt·hough anyone of these, may govern, often Secpndarv Routes
the effects are ·,90~bined. 51 .RurSJ Distributors 140
S~ .Urban, Di_tributors 100
In Qatar the weathe'j" has an· adverse effect on
"

the relationship between tyre and road surface

"
Tertiary FiouteS
.and' hence ,design. speed.'·The heat results in a .
,TR1 Rural Local Aoad 100:
TR2 District Distributor" 1'00·'
build-up' of rubber deposi,t orflh'e road su'rface
TR3 Local. Distributor 70
from tyres. 'This..in tum' decreases the skid
TR4 Major IMinor Access 60'
resistance of :the road surface. " Qatar is also
TRS Seniice Roads 60
·~.Ubjectto intense rainfall at~$rtaintimes,ofthe

, '. . ye.ar.-'The addition of rainfall to, a ro~q "~urface : Ta6~e·1.~ ".,' . Oes,g.ri SpC$:ed·· for Various
".w:':;:-'~~~~~Which .has reduced', skid .resis~a~ce incr~ases , Road Classifications.
, ;'~:~i~~the potenti~1 for ·acCj.den~s. This. is ·p.artlcularly'. ,
'~l~~:~:~'d" on '~e' ~pp'roaoh,-:to ·,a~.d:··atiun9tions· Where Design :speeds;for.S~eciat:·RQ.l\.d~::(Class
. ,:;'~'. ~~fUrri~og. ,.· ·'~riq:~ ~.tQ~Pt~·.·.·.: m~Y.~,~~~!~',." ~~~~_::'.:~'~.!g,~. ReterenCEf,~SR1,:....M.d ,~'.:SB2). ,': .r~q~jr~ , _$p·~p.i~J, .
, . Furthermore,"water Is, ofte." spined from'··wa~er '. consid'eration and should be' agreed With the
'. , ,tankers-'at roundaboUts' and'Junctton·s~ ..Beari~'g Director of Civil' Engineering. ...... ..' .
. 'this in 'mind, the sel~cti~n of ,design speed' and' , . . . ~ .': .. :
~. ~ ~ , ~

, hence stopping, diStanc~ i~. extr~~ely .~mportan~.· ' All· reference to, speed in, this manual shC)uld be
• Th~"'~eSi~~' ~~~~d'Of"C1:'~'9~~~ ;~~~:b: ~~f'h~~ .•..
'taken as 'the:.. 'design. speed ·,unless . nC?ted'.
.otherwise.. ~, .' . .. " ,
:as, the'Jirghe$t,q9ntlrlLJ~~··sPf!ed:' at whion"'any" .
. .vehicle can safely travef wh'en::giVen f~vo~~~le' . 1.2 'OE$IGN' SPEED, ,'" .. RELATED
.weathe'r:condltioo,s' and', 'OW. trafflc'volumes,"[So." ... PARAMETERS'"
··that :tne' .~esign. f~a~res·~f.' . .th.e'.·hi,gtlw~y.'~ay·"·' . ~ ~ .
gOvs·rn.'. t:Sue'h' ··design:'·.feat,ures: may· includ.e,··
The driver\vm vary hi$~P~d~cco~djng to his
. strUCture's~":'· or' ·freq,uency. J?f junctions. .:The ." impression' of ,the "road ,a~gnment andlayo,ut.. ,
.desjgn·.'spe~d .is tefated' ~o the" pos~ed speed,
Table 1.2 details the 'main des,ign speed related
which ~.rep:rE!sents" the' 85th perc6f)tile '. qf' ' tne
parar:neters, Which', 'are de.aft with in gre~ter
des'ign $p~'ed, that is the varus' at.. which' '1"50/0 of depth in· t~eir resp~ctive 'clause~ in. tDismanual .
veh'icles .are' ~xpected' to' exceed the' d.esign.
,spe"ed. '. R'afar to ~ection 1~4 for posted sp~~s·.
~..

R~ference
, • _ •• • 4 • • • ' , •. ' • I • _ • '

- ". . Parameter'
The 'road alig'nment s'halt,be designed, as to so Po~ted Speed Clau~e 1.4 ,
ensure that standards of alignment, visi,bility table 1.3
and' s,uperef,evation a-re, consistent with 'the
selected" 'design speed. This chOice ,.".will 'StoPPlng Sight . Clause 2.2
Distance Table 2.1
essentially be dependent on·tne prOVision of ~he
highway and' "its .location, i.e.' single or dual Overtaking Sight Clause 2.3
,~ j
}
~
"tf
,J~ 1'.' camageway,or whether in a rural or urban area·.
The visibiHtY criteria are dealt With in Section 2
Oistai:lce Table 2.2

Horizontal ' C,tause~.2

Sig'ht Dista'nce. . , Curvature Table 3.1
1,' ',l,'l 'I
j The . " design '.' speed '" for road ,various, ' , Vertical Curvature Clause 4.3
~J classifications. are shown in Table 1.1,,: The Table 4.4.3
1
road classifications are defined in· the front of Traffic Calming Clau~e, 1.9
i} ~ this manuaJ, .refer to' ,Road S_ystem i~ Qatar..
"\J.\ ". .

, The·" selection' of de.sign,· speed' sh'ould

. .
'be ' ' Table 1.2 Des'ign Speed Related Parameters
t ' r" ap.provedby' the Oirecto.rof ;Civil Engineering
J":l,,' '
'';1
.,~"J.
'f'" Department. ,'Refer to'·Clause 1.8 and 1.9 for,
 , '

QATAR HIGHW.A~:bESIGN MA'N'U;AL'

SELECTION OF DESIGN S~'EED 1.6 CONNECTION TO EXISTING' ROADS

Th~ designer .must sef~ .the appropriate

Care shall be taken where· a~ improved section
design speed' ~ased on h,is -kno~(edgeof -the
of· road rejoins. an existing road. The, existing
class of high'~ay planned, the character of
standard of curvature ari,9 sight distance at the
terrai·n, development density, traffic volumes'
. interfaGe shall b'a subject to the' s~me
arid economicconsjderations·~ Generally for
resfrictions as would be relevant for the design
Qatar the design speed is selected usin"g Table
speed of the improvement. Careful
1.1.. . consideration sh~lI also· be given for', roads
paSSing between rural and urban areas, posteq
. Design speeds shall .also .. be selected with speed step down and also dual to single
reference ·to the posted speed lin:tit envisaged carriageways, although this latter- case sh9u1d
or that which is already in place for:the road and be limit.ad to jun~tjon lo~ations~ only:
the Road N.etwork Plan. An allowance shalf be
made· for a margin of
safety for vehicles which In all cases It isimportarit "to emphasise the
.will travel· in excess, of the speed lim,it. Refer to need. for' . ch~a.r .s.jgnin.g at any. location where
Section 1.4 below. there is a speeq reduction.' ,

1.4 : ' POSTED SP·EED ,1.7 SE.LECTION OF PARAM ETER

VALUES
. Posted. Spe·ad." is the 'mandatory speed limit "
applied to a ,rqad.· The spee.d· lim'it is disp,layed . Design·e.r~ sh6u~d' no;rm'~JI.Y aim to' ach~,eve' trte,
on th~ roadsjde and is ~~forceable •. Th.e posted desirable m.in~m~.Ii" .values, for stoppi.ri,g 'sight
-spee"d~·,Jim~$..'-~~¢,;'~~.E!.,J~'p!~~~~~t!g:·.}r:.' -,r~.,~~~,~.~. ~.o·'. ' , ,distance'~.horizontal :curvature':andverticaJ',crest .
desi'gn
- ..,
.s'p~ed·.·a.r~·. s'hown'·.in ,Table.'
... ·':4 .'
1.3'
.. .
belo·w~:.'
.' '" .
, ~;.
.' cU'fValu.fe'~·."-· '.F(,.t'·~~'f·"<::O.rVtj~~:;· d&.s.1g.ne.rs~·~$.h.b.UJd :'.
.------~---~
'.' ...
...... '. ".~ "
normally' aim.' to achieve at: .1 east.. minimum
values.' .... .' .: .. '. '., ': , .....:. , ~., . . '" ". : "'.
. Design Speed . ,Posted' . . .' . " .. ,
'.' '.,:. (kph). '; :Sp~e.d ()<ph)" ", ..... -":.:'
' .. 140"". ',' ·120 "' . -' . . ' . ' '

120· ..': 100 .. Generall~" "f~"·" ·aat'~r"" "the "de~fgn" ":spee:C/is

100" . ' " 80'
. SO':~ .'.' '.", ­ 60·.': .; '. :"~. selected' .' :usi.n.g'.. Tabl~: ....1.,:.1" ~:".:'~~: .. In certain
70.·' .' .;.; ::'" .: ,:. 6(t>.·. circurn$tanc,e~ it r'Day :be.. ~~ecd'l1dirtic to. design
. .', 60·'" '50 ()t.fess· ,an· 'aiigrirrient to .·t""e' p,rescrib~d standards '" anc;i
if SpeciaJ consideration required tor· .·a
cQ,:nseq'uently re~uced . ~ta~dard .may
beus~d.'
. ',' : lower, cl~s' rot;ids, see Clause '1 ..9 . 'This is termed' a "relaxation", ·:·In .situati-o.r1s.· of
"-.:" .. - . .; 'extreme' difficultY. _. , where, .' appliea~·ion.:., cif' 'a
Table 1.S·~·· ',' Relations'h'ip' b~tWeeri.' O'esign, relaxation :.·do,es~ not··Qv·ercome· the' difficurty~ it'
.'.'< .Sp~ed and, P~qste(~f $p.~e.d' '::"" may be·.p~sib.le to overcome them by·:adoption
. 'of . depart~re~ 'fro~' stand'a rd.. ... . :' .Any .' such
of
,

'The 'ab:oye table ailow's' for ,a margin'

saf'ety. ' r.elaxations or dep~rtLires- m~st' be'· a-greed in
appropriat.e to ~he ~~I~cte'dd~sigri .~pe~d. ~ writing,with the'· Director .of Civll·En.gineering..

1.5 . CHANGEOVER OF'DES'iGN SPEED Tabte 1.4'sho~s the' q.1l~wable' "relax~tion of

,design spa.ad. for the different ,classes: 'of roads
Transitions between' roads (o'r sections, of a in Q'atar. . . .
road) with .differ'e~t de.signspeeds. shall be .
.carefully implemented so as not to: present the The road classifications for Qatar and Doha are
driver with, an ab~upt change in standarQs,. For c;:ies-cribe9 in the' front of ~hi5 manuaL,.' T'he
details of signing the speed reduction refer to 'selection '. of. a design . speed ,is. particularly
.the Qatar Traffic: ManuaL '. . difficult for some of the roads in'the older areas
. -, - . - . of· the city.: These' ,areas 'are not .s'o.. a.asHy
Where" a'n'
alig'nment changes from a hrgher to classified into land use' and factors su:ch as
the ne~ lower des-igD spe'~d: relaxations below ·access'and parking, need to be assess'ad in
the 'desirable minimum' rad,ius and· desirable , deter'mining .. the design speed... . Other
minimum' stopping sight -distance shan not be co'nsiderations are the"num.t~er and spaqing. of
used at the start of the lqwer design spe~d .juncti.ons 'on a 'pa:rticular ',section of road.
section. .' . .Relaxationsand departures provide a means of
.. accpm~odating these areas. >..
 ' , ' ': , , " ,,-," '. """',

QATAR' HIG~WAY OE·SIGNMAN'U:AL'

Traffic calming measures may be introduced ·on

Class Type of. Highway Design
existing ro.ads 'to'reduc,~ traffic ,speed,. This is
Reference Speed (kph) achievable, by the use of narrow. lanes,
chicafles; ·width o~.height restrictions, speed '
·Primary Routes bumps or different tex1ures or c,olours of
P1 Rural 140·120 pavement.
P2 Urban 120-100 '

, 51
52
Secondary Routes
Rural Distributors
Urban Distributors
140.. 120
100
Care shall be taken to ensure that traffic
- calming measures; being introduced do not
impede emergency'service vehicl~s.

Tertiary Routes A typical speed' bump may be 3.5m in length

I TR1
TR2'
TR3
Rural local Road
District Distributor
Local Distributor
100·
100-70
80-60
with its profile reaching a maximum of 100mm.
,They should ideally be located, at 100m
intervals. ' Much· shorter intervals result in
TR4 60..50
I
Major Access
inconvenience· to the residents, wherea,s for
TRS Service Roads 60-30
much longer inte'rvals the overall- speed control
is fos1. For safetY r.easons speed bumps should
Design ~PfJeds. 'for Various not b·a locate.d near junctions or sharp bends.
Ii Road Classifications. '

:.. ~ '\:_: .... ~::.: ': . Departures below:' minimum values may be .
FaT furthe'r detaUs on traffiq calmi.ng measures, :
refer to the Qatar Traffic M,anual.
, . ';'~'~iS;i~consid~red ~h~n cost or anvironmental'~avings

~··:-::,:,~~:~e.:Are considered to be significant, exc~pt·inthe

,~ .....~~ . "';~~:l~U~wing circumstar:tces: .'., .. ', . ',' ,;',,'...,;

I) • 'imm~dh~iely: foHowh,g an: overtaking ,

se~tion 'on ,$ingle ca~age~ay roa~s,.

~l • on the' inim~di~te":'approach:' to· a '­

. ,'. junction,' ~ther· ·than· "a roundabout~

,where freque~t ,turn.ing traffic. wiU ·oc~ur ..

!ll ,'1.9 S~ECIAL :CONSIPERATIQNS

1- is,
. :'SpeciaJ' conSideration, required for residential

Jt-r­ an.d commercia.1 areas'._ .

. The' posted speed' in res-i'dential areas, is, SOkph
I)f; ':";- for- local ro~d~' and lc;>wer for access roads.' .
••
t. : ..
..... ...,j,...,.., .Lower· speeds may' be 'posted in, special
1 circumstances such as residentiaJ cul':'de~sacs .
or in industrial areas where'the facilities are
IJi designed' to distribute vehicles to· their' final
destination., .

The lower design speeds applied in residential

III
d and' urban areas do not require 'superele~ation,
on bends' or other special' dynamic 'related
~
constderations ..
JH
One-way roads may be used· for, local and

, access. roads usually in 'the form discreet

of
I~,J i I . loops. ,

One-way roads should be,designed so,as not to

jJ~ encourage speeding. This may be, achieved by

the use of, nc;J.rr.o~ lanes and avoiding long
str~.ight .~ections of road', and by'-1mpl'ementin,g

Jlf~
any one or more· 01. the lraffld calming' measures
, listed below.
 " ,QATAR 'HIGHWAY DeSIGN MANUAL

o /-'

2~1 ' q~,NERAL

, , ' .a)V~rtical Pla':1'e

o~~~::~.
." " .','.' '. ." . '.""',"".":.'

Sight ,distance Is the' continuo.us.length of road

· ahead, visible to the driver, assuming 'adequate

light, visual acuity· arid-' clear . atmospheric

conditions. The arrangement of ge·ometric.

b) Horizontal Plane
elements is crucial to, ensure ~dequate sight

distance exists ,for sate and efficient.operation.

There are two separate sight distances to be

, considered: .

•. Stopping Sight Distance (for all ro~.ds)

• ' FuU' Overtaf<ing .Sight. Distance- (for.'

~ingle carrj'ag.~ways only) ,Figure. 2.1 ' Measurement of Stopping Sight
Distance (SSD)
.'Safe . ,st(jppin~f ~ :distance'" ,must' be: prev,i.dad
contintJo·usly on·'aU,highways. Safeovertaking 2.3. FULL OVERTAKIN.G SIGttT DISTANCE
.distance is appUcable.· only.· 0'1" two-lane
.hig'hways, primarily' i~ ru'ral .or oU~lying urban' Full Overtaking' Sight .Distance '(FOSO) is 'the'
,area·$•. '. .... .,.. . minimum' si'ght ,dlstaric;e that must be avaUable .­
. to :·.. en,able, ,the'.dr,iYer:~ :O,f.:,()~e_ vfahic;let()PCl~s .
.• ·2~2··· '. '·ST()PPING 'SIGHT:DlsT~~C;:E' , :. ".. an.oth.erv'bic,I.~·:~~~!.Y_~f1~.:co,!,fo:rtab'IY
wlt~'out f
• • r+ .

.~.' . ·.int~rf.e~,i99: wim...ttJ~,

.~R~e'd· of 'a·n:·
'Qncqm(n'g . . . ,'
, Stopping Sight Distan~e(SSD)Is th-~:'dlstanc'e ,'. vehicfe'traven.ing "a~,'the 'design ~pe·ed.: In: the
. '. required by tD8' driver of a ·v.e~icle t~vellfng at a . .'::;interests.'of safety and· service,: it is ~mportant to
· g.ive:n sp.eed tc> b~ng ~is :v~hicle: to ,~: .~op··~fter .' .' "··ensure·suffi'Cls·nt Visibility..for overtakin.g: on as :',
an ,object on.-the"ca&!.agewaY"becornesvfsible. " '. . . 'much ·of the roa'd, as possitne.. FOSD influenees
, ':" SSD· has three .·conipon·ents; percep~Jpn time" ", the average speed 'of. the' traffic especial.lywhen :,
rea"cdon'-'dme'- 'a~.~·: braki~'g']injf3,;~' ,i:·.-oA .~cQrnt:>·ined' .~.' hfg.hway· is:. n:ear ope~a~,ing·· ~,~paci'N ~ .
driverperceptt~ri :a'n~ -reaCtton' tfme·~· '<;;f ··tWo· .
seconds, has been allqwed,f.o·r .in' Ta.ble,·2~r .. ' ":, ~~ble2.2:h'oWsf~r~iaCh deSig~ speed the
·.··FOS·O .reql,ii~ed . for QV,ertakirtg vehtc1es"using .the
De~lgn. Stopping '.' . "opposlng traffic ,Ia,ne "on singl.e ca~tiageway
. Speed ,(kph). Sight Di:St&nce (m) .' ."" toads> . ,These s're'" minimum \/alu'es and"
:,.·,wher~ver· PQsslble·,··~'larger. val~es sh.ould.' be,
~~-- ..i~:~ .' 'used.' .­ ,.. '.'
100 2·1.5 .
. 80' " 160 '.
. Design Speed Fun Overtaking
, , 70 120
{kph} Sight Di~tance (~)
60· . 90
50 10', ,1~ ·910.
40 '. '60"" , 120 720'
100 580
80 490
Table 2.1 . " Stopping ,S~ght. D~stance SSD 70 410
60 ' "345
Stopping Sight Distance is ni~aSUr~dfrom 'a 50 290
driver's eye height of b~tween 1,.O~ an:d 2.0pm: 40 21-5 .
to an object height of 'between O.26.an.d2.00m,'
· above the road surface, refer Figure 2·.'1. . It Table 2.2. Full Overtaking Sight Distance
shaH be 'ch'ecked' in bbth the: horizontal and ,FOSO
vertical plane between ,tw,o points in' the: centre
of the 'lanes on
the inside of the curve (for each FOSD .shall be measured from a driver's eye
lane in the ca~e, of dual 'carriageway~). ,point between. 1.0~m and 2.00m above the
'centreo,t the carriageway (for each lane in the
'case of dual carri~g.ew~ys)- as shown 'in Fig ure
2.;.2 ~nd shaH be·--phe9ked in both, the horizo ntaJ
.and verticat. pta:nes.
(~~ • Sf:1opping are~s
-' l­

• Sports venues,

• Cinemas .'

• Bus stops

In '. existing residential' or-' commercial

developments, it is important' to 'revie.w the
visib,ility, on 90 degree bends. Where it is not
possible to ,achh;tve the required visipility,
consideration shouJd be 'g,iven to ~sing a larger
radius or evenfoca1ing' 8: junction on the' bend.
.. ' .

In new' developmentSwh~re,it is not possible' to ,

. avoid the 'use of a 90 'degree bend, the following
should be considered:

.''., '
.: ,Avoid buUdirig .on comer plots

Use I~w land~~aping .'

• ~",""~' ,- ',Avoid' piacing:.. . :street 'fumifote 'and"

. ',':'," '}>,.-,..:. . , 'sign1'rlg' withln' :tn,e'visibi-lity 4
spl,ay. ,.' '
, • ~ ',. ' , • • ~ .. i •

" "Care'.',shou'd also ',be 3 taken" w'he'n:,'locatlng

,',:. '. parking', areaS.. 'as: :~,parked cars ~1If.' ~mpede ,
,: , ', : visibil~ty .at tight benQ,si' junctions 'and 'driveway.. ',
: ,', ": locations.' Refer to' Se.dian,- 5; fof' fu,r.ther.details "
"~"on parking. ",.' , " ,:,: . .
, '~~ , , ' " :' . . .. :: '. ' , , ' ,

~' .. '
 QATAR H-IGHWAv DES'IGN MANUAL, SECTtON2

o.&.
.
I~
" .. --+----..............~---..
,,~
I
I

.
E
~
. -:

;~:%.~~~.:
(JJ
::l
:'~'. ,,............
o
..<',.
ct:

--+------+---~ ..."O""-_---+-~---l~~ ....... _P_-_t 0,:-

. ~.
.

-----t-~IP'-I"""~~.......:::::~---+--
__~__-+-r-+-++___r____I·O~
~.

1------+---------+~~~~ri-..c::;..---.;--4----.,.;'~-1J,'_~;__~~.ss~
-.-----~---~- ........_-~----~---.;,-~'""-~_l'_-___I 0c9
<..:,(
--r--i,o----+------+-----1--~~.-..+-....::::;;;;-~~_+_--_f?
0",
I
t
.0 L(') 0. an . o i.,
.(1') N .N­

-1
<I­
IX.W

1-. CD'

Z,u..

wu..E
00><

Figure 2.3 Verge Widening fO! StoppinQ Sight Distance

 tJ.. ..... ,~.,.;-._l"o ....
'~"'~' ...'1o .....y~"l,..

~~1..
t· '"4II"j~4irIirt..~-....

"t~
".~
"-=.0:=.:.,
.-­ ~ ~ .' . ~ ~

~ ~-
,~ 1
\, ~} ,
'-)
..
( '. :.'
.~

·.,~AW:;~r·,::..
.~.I.(~~.,.;.-:
't

.' ·;:·.YfJt<~ I

11
<5.
c..,
CD
'f\) ,2040 . 2880 .. . 4080 5760
"»
-I
»
:n
~, :t:
C5
30
7.07 • .It- X
~'
R
< \ \ \ »
CD
.... \' -<
(Q \ ' \ o
CD \ \ rn
\ .

\ (J)
~ 25 \.
a: '\
\.
\. Ci
m '\ z
:J \
S" \ \ \ .The valii,s attownare: maxima and apply ss:
.)Ii
to .\ > Gurvo.:langlh. Land for '.
-.. \ . \ , where FOSD z
...,
·0
II 20
\
\' , . vI';lblBly &~Quld be checked from the plans, 5.0 ·c
l>'
r-
~
O'
.<'
en
\
"

\
\
'.\
".\
" ,..,.
" .

;:1. CENTRAL' \"

1:::: ~ \ \ "­ ",.
5·' OFFSET 15 Y.c: rc
cet:
(J). Xm
<5.;
:T
,.....
o
C;;'
,..... I I I I ?'Il 'l 'Ie ' ......Ie· >k 12.5
,~
10
:3
'. ~~
I I I I I 'l: ."k::>ek. : :::>m Ie::: :::::..­ 1 1.76

.... _.~ .-....~. ,

5
I J I I' I - J I . I ' . I -,-. ., ,.. , 11.25

o 1000 . ~OOO . 3000 4000 5000 . 6000 en

m
. 'RADIUS Rrn"" ·0
.....
5
z
I\)
 ,clATAR·HIG.HWAYDE$IGN MAN,UAl
, se'cTloN 3 HOR'lzomAi.' ALiGNMENT, pro\lld.e ~. adequate ",suPf?televation
crossover betw$eo the:'curves.·
...; . 0 " ' . • '. .~... . - ..,' _ .. ­

3.1" GENERAL,'
d) B.roken-b~ck, CLJrVes Consist' "of two
The most irnportantcon$idera.tion in determining curves· ,jn,,,the"sam$· ·direction·,Gonnected .
the· horizontal.. alignment of, a, road is the. with "a short straight anq $no~ld not be
provision.of safe and continuou~ 9peration at a ..used~ This type of curve is unexpected
uniform design sp~ed -for 'substantial .lengths of 'bydrive~s ,and .is Aot pleasing' in
road 'way. The 'major aspects influencing the, appe,ara"nce., An attempt should be
horizontal alignment. are; safety, design speed, made to adopt one simple curve or
, topography, costs, vertical alignment and road even a compoun~ curve.
,. -classification. '.'
e) HorizQntal'alignment and its associated
All of these tactorS must be balanced to produce de$igfl speed shOUld be consistent with '
an 'alignment that is safe, economioal, and in , other desig.n,featur~.s'andtQpography.
.k~epin.g ·w.ith -the "natu~ con~C?,u.r of the .Iand and" ,Co-ordination with yertical .a·IJgnment is
the ~djacentJand'Use. Poor design. will. ,Jesuit in discus·sed in 'Section 4.5.. ,
in
'. '(ower speec;js.. ~~d a reduction' t~e 'capacity of

the roa~ :a:iid saf~tY. . .',. , '

. tl· , .. On dual :roads;Cohstdetation . may be
.. . given to independen~horizontal,.and .
The ~esign of' a' road on str:aight' alignment vertical'· . allg.n,ments, for each
requires ~nslderatio.n of 'grad,es, 'slgllt di~ance, . .' car.riag,eway~·""<,'.':"'- ..... " .','
paveryl e nt,'reservation. cross sectlon~ etc., When' .; . . .,
"

·h'ort.zontal. cu.rves ':at:e introduced,' additional .3.? MiNIMU~'CURVAtURE'

. Items '·-J''-cJudlng, . radn~' ':' :,t~nsmon'. ,1e'n'gths~
p~v~~~ot ~~~enin~ 'an~sup,~~~levatlon require . .', The ,.rni~lm~m ~iJ.rVat~·t~·'with'o~tttie'Meed for
._ speclal:~tt~IO~ ..--:. :-::~<. . ', .','-:' 'adv$rse-lca~er" ·au~rej8vation;,.,(),r . . traf:lSit~ons ~
. ".ts·shbwn>ln Ta'ble 3.1 below,~ ,,:,'.:' :,~ ,"'.' ,
In addItt on to th~'specifib'guidancegivenIn this· . " .:>,,:~.~',':"".::::'~(,,:':. ':: " '. . ,:::... ~, :'". ", ' ,
. sectiOD,;" th.ere, ' are'·,' "~':. number,. of "general :' : . - ..
. p~lgn' ", ,.' Mlnl~u~'R8dlus . , .~',
CC>.l1s,ide,~tions_wbich are,lmportant .hi ,.produci'ng '., Speed " ~' wfthout Adverse:
.a .s.af.e and··ec~rio.m·ic de·sign. ·These 'practices, "(kph) ',,' \' "'camber,."
. . Supe~eievatJQji' or,
asoutnned:b~low~,are,·~p'articUJartY ..,appli~ble-·to , '. ' TranSitions. '
hi~h sp~d sit1iatlons~;> . .. . . (m), '

a) .'.- ·",'Flatter. curves ··for a certain design s'peed . " '140 .

",. 120
. 3efJ~'" '.
'28ri~l , ....
, . ,s~·9.tild ""be, ~~ed :~,h~re ,'. posslb~e; '100 ' .. ' 2040
retal'nhlg' . .the, . .mO'st eonservative . 80 .' '300 .,
stanclards ~ as' possible for th'e . most . ",70' . , .' 1020 ",:
'critical ,condi~i6ns. '. ' 60 - ..720
'50.­ 510
b) Compound CU'rV8S consist of two or
more' consecutive .curve alignments.. ,Table 3.1.Mi:nimum, ~adii without transitions'
They should, be u$ed, with caution and '
should be ,avoided where conditions , Wha're,the radius of curvature 'is less than the
permit 'the use, of, a' simple curve. value indicated in. Table 3.1, tr~nsition curves
Where compound curves are.. used, the should be used. .
radius of the flatter curve should not be
more :than· 50 percent 'greater1han the'· 3.~ ,.. ' TRANSITION CURVES
rC!idius, "of the' sharper curve for rural and
urban conditions., ··On' this. basls, a Th'e" adopt~'d form' ot'transition between a
, several, 'step"compound curve ,may be straight ~nd a 'horizontal curve-is a clothoid,
used "'as "s' form of, transition to sharp' also known .as transition curve. It provides a
curves or a spiral, transitioning from ,one useful and logical section of the alignment for
radius to the ,next. This condition can the development of superelevation and the is
be relaxed for lower speeds at junctions m'ost commqn meth9d adopted. .
and' roundabouts.
Where it is not possible to adhere to the values
c) 'Reverse curVes on high spe'ad roads~ of curvature given in' Table 3.1, a trapsition
. should,include an ,intervening tangent or curve should be used. .
transition section of sufficie'nt length to
 , '.~' '-SECTI.ON'3
, . ~.: :~, . ... ~. .". . ..
-~

The le.ngth of transition dE!,pen.~s on the radius of 3~4. CAMBER AND SUPEReLEVATION
." : ~ .~.I:~. ~ : ~ .~'". - .'. •

thecircul·ar curve and the 'design speed.. The ... _; _ ~ -:" .. ~.. , ~;. .. ;~. ~ . r. -~.~~. ~ :.: ­ ..... .- ~ ." .'-< ... .•
.:~ ~ :r- ~ .• ~.... _~_

basic length of the' transition is given by the On sections·of. road"wit~raoii gr~ater.tha·nthat

,. formula: shownin Table 3.,1 forths:'giVen:'design sp.eed,·

- the crossfall or camber should be 20/0 from the

_L =·.V3~/(46.7qR) c'entre .of·shlgle'····carri~geways,·. ':or"~from" the·

Where: 'L =
·Iength of transition (m)
v=
design, speed (kph)
q= rate "of increase of
centripetal acceleration .
(mIsec')
R= radius of curve (m) .
Normally, cr
·should nofexceed 0.3 m/sec3.
H'owever, in particularly onerou~ cases, it m'ay
be' necessary to increase· the' value up to 0.6
m/seCS. On 'bands' the length of transition should
n,~rrflaIlYJ?~.Jirni_~f;!~.t~ .f(~4F!J m~tr.~~..F~r quick
reference 'some common transition. lengths are
given in Table 3.2~ :.,' . ' ,
. .
central. 'median' of du~.1 ,carriageways to. the
outer·ctu;~.nneJs.. :' At.. junetion~ . ot~e'r,' t~an .
. · .' roundaoouts,"'the cross.;:sectio·n ;01 th~' major
, .road shall.be 'retained across the junction', 'and"
·the ~ide road'graded into the channe,l'line ,pf the
. majorroad~, :, On' ho'rizo'ntal 'cuiVes~ '.: a~verse
camber 'shall be replace,d by' -' favOiJrabl~
. crossfa11 of 2°k, whf?n the radius for the given
de'sign speed is less than th~t show.~· i·n·Table.
3.1. 'However, :.it may be necesSary to :eliminate
~,
t,
adve.rse camber'on la,tger' radii for a~$thetic or
.' :draJnage ··feas6ris~ .. 'p'rOvisiori '~f: ~amber .and
,..s,tJp~relev~t~oD . . ln ;.I~W:·~$P~·~g ..~~r~~_~.~· .~~~.h. as
, commercial or. residential' ar$8:s has a tendency
to encourage drivers to drive faster and ~hould
, '.- ~ be a\,oid~~_ :·-Refer .to' Cl'eu)se. 3.~: .:for· ~pecial

:.~'. ,!The eJtJments ,forcircular:an'd transition curves · 'considerations relating to low speed areas.

:'f~~,:~ie sIJown in, figure, ~.,1 a,nd Fi'gu,re 3.?,.·. . . ,

<\::i~~'.,'''' .,'. "',,;. :.,." . , '...'.' :-::.':' ..'.', ,.': ".. ," . . . . . . Tne: ·fOII~~lng.:. su~~televati~~ .• a~~ :,:;inj~um'

'~<\~~:uPere{evati'on or elimination of adverse cam~er '. ::~' .curVe~· .a.re,' iecomme~~e'~. (Table :3~~)~' ' ... '...
, ". 'shal.! gen'e'raIlY"be applied on'-p:r within the "Iength , . . ~' .. -: .'
, ~ .' ... , . , ;: ,

. ':--of·the-~trarisition ~-eum 1rorrr:the'~·arc~,md~:<·';·The .Oe.tg, '. . Mi~'im'um ·R;dl~~'.'(~j':f~~··.·~:'~·:~::'i:~'~"~':.,. .

ba'sic transition" appr~pdate to-,t;1,e design'speed . n '.
",however will (\)ften result 'l~ ,~ns:Uffjcient transition Spa.d. ", ..(a).':,·:"
.'.. ' ) .. ,(kph) ......
~~b): ..,':·: ,~:
Norma,· .'.,. Adverse, ,'.(c)'s~.~'~Jltlon ... ,'
length to ac~omrnodate supetrelevation tu move r.,' ", :': :' 'Camber Camber' ,', 3.5%.'.:· 5% .:, . : ~,~,:eA. •
. and .,it. 'N.'' .; therefoxe be 'necess~ry to .provide: . ....:. ':' .' . ':'" ", .' . E1lnii~~t8d . • . ... .'. '
J

. ' . .:
lo~ger ,transition~ to ·ma.tc~ th.e s.uper~fevati6n · . 'J~.'.'-. .·".:~:3;~·.:.",,,:,: :'.,,' ..~~O:",:>.· '. 2~ . : .1~~;.,,:. .':1'~~O .I
de·sigh.'·. ",' ,',' ' ,'., ~'120 ; 2880:. ~:',', :;2040'· >". 1300:" :1020', .' ,'120. '.
'. 1~ . ~= .~=:.~ ~ ;~:.;':;:g
J
"

.·Tr~.Dsitions are;, ..not necessa.ry ·i.n urban .. low ,

: .. :.~.,~g,:.:... 720. I
speed '. 'areas ..such as.' jun.qtions'· 'and 'service
roads. . ,~ .
'.•..•. ;: ,SO' .
1020'.
~:.::':g'. ::t· ~. .
510' .360, 255"
~:
. ... ~ 7°k.·maY. ~eOnty US8Q. at Sp8qi,:,t 1~ti9ns.;.nd ,must have the
p,rmissipn of 'the Director ~f.Civtl, Engine$r1ng D.epBrtment prior to
..... ·.Its use~ . ,, . . '.' . .'" . . .
Radius De'Sign Speed (kph)
(m)
140 ·'120- . 100 ·80 . " 70 60 50 . 'Table 3.3 . MiniJTlum ·Radii ·with· Camber

2400
2200
2000
. 82

,98
89
5~
56
'62 36 On. radii less .~han,those s'hown in' Table 3.1
and 'Superelevation.

I
,1800 109 69 40
n superelevation_ shall be provided, s~ch 'that:
1600
1400
'1200
1000
122
140
163-
'96-
88
103
123"
4.5
51
59
71
30
37 24 's = \,P /2.828R·
L
800 154- 89 .46 31
600 119 61 41 26
. Where:
400
200 '22 n
91
22
45
61 39
t
.. ,Refer Table 3.3 for restricted use of superelevatlon S = .Superelevation· (%)
v= Design S,p'eed (kph)
Table 3.2 Basic Transition Leng~hs '(m) A =:=. Radius of Curve (m)

t,

, 'QATAR HI·G'HWAVPESJGN:';M}lNUAL'
Su,p~relevation sh'af! 'notexceed5'°tlct., ,On'tY,in Whenexpanded i , this "formula p.rovides'the
special circumstances and with,prior'perrnission eq4~tion for the· vertical reverse cUrve to' be
from the . 'Director 'of Ciyil ,Engineering .used, ,for the supe-relevationcu,rve.This- reverse,
Department will superelevatlon' greater than 5% curve is shown in Figure 3~3
be considered,. ' . Table ,3.4 gives~,examplesof
sU.perelevatiQJl for ·sete'ctad design speeds. and
radii.

Radius Design spee9 (kph)

(m)
140 120 " 100 80 70 60 50
2400 2.88 3.15
2200 3.15 2.31
2000 3.47 2.,56
1800 . 3.85 2.83 .
1600 4.33 ' 3.18 2.21
1400 4.95 3.64 . 2.53 .
'1200 5.78* 4.24 2.95
1000 6.93· 5.09- '3.54 . .2.26
800 6..36- 4.42 2.83 2.17
soO 5.89- 3.77 2.89 2.12
, 400 5.66­ '4.33 ,3.18 2.21
.200 6.63- 4.42 '1- x -I I .

1···!·r·~?I·~[

• Spe~al, Ctrcumstan~s see above

Table 3.4. supe~reievation' ~f curVes (0/0) ..

1 .1·,
,.t' :.'
.,.'
L."'· , ~
Prog·ressive.,,··sup,erele.vation _-or" r(3I11QV'~J .... 91' ,: '
, ' " , "

adverse camber Shalt be .achieved over or within ,', ,:;Y~ 3SX'1L2.2·$X'IL~·,,·

.'the, length of the transition curve from the arc' ~:.&re y • Dff~et .

.'. ~~~;~~n·~~~~~9:~:~:~:n:~ii~Q%~ . •.': l . :"'-:~~-: ::~~f ~::;::r::'hPPHcatk»n -.. .

\';1
. . . .. " ·s it ·maximum 'offset· '

','introduced,~on the approach '~raightand t~e" 1~~.•• ~~~~~~~~~~~~~~~

'. ·remajnder.at'th~ begiDn~n'g 91 th.,:,9~ry~.'
supere1evati~~'~hatL n~t:~~~i~t~citJ~ed,'nor .

" ·adverSe"-earribet'.Tero'oVed~::so,:gradli~~~Y .'as to . ' "" Fi':~ ~: 7·3.4:shows·typi~~I··rt:le.thods. of'pevelo'p'ing,

',' 'Create large,' aJniost.fJ~~·areas·of.~:rri~g~way•.to sup':, -:':,r.ievation:by rotatin.g aboutthe edg~~.ancf
~ cause ·driver·d·isc~mfQit.pr.-t()'·,~~nk'.thf;!'-ectges·of' the':, ·:·J1tre. of the road~ The .designer sholJ,ftfuse
."th,e' 9aniag,eway~ ··:·A.:~tt.~aeto& :~ppeara~ce ,can -the. /~Qst.,' appropriate' ;', method" ',: to 'suif 'the
'.; usually':' be . . ~,acniev,ed, ~ 'by ':',Bnsurin'g' . .tha~ . ·the . situat"ton." ,'. ·For 'dual.'.;,carnageways, gr~ater'
carriageway edge ,profile does :not 'vary ;ih grade .consideratlon .' 91 .t9Pogr~phy; , '.cl:J t '" an.q , fill, .
by'm'ore than about O~5~/o lrom~tbe -'line about catchment and "median 'drainage i~ required'.
,whi,ch thEfCarii~g:ewa.y I,s"pivote'd, and 'by ample ,
" smoothlng ",of .'an ,cha.nges :jn ·.e.d'ge· ·pro~ile. It is, '
recommended, to'· .ensure that' a, ':minimum '
longitudinal gradient of at' h:~ast O~5°/o" is
, maintained"w,hetever'sup,erelevation is to be'
applied or reversed. The"distance to satisfy this'
constraint is .given by the equati'on: ­

G= % x SIL'

Where:

G= rate of change of gradient

(0.5%)
S= change in channe.1
superelevation relative to the
line about which the
carriageway is pivoted (m)
L= !ength' required' to
accommodate 'the change 1n
superelevat\on (m)
 QATAR'HIGHWAY, DESIGN.. MAN.UAL
"':-" ....
"
.,'
¥
.... " ~

Elem ents: .

,PI =
Point of Tangent Jntersection '

Bee =. Beginning ,of Circular Curve .

ecc End of Circular Curva

=
!::J.'C . = De~ection Angle 01 Circular Curve

R =
.Radlus of Circular Curve

T Tangent
=
LC :: Length of Curve

Circular Curve'

,~:'i;_:.:'~:0:
7
.~ .1;O;~~~':: ."
~;~~r~ 3.1' . Circular CurVe Elements
.~ ~;..
:~'~I·.~r.;;../' :,"
.'. ,.' +

.' }. .; • • . ; - . •• "0:.. '. to.~, •• ~ •• ~: •

,.,',.

.
. .. :~ .' ... ; . ~. ," .' .
" ~.. "'.,~'.
. '"
' '
."
•
, ~•
t
..... • •
.:."
• I • • :. . ~ ~ '",;" .

Ele'm.n·ts:~/::·· .<: "'}''',' :, ".. ' '.: ':. '. "~' .:.:. :'. '.."
PI -.PDln1 of Tangent InterSection .

··':~~·~::;~::1::~~~5:!:;·>,··"·:'"".· ."
·ETC .'."E nd ,of T·ran.IlIDn.. c; ~rv. -. ' .. ~. :'","',
.r
.~"
'~,
. ~~' ,,:'';' T,tti'•• Defl6ctlOn ·A·n·.,ie'···· '.'
, " ·:.:;6:T· .it ~D·.fl8·CtiOn·:~:n'lf~ rtf !ran.dilon :Cu~e
'~.' >:-:"".' ".,::
i.
: ,./)c .' .·l):ef.i8.otlmfAn9le.,Df Circular Curve:.:
"R ' ". R.·dluaof .C1~·lar·Cuive . .
MT • ,Main T;slngent .:. .' ' ,
TK • Shc;.'rtT•.n.IJ~!'It.,;C;.f Tr.n~It'Dn CUNe'
T l '.•·~Lo·ng Tangent of· Tran s'llion Curve.
. 'XM ". Absc;;i••·• ,o{th'e Centar,ot'Radlus 'P'olnt
,',b'R: . c Ctri:'u.lar C"rve Offaet '
X • Abscissa of Bee Dr ECC
Y s:Ordlnats'of a,c.e or -E'CC
l T' III Length of Transition Cu'rv'e
L. C' • Length of Circular Curve.
L

Symmetrical Form of Trans~ion to Circular Curve

I
Figure 3.. 2 Transition and Circular Curve Elements
L

lilL,.-
 HI~HWAYbe$IGN·MANUAl.
...... '

.QATAR , :,SEl~T10N."~·

. ,0
0,(")

II-
~unoff Slope\. ~.~
o
Slope 1:400
Normal

,0
I­
m
-- -r

: ? Grade

crown
~~--~---r--;~----------4-

-- ----. ~.,.~. ...... ..-,.' ­ Insfd!.8C!ge.£! t!!velled way

Travelled way revolved about centreline

Tange'nt Su erelevatit:!".n.:_.",*_'~·,'_\o_ff_·' ' _'I

~~:
Ru-nout

o
t-:'

" "

.W

;; , ..Ou~slde edge of travelled way

._ ··· .......0 -:~-:--_."

o
t­
m
.--',
- .-­. ,). . .,:
.,.--..--- ==.
'...... ,:~',
... '.'

-­ -­
Slope 1-:400 -- ".:':,:~:~"';.Tad.··"'," '~-~'eu-+t--~-----
.' .:....

_,_. "prm.I"!1~~OflleQtad.e--!
.
Normal' _-.-_ _~-....__.......
-+_.-:=:----. _. _ _ ..
"crown --­
- - - - '- ,"- ~:":~~' ..' : In~lde,.~g~oftra.v:ell~d~Y
' •• ,. '::",.+'

. - ~ ." .. ~ ..­
t .-•

,T.r~v ~lIed ,way rev cilv,ed.about inside ed$Je

," .­ ,':

S'uperelev'ation runoff
" ·"1": ' .--, . ','
""1
,'. '. .'1-' .'"
. '. Runout
,tangent g~ ,,;' .',0' """, '",";
'.e;, '0. -",,' .
. ~ w '0 0 ,"
" " , CD ,0 ai·W
.... .'

'
, ,Norm'al _ _-=
crown ==-­
NDt!D.!L~rofjl-e.g~!ge_.
_, --:- -.;.. ...- ',-
_ "..
,_' _' -. e,·'··.:,,<;·: -= .,":' '_ =".-:'-'
Q,uu;tQ" edge.of travell-ed way

-. "

A B c Outside edge
·P·'roflle" control,
Travelled way revolved about o'uts·ide edge

. Notes:
A = Normal crown

B = Level high side normal crown low side

C = Superelevation at normal crown rate

o :: Full superelevation

Figu're 3.4 . Development ~f S:uperelevation

/1,.,
 a:ATAR HIGHWAY DESIG'N MANU,AL , , SECTION 3'

3.5 WIDENING ON CURVES

r The rear wheels of vehicles do not follow the

front wheels exactly on horizontal curves, and.it - ~
~,

is more difficult to steer the vehicle on curves.

1,

Fo.r these :reasons - ·it 'is recommended to

increa'se travelled ·way widths ,on curves.

Widening' is required for carriageways of less

than standard width and for low radjus curves of

standard width to alloW' ,for the swept path, of

Iqng vehicles;

For' carri'ageways of standard width, (3.65rn,

7.,3m and 11.0m for 1" 2 and' 3 lanes

respectively) an increase 'of O.3m shall .be

'8:lIowed when the. radius is between gOm and

'150m. Two lane road's. of width ,greB;ter thE!ln

7."9'm require rio' additional widening: _Wiaening "

of road widths when the radii, is less than 90m is

coveted ,in Section 6 Jun~ion Design.

.:.:r[~'prriageWaYS·lessthan~e standard width, .

",' :~r.~.j9~~lng shall be.as s~own In rable, 3.5.,., ,'.
_ .w I\··<¥' .',. ! -,.
• ~ ~ ~'. -: .....4 " J.

'Lane, Width . ' Ra,dI~s ~,~': .,: :." ..-: ,..'A4dJUonal ',.,
'" . "~'.:' ,....~, -: -'~'_ '," "', ,.~. :." •..~~.~ .. :::':t~:~~""~::',l'" ,,~.,~. ':~ ·':~tdth(m)··~:':
•• - . . . . . . p. 1 • ~... 100 .... -:~ • -A .,'0;,. .. , ' . " . . ­

hodard' ','" .·RadlU6"1.~ 1hBri ·iomrefeT10

Width· SecUon.S '

Standard. - Radius between ,90m and . 0.3'

Wkfth ~'6.Q~r( - . ,"'.

Standard ' :A~dtus greater ~n 15()m , " ' ' None

,Width,· .

'Less than Radius less than 80m ',efe, to

Standard . Section 6 ' .. "'
Width

Leis than ' Radius between"IOm and 0.6

Standard 150m.subleetto ,maximua:n

Width carriageway .wle:ttt,.~of 7;9m

and 11 ..9m (for '2 and 3' lanes

:~~~p.(ftiVet~)" -­
.. ., . .'. ,

Less than , Radius between 15Om·and 0.5

Standard' 300m sUbject to'inaximum
Width car,.gewaY,~~ths-Qf 1.3m ,._"

and 11.Om (tor 2 and 3 lanes

respectively)

Less than Radtus between 300m and ' 0.3

Standard ' 400rn subtect'to maxlmvrn

Width carriageway widths of 7.3m

·and '~, .. om
(for 2 'and 3 lanes

re$pe~ety) -:. .

Table 3.5 Application of Additional Lane

Width

LiQ
 . . - "

QATAR HI~HW~Y <DeSIGNMAN'U4l

Circ.ular curve

. .' .' ".' .... ' .: .. ~, .. :,: ~: ,:', :.. ,~." .......
" , './",., ,:, ';,,' ~~' , : •• l,r~..~ :.:. .. ; .~ ••:.~~ •••• '.~ •• : •• 'J" ....

.~. ' :t., .'

:.'::".' , Avoid rellrve curve

; " .. ,.
.
. at thl. 'pOI!1t ' .~

, ..~ ,', ~

Simple curve may' be widened on inside only'

Figure3.5 Widening of Pavement on Curves

11a

 .QATAR 'HIGHW AY ·DESIGN .MANVA~

'at
vieWpoint 'is thescl'medistance frorTlth~ start
of 'the curve thaI) an improvem'ent is not
The choice and arrangement of the Hnear " ~cfiieved, in fact the kink will appear to be
,. elements are crucial factors in ensuring that the rather' more pronoun'cad.
road ·will look- right in itssurrounding$ and will
be' pleasing to the driver of the vehicle. The
design ~hall also provide a saf~ route, with. the
necessarY stopping ~ight distances.

The aim of flowing alignmelltis to combine the

various components in a manner which results '
in the road being experienced by the road user
as a 'free-flowing; harmonious form withqut
visual ~iscontinuities. Such a·design results in
better ,integration of the road into the :)andscape
and Delps to mak~ the road a, construction /
which is visually pleasing ,from th.e viewpoint
both of, its users and th~se outside the road
reservation. Fig,ure 3.7 . '· . I mproved View, 'with, Larger

Radius·'· '

The principles of flo~ing 'align'ment are, closely

linked with'theway in which the driver sees the

,,'~:~r~ad line ,and in· particular the 'snape of the·road

Even with a large, radius curve,it is not possible

to' avoid the' illusion of' a :sharp·.,:·change in'
,i I
···:~~t..e!_dges. .
. ' direction if -the" approach ~',straights are
:t~~J:i"t; .' ,
....,,,,....
~~t.... . e
·su.ffl,·ciently ·Iong, refer Fig'ure '3.8. 'Th, 'best I~
···~~!~iJ\~:;~1S . advisable to avoid'small : ,changes 'in 'results'are likely to-be 'achieved With'tt:lEfflowb19 ,i
,

.... ',dJr~ctloD in a flowing ,alignment.· These.. ,Q,(e. ,,", alignment whe,n straightS can be, dispensed
:likety,·to ,appear,unsatisfactory· from"rthe-·V&Aiefe .:~, :,:.,.-, ,'" ,<wfth·. ,,·lhis;Gf -COkJrse ~$ ,not ·always -posslele ,·er ·in
',Furthermore, smaU transverse -displacements· '. ' .fact ·desirable. For ~xample, in- roads .which are, i
can pTesenta"confuslng:prOsp~forthediiver. . not dua("oarrlageways, the sight" tines". on.
,[
of
, ," ":','....:: stretqhEis' road 'wh~re overtakin'g is "'pennit;ted .,'.
.~~~~~~~~~~~~~~~~~~. ~u~b~.b~ed~npu~~~g~~~~a~~~nd':' I
. , not stopping sight Jdistance..' ,Straight lengths, . i
. ,may·'then be '·req~.lired to :'achiev-e '.the-s'e'.·sigh~· ,
Straight' ' distances. 'AlSo, it;ShO'-l1d be born,e,;in' mind·that
such effects will ,not n.eeessarily be sig,nifi~a"t' j'n '
ShDrt ' the to1al, v,jew,: for."any· parti.Clilar ~se'.. _',Each'..
curve des;ign ,should be ,conside~ed in its ,Ia,nd~ape ,
¢onteXt~ . "This 'is true ~bf 'many aspects .of intemal '
Straight harmony.: ,altt;lciugh the' greater ·the '-'d~sign'
speed,',the tess the eXtemal features modify the
.intemal vie~s. This. occurs because" vegetation
a·nd buildings a~e 'further back from th,e road
edge, the carriageways are Wider. sight lines
'Iongerand'the ·roadWorks generally constructed
Fig~re 3.6 . Example of KJn~ to a larger scale. ' '

" In all cases, when additional width is required. Abrupt .,changes, in di·r,ection ,can be

1
the extra width should 'be appUep .uniformly unsatisfactory on access ,roads as well as

along the transition curve. Where existing

alignments are to be improved the widening
highways. In Figure 3.9 the straights have been

joined without the 'use of a horizontal curve.

I
should take place on the inside of curves. This The appearance is quite diffe'rent when a

is shown in Figure 3.5. horizontal curve is added, refer Figure 3.10.

When two straights are connected. the use of a

short" horizontal curve is likely' to . cause the

appearance of a ,ki,nk, re1er Figure 3.6. In such

cases, -the 'impression can be improved by

employing a larger raqius, but an improvement

only results prOVided the views being compared

are taken from· the same distance from the

, verte~ of the curve, refer Figure 3.7.' If the

 ". - '- - , ..... , ,--. - ,. - ' .

..QATARHIGH·WAY,·O'E$I(3N')MANUAL· .:

~"
~I /-.

Agure 3.8. illusion of ciSharP Bend with Long StraightS ....

. . ~. -

• + • < . '. ~ .

~. .~.

~.. -, •• + ~~ •

.;' 'J" .,... ",:' .. ~.,,: /:\'... ,:-\;.:

Figure 3.9. Angular Geometry Figure 3.10 - Curved Geometry .'

 ~.. . -. .~.
.-'J .~ - ..;.. ,.~- : '... r ~_.~- ~

Short straight sections. of road sho'uid not ·be· Simil~rjYf in the case oftwo· subsequent C·urves

.interposed between. horizQntal curves of in the:same direction, the. use of an ,intermediate

, r' opp'osite sense. since-the appearance of a. kink shorf straigrt, as sh<?wn-.fnFigure··3.. 14t~'1S' Jike.ly

is.lik~ly to re,sult, refer,.Fig~r~ 3·11. ,'A .ppssip.le .to.p.roduce,af1 uns.atj~acto.ry·vi$U~J .effeet.~ H~re

'so"utfon is th-e 'useof' a pai~of transition.c~ryes . there. may be the possibility ,of. replacing. the ty\to

refsrFig-ure" 3. "L2. Wheh designing for slower - curves and the straight with one circular-curve,'

speeds or in 'the case of very large radii it may refer Figure 3.15.· Another possibi.lity may be to

be feasible to join the two curves directly as interpose one transition curve ~etween the two

shown in Figure 3.13. This could be done with radii~ refer Figure 3. 16'­
care since here also an impression of lack of
flow may result. \, A series of rever~e curves is likely to pro9uce a

flowing alignment Which 'is pleasing ·to the eye

·and comfortable for the driver. This type of line

is ideal for integrating a route int~ an undulating

landscape. .. ­

Figure ,3.17 'summarises alignments to be

avoi,ded:· and those to b~ attained where I
,possible. .' . . .. i
Cfrc'ular . Circular
_,3.7.·, .' . ·HORIZONTAL
. . CLEARANCES
curve curve .. ~ - .. . . ~

, Straigh~
G~nera'ny; no . struCtures·
apart .from ,roadside'

furniture, ,such as sign~ and lighting 'colurt:1ns, .

are .all owed to laflwlthjn ths Joad. reservations.

The·' position'ing -. -of .' s,gns:.snd. oth~r.' -~treet .

I.
, .. ·furniture,should be in accordance.with the Oatar
:. tr8Jflc····'·Man'lJal.. ~I( Ifjs~ nof·~po~~i·bie-'to 'p·osltio·n f
·stiuctUr-eS oUtside1hereservation,,-consideration .' . .·t.
:., ·sh·Oijld "be'~gtve-n to p~O~.'i~~ng._ s~~ty·. b,ilr~er 0 r. , .
. .,·,-:saf-ety'·:cu_~h·iQnsi· refe:r: ':clause~ ',5.-1.5' ·a'nd 5.16
,:" .res·peetlvel,y·~: Setb·ack of' 'cTas~:~anie'rs '~is' 'dealt:
".' ,'. ·with, jn :tJ1·e-·cJa~~~.:F~f~~tep,~,$(;J,·pre,yiously~.. ,.' '
•' '·4 • _ .~ _

.• :u~tr~;~~~~ ~~O~ldn~~:~;I~~~ within 1 .2m of ..

. ~he' 'edge of the' h~rd shoutder~:··or::O.·6m .of a

kerbed toad.. '· .,' ," .. .. '.

• "II"

it is important tq e~sure ·~hat s{ght dist~nc~· is

Circular'
. >.i;, <'curve;, .
Translt10n Transltlcsn
Circular
curve
not impaired, especi,aUy at' junction· and

·dri,veway.-locations_', .Refe.r to ·Section 2 S!ght

I
Distance~' . .

Figure 3.1'2· Back to Back Transitions-

- -
I

Circular Circular II, .

curve curve

Figure 3.13 Bac~ to Back Circular Curves

I~-

'52~ -
 Circular CIrcular
~.,~,,,,, cUrve Straight curve
1\L':;j . ~- ~ .. ". ;.,,,"

I
~I
i
-,-Figure 3.14 TWO"SUbS~q~:entc;urvesi J iheSame Direction - -", ;

b.( . J)
t~
I
" Clrcular curv e
i

I~
InJ
, .: ..Figure. 3'~16., ',..:'." Sin,gte . Transition' "CUrVe'"
.,: ..,::", ',': :Setween T~o Curves
til
J

,II "

.~ _.
. T~D belvoide,d.,>",·,­
j

'~'
, 2 Short hofizoJi,tal'cu'rve b&tvteen two straights'
IJJ (9" ~ . . >,'.:.
.
~
-.

·D" , ',­
.

'j
,
~."
.. ~ ,x,
:'. 3,Sho;rt ltra.i'g~ts- :between.."h.orizontal cu.rv.es of '
'opposite .sens,~' , '

;11 ',~ x
4 Short straight between horizontal curves of

the same .set:\se ..

.
5 Out of bal.a-nee ,aU'gnrnent
-'1 J
To be atlain,ed

~'l
~

.1
1 Wel1-b~lanced ,a1ignm~nt.

2 Use of curves rather tha'n straights where

_feasible

F\gure 3.17 Summary of Alignments to be avoided and those to be attained

." 'Paoe 3/11

, 53
 Q.ATARHIGHWAY .DESI'GN MANUAL
jo.'

.3.8 SP'ECIAL CONSIDf;RATIONS.

Case' 1 Standard cross s.e·etion, carriageway falls
from centre-nne at norninal·2%.,· To
I-
Resid'entia' .roads ·serve"o.r 'give acces~.·-to continue this cross-section around a
private dwellings or properties. They should be clIrve w~uld introduqe. adverse camber.
de"signed to serve the needs of the residents Minimum recommended centre tine radius
and at the sam~ time discourage through traffic for local roads (TR3) is 130m andfor
. by ensuring that the roads are not used as a
access roads· (TR4) is' S5m
.short cut.· .

Case 2 Normal,2cro crossfall applied across the

full' section, falling from the outer kerb
Generally the design of roads in residential
towards the inner kerb
areas and local street systems should consider

. the following:
Minimum" recommended centre line radius
.for local roads (TR3) is 100rn and for
access roads '(TR4) is 45m
• Local streets should be designed to
minimise through traffic~ovemen~s. Case 3 4% crossfall applied across the full
section, falling from the outer kerb
..towards the inner kerb
• Street .patterns'. . should minimise
excessive vehicle travel. Minimum recommended centre Une radius
for local roads .(TR.3) is 9Qm and for
• ,The'"localcirculatioi1 should n'ot have'to .. ' access ,roads',(TR4) "is" 40rn' .
rely on. extensive traffic regulations' or ..
" sig~s tn order to f.unction properly... , '. Tabl~.3.6 . Possible", Road Sections at

" . . Bends"

Traffic .generators': Within residential'

areas .S4ct1 -as ~.ch(jqJ.~, .mosques or.' '. Table ~3.61dentifie·sthree possible roa'ci sections

'~hopping. .·facilities· "" should ' - ..;.' .b~ . , .at"be.nds.,· , ..' .

con~idered in the .overaILde_ign,·. "'.:.: .

_:.' .... -. ';''' ... ~..:.. ,~ ......... , ~, .... ~." :. '". , ",' ., ....

.' The··tntrOdLJ~lon ':ofeurves"to ··resi"di!ntiaf,orqads 'is "

.'.
. ,,:. " . . "" , '

Th.~: . loca.!. .. $tre.~,t $yst~m .·.should'·',be '. ~,.~...,~ff~.c~i.ye, for,m . ,,?f .sp.~~d. cpotr9'1~ ..HoW,$ver·

designed for a· relatively uniform,. low . . .bends,' of: smaller·::r:adius than those giv.en, in ..

.volume of traffic~ '.. ,.'. '.. ' . '. . 'Table '3.6 exagg~·rate.. this effect and' w.ith

' •.. '. 'Local

".

streets, ;Sh'ould b:e' designed 'to,'

~ .etI~ou.ra'-ge.ex~essive spe~ds. '. '.:','. .
'. ~ j : •
". . .". ~. -.' partiCUlarly ·sev,ere: bends;,:':.induce· the· sharp .

braking/acceleration 'beh'aviour wh'ich has·been

',' identified'as ·u,n~es'irab'·e.· ,'." ,

• .' .Pedestrta'~-: vehrcular. conflict'- should . ' '1[, ·Short·:..cuJ~,de-sa-cC)r (o.ops~· sucfl'as-'SOm .or
.be'··fT1inim.ised.- . . . " . les·~' .·:in ·':Iength,:· wh'ere·. speeds are, :Iow . the'
.. '.. ;.. ' ·v··· ..·; '~-" .,
. '... .. ... ~
. :. desirable" minimum .inner kerb .radius ~'is 15m
• " Par~ing' requirements: should· be . 'with an absohJte:minimu·m ·ot..1.0m..
pro~id.ed " .~.tnout·, reduci~g~·. '. visibiUty , . ,.- . ".. - ­

requfrements or .the .safe operation of ,The' min'imum' radii to be providec;J at junctions is

the, rocid.. . ' ., disc~s'sed':jn Seaiqn 6 Ju'nction Desi·gn.

• There shoUld' be ·a "min·im.um·· 'of The 'typical driveway should be designed for

inters~ctions .. ·passenger·oaroperation only. For a 90 degree

. - .
turn;. an ins.ide "radius of Sm' and an outside

• 'Local streets .should be related to' swept path of a· 9m radius wi·1J comfortably

topography" .from the' standpoint of

drainage, economics and amenities.
accommodate most drivers in aU passenger

cars'. Tempo'rary .encroachmen:t on the wrOn.9

l
side of.a residential street while entering a

The speeds on residential roads are

con'siderably lower. than major, secondary and
primary roads. As the dynamic element is -not.
private 'driveway is .generally considered

allowable. For higher traffic votumes expected

at ,the driveways of school or apartment car

L
. so critical, it is not normal to implement paiks', increased. driveway widths are

transitions as part of the horizontal alignment,

no~ to apply superelevationto a curve.'
reco'mmended.
t

The'. visibility requirements for bends

residential roads ·is detailed in Section 2.
on
.1

····L

· .Januarv 19Q7
,
54
 SECTION,4 VERTICAL AUGNMENT surface~ ~the .profi·le shaUbe established so. that
tne~IQw'edge'of"tr,e' fini~J!ed shoulder is at least
A 4.1 . GENERAL CONTROLS . O'~5m' '~bo.v'e' tn~'~E:!-rnpo@'ry'w~~erlevet. 'If the
~
watertable is permanent then' the road, formation
Vertical alignment, consists of a·. series of level should be ,at least 1.0m above'the·table
gradients c,onnected ,by verf~cal curves. It ,S due to the pos~ibi~itY ,of 'capillary action. ' In areas
controlled by"safety, topography, highway class, of rock, if practical. the profile' should' be
design \speed, . horizontal alignment, established so that the loW edge' of the "finished
construction costs, adjacent development, shoulder is at least O.3~ above the. rock level.
· drainage, vehicular ch~.ra·cteristics. and This should avoid ~nnecessaryrock excavation.
aesthetics. The vertical alignment is usually
referred to as the prQfile. . " For aesthetic ·reasons the len'gth of vertical
curves should be substantially longer than th·e
A smooth profile with gradual changes, ~C}ngth. requir~. f~r stopping sight distan~e.
consistent with the class of highway and the
.' character of the terrain, is pref: ~. ".2 M'AXIMUM AND MINIMUM GRADES
vertical alignment with n~mero sharp breaks - }
and short lengths of. gradient. '. /. ;;~neral.ly gradients should b~ fixed to be
··~::asistent with the topography tnrough Which the
. ,';ghway passes in order to· minimise excessive
.' . '~hecessary earthworks. . The maximum
..... adtents for.design.pl:Jrposes shalf be as·sh·own,.
'; :able 4.1.

Route Classification . Max. Grade

As. "tti~· driver p·;"ogre$sesalong the profile with '. .(ero) .
increasing Ghaln~gt:l-f an incres$ing gradient is
.denoted; as being. positive' (+ve)·· and a f:: ~'Ytary Aoute '4
,~.~ ~'l~ondary ~oute 6 '.
decreasing.. ' gradient: .is denot~~ . as.·... Qeing .
·negati~e (-ve).. .. .' :. '~.' '; '': .' !', ::··tiarY Routes ...., '.
.. . ' " / .•.~ ~ . ~ ..ccaVDlstrict Distributor S .'
· Abr~k~n~backw:aflf~"(twO ve~ curves in the .. ' 'AaJor~inor Acce~s
.~-ul de Sac .

10
, 10 .'
same ·di·recti ~separated b~:4·s·h·ort section of.

, tangent ,gr e),IS.JlQtJ.t~_~·. _.~!'li;.·p~rticularly' in

•
sags'where fl~jlJ vi~w
• :' ~ :.~
e pro1ife' is"~'-ossrble_ .' .

~ • ~ ~ I,' : . , '., '.. •

" .

In residential ,'·areas;.·' 'Where' .properties " tie

· ,.Where an·' at':grade, 'interseetiori,o'ccur~ 'on a .
adjacent to the road,. the' desirable maximum
bighway with· moderate to steep grades:" the
gradient. is 3.3%. Gradients ,approaching "Stop"
gradi~"t through the intersectio.n·· .shali.· 'be .
or "Give Way" junctions should' be ~ maximum'of
reduced· if po~sible.·· This. is ,beneficial· for
+/. 2°hJ tar·s minimum of. 15m ,l~~fore thti "Stop"
veh.icles r:nakir:l'g turns'and ~ops·•.and se·rves to
or·~iY~·Way: line~ Ref'at Figure 4.·1 .
.reduc~ potential, hazards.

A $upe~elevation runoff occurring on a vertical

curve requires special attention in, order to

ensure . that the reqlJired minimum. ,vertical

M,,;orJ' RO.d1.. . _......:.=.:.:.~:...-_u_lnor Road
is
'curvature maintained across the pavement.
For example, the ,lane .profile on. the opposite 1 _ 15m min
t 2% Jrlax grade
.
i ,~ ..­......-'"
side of the r(j~d'~r9m the ·superetevationcontrol
line. may have sharper curvature due to the

--~----~~
chan.ge in superelevation rate required by the"

superelevatioh runoff. It is' therefqre· necessary

to check both edges profiles and adjust where

necessary in order to maintai.n the des.ired

Figure 4.1 Vertical Alignment at T-Junction

. minimum vertical cU~9-~re.
J
'\
J'
j . .~ .. , ...,.~:
In fJat terrain, Jfl'B' elevation f the profile is often
Apprqach

controlled by-drainage. T vertical profile must

For drainage purposes, a desirable minim urn
longitudinal gradient of 0.5% on kerbed roads
·be positio' ad such' th' adequate drainage
shall 'normally be adopted. The absol ute
'structures n be con cted. In areas ·w.here
minimum, \on'gitudinal gradient for kerbed road~
the· surfaoe w above the ground Jevel or
shall be 0.30/0. in flat areas careful consideration
the 'groundwater table is immediately below the
should be given to· drainage requirements.
 - - '

·QATA-RHIGHWAY DESIGN'MA·NUAL

The use of over, edge drainage may also _be

For single· carnageways. wh~.re the. horizontal
con'sidered in·conjuoetion. with surface channels
alignment has peen. :designeo to alloW
'/4 .0 r ditches, in rural' areas. Refer to Section- 8 fo r
overtaking~ fullovel1aking s~ght disti;lnce should­
further details.on drainage.·
not be obstructed by crests.. Conversely there is
no merit in· provi_ding an overtaking crest if the
4.3 VERTICAL CURVES horizontal curve does not permit 6vert~king~
K-values for. vertical curvature on single
. Vertical curv . all be prOVided at all changes carriageways are given in_ Table 4.3
in gradient'· exce at junctions and on lower
cl.asses 0t'roads w re the arithmetic change is There· are two prime factors that affect the
less tha: O.5°/Q. ,e curvature shall be large choice of crest curvature, visibility and comfort.
eno.ugh 'to provo e .for· comfort and· where At design speeds of 50 kph and above. a crest in
appropri t s ping sight distances· for safe fhe road will restrict forwa-rd visibility to the
stopping at the design speed. The use of the minimum sto~ping sight distance before
permitted vertical curve parameters- will n9rmally minimum comfort criteria- are approached, and
meet the requirements of visibflity. ~However, conseque'ntly d'esirable minimum crest curves
stopping sight· distance . ~hould . always be .are based upon visibility criteria." This is
checked because, the horizontal alignment of the in
discussed further Section 2 Sight Distance.
road, presence of .crossfalJ,.·superelevation or .
verge tre~tment and· features such as signs and
Design Minimum Avoid Absolute
structu~es adjacent to the c~rrjageway, .will affect -Speed K-vaJue for . -Crest Minimum
',. the interaction betweenvertic.al curvature and
·(kph) , an K-values K-vaI.ue .
~.~:;:~vis ib iIity.
Overt~ing . .in·this
·~:/G~~ , '. ' .
, Crest ' Range Crest Sag
:7:~. ~:'"ertical curve is a curve on" the longitudinal _
,. ·~-:·prOfile of a roaq. which, 'allows for. a change of .
. 'gradient. ' . .

a
A crest (sum.mit)· curve is Vertica.1 curve whi'ch
is convex in ~hape.· Generally' the. sign 91 t~:e ' .
gradient as the driver 'tr8:v~ts, '. up 9~ainage,' Table 4.3 K-valu,es," "for· , Sing,le
,ch~nges from +ve, to 'zero to' -ve._ ...:.. ' .'. -"_ . , <

'. ' Ca~riagew~ys"

A sag, (~alley)· curVe' i~ a verticalcuive
.O.j" " '.

whici, is' needed·- ··on··'·.·~ual

'. 'Particular ,·attention' ·.is,·.,
c0r'lcave .ip__ ~H_~pe,; ..G_en~raHy the' sig_" of the carriageways·to· check any rsstrjcfion 'to visib,ilfty

gradient a~ the driver travels, up. ch~ina.ge, ' . cau.sed by safety fences, median 'kerbs, ·bridge .

.cha~ges from -ve .~~ ,zero_ to +ve.. . . piers, etc. especially at-combined horiz~ntal and

.. . . ­
'vertical curvature. . ..
,

A K~Value is· a constantrelated to· the comfort of

the .driver~ . ~',
Vi·Si-billty at sag ·c~rves. is usuany',not obstructed
unless oVerbridges,. signs· or other feature$ 8:re
Vertical curve Je.ngths··- ,can' -be ·~etertnined' by
- .present. For thes'e curyes, comfort criteria' apply.
multip·lying _the K-valu.es 'giv_en bytpe a~~ebrai.c The maximum rate of vertical acceleration is to
change of gradient expressed as percentage, ie
. be taken as O.3m/sec2 .' However for design
+3% grade to -2% grade indicates a grade
speeds of 70 kph' and below in unlit areas, J
change. of 50/0.' .
flatter sag curves are necessary to ensure that
.

For dual carriageways curvature shall be derived

- ,
headlamps illuminate the road surfac.e for at
least the reqUired stopping sight distance. Sag
I
from the appropriate K-value in Table 4.2.
CUlVes Should norm~Uy be designed· not less

Design
Speed
Desi"rable
MInimum
Absolute Minimum '
K·value
than the absolute minimum K-vaiues in Table
4.3. 1

(kph) K-val'iJe for

140
Crest

230
Crest

182
Sag

50
Where, at crests, the sight line is across the
verge,- consfde,ration shall be given to the design
of a lower verge profile' in order to allow for a
L

120 18_2 . 100 37 , .. maximum overall height 91 landscaping of O.5m

100
80
70
100
55
30
55
30
17
46
22
20.
More generous sag curves may be required l

60 17 10 13 under bridges and through underpasses etc. In

50 10 6.5 9 order to maintajn the envelope. of required sight
"
distances.'
Table 4.2K-vaiues for Dual Carriageways

.I~nll::l.r\l 1 aQ7
 QATAFJ' HIG,HWAY DESIGN' MANUAL'
~ ~ ~ .'_" ,_ _- - - , ',' '·,.Sf;CTION'4
------.....o.-----_..,;;;;;,.-...;;....;;...;...;..~

The choice. of vertical profile is,fixed:rnain'ly by . :.'-3'dlus must be sufficiently larg~ ,for the
the geometric standa.r~s_,but~s also influenced by· :iPpearanceof ? ,kin'k to be avoided, refer.
the nature of materiaJ in the cuttings arid 'thetotal - ' :7igures' 4.2', and ,4.-3'~ Even large radii will· giv,e ~
earthworks. Ideally', a ···bal·ance '~';should be· ·;te appearance of an abrupt changeir:'l direction
achieved ·between cut and' fill, and: the ; the viewpoint' is sufficiently far from the·curve,
calculations, should include compaction faetqrs ··It this'is unimportant since, at great distances,
for shrink ana sweH and allowance for suitable ',,viU not be found disturbing. Drivers do not tend
and unsuitable material. . . become aware of an approaching valley curve
·.r=-til they are about SOOm from the start.
Due to the topography of Qatarr it. i~ unlikely that
steep gradients. woul.d· be .implemented which
'would require a climbing lane. However, if a .... Straight·
sch.eme inclUding a climbing lane was to be
considered, reference should be made to the UK
Department of Transport pubHcation 1 ,'Design
. Manual for Roads .·and Bridges, Volume 6,
Section 1, Highway Link Design (TD 9/93).

, 4.4 ' HARMqNISIN.G THE VeRTICAL VaHey' curve· Valley, curve

, ,ALIGNMENT

This .section should be. read in conjunction w.th· , Fi9ure 4.4

Clause, 3.6,. harmonising the horfzo.ntal alignment . .

an.d Clause 4.5, combini·ng the horizontal and' Tangents, especiaUy short ones, between two
vertical: a·lignm.~~t. .. , valley·curves"can,result in an awkward lOOking
.. line, refer Figur.~s ~~4.a~.d, 4'.5..
Th~ ,'v'aney c.urv·e :'plays' an 'important, part.Jn
achieving' interna.1 . hatmo~y in -the alignment.
especially since it can often be. viewed.along its·
whole' length at one time.. This is not' normaily
possible in the case of .cre~t curvesbut.for this
rea~on particu'lar' attention must· be pajd to ..
ensuring. that visuaJ-' continuity is' maintained'.·,
This. leads' to the avoidance of shott su.mmit·,
,curve.s· even though they' may ·satisfy visibilitY
requirements.. . .Figure 4.5 :

. A .·vertical.; curve is.·.-,:·seen. '.as· .a hyperbola.·

Wt)e.th~r or not the junction of' a tangent and a
v~rtical curve presents the appearance""of, a ~ink

. .'Grad~nt -8
..
depen'ds on the curvature· of the sharpest bend

. , . Valley· .:'
. ..
Gradient'· ...•
:.
. 91 the' hyperbola and its location in relation to the
end. 9f 'tt~e ~an·gent. :' It .ls' ,desira.ble, that the
, curve hyperbola does not start at the' position, 'of its
smallest radius. In criticat cases it i"s advisable
to examine perspective drawings of the'line. An
Figure 4.2 indicatio.n of the effect of sm~lIand -large tadi us
vertical curves on the drivers .view are shown in
1
.-----1,'.;
. ~
,I '
Figures 4.6 and 4.7 respectively~ .
. J'

l}, f
}.

J-.
"1 !
Figure 4.3
-1 1
_L As \5 the case with horizontal curves and
.'" ... stralghts, when a valley curve is used to join two

IJ~'
gradie.nts, or a gradient and a level length', the Figure 4.6
'_,,~' -4
 -QATAR-HIGHWAY DESIGN MANUAL . 'SECTION 4

Summit Summit
curve curve

Figure 4.7 Figure 4.10

A level length of road containing a short Iow , When a· terrace is' created by' a sequence of
. summit curve can cause a visu~1 discontinuity summit and valley curves, whether or not there
since the distant length of road, diminishe'd in are tangents between the curves, it is likely to
size by perspective, can be seen over the crest, result in· an unsatisfactory view if two summits
refe~ Figure 4.8. . 'can be seen at 'the same time. - An. example is
-shown in Figure 4.12.

... . . ' Stratp"l

...
.: .~ ~i.~.:·-;:~
, .'.. :: "':':
, ... :.;...- .... ' ..........-.................
................. ....
,LAy.,
~
. !.aul
-- Valley
~urv.
umml
. ourv...

:: .... .... . . . .....

.,~,-2J~,.~,.-
.'
.
..

'.
~)~
.
.

-'. -
,~
. , , ' ..

'.... ;'" :..' .. ' .'

.
.' ",... '
. ,

.. ' ..
'. ~.
1
//.. ,

.- '., ", .
,'Fi.9t1re. 4~11

Figure 4.8.;, .
, ' 'n', ~
,­ 4 ' .

Similarly the use .qf a reverse, curve' in -the

longitudinal section, causing a ,sm.-aU change in
_level, can ·result in a. vi·sual discontinuity due'to .
the road 'S'Urface' drsappearing"from'<:view'an'd
then~ reap·pearing. ·:An· example. of the 'effect·
when "a,.' reverse:. vertical· curve' 'is. used: in
'cOnjunCtion with level . straight lengths ~s shown'- in ­
Figure- 4.9. A view of this type' can 'occur with a
double reverse curve, refer-Figure4.tO. In'the
case Hlustrated,the line can be' improved by
increasing the length of the valley curve and.
decreasing those of the summit curves, refer
Figure 4.11.
n17NnNIJN) nv\ (PI \ \ V1 \ os ~tno~P"!"W"I""I_onPI
- ;..
Figure 4.9
.~ ... \ \y\ \\Y\\\n \\h\vS::
VaHey Summit Valley Summit
c~rve curve curve curve
Figure 4.12
The lower the terrace is placed and the shorter
its length the more disturbing it. is likely' to
appear, since it can-be viewed from a shorter
distance. All terraces tend. to appear
unsatisfactory when seen from the top. As with
the h~rizontal alignment, the ideal· solution for
the 'vertical alignment is a series of well
modulated vertical. curves proportioned so .that
they avoid the problems, discussed. Such a
so·lution can, of course, only be used when the
lanq form .and.other controlling factors make it
possible,_ '
 QATAR HIGHWAY DESIGN MANUAL secnON·4·
Table 4_4 summarises the type of· vertical.
Plan
alignment to be avoided and that to be attained_
/7")
\LJ

Short summit curves

between gradients'

Longitudinal section

Figure 4.13

If the out of phase lengths are small this is·not

-likely to be significant. In fact it is probably
advantageous to haveoverlap~ This may be
consideret;i to contribute to the integration of the
two aspects of the line. When an overlap is
used it should' normally be small in comparison
with the length. of the element. Yet there are
exceptions, to this: th.e plan and profile
corpbination of the type shown in Rgure' ~4_14 will
probably produce awkward looking perspectiv.es.
In this arrangement, the horizontal curve ends at
, the same point as the vertic~1 curve begins.

Valf"y
Leo".' CU"'ft Gr.di.nl;·

Table 4.4 Summary of desirable/

undesirable 'combinations of
vertical alignment
,Figure 4.14
4.5 PHASING OF HORIZONTAL AND
VERTICAL ALIGNMENT If prevailing conditions prevent using longer,
coincident curves, it is possible to .o.achieve
" \
To obtain a satisfactory alignment it is important significant improvement if longer overj'apping
!
to integrate the vertical and horizontal aspects of curves are implemented as shown in Figure
the fine. In. order to accomplish this, the engineer 4.15.
should consider the road as a three-dimensional
unit. The elements of the horizontal and vertical
alignment should be in pha.se wherever possible.
In other words, the corresponding elements in
the horizontal and vertical planes should start at
approximately the same points and end at
approx\mate\y the same points, refer Figure ~.13.
 QATAR HIGHWAY DESIGN MANUAL SECTION 4

Figure 4.15

The best 'results would be obtained if co­

ordinated curves of longer radius could be used,
refer Figure 4.16. The followi,ng combinations of
h,orizontal and vertical alignment are some
additional examples of those which are likely to
result in an awkward appearance. A summary of
desirable/undesirable combinations of alignment.
is shown in Table ~k5.

,
,,~,.I-,

.....---------------------.
~

':-:'::~ ~;.;~~ I

'., ~,.. r1t­ '• .~ 1.. 11

/ .. ~~ ~ '" ?~4I:•• ~
... ' . . . . . . I10 ... ·4P-" .. IIII.

caltIlU.n!

Figure 4.16

Summary of desirable/undesirable c0!'l1binations of alignment·

Figure Notes

4.17 ­ • A short valley curve within a

H artzontal curv. horizontal curve. This is similar to the
'case ota short valley curve occurring
aJang a straight~ but the. impression of

-
II I· 1 discontinuity will probably be even
more pronounced.

GD

 QATAR HIGHWAY DESIGN MANUAL SE,CTlON 4

4.18 • Low summit curve within a horizontal

curve. Here too the disco"ntinuous
appearance is liable fo be even more
pronounced than with, the low summit
curve on a straight.

4.19 Horizontal (; ....:_'. . • A short vertical curve connecting

gradients in a long horizontal curve.
~.­ '----" This arrangement is liable to result in
the lIlusion of a pronounced kink in the

~­
alignment. - Small changes in direction
between tangents are as undesirable in'
the vertical plan.e as they are in the
horizontal plane.

4.20 Horizcintal • A horizontal, curve following a straight

Straight .'I
.". curve. ..". and starting on a valley curve which
follows a gradient. ' This combination

'II
---------- , tends to give the horizontal curve the
appearance of 'a sharp bend.

~:,
.~
..

,"/'
!f

Valley Curve'

Horizontal • VaHey curves joined by a level length

4.21
• • Straight I I I GyCY'
or gradient and occurring along a
straight followed by a horizontal curve.
-/ Vafley curves joined by a tangent are
1 2
undesirable in themselves but when
combined with a horizontal curve in this ,­
'.Nay they can produce the results
Vall• .,. VaUey shown.
Gradient oUlVe Leyal curve Gradient
 , ­
___ ~ _~. __ .....-.I.:.-::~~I.;~~...:L..~~,.~·~
......·...:t ........ .ro -..-" '.:-.':'- ,_..:~.;~

QATAR HIGHWAY DESIG-N MANUAL SECTION 4

4.22 '. A summit curve followed by a valley

curve occurring along a straight
followed by a horizontat curve. A
disjointed effect is liable to result when
the beginning of a vertical curve is
hidden from the driver by an
intervening summit while the
continuation of the curve is visible in

k-----w.-_·
. ·.· ~ --.J"
the distance beyond.

. 4.23 Homont.t • A tangent length between a vertical

Straiqht I l:urve
curve and a compound curve.
,_ .bl~ Wherever possible such a tangent a·b
should not be used. Instead the
- vertical alignment should be 50
arranged that the curves can be joined.
Summit directly.
oUl"t'e

,
Q
o
o
o

4.24
• . ..I
Straight
HorlzonSal
OUIY. .F . S. 1r.1 h I·
• A short horizontal curve within a·long
valley'· curve. This combination can
result in the ~ppearance ot-a kink.

ValleV curve

4.25 Hortz.csntal • A short horizontal curve occurring on

~ a short summit curve. This can be
dangerous since the driver is unable-to

~ see the continuation of the curved

horizontal alignment. An even more

~ unsatisfactory case would be if the

horizontal curve started immediately
over the summit.
Gradlenl

4.26 HoriZontal Horizontal • A reverse horizontal curve with the

curve ., curve
• • - T •
change in CUlVature situated at the top
of a sharp summit curve. This also is

ItT
~
a dangerous arrangement since the
driver is not able to anticipate the
change in curvature. ­

Table 4.5 Summary of desirable/undesirable combinations of alignment

 QATAR HIGHWAY DESIGN MANUAL SECTION 4

Table 4.6 shows -a summary of the Horizontal and vertical

combinations of horizontal and vertical
~
r curves in phase (the
visual continuity can often
alignment to be avoided and that which is· to be

t:::-::r:::D ../
be improved by having
J attained. the horizontal elements

-
aUg htlylead'ing th e
vertical ones)

I ;

UMU X
Horizontal curve
containing a low valley ~ Where possible use three­
curve within its length
~ ./ dimensionable curves and

I
-
avoid the use of straights

! HDr;zontal curve
~
X containing a low summit

~
I-t~rr~ curve wit,hin' its length
r::C:I=:1 Y Use a well balanced three
dimensional alignment

-'
!

-Short ve'rtics" curve

!~ ~
X, ,betwee-n gradients in a
horizontal curve
Table 4.6 Summary of desirable/
undesirable combinations of
horizontaJ and ,vertical
.alignment
III ~
Horizontal curve following
a straight and starting
X
~ .. on a valley curve which 4.6' VERTICAL CLEARANCES
follows a gradient
!II . VaHey curve joined by a
The minimum vertical· clearances are spe'cified
to prevent vehic~es or,th'eir .Io~ds from coming

""
J

level length or gradient'

into contact with any structure or' roadside
D:-, X and occurring along a
furniture. .
:11 ! ::e1 straight followed by a
horizontal curve
, The' min-im~m clearance over the carriageway
Summit curve follo~ed by is 'S.. 5m. This is' to be, 'provided across all.
dJ cr:t:=--, X
~
a valley curve-occurring
along a straight followed
trafficked lanes ,iDcf·uding 'and shoufder or edge
strips. The figure.of.5.5m allows for 200mm of
by a horizontal curve
pavement construction which may be applied
1I "- A tangent length between
during the ma{:nf<?~ance of th'e road.
a vertic'al curve and a
r::c::rJ X compound curve
Minimum clearanc.e ·shall be provided to all
~1
-~
~
structures or roadside furniture that overhangs
" the carriageway. ' These include any bridge or
building structure, sign gantry, overhead cables
or suspended righting.,
~1
~. '

--------------- X' S hart horizontal curve

i

~~
.

c::: :::J with in a long valley curve

Where a public utility specifies a minImum
vertical clearance to its plant then the greater of
Short horizontal curve the clearances must be provided for. Protective

~------------ X occurring on a short

summit curve
'measures may be required at overhead cable
crossings such as guardwires. Guidance may
be so-ught from the Ministry of Electricity and
Reverse horizontal curve Water when planning works in the vicinity of
~ wIth the change in their installations.

~
X c·u rv atu re situated at th e
top of a sharp summit
Where a road pa~sirig underneath a bridge is
curve
on a sag curye, the 'headroom given above
shall be increased in accordance with Table
~
4.7. The sag radius is measured along the
c:CI::t:::J X
Out of phase alignment
carriageway over a 25m chord. ­

~ Bad\y balanced

j J
.t=e:L111 X arrangement
_______ '-'-'- .. _~ _ _ -,--.-,.".~ , •• ; ••'.',• •,,,•• ,., ...•.,. . , , ' b'.··.. · " , '..; · ;.,'

QATAR HIGHWAY DESIGN MANUAL SECTJON4

Addition-al
• Maximum . driveway gradients to
Sag Radius
(m) Clearance properties shall be 1 in 15.
(mm)
• Low retaining walls/planters may be
1000 80 used to assist in matching road levels
1200 70 to existing plot boundaries. However J
1500 55
they shaH not be allowed present a
2000 45
3000 25 hazard to vehicle or pedestrian traffic.
6000 15
>6000 nil h)dustrial

Table 4,7 Sag Radius Compensation • Maximum gradients to be 1 in 20 d'ue

to road usage by heavy yehicles.
4.7 SPECIAL CONSIDERATIONS
• After long or steep down gradients,
Special considerations for vertical a'Ugnment are heavy vehicles may require additional
required in many' areas, one of the greatest level areas for ·braking.distance or
concerns to the engineer in Qatar being the emergency run-off lanes.
fJatn.ess of many areas and sUbsequent surface
water drainage d!fficultres. Section 8 details the • On. long or steep up gradients,' heavy
recommended minimum gradients and vehicles may require climbing lanes to
comment? on the impo'rtance of drainage in .. allow !aste~ ve'hicles to pass.
nearly Jevel areas.
• Change in transverse or longitudinal
" Below 'are listed a number of vertical, alignment grade should not be signi,ficant so a510
,conside~ations specific to certain co·nditions that cause toss of .Ioad.
~h.e ,engi·n.e'er sh~ulQbe aware of:
, '

Residential'and Com'mercial

• . ·Need to match threshold I,evels in' areas

.. of ex:isting develoPr1?e rit· ., '
. ' .

• ' Preferred maxfr"um- slope' across

housing plots is 1 i'n 30

• ValJ.ey points where w'ater may collect

should, be kept .,away frol}1 residential
accesses

• Road, aUgnment should preferably be

,kept below adjacent p~operty level

• Minimum length .of verticai curve should

be 30m due to construction tolerances

• Vertical alignment changes where

abrupt or repetitive (such as in flat
art?as) can be disguised by being made
at the horizontal bends .

• Levels existing utilities of require

co~sideratjon regarding the vertical
alignment of new roads

• Footpath maximum longitudinal gradient­

to' be 1 in 10. Steps may be used to
overcome worse gradients but are not
preferred as they limit access by
wheelchairs
 QATAR HIGHWAY DESIGN MANUAL
J SECTION·S
~
SECTION 5 CROSS' SECTIONAL ELEMENTS proposed land use req'uire carriageways to 'be

, C) ~ 5.1 ROAD RESERVATIONS

offset to one side then approval from the
Director of the Civil Engineering Dept must be
sought.

~
In generafthe different road reservations are
intend.ed to provide drrvers with a.dequate sight
~ distances and anow the public utilities sufficient
space for existing and proposed plant. Where
In the case of road qentretines being offset from
the reservation. The utilities rayout shall be
revised to suit the specific road cross section ,

&
~ space for utilities is. limited, "way leaves"
outside the road reservation may qe obtained
by contacting the relevant planning authority.
. proposed, the' 'revised utility locations to be to
the approval of the Utility Authorities. '

n
~
!!
Figures 5.1 to 5.9 show cross sections depicting
the e~sentjaJ elements in typical sections for
If .the engineer is unable to utilise
.. recommendations from the typical cross­
sections because of existing bUildings, building
two way single carriageways and dual usage or land ownershipproblems, _tor exa~ple,

~
3
carriageways for urban and rural roads. Each
of the differ~ntelements comprising the cross
then advice should be sought from t~e Director
_ of' CiVil Engineering D·epartment· before
sections is discussed in detail in the follOWing proceedi.n'g.

ill,
~
.
clause.s. The cross sections shown are typical
and the final layout of the reservation should be
agreed. with the 'Director of the Civif Engineering
Ce-rtaiD special routes, such as abnormal or
'exceptional load routes or scenic routes, may
In f""'\ :!~»;.- Department.
'require individual reservations to satisfy their
performance ·criteria, ego the Corniche. In these
~ :..;~;>i:j:The recommended reservation details ~or rural cases., consultation should besought·witH the
·.1·\ '~::>·~~.~~i:~?ads are similar to those. for urban roa~s but. Director of Civil Engineering Depa~ment.
.~ :~·',·:,·"-ref·lectthe
reduced· access and draInage
~ requirements of the·rural situati9n.' Generally. .tn .many ~reas of eXisting develqpment,road

", J
i
I for the rural' :situation' the· near side of .the
car.riageway would not. be kerbed althO. ugh flush
ke.rbingmay be considered at certain Jocations.
co.md.orwidthsor aJigDment may be restric;:te,d

bY:.J).ropertyow~erships or old planning. In

ma,hycases, 12m.reservation widths were once

,;

1
-I
J
R'aisedkerbi"-ng .·to the median of rural dual
c~rriagewaY$' .should'· only be provided at
specifi~: locations ega bridges, U-turns. ,In all·
.the·:norm.. 'lnJhese sit~ations the designer must
pay _'partjc'~lar . attention to many factors.
including sightdistances, clearance at junctions,
i cases an edge strip shall be provided between' utifity Joca~ion~reduced. carriageway widths,
, ..
.j
j
I the kerb and lane ,·edge. ·Verges shalf be
designed to .tall away from the carriag'eway ·in
the rural' situation and thus water will drain to
restricted acces~ and road closure.

surrounding ground~

I, j Shoulders' are not no.rmatly required on rural

r
.il
single carriageway ro.ads but, generally, edge
l
strips would be included in the. -desi·gn·.. Edge
J ') strips may afsobe considered as an alternative
to full hard shoulder construction on rural and
·urban dual carriageways.for economic reasons.

A standard lane width of 3.65m has been used

on all typical cross sections illustrated.
Exceptions are permitted where it is necessary
to maintain continuity with the remainder of an
eXisting route, and in new development areas
such as Satwa Industrial Area and the New
District of Doha.

In order to .provide adequate .drainage, a

standard crossfaJi of 2% has been applied for
carriageways and medians.

·Genera~(y. the centreline of the main

J__~.', .. ­ .
carriageway shan be located on the reservation
centreline. However, should existing or
 ..
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-..,}f~·~~\:/t i":::
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<
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~ Dimensions in m

T 'E 1 E
,(D) (L) 10 . E I W
:' (l)
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-.' (0)

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t"
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Dimensions In m
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UJ.
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rr
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f\J
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I
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-t~ ~

:IJ Verge Parking Bay· I Parking Bay· Verge NORTH

<0 WE.ST r· EAST
(J)

,.~
(1) 5.85 2.5 3.65· 3.85 2.5 5.85
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:J:
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ci" (lighting) c
~ m
S Sewerage (f)
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-,
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PJ
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(Rpturn Ernuent) :z
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Optional -»
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{)\ :<
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Hatched Median
..c
I
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a NORTH

::1 WEST Verge Carriageway alJunctiOns - Carriageway - Parking Bay· Verge EAST

~ 7.85 ' ' 3.65 4.,0,- 3.65 I '2.5 7.85

Ci
(1)
(J)
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-....J SOUTH NORTH

WEST EAST

ty t
Verge Shoulder Carriageway Median . . Carriageway Shoulder Verge

i 5.7 t 3.0 t r~l 7.3 ~ t ~ 7.3 ~ lOt 3.0 t. 5.7

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f -'-..... ~

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c...., fTrenlml.slon) t
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::J
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... 6l­
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(lIghUng)

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~

tIC
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:D (Return Emuent) ~
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(f)
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"'l
~ Dlm.nllon, In m

SOUTH
WEST

Verge
3.7
M.ln Carriageway
11.0
T
Uedlan
,8.0
Main Clrftageway
11.0
'Landscaped
f nol ServiceI Road
10.3
BUffer Zone
.
NORTH

Verve
3.7
EAST

VarIes
~ ~rle.

-·T /'- E E T 0­

(0)
\,~D)
0.1511. 9.5 .010l5

CI.
rr
r:
C
;Z
U'l
 QATAR 'HIGHWAYD.ESIGN MANUAL ~t:l,.; I '-UN 0

.,eVJ
- ...
-
o~

0>
I'D

~-

['0.­

>., '
CD
. ':c'­
cu'
. Q:~
ca.,....
"E.
ftle
"
CJ

cu c.V)~---
.g':E~...:lIr- _
wwo

!
- }

\
J~-
, .r...· "-.
Figure 5.8 Typical Rural Sing\e Carr\ageway
-73
-;:;-'

! I
 ...... ~ .. -. ,..,. - ~ ­

{#-~i~.~

, .....
.. : .~ ~ ; .,~ .

Figure 5.9 Typical Rural Dual Carriageway

74
~ ... __ t='-In
January 1997
 QATAR HIGHWAY DESIGN MANUAt.

5.2 LANE WIDTHS The use of 4.0m Jane widths maybe permitted
t7A in particular situations to maintain continuity with
1U Lane widths hav'ea great influence on the the r~mainderofan·existing route. If the. length
safety and comfort of driving. It has been of" new "road ,concerned is significant,
J;1 shown that undesirable conditions -are consideration should be given to adopting a tie­
~
~ generated' O~ "t~o-lane, two-way, rural roads, "in for economic reasons.. Where an existing
I
oarrying moderate traffic, with road widths less "road·with 4.0m wide ,fane' widths is' to be

I i
than 6.5m. Furthermore, -it has -been shown
that narrow widths severely affect the" capacity
of a road.
redesigned, 'the lane widths should be
redesigned as 3_65rn wide. '

Generally lane markings should be allowed for

] In general, the road width to be provided as ,Figure 5.. 10: '
J
i
should be· 7.3m, based on a lane width of
3.65m. . This provldes adequate -clearance -Edge lines - line provided within th~ edge strip.
I between passing commercial vehicles. In
" certain circumstances it may be necessary to Lane fines - included within the carriageway
t inqrease the road width to 11.3m. This "may be width.
'~ considered on local distriputor roads to facilitate
i~ "future improvements to'turning movements as
f the traffic volume increases. This 11 . 3m width,

,~ r·~l'l~:::_~~~~~~~i~:f4.~~ t;f;~~ta;i~~e. ~~~~gj:nhe. an

J " ,5~i:~~,he w-idth of turning -lanes' is '"discussed 'in
)J '~1~~~~J:~~se 5.10.
} "Where',"" tne" "road'~dge is", kerbed,-' ",the

tl1 .
':ca."fnafieway :stfouJd bff·inc:re'ased';",in"'aceo"rcJance "
with Clause 5.5. ... ...

JJ Lane Wi~th
$.
J
Lane "Width Edge' "
-- Edge
strip,
I) Strip,"

Edge' " Edgif

- Line line

.U r~\,
- -
~.i'~l
~
:"
",{

Figure 5.10 Lane Line / Lane Width Relationship

I
,1

75

 QATAR HIGHWAY DESI(3N._MANLJAL. . SECTION 5
5.3 LANE CAPACITY
to -.In addition to:strategic importange and safety,
.the desired characteristics of traffic flow wifl
generally determine the class ofa roa.d. For·
example, high -volumes of traffic are genera-lly
associated with urban Primary- Routes where
j
as low volumes are associated with Tertiary
Routes. .
In most urban . situations, the capacity of
intersections on a particular network will govern
the capacity of the network as a whole.
Uninterrupted flow only takes place when the
influence of at-grade intersections can be
neglecte·d. This is rarefy the case on most urban
road systems.
The .capacity -of a highway is ·affected by the
composition and the habits and desires of the
traffic using the road system and the controls
that the designer imparts onto the traffic. These
".>~.~~include: ',
-. "::~N.;~ ... ;
S~f~4t·~:
'I-~.I. ",~ ..... ~ ... , ,t,
. Commercial vehicles
•
Lane distribution
-":. . J~jy,e~taiQns.~ao,d.,,r.o.a~:~,rn,alot~.q~oce,~.",,.~ . $,tJo.ulders
Variations in traffic flo-w
.Traffic interruptions.
Under ideal conditio'ns, 'vehic;es can follow one·
another at· average minimum ,hea-dways -of
about 1.8 seconds, giving 'a maximum flow· rate
of about 2,000 v'ehicles per hour. A line of
vehicles can,start up.. with an·-average minimum,
headway of about 2seco·nds g;v·ing a maximum
starting-up rate ,of approximately 1·,800 vehicles
per hour.. These maximum rates are reduced
by many prevailing road and traffic conditions.
When two or mor~ lanes 'are available for traffic
in a single direction, the 'distribution in tane-use
will vary widely. The lane distribution will
depend on traffic regulations, traffic
composition, speed and volume, number and
location of access points, origin-destination
patterns of drivers, development, environment,
and local driver habits.
Due to the above factors, there are no typical
lane distributions. The recommendation for
1,600 vehicles per lane per hour recognises
that flow in some individual lanes will be higher
and in others lower. Refer Table 5.1.
At the planning stage, major routes should be
planned and designed as mUlti-lane, divided,
controUed access facilities ·even though they
may be developed by staged construction. In
the plans tor each stage of development,
.__ .. _ ....... "'",..,
prOVISion sh'outd -be. made. for further
improvements to eXisting sections.
-
Lane Provision Road .Capacity -
(veh/hour)
-
Single Lane 1,600
2.. Lane DuafJing 3',200·
4,800
3...Lane Quailing
Table 5.1. ~ecommended Road Capacity
FordE?tailed assessment of highway capacity
and level of service for different roads, refer to
The· Kingdom. o~ Saudi Arabia, Ministry of
Communications, .- Highway Design Manual,
Volume 2, Design of r4oadways, SectioI11.q3.
5.4 ._ SHOU'LDE,RS .
The addition ot' a shoulder to the nearside edge
of a .roadhas, many 'advantages.. Shoulders
provide structural 'support ·for ·the pave·ment­
edges, .ernerg~ncy pa.rki.ng_space .for stopped
vehicles . and also prOVide side clearance .
between movingvehic1es and ·stationary objects·.
They'alsp .provide"addition~l runnjng.lanes·.for
are not -usually' requi~ed on .urban_si;',gle.-snd
-urban dual carriageways as structuraf'support is
··provided' 'by·· theketbs,andchannels and
stopped\.'ehicles.can find a safe place.to rest'in
driveways and side streets. The shoutder may
~. ;pavedto the. same stand·ard, as the
.carriageway orof,lesser.construction such as -to
road base construction. The m'erits of using a
~esser construction should be consJdered
accordingly for each particular situation.
Wher~ ther~is ~ high traffic-volume, narrow
shoul·ders give very poor service. There is a
greater number of accidents and they incur
more frequent and costly maintenance.
In deciding whether to include a shoulder, the
engineer should consider the follOWing:
a) Additional width provides a place for
safe stopping because of mechanical
difficulty, flat -tyre or any other
emergency. This also minimises
.disruption to traffic flow. '
b) Additional width provides space for
increased mobility to escape potential
accidents or reduce their severity.
c) Stormwater drainage is improved. as the
water can be discharged further from
the running carriageway.

 QATAR 'HIGH'WAY DESJGNMAN'UA~~

d) Additional width 'increases sight
distance in cuttings and improves
lateral' clearance to signs a~d safety
fences.
,e) The apparent openness of the inside
lane reduces .driver stress.
strip there' is no need to provide a shy distance.
It is recommendedthat a shy distance of O.5m
should-'-be added to the rpa.d width for each
kerbed road edge on roads 'with a des'ign speed
greater than'·80kph. . . ·On kerbed dual
carriageway roads of design speed less than or
equal 10 80kph a shydistanceofO.35m shall
J

f) A co'st benefit analysis should be
carried out at th'e initial scheme
assessment phase.
Where shoulders are provided a width of 3.0m
should b~ used at a standard -erossfall of 2
percent .or as an extension of the crossfall of
the carriageway.
5.5 ' EDG·E STRIPS AND SHY DISTANCES
Edge 'Strip
Edge strips provide a safer carriageway', with
be added to the outside edge as'a gutter. Refer
.. Figures 5.1 .. 5.7. The shy distance is an
additional pavement width and the lane width
shall not be reduced. Shy distance at junctio"ns
is discussed further in Section 6.
5.6 ·MEDIANS
Medians are used to separate opposingtraffic
lanes on .dual highways. . They provide
protection from interference by opposing traffic,
mh1imise headfight glare, provide space. ·for
utilities and future 'lane width, provide add,itional

.~., p'."
~I
, ,..
,,;.impro,ved drainage a,nd more space
.. '.' . .
,,~.'.,' ~.~ase of an emergency. Edge .stnpskeep
move in

~i~.,~.:~Ctl;oads'de·debris away from the runn'ing width of

t~ sp~ce for crossing andturo.ing vehicles, at at­
grad~ junctions, and allow' pedestrian refuge in
urban areas. '
,-,,:,;"~~',~~:~ outside lane and prevent edge·:loss ·on the
·:?·:·~:·ninning ,lane.. ·A median"may vary in composition ,from say a
1,.2m width'with a pedestrian barrier .to a 20m
Edge',strips"are .'to ",be,,·provided,· ,on ,all· roads wj.de"rJ1ediari,'.with·.,$t,n~e:t.Jignti.D.,g,,9raj.IJ,~.g~,,~J'd
which are not kerbed. ,:Iandscapedareas., .Me'~ians are dependant on
·the,w.idth'·' o'freservation'available and the
. A width of O.5m is deemedsufficient'for an edge functional 'require:ments' 'of the .medlan.. Often,
'strip ·wid.th ,f~r a median ,edge.-on.' a, dual consultation with the'relevant p')a'nning authority
ca-rriag'eway~' 'The ,e0ge.' strip ·widthshall.- be' ' is 'required prior to agreement of' the' width' and
allowed "for within.' the standard' ·median· width "furlction"'Df'~the, m~dian··;,'" 'Preferred' standard
and shall not reduce the la:ne "~idth. Refer . ·':median'wldths ar~,.given ,in 'Table 5.3. '
. Table '5.2.
NarroW Wide
Edge' Strip/Shy Distance (m)
'1'.2 , 4.-0' 8.0
Road Type Outside Edge Median Edge 2.0 ' 6.0 12.0
Rural
,',
Single 0.35 ... Table 5.3 Preferred Standard Median
J

Dual· 2 Shoulder· O~5 Widths(m)

Dual 3 Shoulde'r' 0.5'

Urban Narrow
Single
,,. .. ·Narrow me·dians are those in the range 1.2m to
Dual 2 s 80kph Kerb + 0.35 Kerb . less than 4.0m and are used ·in restricted
Dual 3 ~
Dual 2'>
80kph
80kph
Kerb + 0.35
Shoulder
Kerb
Kerb + 0.5
·conditions. Medians ·1.2m wide do
not provide
D.ual 3> 80kph Should~r Kerb + 0.5 a refuge area for pedestrians but do provide the
·WhHst awaitingsarvices and kerbs to be installed, a minim'um space' permitted for clearance of
tempor:ary edge strip O.35m shall be added 10 give a opposing traffic provided the lane edge is
carriageway width of a.Om. kerbed.'<Narrow medians are used where there
is a need to provide' 'a 'divided road, but where
,J
Table 5.2 Edge Strips & Shy Distances theavaiiabJe reservation 'does not permit a
greater median width", ,Narrow medians, are not
Shy Distance wide ·enough to 'provide effective left turn lanes,
Where a kerb is provided there is a tendency for The minimum aUowable median width to provide
·drivers to steer a distance away from the kerb, a safe pedestrian -refuge is 3.5m. Pedestrians
u
this is termed "shy distance • At slower speeds ability'to cross at narrower medians shall be
t,·Jp-.,'\ the requirement for shy distance is reduced,and " controll-ed .or actively discouraged by the
~ ~;"-'
'- ~-,' conversely. at higher speeds, an increased shy provision of barriers/high .kerbs, continuous
distance is required. Where. there is. an edge planting and other features.
71
 It is not recommended that narrow medians are
used on rural roads.
A narrow median should not be cons'idered if it
is poss~ble~.to p.rovide an intermediate or wide
median at that.particular. location. Acceptable
standards for the remaining cross' section
elements should be maintained.
Intermediate, _ .
Intermediate width medians are those in the
range 4.0m to less than 8.0m and are generally
wide enough to provide for a left tum fane. A
width of S.Om is the desirable minimum to
provide a left turn fane' and a residual median,
and a width of 8.0m"is th~ desirable m-inimum to
shelter a crossing vehicle undertaking a U-turn
manoeuvre.
Wlde : WateriflQ shall not require tankers to obstruct
Medians:S.Om or greater-in width provide space
for effective ·Iandscaping and may be used for
:~.~~;$igning. services and drailiage. Wide med'ians
::~~/tn~ .also be used to absorb level differences
:'~~!fac'ross the road reserve. Rural medians should
<be·,a··minimum of 8.0m wide with '8 central safety
barrier. ' possible for' aesthetic reasons and 'pr~fera-b~y
Adlsadvantag·e Of wide rrtedians· occurs. "at
. sigtraHsed jlJnc~ionst where the increased time­
for, vehicles to cross the -median 'may' )eadto
ineffective signal operation.
'Wi.de medianS ··should not be implemented. at
.the expense' of reduced ·verge widths. Verge
wldt.hs~re reqpire:qJqr p~destrian walkways~
installation' of services, traf,fic si,gns, drainage
channels, parking etc. "Any :significant reduction
in verge width may result in hazards in the
v~-rge_ which negate the advantages of a wider
median.
It is recommended thaturba'nmed-ians should
bekerbed -and that rural medians should be
provided- with an edge _strip and not kerbed. A
kerbed median 'is desirable where there is a
need to control left turn .movements and is also
used when the median·is to be landscaped. In
the rura! situation. a depressed median is
preferred' 8:5 this improves drainage of the road.
Special attention should be given to drainage of
medians. If the median is 'kerbed, the median
surface should be designed to have slopes of 2
percent, and should fall towards the 'centre of
the median if unpaved, or slope out if paved.
Depending on whether the median is paved or
open,or planted or not, the drainage should not
interfere with the operation of the highway.
Paved medians may require positive drainage
systems incorporating manholes, pipes etc.
Non-paved medians may be self-draining, but
78
January 1997
again, consideration should be given to the
prov.isionofadditionaJ storage capacity or
outlets to allow for storm conditions. All
drainage inlets in the median should be
designed with the top flush with the ground, and
culvert ends provided with safety grates so they
will not be hazardous to out of control vehicles
that run off the road.
It~is, common practice to landscape medians.
This is seen to pr~v;de a better environment and
reduce' driver stress. Careful consideration
·should be given to the choice of planting to
ensure that visibility and stopping distances-are
not ·impaired. Furthermore, the upkeep of the
landscape and growth of the plants should be
designed for minima' maintenance and hence
tess disturbance to -the -road user.
.the trafficked lanes at any time.
.Where two abutting sections-of highway have
different carriageway widths it is desirable that a
smooth transition should acco.mmodate this
difference. The transition shouJd be as Jongas
_oqc_u"r-cwi,thio."a,.:oorlzo,ntaJ curv.e..".' .
5..7' VERGES
,The verge' is ,a widtt} of the reservation' which
facilitates . a,dditionaJ functions essential ~for the
operation of 1he;~roa:d.As a minimum verges
must be· able -to. accommodate high'way -signs,
structures, utility· services 'such as water,
electricity, Q.TEL, drainage, and. additionally
such items as traffic;~Jgnals.and street lighting.
W'here'a verge is adjacent to a development a
setback m'ay be required.: 'Verge widths may
vary-trom a desirable rhihimumof 3.0m up to the
limits of 'the reservation,' . which could 'bein
excess of 1S,.Om. Paved. verges should be ­
designed with '8 2 c/o·fall towards the carriageway
for d-rainage _purposes. However, in larger
paved areas, falls shall be designed to specific
drainage collection points -in the verge.
It is -important to ensure that yvhatever is
installe~d in the verge (such as structures, si'9ns
or ·Iandscaping) does not affect the sight
distances required for the particular design
J
speed of the road. Additional care should also
be taken at traffic signals and junctions where
morS signage is implemented.
Verges .may be paved, landscaped or graded
depending on the intended use of the verge.
It may be necessary to ·increase the verge width
if soakaways are to be instaUedwithin -the verge.
r " ' \ - - - ._,....
 QATAR HIGHWAY'D,ESIGN,MANUAL,
. ',', ~. " '. : " ~ ",

Due '. investi'gation of' uiHities' to be On

. '

Dimension Ang~e
accommodated s~alf be made at the design F.igure
5.9 45· 60· 75­ , '90·
fo stage. ' . " .
Stall width. parallel A 4.25 3.50 3.25 3.00
5.8 ,PA~~ING BAYS AND 'LANES to aisle

Stall iength of ~ine B 9.00 7.75 6.80 6,00

The need for parking is determined' by the Stall depth to wall C 6.40 6.70 6.60 6.00
existing and future development of the
immediate surrounding area. Consultation will Aisle width between 0 4.50 5.00 7.10 8.00
stall lines
be required with the Traffic Section and the
Planning Departf11ent to determine the future Stan depth interlock e 5.30 5.95 6.20 5.00

development plans and the amount of on':street ,ModuHt. wall to F 1~.20 17.65 19.90 20.00
interlock
a,!d off-street parking required.
Module. Interlocking G 15.10 16.90 19.50 20.00
Where possible, parking shall be provided away Bumper overhang H 0.50 0.10 0.75 0.75
from the carriageway and in conveniently· (typical)
located,specific ,'Iots ·or,a:.~ong, service roads. -Dimensions for 3m by 8m stalls
Parking should'not be provided n'ear junctions
or oppo.site acc~ss points as this is likely to , Table 5.4 Parking BayDimensio~s (m)

.. ­
r",
'increase'the probability of accidents'andalso
hinder .·s~,ght distance.

l
I ' ;L;~':;-: Provision to'r parking
J •. No'.""
:>.~).,.:t..·followjng methods~
is' achievable. b.y, tho e. .V .~

.,:~~f:~i::< .'.,
. . ;;.. . f··1=i~rklng' ,Lct,nes'(parallelparking)
.
. ParkingIClnes.maybe·provlqedaqjacent to the
in'sid~~ '-lahe. ~~~of ,'·~ne-·'~c~ftia·geway:;~~(ie.
lan~).~ .~~.stand~rq. width :r:~q~ired f.rir~..p arking
lanais 2.5m;~~ch·ba.Ybein,g. nor:ninaUy 6.5m in
len.9tl).: G·~r.e~~o.ul~.pe~!ak.enwhen pr9vidlpga .­
pa.rldn.g lane to' ensurettHit~he"d~sign'speed is
approp riate "tQallciw. a. sa~,e 'stoppin:gdistance, if
for.example, apassehger Were to'accldenta:lfy
,step,)nto thEl:ca·rriag~~ay,w~U~t el'!lbarkin,g·or
dise'mbarkip9)i :v-e~icle~ ,It-is,.r~co·mmendedthat·
pa~Jng lanesshould o'nty be, provided on .single
carriageway roads, with posted'~peeds of 50
kph o'r less.. The lane provis-ioh,de·signsp·eed,.
stopping sight· distance and ·traffic "volumes
·should al-sobe appropriate to allow minima!
interruptions to traffic floW' when vehicles are·
entering or leaving the parking lane.
Parking Bays (angled parking)
If the width of available reservation allows,
consideration should be given to the provision of
parking bays.' Parking bays should not be
permitted on the main through carria-gewayof
dual carriageways. The perpendicular parking
bay should be made up of stalls 3.0m wide and
6.0m· in length. The dimension requirements for
angled parking are shown in Table 5.4 and
Figure 5.9. Parking in. bays requ'ires greater
adjacent lane width to accommodate the turning
movement depending on the choice of parking
angle.
the' "slow
,H .
F
W aU io lnt.rtock lntertoot to k.rb
Modult M'Ddu"
. .'x • Stalthot .v....b.. 1n Gil".,!, .layouta
.Figure '5.9 ~a:rking Bay . ,Dimensions for
3.0mx ·S.Om Stall~
Service Road Parking
If there . is sufficient reservation. width,
co'ns·ideration should .be given to the provision of
a service:tqad to access either a parking lane,
parking ba~ts or designated car park. This
results in a safer ·highway and fewer
interruptions to through traffic,- and enables flow
to be maintain,ad more easily. 'Refer to Clause
5.11 .for service roads.
Parking on Access Road's
Where residential development is "dense and the
requ'irement for additional· on-street parking i~
likely, then the standard 'parking lane width 0'
2.5m shall beused~' The minimum parking lanf
width is 2.2m. The designer should bear in mini
that the very low, number of vehicles usin
access:' roads means occasional. on-strel
parking by visitors or delivery vehicles will n
cause congestion. In fact, their presence '"
help to keep the speed of other vehicles io'w.
 ~r"\ t ,..". a. I IF,..,, • ...., "".'-"1 "JI'"\.'~_Y"""'---"

~ . .". .... I ~',

Parking Exclusions Cut and fill slopes should be flatten.ed as

Parking shaUbe excluded from the foJtowing
locations:
• Junctions'; to provide space for
pedestrians to 'cross and to maintain
adequate visibility. See Figure 5.10
• Bends; to maintain adequate forward
visibility for drivers
• Pedestrian crossing points; to minimise
crossing width and enable crossing
pedestrians to
drivers'
appropriate with . the .topography and be
consistent with,the overall type 'of highway. The
intersection of slope planes in the highway cross
section ~hould be weH "round~d. to simulate
natural earth forms~ The rounding and flattening
of slopes minimises drifting and wash out of
loose material sl:Jch as sand and hence reduces
maintenance costs.
It is recommended to carry out an adequate
geotechnical investigation prior to specifying
-slopes. The investigation will.' determine the
be seen clearly by maximum slopes for cut and fifl and the criteria
for benching or erosion protection if reqUired.

• Any other location where parking would

cause unsafe conditions.
Benches should ideal'ly be 4.. 0m in width and
laid to falls of approximately 1 in .20 to 'avoid
-ponding of water ahd.cons,equ~ntialsfip·failure.
...................
_._-_._._._~ . _._ .. _. _.. _._._ .. _-,._ .. _._._ . _.. _. _.. _._,(~. _-_._.- .. _..
In rock cuttings it 'is recommended, to· ·inc·Jude
........-_......... . _ : _... . -.

ditches and a debris verge to prov.ide a safe

i ,
".
- ;:; ....,
......... :...:.,.

1---j i l-..-.J landfng -andcatchment.areafor possible rock

'

~.;)\' .•~:.~. .
":-
·5.0m mtn· !I 5.0m min- Parking
fall~~·and remoVal of surlace ,water run off. This
. .0': .',.: _ .....
"-.r?II-,.fr'- . If"
r~

:. , .~
i additional width also·prov'ides 'a useful area for
.. 'I.•••\; f
!
':~/' -:-, •• r'r~·' :1,':
.;. rock face maintenance. It is becoming cQmmon'
practice in"·the (JK for': rock '9utcroppirigs to be
, ::.·feff:in"
,~":'".
";nlace
';~ t.:J';. . .
,. , "."_ ".•;', • , '..... .~ +:.:~.
·j'r"'("'.'-:
."for"'reasons'ofeconomy
,;"»I~::"-':':;o:':. ~ ~~.( "'~-'"
: ... .-41 .. •• ....... .t~ ~' I,~ ~, ·;..,i·-I~
;...;... -. \ •. '.~,_,
.... ''''''''~
,.. __
or
... " .. "II" '1."-::" ....: I "0"" 'IIi: ::","'l'" , I": ""w'- .,.,..,.........
,·t·", :

-In all cases parking must not encroach on visibility splays. aesthetics. 'Tnls' .may·be·co"t:"t~idere'd for
'- appl.icatic~:n ·'ir1. Qa~~r .. 'Howeverin'·SLJch.situations
- Fjgur~ ~·.10 Typical. Parking Lane thismay;p'roveleth'al if a \lehicle were ·to collide
Treatment at T.. J~nctjons. -with the·'6t.itcrop.·.lfisrec6mm~n:de.d,t~at at all
such~' locati6n'~ .:a . safety:'fence :be" pro,\lided.
5.9 ,SI'DESLOPES Refer' to .CJau·se --:5.15,·forsafety
...... - ",.,:.' , . .
- :-,."
. -' .
fences.', ' . ,"

Side slopes faU 'into 'two categorj,es, F6rd~tails 'of sand sjopes~ :w'ind blown'sand and
embankment ,al1d cutting. They serve two,main ~ 'd~ne contro,l 'refer to, .the Kingdo,m of, Saudi
functions; firstly they proVide structural. stability Arab,ia, -Ministry of Commun'ications, Highway
to the road, secondly they prOVide a surlaceon . Design' Manual, Book 2, Section ~ .16, Sand
which out of control vehicles may travel and Dun~ Control. '
recover, minimising th'e chance of overturning.

,Where possible the side .slopes shouldfalf away

from the verge a1a slope of 1 in 5. It is usual to
consider lheprovisionof a safety fence when
slopes are-steeper than 1 in 5 and/or the height
of the slope is greater than 6m. Safety fencing
is discussed in 'Clause 5.15. Generally, it is
better ,to use flatter slo,pes, providjng there is
adequate fall for drainage. ~iopes in Gutting
should not be steeper than 1in 2 and preferably
should be - 1 in 3 to allow mechanical
maintenance equipment to be used on the
stope. If there is insUfficient width which would
require slopes steeper than 1 in 2, then partial
or full retaining -walls should be used or some
method of slope stabilisation. Retaining walts
should be set back from the carriageway to
avoid a constricting feeling and reduce stress
for the driver. -f

go

January 1997 'Page5/16

 Q'ATAR HfGHWAY DESIGN MANUAL
5.10 AUXILIARY LANES,
Auxiliary lanes serve as speed change lanes,
storage lane~ or a combination of the two. They
may also be either right tum or Jeft turn facilities
at junctions E-refer to Section 6 Junctions). A
speed change. lane is primarily for the
acceleration or deceleration of vehicles entering
or leaving the through traffic lanes. A speed
change lane Should be sufficient in length and
width to enable a driver to make the necessary
change between the speed of 'operation on the
through highway and the lower speed' necessary
to turn, with minimal disruption to the speed of
following vehicles. Speed-ch'ange lanes can
have different Jayouts depending on 'the
alignmef!t of the' highway, fr~quency of
intersectj~ns and the distance required to effect
the ~ecessary c,hange of speed.
~'"
r
'
R'efer to Section 6 Junctions for further details
,,on the foltowing topics.
:".~..~·;~Ebeceleration Lanes,
/:;~~A"decelerationlane consists of a taper arid a full
'.:.I··;o~a·ne width. 'The lengthofqeceleration ,lanes
should be determined according to the design
. 'speed' "of th'e '.highway:o.'and,' the""a8Sig'n'-'speed
ne'cessary to make the turn. The 'greater the
difference b,etween the~e speeds the longer the
deceleration lane should be. Deceleration lanes
on approach to at':grade <intersections can also
function as,stqrage lanes for turning traffic.
, , '
Acceleration 'Lanes
Designcpnsiderations for acceleration lanes are
similar. to those for deceleration lanes.
Acceieration lanes are provided to permit an
if1crease in speed before entering the through..
traffic lanes and also to serve as manoeuvring
space, so that a driver can take advantage of an
opening in th's adjacent stream of through-tr~ffic
and join it.
Left and Right Turn Lanes
The prov,ision of separate left and right turning
lanes, should be determined by a capacity
analysis for the junction under consiaeration.
Acceleration and ,deceleration tapers' should be
used with these turning lanes.' The length of
turning lanes shall dep,end, upon the length
required for speed change and the number of
vehicles to be stored. Typically the storage
length is based on the number of vehicles that
are likely to accumulate in two minutes, as
determined by the ,capacity anatysis, and is
calculated by the following formula:
" -I
J--} '!",
.' r :'~~
81
SECTION 5
S=NU30
Where S == Storage length (m)
N = Design volume of turning
vehicle (vehicles per hour)
L = Length in metres occupied by
each vehicle (7m for passenger
vehicles, 12m for trucks)
. For further details of junction design and lane
capacity refer to Section 6 Junctions and the
Qatar Traffic Manual.
5.11 SERVICE ROADS
Service roads are roads which run roughly
parallel with,· and are connected to the main '
through h1ghway. They are generally of 'ow
design speed and preferab'ly' restricted to one­
,way traffic. "Figure 5.7' shows a typical
-reservation with a service ro,ad.
Service 'roads provide, a number of functions
depending . on, the 'development 'of the
surrounding 'area. The provis'ion 6f service
roads .feducesth~ ',number of acoess points onto
the :main::highwa'y and segregates the higher
's'peed th'Fough,trafficfromthelowe.r s.peed Jocal
traffiC. 'This reduces interruption'of tra,ffic flow,
makes the ,best use of road capacity'and results
in a safer road.
S~rvice roads may 'also prov'i.dean alternative
'route if mainte:nance 'is, required ·on the through
road or ,in caseaf
.
an emergency.,'
"." .. . ",
T'he width of 'the service road is dependant on
the classification of· traffic expected to,use the
,service road ','such as light vehicles, delivery
lorries or heavy goods vehicles.- ., Further
consideration sh'ould begiveM to the turning
requirements of such vehicles, the type and
number of access points and type of street
parking, if required.- .
Service road connections to the main road
should be designed as at-grade junctions in
accordance with the guidelines given in Section
6 Junctions.
Where one...way service roads' are to be installed
within the reservation the absolute ,minimum
width ·ofouter median permitted is 1.2m
prov.ided no signing is required. This distance
allows for the provision' of a central pedestrian
barrier only. If traffic signs are required or other
street furniture the desirablerilinimum width is
2.1 m. A wider outer median is preferred, but
this will depend on the width available within the
reservation. Wider outer medians give greater
scope for landscaping which enhances the
appearance of both highway and the
P~nA 5/17
 QATA,H HlliHWAY LJt;~I(;iN ,MAN,UAL
appearance of both, highway and the
development adjac~nt to the highway.
r '
R,efer to HMSO publication, Designing for
Deliveries for detailed explanation and
guidelines of-e. requirements for service
roads/areas, and, turning movements for
different vehicle types.
5.12 PEDESTRIAN FACILITIES
Pedestrian facilities are generally found within
the verge and at road crossing points. The
provision of paved pedestrian areas is related to
the function of,tne roadside development. It is
often difficult to obtain reliable estimates of
pedestrian volumes and movements. For this
reason, studies should be carried out at the
concept and preliminary design stage.' All urban
roads ,and junctions shallaltowspace for
footpaths unless the area, strictly forbids
, ,walking. A width of 2.0m should be provided
.,~·:d~pending on ,pedestrian needs. The width of
;,i..:~Ra'led pedestrian areas should be increased to
~~/~1a;.;nlltaimum of3:0m near schools, large sp·orts
~~ie'nues, commercial areas or other'areaswith
high ped·estrianvolumes. " Footpaths may be
cQ,nstf.~ct-ed:·~o.f::;1Jav,in,g"bJocks;;or' cone rete" an d
laid to crossfalts of 20/0 towards the roadway to
permit drainage.'
Where possible a separation area should be
inciudedwithin -the 'verge whioh. acts as a buffer
be~een' vehicular and pedestrian traff.ic. The
separation . width 'should' be ,designed to
discourage pedestrians from standin'g at the
kerbsJde., 'Th·i p 'is achievable by' providing a
numbe'r of: obstacles 'such ,as low 'planting,
ra'ised blockwotk or pedestrian barriers. A
minimum separation width of 1.2m is desirable.
A separation width is not required in commercial
areas ·'withl.on street parking' where wid'er
footpaths are usually provided. . and those with whe'elchairs. Ra'mps should be
Pedestrians should be actively discouraged
,from crossing roads ,along the length of dual
carriageways. Special pedestrian refuge
sections should be provided at selected p~ints,
or ideally at junct;on locations. It is
recommended th-at these refuge areas be a
minimum of 3.5m wide and. should be staggered
so that pedestrians are not able to approach
and cross both carriageways in one line.
On roads with a posted speed of .60kph or ~ess,
it is recommended to 'provide a pelican crossing
(signalized pedestrian crossing) or a zebra
crossing (pedestrian crossing defined by road
markings) as a crossing point for pedestrians.
These crossings shoujd be located, signed and
marked in accordance with this manual and with
the Qatar Traffic Manual.
"" S~CrJON 5
In areaS'with high'volumes of pedestrian 'traffic,
footpaths should be provided on both sides of,
the road. Some urban areas and most frontage
roads -can be salVed with a footpath on one side
onjy. ',In these areas, footpaths must be
continuous for the (ult_pedestrian route.
'On ruraJroads, footpaths ,are not usually
required, exe'spt along·sections of road where
there is substantial residential or commercial
development. In ,such situations, footpaths are
usually 'ocated ,between the bottom of the
. embankment and the property line.
Pedestrian Ramps
In order to piovide adequate. and reasonable
access.for the safe and con·venient·movement of
pedestrian and handicapped persons. including
those' in wheelchairs, kerb ramps should be
included at aU pedestrian -crossing points. Kerb
ramps should be' at ,least O.9m in width, sloped
at the rate of 1 in 12 or flatter, and locate9 on
the pedestrian sid,e of the kerb face.
The edge of the ramp facing the carriageway
shall be flat and~et 25~m above the Jevel of the
road pavement. Dra'ina,ge equipment,'such as
g{atin9~>·sho'u.ld.not ,'be placed ..in,' ,ramp,areas
where ,they' 'may 'caused' a hindrance, to
, wheetcha~rs. '. ' "" ' '
',Structures for Pedestrian 'Movem'ents'
The ,need. ,for a, p,eds'strian grade, separated
structure such as a footbridge .or underpass
must be investigated :in some 'depth· for e,ach
particular situation. ,The investiga,tion ,'should
cover studies ,of .pedestrian generating sources,
travelling, patterns, crossing volumes,.
classification of road to be crossed, land use,
location of adjacent crossing facilities, and social
and cultural factors. The structure to be provided
must accommodate handicapped p~destrians
provided to a preferred grade of 1 in 12.
However, a maximum grade of 1 in 10 may be
used in difficult locations. Level landing areas of
1.5m length should be installed su<?h t,hat no
individual ramp section is longer than, 9.0m.
Handrails should be provided on all steps and
ramps. The width of the walkway should be a
minimum of 2.5m between walts or railings. It
may be necessary to ins~qll pedestrian barriers
in the vicinity of the structure to deter
pedestrians from crossing the road at-grade.
A pedestrian overstructure is preferred to an
underpass. An over structure, should be
designed to be' in keeping With the surrounding
area in terms of geometry and architecture. The
required headroom clearance for overstructures
is detailed in Clause 4.6. Lighting and fencing (~,'
~.
should be considered on a site by site baStS.
 QATAR HfGHWAYDESIl:iN'MANUAL

Pedestrian .underpasses shaH be weft lit with 5.1'4 USE OF KERBS,

clear unobstructed visibility. A pavement or
~0'\\''''
f" '{ 'J'"
~ .,'
, " _ 1 . ...

ramp,approaching ·an.und~,rp~ss should provide There are a number of types and combinations
~
a clear view thro,ughthe underpass. The of ke'rbs available, each with particuiar
desirable headroom clearance through the appnc~tjons. ' Some- of the details in regular use
underpass is.3.0~. ' are'listed ,below.

Specif'ic consideration needs to be 'given to the Raised kerb

drainage of underpasses both for the removal of
rainwater and effects of high groundwater Raised kerb with channel block
levels.

5'.13 UTILITIES
Channe.l block
Road corridors a~e given in Figures 5.1-5.9.

~
i
These are intended-to provide adequate space
for road cross $ecfion requirements and at the
Flush kerb

same time allow the public' utilities sufficient 'Dropper kerb

spa~eforexistin,g and proposed plant.' Where
iJ' '
space, f6rutUit~es ,js-1imit~d, .'"Wayleayes" 'outs'ide Dropped'k'erb

'lr\,
"
the "road reservation may b~ob.tained by
j -~.:0::>~ntacting the planning departm~nt. -' . Vehicle. barrier unit (V8U).;'

~ .'.~~~~;gJ;l~ public a~d private, utili.ties to be The'standard'kerb'unit is available in a range ,of .:

'~/,::~.:~~qqC?,'!lmodatedlnclude the following: sizes "and 'shapes~The ,shape is varied. to
)1 ~_.~.' ~ .,.f..fI'I' r-' ,,',
'enabl$'J<erbs to ,be "install~d ena range ,of radii.
~,~ . Telephone (Q.TEL)" It -Is -recommen-ded·to ,check' the',avaJla'bHity· and
, , ,
;"~diinen,Si,oO,s,:.ot:k'e,tbs,~Wjth,;·,th,~~:.-,~antl,fat,.tu'reL:a,s""a'
,ful r rB,f.1,ge' ,'may . ~ot ·,~~'av~iI~bt,e:in·Q~tar. '
~
Cable 'television

Electri~itY - distribution _ _.Kefbs"provide, ~a nUinbe~roffunptions,which are:

tct"define :and 'p'royide" structural sUppor1':'·to',:,the
,J Electricity ·'lighting

, Electricity • transmission
, edge . of carriageway;' to controL--' highway
,'draina.ge;
pedestrians.
to ,~egregate 'vehicles
'
and'
, , '

- - . . ,

JI Sewerage Kerbs are :to .be"uS-e'd,on ,all urban' r6~ds and

only' atspeciat iocations·o'n rural roa'ds" such ,as
Return effluent junctions _where there is a need to give a clear
:l' _
--!J ~." Surface water and land drainage
delineation of the road edge. '

Where there is a need to install a S$.fety fe~oe

lj Water alongside a 'kerbecj~ection',of .road, the fence

design, kerb 'design 'and drainage design should

Oil and gas. , be carried oultogether. The kerb may affect the

, choice of -safety fence type, and it,is important to

Each utility has their own working procedures ensure that the com'bined drainage/kerbfacHity
J
and works specifications. These shaH be does not. reduce the safe operation 'of. the.saf.ety
referred to when" designing the road fence.

!\ construction 'and drainage facilities.

Particular consideration may be required to

position soakaways if the reservation width is
restricteq. Refer to the typical cross s~ctions
snown in Figures 5.1 to 5.7. Where space is
limited, soakaways may be lowered, by the
addition of rising sections, to allow shallow
i1 utilities such as Q.TEL to pass above the
soakaway chamber- However, in new roads,
priority is to be given to road related utiUtles, .eg.
drainage, lighting etc.

}-t
 (.fA I"A'H"MIUMVVA T LJC~I\.2N IViANUAL
1 '

5.15 SA'FETY FENCES~' minimum ra'dius a standard size carean

ne.90tiate without losing tyre contact. This is
fa General dependant on .approach angle and speed as
.A safety fence is a longitudinal barrier used to well as the characteristics
.
of individual
. vehicles.
shield motorists from natural or man-made . .

hazards locate,d along a road. It may als,o be . Roadside O'bstacle's'

used to protect bystanders, pedestrians and A safety fence should only be installed if it is
cyclists tram out of control vehicular traffic. clear that the result of a vehicle striking the
Safety fences may be located in the verge or barrier witl be less, severe than the accident
median depending on' the particular . ~esulting from hitting the u~protected object. .
to
requirements and location. Refer Figure 5.11
for the definition of terminology used in safety G,enerally, if an
object is greater than 10m
barrier design. ·from the travelled way, it does not require
protection.
The safety fence is designed to ,prevent an " ,

errant vehicle from leaving the carriageway and
striking a fixed object or feature that is,
considered more 'hazardous than the barrier
itself. This is accomplished by containing and
redirecting the errantvehi·cfe.
On a divided 'road, a'safety fence is located in
~j~~ the median to
separate opposing traffic.
":i::~':~Q'" . .' '" ' ". ' .'
:~"q~~f.~ty fences. should only be installed if they
. ' ,·~~l·fe.duce· the severity of accidents.. This may
appear subjective, but gen~rally a 'barriershould
.:'.be~,p·r.ovlded,'if."..the,,,,cor.lsequ.ences~.:of
striking~fixed object,. or 'running off. the road
'are determined to be more serious than hitting
the safety fence itself. Other considerations·are
. traffic speed and traf·fic volumes 'and a cost
a'1,~.lysis. '.,
Table '5.5 summarises of the various needs for
safety f~nC?ing.
Pedestrians ,
"Th:tf mosf .·desirable· 'solution toptotaet· the
'in'n'ocent bystander is to separate pede~trians
and .vehicular.traffic. If this is not achievabie
then considera1ion of safety fencing should be
, given at schools, "busy 'commerc.ial and retail
centres, sp'orts' ve~ues :and other, locations
where high pedestrian movements are
anticipated or ob~erved~
--B vehicle

Thec9s1 analysis is based on:

• . Removing or reducing the h.azard so

that it no longer requires protecting

• Installing an appro'priate safety fence

• Leaving the hazard .unprotected.

Median safety fences are generally provided

where the median width is relativefy narrow and
the tr~ffic volumes and speeds are high. They
may also ,be provided where the separated
carriageways are at, d~fferent I,evels, as the
likelihood of an accident increases the steeper
the slope between ca.rriageways. It is important
to provide gaps in the median fencing for
emergency use and maintenance.

Embankments
Embankment height and side· slope are factors
in determining safety fence need. The provision
of safety fencing should be considered when
stopes are steeper than 1 in 5 and/or the height
of the .slope is greater than 6m, refer to Figure
5.12. Rounding slopes reduces the chances of
an errant vehicle becoming airborne. The
optimum rounding may be defined as being the

Janu'ary' 1997
." .... ~ ...

 ~
r.:..-...".,.:...-~ .. DJ .. ~
L-L­
q'A~~"~~J,

--~,.
------
~ ......
'
f::: ':- ~ -i::::-. ,.. ._~ .,--".~ ~'··~~-MC= ~,._.~«.,,_,.~.
I',r _.~:~
.... :.. - ...: ....
.~ ) 3 to>,~
\~.~-i,J
.....t:c->

,.
·i~~r~~;:/·!i;·
cO·
-n \:}r~,··:;' o
e....,
.!
»
'~
CD ,>
'J]
(Jl
-...L
--A.
::c
0
C1>
-+,.
S·
"
:J:
~
:t:a
a: -<
0
:J '0
S. Hazard or
-m
((J
Downslrea u, 'Upstream
~
(J) length o~ Need . other Feature length of Need
Jl)
~
Term Termln al
(1) orEn ,Standard Sectfon or End
~ Treat rnenl Standard Section Transition or Bridge R-all : ,Transition standard Section Treatn ent a:
»
"
w
(1) ,~
::l 'C
0
CD
:,»
'r­
m
CD
3·
CD
:J
r-t­
en
:0
c.rt

Edge of Pavement Flare

- , Direction of Travel Rate
. (adjacent traffic)

---_._------------_.-.-._-._---------_._-,-------~--_.--'----.-,---------------------'----
DirecUon of Travel
(oppoclng traffic)

CIJ
m
o
::j
0'
2
tn,.
 QATAR HIGHWAY DESIGN 'MANUAL seCTION 5

~~~I~~~~::Z:a2?~ ~.OUL~LL SECTION EMBANK.MENT

~ ~ :l]_H_E_IG_H_T"
R = ROUNDING
_

1:1

1:1.67.

~
. cu
c.
o
U5
c
'".2" 1:3.3
t)
C1)
CIJ

-U­

1:5

1:10

Om 3m 8m 9m 12m 15m 18m

Meight (m)

Barrier not Required fot Embankment.

However, Check Barrier need for other
Roadside Hazards.

Figure 5.12 Requirement tor Safety Fences on Embankments

Januarv 1997
 ,QAT~R . HJ~HVVAYUt:::S·I~N_ . JVI,A-~.lJ.p..L

Types of Standard Secti~ns of Safety Fence ·The self~restorjng.,safety fe.nee ..isa high
Safety fencing is usually classified as -flexibje, per:tor~anC?e ~ : . fence '.'. -designed to .be
.semi-rigid or rigid. . maintenance free for most impaCts and ,capable
of contai,ning'·'and 'r~c:1ir~Ctin~',large" vehicles.
FI~xible systems are generatfy ,more ,forgiving Th~ combination 'of 'high ,initi'cil cost and high
than other cptegories, as .much of the impact perlonnance makes this barrier more suited for
energy is dissipated 'by the . deflection of the use at 'high accident frequ'ency locations. '
barrier and lower impact forces are imparted on
the vehicle. There are two basic types of When traffic speeds are expected to be greater
flexible system: · than .50kph -the semi rigid' system should' be
,·tensioned., Tensioned systems usually reqUire
The first is a cabled fence, normally comprising a'minimum length to be· eft-ective and are
4 strands of tensioned cable. 'Cable fences unable to be installed on sharp radii (typically
redirect impacting vehlcles after sufficient SOm length and 150m ,minimum radii).
tension is developed in the cable. with the posts Individual barrier manufacturers specifications
in . the impact" area·providing only slight should beadhere.d to.
resistance. The cable f·ence returns ··to its
, , original' position and damaged posts areeasity· 9qject ··Comment
repla~ed. .
Bridge.-piers, '. " .Protection, g'eneraUy .
The second type utilizes a standard steel beam abutments and railing . , required
ends .
l~{ '. section moun~ed on .re!atively weak posts. This
,. i ; ... ~;:·:,;:system, acts In a Slmlla~ manner to the cable CUlverts" pipes, JUdgement required based
§ . .;.L.:;·~ts:~afety f,ence. It retains some degree of .' headwalls ~ on size, shape· and location
.of.h,~rd

~
::7~t~~.7A~~~;~~tiv.~e.ness after' ~i.n~~ coflisionsdue. ,to the
r ;s'·~::"igldltyof the beam rall element. However, after Cut slopes '(smooth) ,Generally protection not . .
t, 'major collisions it. requires .full repair to remain required '
effective. " . A~, .. with ..th.e"",cable.s)lstem." lateral.
deflection -can be reduced to some extent by .J~~8in'~htr,q~l'~ ba,sed "
til closer post spacing. This system,' as with all
barriers having. a rel,ativ'ely narrow restraining, Ditches (transvers~)
on JikenhQOd'
, t:
"
ofimpac1
." • I '~.

GeneraUy, protection
_.:.j '''.

width, is vulnerable to vaulting or.vehicle under.. reql.1i~ed,.dttph profile'to be

dl' ride caused ·by. ·incorrect mounting height. or

irregula'riUes in the elp-proach terrain. Embankments· .
con~i~er~
-'

"Judgement'reqUlred ba'sed
on height and slope
. -
,
,.­

- .
S~mi Rigid Systems work on the principie that
, ' -~., . ~;. ,

11 resistan'ce is achieved through the combined

flex:ure and stiffness of the raiL Posts .near the
Retaining.wall JudgerTU3nt'requfred based
on relative smoOthness and
anticipated maximum angle .
point of impact ·are designed to break or tear ~fimpact

away, distributing the impact force to adjacent

Signs and luminaire
, . Generally protection
posts. Deflection of this type of beam is up to supports
reqUired for non·breakaway
approximately 1.5m (test data; 26 'degrees, 'supports .­
95kph, 1.'8 Tonnes) ,
Traffic signats lsolat~d trafficsignajs on
high speed rural roads may
Strong post fences usualfy remain functional require protection
after moderate collisions, thereby eliminating the
need for immediate repair. There are a number Trees and utility poles Protection may be required
depending on site by site
of different types of semi rigid fence on the conditions'
market, each sys1em having its own
performance requirements and capabilities. A Permanent bodies of
Judgement required based
few examples are listed below: 'water
on. depth at water and
likelihoOd of encroachment

Box Beam
TabieS.5 Consid,eration for the Provision
Open Box Beam of Safety Fencing

W-Beam (corrugated type of fence) Rigid Systems offer no ·"deflection when hit by
a vehicle. T.he ·impact energy·is absorbed by
Blocked Out W-Beam the vehicle. For high angle and high speed
impacts, passenger size vehicles may b.ecome
partially.airborne and in some cases may reach
Se\~..Restot\\\g Salety Fence
the-t0po1 .thebarr\er..For sha\\ow angle
 (.: ", ..,:
.. 4;··" ~~ - .

impacts,. the . roll angle toward. the barrier len§th should' be ··1 0 to 12 t1mes the difference
imparted to :high centre' of gravity vehicles may in the lateral denection of the. two systems in
be enough to' permi~ contact of the top portion of question ego for a beam deflection of. 1.5m the
to the vehicte with objectso.n top of. or imr:nediatefy transition should be around 15m. ~
behindthe fence, eg.bridge p.iers. Commonty
used rigid systems are the New ,Jersey Barrier in Drainage fea~ures such as ditches should be
the USA, and tne British Concrete Barrier in the ~void~d.'at· transition positions as they may
UK. initiate vehicle instability.

Typically· the 'systemis relatively low cost, has The stiffness of the transition should increase
generally effective performance for passenger­ smoothly and continuously from the less rigid to
sized vehicles and has maintenance-free the more rigid 'system. This can be achieved
characteristics. • by decreasing the post spacing, increasing post
sizeor strengthening the rail element.
'End Treatments
The untreated end of a·safety fence is extremely Seiection .of .$afety Fence
hs:~ardous .if hit,as the be~~ ~Ieme'!t can Theselection.process ;is not easily de.fined but
p.enetrate the p,a~sen.gercompartment and will .the mb~st d~siraQle.system·is one.that Q,ff~rsthe
generally stopthevehicte. A crashwo·rthyend required 'degree of protection at the lowest total
treatment~.f$thereforeco·nsidered essential if the cost Table·5.6 summarises the fa·ctors to be
·safety' fence ·term'inateswithin' 1Om.of the considered.
travelled way and/or is in an area where it is
,.~~~:,-~ .H,kely to b~hit head-on 'byan errant vehicle.· The
···::~~~.:i.~erminationofthe s~fety fence should not spear,
:+fi~j"!:ult or roiL a vehicle for head-on or angled
. ·;;;:im'pacts. FOJ impacts within the length'of -need,
, .' the ,·end .treatment '. .should have the same
'redir~ec,tional characte'ristics '. as the standard'
,"1 .-r~' ....... ~~~L'.~I .. ~'~~'I:O'~'_.',·I· ...' ':.'::":.:4' "'~- :.••. ··... -:~' .... .J.".'·~f~.· ....'-,-';,· .-"":",",,,;- ........" . . • •' . • ,-,-,'.,. ~'r' ~ ..... '. ":" ':~'II-''''''.'. '," ... ,",'+, •.••..•. ' .•• '--, ·• .... 1: .... ~. ",•..

safetyfenCCi, ,~bi'cn means· that the end must be

a(so,"Pfoperly an·chored.

There are a ','nurnber .of differe~t types of end

treatm~nts·whichworkon a r-ange of principles,
som~ otwhi~hare.listed bei6w: ,

,.
'" '.".
Brf!ak'aw?y'Terminals
' ....., ,1··7"'·

'Tume'd~D~w,n Terminals

Energy. Absorption Systems

Special Anchorag~ ~or Cable Fence

. Anchorage into Embankment

Further reference is essential to select the most

appropriate system tor·each particular situation.

Transitions
Transition sections of safety fence' are
necessary to provide continuity of protection
when two dlffe-rent barriers joifl, when a barrier
. joinsanotner barrier system (such as a bridge
raU)' or when a roadside barrier is attached to a
rigid object (such as a·bridge pier).

Th~ transition section should b·e the same

str~ngth or stronger than the two systems.

The .~ransition should be lon.9 enough so that

sigr:"lificantc~an.ges in deflection do not occur
'within a short distance. Generany the transition
88

 '. ' ...," . . ,

QATAR-HIGHWAY'OeSIGN'<:MAN,LJAL ":'S6GTIONS,"

Criteria Cof11m~nts, ,Placement _.

- Lat,~·r~.J.offset: a
rure, safety fenqesshould
As
0.. I-
1 Performance
Capability
Fe~ce mus~ be structurally
able to contain and redirect
be,'pl~ced _as far, from the traveflep way as
.' . design vehicle _~on~.itI6ns permit This .gJv~.s·ttJe·errant qriver
to'f{pesfc-n,ance of r~g'~ining control 'of the
2 Deflection EJqleetad de~iection of fence ve.hicle::withoUt ~having anaccideht.- It also
ShQ~'d not exceed available "provi(j-es betters:ight di·stance-. Table 5.7 gives
room to deflect'" ,
suggested' lateral offsets, related to th,E! ,design
3 Site Conditions Slope approaching th.e fence speed~ Other, ·factors may, override these
and distance from travelled suggested f,igures.
way may preolude use of
some fence types
. Design Speed Setback from Edge of
.'
4 Compatibility Fence must be compatible Pavement (IT')
with planned end anchor and
capable of transition to other 140 3.7
safety ~ence systems 120 3.0
100 2.5 ,
5 Cost ,80 2.0
Standard "fence systems are
relatively consistent, in cost, 7q .1.7
-but .high performance railings 60 1..5
,,50._,. 1.0.... '
I 6 Maintenance: .
. Can~stsign.lfl~tlymore " ',­ ---'-"

Note: Rigid system IS not recommended tor deSign speeds

. greater than 1OOkph '
~ r·,o;-,:.<;_ a)
Routine -,Few' systems '-require a
significant amount ,of routine Table 5.7 Desirable~
.'

Lateral Clearance
.

ma,intenance '

IJ"_~:ffE-~
for Safety Barriers -frornEdge .

--~-'!.,~-
: b) Collision Generally. ,flexible' ·or semi- ·~f T.ravelled. Way. . ,­
rigid "systems require
JI
°
, , . . ,

.s.ig~nicantly - more The desirable minimum :distance' betw"eenback

mainteilaooEfsfter a 'collislon
.-. '-'ih8ir~gfdoFhl~ih 'perlonriance 'of ,fence,·af.lq-'Tr~.gi-d,~-a~ards_,shot.Jld",no.t",be,,,Jess

ill
I'
c) Materials
,~ 'fences -. '
,,The
.
fewer the· different
than the dynamiC' deflection of the ·safet}?:fence
,_Jor Jmpactbya. ~ehic.l~at.-irt1pactconditions of
,.,,',appr9Xi.mate!y ?~ ~~g~~es:~.Dd. 1qO~h •.
Stor~ge ­ systems,:; used . ,the ,fewer
,- inventory. items arid .stor~ge
'-S,pe,qif·iq.m~nufacturers
.II -~pa~e,requlr~ . -.' - ,
'followed.
:r:equirementsmust'be
However,·,asa·:-guideline, , the'
d) Simplicity Simpler. designs cost less and .:: qle'ar~Dce~ set o~t-in TabJe5.8 . are typical.
are·:- 'more:_ ,:Jikety , ·to, ·be
recon~eted,properly on site
lJ ,.~arrier Type Clearance fr9mBack 'of
7 Aesthetics Occasionally' safety fence to
Fence Hazard (ni)
aesthati~are' 'an important
;] consideration in its selection
.- ., , .
Tensioned wire rope 2;G

e.~"! 8 Field The performance and' . Tensioned beam .1.2

~~~"I
Experience maintenance requirements of •

If existing,systems;- :'should,:'be
monitored to ,identify problems
that could be lessened or
Box beam

Rigid
1.2

O·
eliminatecl,byusing a different ~Minimumclearance .of obJects behInd the barner to
fence type, traveUed way must be maintained.

Table 5..8 Typical Manufacturers

Table 5.6 Selection Criteria for Safety Clearance Requirements
Fences'
On embankments care should be 'taken to
ensure that at full deflection of the fence the
: )
~ \
wheels -afthe vehicle do not overhang the edge
~ !
, J of the slope.

The combined use' of kerbs and flexible

JI safety fences logether should be avoi'~ed.
The ,use elf kerbs and semi-rigid 'or rigid
safety fences shouldgeneraUy be avoided.
However,if the face of the safety fence is
within 22.5mm of the kerb -face, a ,vehicle ·is
not \\\te\,/ to \rau\t the 'fence.
 A safety fence is considered· flared when it is not These installations will reqUire upgrading to
parallel with the carriageway. Flare is normatly current standards and eachinstaflation shOUld
used to locate the ba'rrier terminatsection further be considered ona site by site basis~
~ from the carriageway, tominimis:e a driver's
re~ction'to a hazard nea,r the roaq by gradually For further ,reference on the different types of
introducing a pC\fi:ille,l_ saf,ety fence instaJ(ation, to safety fen,cing refer to, the British Department of
connec't a roadside barrier 'to-a h~zard- nearer Transport docum'ent TO 19/85,' Safety Fences
the carriageway such as a bridge parapet or and Barriers. and the American Association of
railing; or to reduce the total length of rail State Highway and Transportation Officials
needed. Reference Figure 5.11. ~'publication, Roadside Design Guide. For
details .. of 'specific safety _fences the
Flare rates are a function of design speed and manufacturers' technical literature should be
safety fence type. Bearing this in mind, Table ~ referred to.
5.9 shows typical flare rates.
5.16 CRASH CUSHIONS
Design Flare Rate Flare Rate for Fence
Speed ,for Fence bey.ond Setback Crash -cushion'S or impact attenuators are
(kph) within prote-ctivedevicesdesigned to prevent errant
Setback Rigid System Semi-rigid vehicles from imp'acting fixed object hazards.
1:x System ',Tb.i$ is'_,ac',hje.v~ct bY_Qradu_aHy slowing down ,~
140, 1:35 ,1:23 1:17 vehicle to a safe stop (from possible head-on
120 ' 1:30, 1:20 1:'5 impacts) or ,by redirecting a ,vehicle away 1rom
100 1:26 '. 1~1·7 1:13 the Hazard (for side i.mpacts). Crash cushions
;. ;':':·80 1:211:14 1:11 are ideaHy suited· for use at locations where
,<;'~70 1:1"7
1:11 1:9
:~:'"·~O· 1:13 1:8 1:7
fixed objects "cannot be removed, relocated or
~ ::•. ," J':
-_ ,made ,to . breaka~ay, and cannot be adequatety
..,,~Refer to manufacturers t.echnlcal literature -tor ,special
condi~j()ris. ' - ' - prot.ected ,.by:anormal.safety :fence. .
. .
'-'CraSA,euS'h-iGnS,~,~rirnarHyserve.to·l-essen th-e
'.

_·+"""·'TypiearF~-are~~Rates-
,- 'seve'at}!· of :accide'nts
Or,

t:", ' o · .. '

Th~- 'length' of ·safety fenbe'requirecf'sh.ould be
such that it protects 'the vehicl,eforthe fun exte'nt·'
of the hazard. T~is inc'udes the length of·the
approclph'flate, the" tengtt'1,of the hazard and the
. runout-length .b'eyond, the haiard.The'funout
length ·.is' p'srticulany important on single
carriageways wh-ere-protection required for
vehicles'.tra.veflingin.the opposite lane.
Underground Obstructions,
rather than to 'prevent
: themfrom·happening. ­
;-"Crash·cushiot:1s :~9r~ on one of tWo principl.es,
e~her'absC)rpti,on'of kir~etic energy or transfer-of
, momentum. ,In the first' instance the kinetic
-~.ene,rgy·of :amoving veh,icle is absorbed by
_.. c rushable ::mat~rials. -This can be achieved, by ,
·is , the' 'use ·'·of watet"fin~d containers. Crash
_.q-ushions of this type :require a rigid back stop to
resist the impact force of the vehicle.

Where there is a risk of 'driven posts or standard

The second concept involves the transfer of
concrete footings interfering 'with _cables ducts t ' momentum _,of a movingvehicfe to an
a'nd pipes .and the alignment of the safety fence expendable mass of 'material or weights. This
cannot be adjusted to avoid,the obstruction, or may b-e sand' filledc,o'ntainers.Devices of this
the depth of pavement construction is stich that type require no rigid back stop.
th-e standard driven.post or concrete footing
would not penetrate into the sUbgrade, special The des-ign procedure is relatively straight
posts or footings shall be provided with the forward ~nd basically relates to the numberof
approvaf of the' Director of Civil Engineering crash cushion units being able to slow down a
Department. design vehicle, _at,a_ design ~peed under an
acceptable deceleration force. Most
existing Systems manufacturers have design charts to select an
With- the ,development of technology and appropriate layout.
understanding of this subject. it is a fact that
older installations are sub-standard and do not The most common application of crash
always meet current recommended performance cushions is at an exit ramp at an elevated or
leve-Is. These d~ficjencies usually fall within two depressed struqture, where a bridge pier
categories, those that have structural requires protection. However, they may also
inadequacies and those that are improperly be used at temporary road works or u'sed to
designed or located. slow a vehicle down on a slope when the
brakes have failed. For optimum use, the J -

crash cushion should ideally be placed an a

retativetyflat surface. Kerbs should also be

January 1997 , Page 5/26

 UAJ AM HIl:iHVVAY Ut::::'luNMANUAL.
-- ~ _ J ... ~
avoided as this· may cause the vehicle to
become airborne.
t< The effective use.of crash cushions is restricted
to cars travelling up to speeds of 100kph, and
not applicable for large trucks and buses.
There are many different manufacturers of crash
cushion systems, each with there own particular
merits and applications. However, the engineer
in the selection process must consider the site
characteristics, . cost, maintenance and the·
structural . and safety characteristics' of the
different systems...
For further refe'renee on the different types of
crash cushions refer to the . American
Association ' of- State .H,ighway and
Transportation Officials pUblication, Roadside
DesignGuide~ For detaUs of sp'ecific crash
cushions, manufacturers technical literature
l('"i f' ... :~.~hOUld be referred to.
~
~
.' ,)·'~':·:·-.517
-:. >_.-.'
FENCING
- ­
.
· Aithoughthese' ~i·ms arecornni6n to the ,des~grt .
.:/.~:. ±;:'::!i-~, .. . '.' . . '
'~:?:~1~t6~reare many different types of fences us~d
... within the roadreservation,each type having
"partic,ular.. ,.appUcatlons. Th~, m~~I1., .type~ .. of
fencing 8:re 'Usted. below: ' , .·c.o.ncise, .WaniiflQ,:·,and/.or:'OJverslon-slg:ns ~ -are
• .Right of Way 'Fencing to. define'ate and
separate priVate property from. the· road
reservation
• Safety 'Fencing erected' where
. considered necessary. Refer Claus'e
5.15
• Animal Fencing prevents animals from
entering the highway resE?rvation. The
size' and· type of .
fenc.ing· is. dependant: :
on the type of animal the fencing is
intended to control, ego camel or goat
• Acoustic Fencing may be required in
sensitive locations 5uchas residential
areas to Jower the -traffic noise leveL
The fence forms a barrier and the
sound· is reflected away from the
sensitive area
• Headlight Barriers may be
,
!j implemented at locations where it is
desirable to minimise the glare of the
headlights of oncoming vehicles, such
as at unfit bends on rural roads
• Pedestrian Access Fencing may be
required where there are significant
"um'oe\~ 0\ ?edestr\ans, such as· on
commefc\a\streetE)", Quts1de sc'noo\s or
i I
large ~ports compl'exes where crowds
may gatfler.- the fencing controls the
moveme'nf of pedestrian traffic 'and
.fowersth.e· ·risk .of a pedestrian
accidentally . m9vin9, onto a live,
carrjag-eWay.
. . . .
5.18 ROA-O ClOS.URE AND PARTIAL
.CLOSURE
·rh~ main aims' of full or partial road closure are
to:·
• Deter non~a,ccess· traffic from using
residential roads as through routes
• Limit the number of minor accesses
onto major routes
e. R,amove the crossroad type Junction
which .is generally considered unsafe.
,Refe~ ~~ction 6 June:tions
of new roads, the approach ·hereis differetitas.
'.. ,e~t~~~ished route patterns, rnal1Y h~vingb.e.en
··in .:·us.e .tor'
years,,· 'have, to be· broktm a~d
:., ref.qJ.1fl;~,~ ~J~~~!1~r~·"e~oy!~~C>n: ,,,9,t,gl,~~r,
. ·,;'advised'during,Jhefir~ttwo to ~hree ,months of
·.operatlon.•·,This will help. re-educale··the:driver
·.w,h·o.:w·~s .famj:n~·r,:·with·the·:'Old road, I~Y~ut.·
~·.. t'~· ;<~,~_~~~'.~"'" -....~._~.'. ~.-: .'., ~:'o'~' ~ ,:,.~ ,o~ ..,.".:···. :...., . .;:~~,
: .'. -:,. '··'1 .' '0, "".' -- 0
': The mostb~sic way to:.pievent· tr.affic>:~~Stng· a
panicular route ·is to close the road"either·at a
'particular point or·along a certain length. It is
usual to'close ar.oad ·at an:existing~ junction,ie.
at the end ofa block'"of ,propefttes.· unless the
b·lockis very long~ eg. 250-300m, in ·which case
"No Through 'Road" signs must be displayed at
· the open end(s) of the road.· , '
End of block closure~ could be ,made simply by·
the use· of, UNo ·Entry" signs, but" the-sa. may
prove to be 'ineffective, particularly if drivers
approaching a closure ·can see traffic moving
beyond it. Hence it is preferable to provide a
physical barrier to prevent drivers violating the
restriction. This ,ma-y be in the form of a traffic
island with a sign showing tFle direction that
vehicles must now follow. It is important to
ensure that the arrangement is in keeping with
the area and consideration should, be given to
the provision of landscaping.
Where a closure is made at a mid-block
· position, provision must be made for large
vehicles: such as refuse vehicles. to turn
around.
Typical turning heads are shown in Figure 5~ 13.
1\\e cno\ce at \ayout \s dependant on the w\dth
Pane 5/2.7
 QATAR' HIGHWAY 'O:ES,IGN -MANUAL SECTION 5

,of carriagevyay' avaiiable ~nd the positions of

existing, property accesses that have to be
t- accommodated by the clos~re..

Any barriers or turning heads shalL be designed

in such a way' as to. ensure that emergency
,vehicl.es are able to g~in acce$s. This is
achievable by the use of I09kabl.e barrier gates
, or 'demountable boflards. Whichever, is chosen,
it must be capable of preventing private vehicles
from passing through the restriction. For this'
reason, solutions such as, a route through f?
landscaped area are not recommended as they
are open to .abuse, particularly by drivers of four
wheel drive vehicles. ­

Whatever the designed restriction, adequate

access and parking shall be' provided for
residents., . ­

Partial closure.• allows access., into areas.

, However. by the use of width restriction or'
:~.;:~:~~~,:'raised
~ .,:'. ~;:jl'.:",
-road .
humps'
"
it.. is··. .made. unattractive
, .
for
.~\~~b.g~nera,1 road users. ", - . ,'. '
'7~,-,~;..t~.~ , .' -',
·"~"'~pirtial "closure' is 'often' . tncorporated. at"
undeSirable·19cations'along thE!m~j9( roa.·d to
, '~d·lscoij'riig"e'{Jse',· 's'ljch"a!f'·'af,'acce:sses' n~a (' to .
.'major junctions. ','W.here t,he:'minor,road ,has to
remain .open due'to emergenqy vehicle'a'ccess,
'requirements 'or-Umit~d',~coe~~ r6~tes .lnto.,the .
development then pa,rtial closure is an easy way
to cOl')tr~I.,g~neral,use.

92

Janu~rv 1 g~7
 QATAR HIGHWAY DESIGN· M·AN·UAL

. f- I• ~;::.I·I .'.
$,,: /~ .... ""
" j~O':/
~
I
I

I
J

.. ~
t

IF';·i ..-; : · ,
;ls4~f~ ~:' :i
l~
"-.

J
I}
. E.. J? 8·"
\4

.~. t:-,,~

IJ , AU dimension·in metres.

Note:
A central island radius of 10 metres will
just allow the vehicle to turn a,bout. In
view of the restricted area available, the
island may be reduced or omitted altogether.

Minimum Dimensions .for Turning Heads

In situation.s where .larger vehicles have to be
accommodated, these dirnensions should be incre~sed to
take account of the larger turning radius and swept
path area.

F\gure 5,13 Typ\calTurning Head DetaHs

\.'l )
 .gp.TAR~HiGHWAYDES!GN MANUAL SECTlON 5
5.19 LANDSCAPING the opposite side of the roundabout to the point
of entry can, without restricting' n~cessary
I- Apart from the amenity benefits, the landscape visibility. avoid distraction and confusion
treatment of medians, junctions and verges can caused by traffic movements of no concern to
a driver.. Planting can provide a positive
have practic~t advantages. By ground
background to chevron signs and direction
modelling, perhaps in conjunction with planting, 'signs on the central island while visually uniting
the layout of the road can be made more the various vertical features and reducing any
obvious to traffic. appearance of cluttera .

Landscaping can play an important part in aiding
drivers waiting to exit the, minor road by
providing reference points or features by which
to judge the speed of drivers approaching on the
major road.. This is particularly useful where a
major/minor, Junction is located in an open
'Generally the planting. of roundabout central
islands less than 10m in diameter ,is
II' inappropriate as the need to provide driver
visibility' leaves only a small central area
available. Such a restri~ted area of pl anti ll9 is
out of scale with the roundabout as a whole,
and becomes an incqngruous ublob
ll
•

landscape, where there is a lack of natural

refe'renee points.. Planting can also provide a Recent experiments with a ring of black '~nd
positive background to the road signs around white paVing laid in 'a chevron pattern inside the
the junction•.whilstvisualtyuniting th.e various central island perimeter at a gentle" sjop~ have
component parts.. It is important that a wider proved successful in improving the conspicuity
view does not dj~tract from the developing traffic of central .isl.ands and ,they can be effective
"from a safety point of view (Figure 5.14) .
,,·'·:,situation as the driver sees it.
.. ~:.:: -'. , s· ~. ­

_:: ,:;':-'''~~:\> " It is common to construct features such as

:;;:;;~:p-ecialised planting 1 which might be more
. :,~~~app,r:opria~e:, in an urban area, generally requires
,.. greater., maintenanc~ -effort if it is to be
s~c;~e~s~ul.. T~~pref~rr~dmai.n~eDancemeth.()d
, Is'a.n",aiit6matic-·lrrrgatlci·ri'~systefD' connected' to a
" retu,r~ effluent 'main.. Approval for any such ,
scheme must be sought from the Director of the,
C'ivil Engineeri·ng Depa·rtment and the Drainage
coffee pots etc. in rolJ,ridab,oLits. 'They become
a 'focus for thetraveHer, and if designed and
..position'ad correctly wUI prove· anasset to t~e
surroundings. - , ,
Lighting' of central islands or. any, landscape
f'eature is important, though care.should -be
taken to avoid distractiC?n or dazzle to driverS .

Division.. - 'If a return effluent~,ain is unavailable,

care Sho.1Jld be taJ{e.n so that watering does n'ot

require tankers to obstruct trafficked lanes at
any time..
,.1 ".

,A well defined'maintenance programme should

be developed ·if extensive planting '-is used to
ensure that such planting ,does not obscure
either opposing traffic or traffic signs at any time.

In rural areas, planting should be restricted to

indigenous species and be reJated' to the
surrounding, landscape.. : In the'o;rdesert, for
example, any planting of other than local
species would appear incongruous and
landscape treatment would normalty be
restricted to ground modelling.

At roundabouts, the areas required for visibility

,-­
envelopes .can be ptanted with species having ~'''''.'
low mature height, with higher and denser
species of bushes and trees towards the centre
of the island.. Due allowance for the situation
that will develop with matured growth must be
made.
Section X~X
Apart from the a.menity benefits t the landscape
treatment. of roundabouts can have practical
advantages. By earth modelling, perhaps' in
conjunction. with planting, the presence of the Figure 5.14 Contrasting Chevron Markings
roundabout oan be made more obvious to for Roundabouts
approaching traffic. The screening of traffic on

Janua'ry 1997 ,Pa,gf} ~130

 QATAR HIGHWAY DESIGN 'MANUAL ,.'S,E"crION 6

SECTION 6 JUNCTIONS' however r important to ensure that the minor

I

[;0 roaq, traffip movemen!s are still adequately

r 6.1 GENERAL
The: scope of this section of theQHDM, is to
identify the main typ'es of m'ajor/minor junctIon
which can be used in the design of new and the
improvement of eXisti,ng roads.
,proVided" for> . Spacing'· berween consecuti~e
jun,ctions is best"considerecfin terms 'of. the
minir'Dum 9istci-nC$ thatatlo'~s traf,fic travelling
oqthe main rOEld 'and traffic leaVing it or join'ing
it,. to, ,do' so in an easy, efficient and ;;afe
manner.

Advice is given on the main factors which affect -In determining this distance, due consideration'

t
;;
t
the choice .between different types of
major/mi'nor -junction, 'on the siting of such
must be given to:
junctions and, suitable types of layout. • Design speeds

fl
To ensure a consistent approach to the design
of the m,ajor/minor junptions, a $eries of
• Weaving lengths for merging/diverging
traffic flows

recommendations 'covering ~ the geometric

design of the ,keyelernents oftl')~j~r1g~ion,~!1d • Horizontal' and vertical geometry of the
~ now these can" be best cOl1lbined to produce a , 'maih'toad for visibility
good overall design, have also been Included.
~r-
~
,~
.Junctions' are widely.recognis~das one of-the

• "Provi,~i-ons' f~ttur~'irrg',:4r~ffic wishing to

cross, 'join or'leave at-the junction.
:., .... primary ,locatiqos of accidents' on air roads..

:'~;;:.' Safety is therefore of "paramount importance

',The J'Di~imum' spacingbetwe~n conseoutive
II]
·'·.~'.·::~.d·~ring the development of any j~nction design . simple T.;.junctions 0flacces-s roads and service
~'
. ,'~.r.l.~,~.~~r .of ,~aJetY,i~;$tJes~uch;ps:'vi-~n~iHty; roads' is 80m'~ and across a staggered\T­
·drive,r p~r~epli§ri';',$1"g~nl~,g<··ancfrb-ad.'"ma~,~fngs; ju~n'9t"iQn. ,4-0,01 ~ . . . , Aef.ei . t~,,,,Cla,U$,e_,. J)~.7 .J,?'" ,f~r.
traffic contro'- and p~de~trian'access,.rit3;~dto ~ddi'tional 'information on' sta,gger distanceahd
iJJ be" consJder~d' a~ ;':~,'part . 'of ",th~',~,"de'$lgn refer- -to Clause 7.4.9 for additional 'information
.'
de:velop'me'nt p.rocess:."Mo're'.detaned'·~gu'dance on weaving sectio~s.
J on these and oths"r 'te.tevarit fa'ctors 'is'"given
;}J
elsewhere in this' section. ' , Consideration- . ,snoutd ,alsq, be
giv~n to the
spacing of the'deceleration-,Ianes', and the

"iI
6.1.1 ·J.unctlon Sp#cing
. . . -

Ttle ,frequenCyatwh~ChjunetioDs'a~e located on

acceleration· lanes 01 ju-nctio'ns along the main
carriageway. .Refer ,to Clause 6.14' for
'iriformation on diverge/mergedistan~es. The
'a main,:, road ,is ,us~alJy .a' f~nction of ..the spacing of' these' ~junctions should relate to the
surrounding 'area, and, its cur-re'nt' or "'future , weaving characteristics of:
i J..1 developm'ent~ i.e.
rural or urban envfronrrient In
general terms,' ,urban ,environments are' • ' Traffic on the mainline
':1 '--.'
characterised 'by"a m.ix,ture.·, of residential
properties, and' commerqiat _and .in'dustrial' • Traffic entering the' mainline 'from the ffrst
~ ,junction
developments/outlets. ThEire is usually" a'high
d,emand for thf.ough traffic andtocal, traffic
movements . ,Consequently' ther.~ ,is 'a .high • Traffic leaving the main road to the
11 demand for access across, onto and off of the ' second junctjon.
main road from the local road network.
When improving eXisting roads it may be
J 'In contr~st, rural environments generally have necessary to reduce the number of junctions on
few residential properties that are interspersed , the route. This'may be achieved by:
intermittently ,wi~h industrial and commercial
developments/outlets. The dem~ndonthemain • Provision of service roads to collect
1 road' is for through' ,traffic with ·'ocal'·
traffic mi'nor roads
me;:,vements catered for chiefly by the local road
network. As demand for finks with the main road • Closure of minor roads and provision of
are lower than urban environments,' junctions turning heads, refer to Section 5.
occur much less frequently.

The spacing of junctions, particu\ar\y \n urban

situations \5 cr\t\ca\ to ensure that disruption to
traffic- on the main road \s m\nlm\sed. \t \5
: f
 ,QATAR HIGHWAY DESI,GN,MANUAL SECTION 6
6.1.2 Traffic Flows
to An important factor th'at g~vems the choice of
junction type, at a given locatic)n, is ~he, volum~ of
trafficthat is. curr~ntlyus:ing the main road and
side roads, an,d the ','predicted, future' traffic
demand. Before any detaj~e~ evaluation, can be
made it is important to obtain the best estimate
of all the relevant traffic flows and turning
movements for the junction. ,-,
In situations where this data is not readify
available it will be necessary to undertaKe traffic
surveys, or use traffic modelling to predict the
likely traffic fJowlevels ..
The composition and turnin'g movements of
tra'ffic will. influenc~ th~geometric layout
adopted. A high ,-pr:()PortlOO-of..heavy goods
, vehic.les for example will dictate the' minimum
lane w,idth and comerradli -to be adopted at the
_, junction. A high proportion' of turning'traffic may
:_,,j~:':,"~require the provision ofa segregated or
':L>f~edicated
:.: ..
~.~ " .... ...
~,
turning tane at the junction, to ensure
'
"f.7}~!11.~t . ,adequate, through traffic capacity is
,:.~', ~:rrtaintajned. ' .
pn!eiict'ed" -'futtire 'traff'ic" --t'lows. ~ a~e-' "-im'po'rtant
'because they:
• Enable the design. ':to be tailored". to
provi,qe~,'sufficlent"~~pacity,',to
me.at the
future traffic' fto~ ~e~ands '
• Enable, 's. ,:,deci~j~n to,' be', :c,made" tq'
, co'n~train the traffic flows, at the 'given
a..
,loCatio~ for, particul~r reason '
-. . -.".",. - -, ,.
.' Identify th'e need to 'aliow for current or
future junctions.
Guidance on acceptable traffic- flows for junctton
types and layouts are given throughout this'
Section.
6.1.3 Design Vehicles
An obvious but often overlooked aspect of the
design of junctions is the type of vehicle that will
be using the junction .. ·Different sizes ,and
classes of .vehicle have varyjng swept paths
and turning circles. All 'junctions need to be
designed to allow the vehicle with the greatest
swept path, that will regUlarly use the junction to
turn in a safe and easy manner. For example a
36 tonne articulated 'torry is unlikely to be a
regular user of a residential road. in .this
example the most likely largest vehicle wouid
be a refuse vehicle or a school bus. Generally,
the design vehicle is,likely to be a heavy goods, ,
public servlce,or refuse vehicle and it is the
corner radii and Jane widths that are likety to be
affected. Swept -paths should be checked using
standard templates or a computer software
package. '
The vehicle classification to be used in Qatar is
shown in Table 6.1.
Failure to make adequate provision is likely to
, .result in:
• A reduction in the junction capacity as
, the larger vehicles are forced to'straddle
two traffic lanes to facilitate the turning
movement at the junction
• Overr~nning of kerbs
• Reduced, vi'sibility' for ,other traffic
- approacf\in'g, or negotiating' the junction'.
These design principles should be extended to
the ,positioning of 'street fu'mitu re such as signs,
splitter islands" traff.ic signal's and lighting
oolumns. '
. . -'
Allowance shall be made forthe swept turning
,"T'paths<""~,~'of:; ~-" ronAg~""" ~veh~ibles'" where':'" theiy'' ' : a'a n
',,reClsc)nably': 'be- e?Cpected to,u~eajuncti9n.
"Co'nsiderat,ion $hal~. a'lSo' :be :given' to·' the
',;'mangeuvri:ng 'ch~,ra;cteristics',6fthe,~e, ve~lcles in
the" de,~ign of stagg~-red junctions."· .
.. All, of the geometric parameters given ,in this
" ,
section fot use in'the design of ,a major/minor
,,'junction have. been developed' to cat,er for a
16.5m ,long -articulated vehict~,whose' turning
- "
wic#h is greater tha~ for 'most other vehicles that
regular.ly use these' juhcti6ns. ','
,The.' "tLirnin'g requirement ,of.' a' 20'.Om long
,dra~bar traHercorribinationare less'bn'erous
regarding road ~idth-. ,
In cases where hardstrips are present" the
design vehicle is assumed to use these on
some turns,' and at som'e simple j~nctions, it
may encroach into opposing traffic lanes.
,Where buses or other long rigid vehicles form a
significant portion oftotaf or peak time traffic,
and their turning movements within these
di~ensions would be- awkward or present a
hazard or significant delay. Then corner radii
and lane widths·should be i'ncreased based on
the use of appropriate swept path templates.
 QATARHIGHWAy, DES'IGN M'AN:UAL

6.1.4 Siting: of Junctions

The siting of junctions for: new build and

improvement schemes is very important..

Failure to choqse a suitabfe tocation can reduce

the 'effectiv'e . ,operation and satetyof the

is
junction. It essentIal to include engineering

cons-idera1ions in, the early planning stages to

help minimise poor land use.

Sites that should be avoided include:

• Where the major road is, "on a sharp

curve and visibility may be impaired by

waiting vehicles

• Where the minor road approaches are

skewed less than 70° or greater than

110° to- the main road. ' ' ­

e,' At-the top or bottom of gradients greater

..
. than 40/0 on the main road'

..... , Where the minor road approaches the

main road on an 'up or down gradient

':,1

• • , ... - . • ~ •.1 .r~" .'

greatef th~n ~o~

• 'W·he"re .juiicH6h,'frequencY·' is excessive.'

. .
, ,

The problems listed above while not exhaustive

cove" the more commonly occ'urringsituationsj

and' 'they ·can usually be., overcome by

modifications to the h.orizontal' and vertical

alignments.

. " .

". In situati.ons ~h~re, because, of site constraints,

it is not practical to., fully apply· these principles, .

'then" a compromise'will n·eed to be established

that, minimises the potenti,ai risks to .drivers

,'approaching the junction. Measures such as.

reduced speed Iim'its, .alignment con·straints,

, additional signing and road' m'arkingscan. help

to' minimise the potential hazards to the dri'ver.

.. ~

,i._ ,y-~' '.

-' '
 . 'i~~~;-~ ~i.~,::.~,J~ ~ :' ,.

--f
P>
•• : 1 ~ :,,~"\~,'~t~ tf • •
"0"
U .~ :;4: , '):»"
eD Vehicle Dlm.nilons Turning Width Average Wheels -f
en Vehicle Type Class
betwlen kerbs No.oI No. or (on each £Ido »'
:3]
-J. (180-) Axis Iii Standard 01 lha vahicle]
.a. W.lgM (kg·) Length (m)- Width(m) H;lghl (m) (ro) Axles 'J:
)
!5
~I <
ro f-
::t
:::T 1800 4.5 t.7 1.5 =E
~ ~
(1' :br
~ -
1 '2500 5 1.0 2 5 2 1+1
CD
;
-<
0
~ Saloon cor' 4w-drlv. Pick-up vln
2600 5 1.9 2
a
Pi" ~ m
en
ell
en
(f)
=:;;
U
c;
o'
J»
~ 2 1800 4.5 1.1 1.5 5 2 - 1+1 z
~
"

C".
Taxi
0

::J

,..
»
z
U:i c:

~
:::r tA 1+1 :t>
([)
(b

{i 3 5900 1 2 '2.8 15 2 0.2-0.5 or r

~ dJ
0
'+2
Mini-bus
-'" ~
til
£ ::
([(;~
:J
~ lD
4 18500 12 2.5 ' 3 24 1 1.3-5.0 1·2

Bus/coach
~ UI

QI -. iFj3
~

\$J 0
0
Qlb 1+1
E :§ ~ 1500 8.5 2.5 3.2 15 2 D.5-1.0 or
.a -=
-0 >
¢I
,
~~,:'Pick-up lorry 1+2
2

....
/D
u
D Q
2 Axle lorry-rigid
V ~
6 18000 12 2,6 4.1 24 2 0.5·7.0 1"'2

'2
e
>
&-'I
'0
0
0
Ol
.·lffiIIJIIIIlIIm Q
~-- ,
o=v
1 24000 12 2.0 4.1 24 3 1.5-4.0 1+2+2

>-
-

' - 'MI \lJJ'-

> ,3 A)(le lorry-rigid'
ID

nTn-.ml
fit
J:

~~~IIIII,tl .' - '- en

'2.6 16 0.8-.10.0 '·2+2
8 30000 16.5 4.1 3
m
U ~ o
3 Axle-articulated ~

R e 'fir Table 9.1 fOf Averag8 No. or Standard Axles Per Vehicle
a
:z
Ol

'C;
)"
 ~JC"vr'~'
:=:r ~
------
~ 'N~'''b?
-..-
. :1
~~

.....,
~ l:':·T":ct"· ~:~~ .·.~·r:"'S .. ~
1t'~"51-',:·h.:-:e'~.lli
~,~~

CJ--­
.....-.::--".,..0.1;~&"~-.it'

l
,J

~ :. . .
~.. ' "to
,:.- ;;;~ t'; ";
:=.. ~ . ":; ~ .

--i :... ,~~,. (, .....

o
I >
OJ
cr
CD Vehicl. Dimensions Turnq,gWidlh
otween kerb
J No. of
Average
No.o' Wh8lls
-I'
:Pi'
m Vehicle Type Class, ,. I (on eBch ,Ida :n~
Standard
-J,.
eighl(kg'l .-l,.8ogth (m) Width (m) Haighl(m)
(180· )
(m-) I Axles
Axles or the vehicle) :I:
5
< :t
(l)
:::r :E
f)" ·9 38000 16.5 , " ,2.6 4.1 10 I 4 I 1.5-1.0 I 1"2+22 »
-<
CD
0 CJ
ji)
m·
(IJ
en
(J)
5
~
o' 10 43500 18.5 2.6 4.1 16 . 5 2.5-7.0 1+2+222 z
P.>
...... ::::
0'
:J
"
»
(j) c:
::r
CD
11 38000 . 16.5 2.G 4.1 16 4 1.5-7.0 1+22 ...·2 r>
CD

r-+ UI

.
CD
f\.) u
:c
S. >
~ "
"1J
0
0 12 J 42000 18.5 2.6 4.1 16 5 2.0-7.0 1+22+22
t:ll

.SJ
..Q I II
13" I .. 0500 16.5 ' 2.6 4.1 '16 6 1.5-7.0 1+22"'222

14 I 30000 9 2.6 ,4.1 20 3 2.0-1.0 +2+22

15 I 36nOO '9 2.6 - 4.1 10 4 2.0-10.0 +22+22

~ 11;5 1000,' 2~3 0.6

1.8 (INCL
rider)
(j),
m:,
Molar-bicycle
o
~.

R e'ar Table 9.1 tor Average No. Dr Standard Axles Pe'r V"llicle
o'
Z"
Ol
 aATAR HIGHWAY DESIGN MANUAL
6.2 TYPES' OF JUNCTION
I- . There are seven basic typesot junctions that
should be considered for use.
There are advantages and djsadvantages to
each of the seven types and the engineer
should carefully consider the suitability of 'each
type for the intended location and p·urpose.
The seve"n basic junction types are
6.2.1 T-Junction
The T-Junction, of which there ,are five main
variants, is an at-grade junction of two roads
where the minor road terminates at the major
road at rightangies. Jt is the most common tYpe
of approach road 'junction 'a'hd is a· suitable
solution for' coping with most traffic f.low
requirements. Traffic cqntrol is generally
·::<~;,;]:,provided by "Give Way" or "Stop" signs/road
':·~~·~'.~,markings on the minor approach 'but could
·:~:~gi·~'cfude traffic control on aU approaches. . roads is controlled by the appearance of gaps in
.. ":~':"~:" .":'J•• ~
>t,~.' • • -: .. " . . . . , . ~.
In certain urban situations where traffic,
pedes-tria·n .' ·or ··',,,sa·fety·,·,,·,,reql;1;tements·..··,,cHatat-e,,"
sig,n'alizati'on, may 'be required. The type of
traff'ic control is determined through a "warrant
anafysis" {refer to': the Qatar Traffic Manual).
'S.2.2Simple Crossroad's' .,'
The .crossroad is an' .at.;.grade junction of two
roads that cross approximately:at right an,gles.
Simple crossroads are not safe junctions
because of the high number of traffic movement
conflicts that can occur at the same location .
For this reason, the use of crossroads is not
recommended.. A: safer .solution, location
is
permitting, to provide a round'about or signal
control.
6,,2.3 Staggered Junction
A staggere(j junction is an at-grade junction of
three roads, where the major road, is continuous
through the junction. The minor roads intersect
the major road ,forming tWo separated" T­
junctions on opposing sides of the main road.
This'type of junction is the
to a 'simple crossroad.' How·ever, should future
traffic volumes be expected to increase, then a
roundabout or signafi~ation may be preferable
from the outset at certain locations.
Januarv 1997
SECTION 6
6.2.4 Skew or V-Junction
This type of junction is an at-grade, junction of
two roads, where the minor road approaches
the major road at an oblique angle. In a similar
manner to the T- junction, traffic control is
provided by "Give Way" or "Stopf! line road
markings in conjunction with "Stop" or "Give
." .Way" signing on the ~inor road.
as follows: As skew angle to the main road decreases, the
. junction becomes less safe.
6.2.5 Roundabouts
A ro,undabout is a special form of at-grade
junction characterised by a one-way circul,atory
carriageway around a central island located at
the .interse-ctio'n 'bf'a rhaximurrt', of SiX-,'rbads.
Traffic flows around the central island on the
. circulatory carriagew·ay in an antiOO!clockwis'e
direction until it reaches the required exit point.
Entry onto the ro,undabout from' the approach
,
,the circulati'ng traffic' ,flo'w.- Traffic wishing to
enter the roundabout must give way to traffic
. alre·a.sY':G·n,·.the,·ci.rc~lato'ry .cs.rriageway.··
' . ' . - .
6.2.6. GradeS~parated Inte.rchange
Thi~ , type' of junctio'n removes the principle
,vehi-ete cO'nflict by the . provision of grade
separation between some. of the ,turning ,
movements·. These ju.nction,s are' complex and
include extensive connecting roads and loops.
'Grade Separated Interchanges are discussed in
Section 7. of. this manual. ,
6.2,,7 Traffic Signals
Whilst not strictly Q junction type, traffic si.gnals
may be implemented'on a number of junctio.n
types to controJ the, movement of traff~c.
Junctions' may be specifically designed for
signal control or signal control may be added a
later stage.
The design of physical features of this type of
juncbon , . excJuding the signal design, are
covered within this manuaL, An introduction to
sig,nalized junctions is given in Clause 6.16.
preferr~d'alternative­
100
 i,
~
4

~
f QATAR HIGHWAY DESIGN MANUAL SECTION 6

Jr\
I ~::~.,;-'
6.3 JUNCTION SELECTION 6.3.2 Continu,ityof S'tandard

The selection ofa junction type at a given In the interests of safety, the sequences of
"1f location is important for operational, economic junctions on a section of road or neighbouring
a and safety re.asons. roads of similar standard should not involve
j
'). many different layout types. A length of major
The engineer should carefully select the road comprising roundabouts, single lane
~ junction type for the location in accordance with
the considerations tiste,d
. below.
.
dualling, ghost islands and simple priority
junctions would inevitably create confusion and
uncertainty for drivers, and may result in
:1j However, in some' circumstances, ,local
conditions such as driv~r behaviour may also
accidents. The safest schemes are usually
· straightforward, containing no surprises for the

;~
influence the engineers choice of junction type driver.
for a particular location.. Where it is felt that
drivers may ignore "St~p~' or '~Give Way'signs, -6.3.3' Junction Capacity
~ a different or higher type ·o~ junctio,n could 'be

~, selected. . The form, that a junction takes is greatly

influenced by the volume of traffic predicted to
i' Apart from the basic selection· considerations pass through it All junction layouts will need to
§~ given below, the engineer should also consider ,be analysed' to ensure they' hav'esufficient
ltV' the possibility of planning benefits to be gained ,capacity. This analysis should be carried out
., .:::,'. ' , by. the selection 'of junction typ'es at locations ,"using a standard software' package (eg.
~j ::~~~.:~ that ',prom'ate the use 'of: the roads' hi". the' ARCADY for roundabouts and, P.ICADY for
II . ;;;'~<,~}~ierarChY defined in this manual. . .• , majo.r/minor junctions) .

" . Thefollowjng polntssho.uldbl3.con~ld,e.red: . . J.Yn~l£>Jl. ~~1~9t!RD_~.Y c.a.pacityi§ gi\leh inFi 9~ ra

. . , '6.1~·..•. It.'is·,:b~sect. on: capacity and on' UK
:11 6.3.1 Status ot, Interse~ting Roads;~ ., ,co'ngestio'rt ~9c~p~a~c~.levets. Engineers may
I " . co,n:$ider ·.that,"'hJgher.~staDdard faciHti,ss shC?uld
'Restriction.s ar.e,·:placed, 'on the' categories of' '~:', " ",' be. ·,'providec;i," th'a~' Jh~t.'indicated by. the

i~ road that ,may meet,. 'As a result, for an}r'gi\i~n" nomqgraph.fqr,operatio·na.1 or safety reasons.
permitted combi·nation. of road types,'.". on 1)1.- ' ,', . . - " . . ' ":,"" ' . ,
ce rtain ju nction types will be appropriate for .. The detailed ge~)rTIetfy of.junction types relating
use. Table, 6.2 below ,'outlines a~ceptable·.. '.,," to capacity"isgiyen'l~'Cla'~se ,6.7.,
carri~geway ~nd juncti~n,combinaU6ns.·,

Minor

, 7.3mCarriageway 11.3m Carriagew~y Dual...2'

Major· .Rura~ , Urb~n Rural Urban Rural Ruraj\ . Urb'an

7.3m RuraJ·. T,R ,'. .' ~~,h::'t~::,

.r ....,,::.r
Carriage.. 1----------+-----I--;....,;."...-..........- - - . . ; . . - - 1 J - - - - - - 1 ' - - - - - I - - - - . . - - - - i - - - - 1
way Urban

11.3m
Carriage­
way T,Ts,R

Rrl R,I

T,Ts,V,R,1 Ts, R"I Ts, R,I

Key:
T T.. Junction R Roundabout I Interchange
I Ts T-Junction with Signals Tu T-Junction with U-Turn V Service Road

.- Table 6.2 Possible Junction Types for Different Major Road Carriageway Configurations,
,~,
%... \

I 1
!
c...
m
:J
c:
"
di'
C
-,
·~ti~~~~>··
• " .. . , , , - . t
0
.»
-t
su
... <D
»
< (J)
--1.
:0
20 ::I:
G)
.
-_
:I:
'

~
<­
c »
:J
-<
0
0
......
c)' m
(J)
::J
(j) CJ
,CD
>: 15 Z
<D C1I
0 ~ ~
r+
o· 0 »
Z
::J
m ! C
'< J­
0
»
r
0
P>
"tJ
~
P> -0
..­
n
~. )(
10
~
0, 0
-J

tv lJ...

0
«
0
0::

n::

0
~

~
5

10 20 ·30 40 50 60 70 en
m
~
)
o--f
»
J
MA~OR ROA.D ,FL,QW x .10' AADT (two-way) 5z
F')
o ··m
 QATAR HIGHWAY DE~SJG·N MANUAL.
6.4 MAJOR/MINOR JUNCTIONS
GENERAL
This section gives advice and standards for the
geometric design of major/minor junctions with
regard to traff.ic operat;on and safety.
6.5 SAFETY AT MAJOR/MINOR
JUNCTIONS
Vehicular and pedestrlan accidents mainly
occur at major/minor junctions. More accidents
occur in the urban environment than the rural.
These accidents are mainly as~ociated with
poorty jUdged left turn m~vements onto and
from the' major road and with incautious
overtaking manoeuvres.
Various methods to enhance safety can be
introduced" at. major/minor junctions. The
. engineer should. review ~ach 'junctiqnoh· an '
. . ,<::.. . ')fl.dlvidual basis.
'"'?~;Ghostislands and single laneduaUing(physical
~'I··:isfands) ·,to ,shelter··left turni.n'g.traff,ic ,and
..cJj'sco'lJrage '6ve'itaking''iiie'dfsGuss'ecJ" lri~ Secfi'O'ns
, 6.6 and, 6.7. Other safety' measures:that'cQuld·
. be adopted.are,:a.s follows:
.' 'The use 'of road m'arkings, double .white
lines, raised' rib markings, na,rrow central
h~tching,block paving, cera~ic studs,
refu'ge islandS with keep right bO,Hard,s or
d·ifferent cotoured surfacing to: dis'courage
overtakin'g. manoeuvres on, the' major
, road
'. Skid resistant road, surfaces.
• At urban locations where pedestrian
m'ovements occur, pedestrian "barriers,
central refuge. islands. and at' some
locations, pedestrian crossings and
~I controlled pedestrian crossings
"1
• At some locations where safety is an
issue, the major/minor junction may
require traffic signals.
.In addition, in rural areas problems occur with
I
l
driver perception of theterminatlon of the minor
, J road~ Drivers at night, on 'unlit rural roads are
mostly invofved with this type of misjudgment.
) The engineer shall ensure that there are no
, I
. ! physical obstructions to the path of such a
. )
vehicle.
'SECTION 6
6.6 MAJOR/MINOR JUNCTION TYPES
6.6.1 The Simple T-Junction
I
I r
I
I
I
I
I
I
~ I
_ _ _~_==:.===,J ~ _
.Figure 6.2 Simple T-Junction
A ,-slmple T·~Juncti.bn is withou.t any ghost or .
physica~ islands in the major road, and without
channelizing islands in the minor road
0
a,pproac~. Refer to Figure 6.2.
Sirtrp1~' T~Jriffctlonsare· appropriate'for most
o.
minor junctions, on single carriageway ro'ads, but
.. not~dual"'carrfageways. For new ~t1r~I'junctions,
they shaH ·onl.y be', use·d. when the design flo·w on
. the, minor roaq does' not ~xceed.300 vehicles
'AADT "(tWo-way) and· on the majo,r road does
. n9t exceed, 13000' vehlctes AADT (two-way).
At eXisting rural and urban functions. upgrading
to' a~: I~Jfturni~g:f~~Hity·, gho5th~.Jand or srngle
,lane duaJling"shoufd"be corisi:de'r~d when·: safety
considera:tions dictate or where thernhior.road
'ftow .' ~xcf3eds'~OO, vehjc~es, AA.0 T-"'(twQ-way) .
. . .
"
6.6.2 T-Ju'nction with Ghost Istand'
AT-Junction w,ith widening on the majorroad to
accommodate a ghost island and an extra
central lane for turning traffic.. The minor road
approach should also have a channelizing
island to direct vehicles to the correct position
for turning movements. Refer to Fjgur~ 6.3.
Ghost islands wil-l enhance safety of the junction
by' giving shelter to left turning traffic from
opposi.ngvehicles and vehicles approaching
from behind. Measures to discourage
overtaking at ghost island widening could be the
use of' physical traffic islands, double white
Jines, different coloured surfacing and ceramic
studs.
 QATAR HIGHWAY DESIGN MANUAL SECTION 6
''t'_~ ... ~ .­

Figure 6.3 T-Junction with Ghost Island

. Figure6A;jT~Junctioriw.itl1 Single Lane Qualling/Physicsllsland

Gho~t' islands~' 'however, shou,ld' not . 'be
,. positioned"where,' ov~rta~i.ng .,>oPP,?Jt~nity is
restricted: eitHer 'sl'qe .of"-(he'ju'nction. becaus~
drivers,m~y U's'e thewid~ g,t)QstJsJ.an,d hatching .
to·
and,_ centraJ,'an~ as apla~, 6verta·k~. If a
gho~t "jsl~nd--, "h~s. tq.. b~., pO,sitio.ned ,at' 'these
locations theftan aJtematrve such as sh,gle lane
duaHing$t;1PlIld be 90nsjqer~:d.
, ,".; ~- r ," ~ ..
the 'major route to· s'peed, up thro~g,h the junction
,Where' 'slow vehicl.es may be crossing. Care
. ne'eds to· be, t~ke·n·wheri 'siting th'e jun;ctibn~
The single lane duaHing carriageway width is
6m, where 4m i~ the run~ing .carriageway and
there are 1m hard strips onboth sides. Some
drivers. may'trY. to ,overtake in this width and
hatching 01. the 1m strips will. di~courage such

,Ghost ,island junctio~s shou'd not be used manoeuvres. '

where traffic turning· left,9ut of the minor road
n.eeds to' make the 'manoeuvre in two stages. The're may be certain conditions when single
This can occur when the major road, flow lane dualling could be misinterprete,d by drivers:
exes'eds 18000 AADT (two-way).
• Where a length of road' contains
6.6.3 T -Junction with Single Lane Dualling alternating single and dual carriageway
sections
Single lane dualHng' (physical islands) c.an be
used". on rural single carriageway. roads to • Where single lane dualling is proposed
shelter left·turningt~affic,cinthe major road and within 3 kilometres from. the end of a long
prevent Qvertak-ing. Itcan also ~e used where length of dual carriageway.
t.he traffic turning left, out of the minor road
needs to make. the m~noeuvre in two stages. In these Gases, other forms of junctions should
Refer to Figure 6.4. be considered.

Single lane dualling does, however, bring in

other safety issues~ With the improv'ed highway
layout there may be a tendency for drivers on
roLf

I QATAR HIGHWAY DESIGN.M·AN,UAL SECTION 6

J --------­ ~--------
::>:<: ~
~
-
~ Figure 6.5 T-Junction with Dual Carriageway with Median Opening (Signalized Only)

n
11:: j

h
• ". ....... '"':. 110_. ~

;'j:''::~~.: J.
""".~ . : - : : , . " 1.1
~: .. j.~~,.. ..~ j ~

Jl -,- -- -- -- - - , - ' - -
.
- ' - -"-'- -'. -,-,-"- -- -- ---­
. , .

1]
,J
!

,--'

n
J

, '

Figure ,6:6 T-Junc1ion o~ a' Du'al Carriageway with 'Carriageway Separation

lj j ,6.6.4 'T..Junctio," on a Dual Carriageway with
'Median Opening (Signalized)
l]~-
~ These T-J~nctionsmaybe used on'two or"three
:f
lane dual carriagew,ays.-'" This layout shall' only
be implemented ,with traffic signals. Refer to
, Figure 6.5.
} should be designed in accordance with through
Short ,lengths of dual carriageway just to
incorporate a j-unction should not be provided.
1
j On continuous dual carriageways the median
v~idth is usually between 2 and 8m. If required,
this width can be widened to prqvide space for
1 a left turn lane and, waiting space for vehicles
J
turning left into the minor r.oad.
be incorporated. 'The turning facilities should be
provided 'nearby at another junction. The
nea-rby Junct{on m'ay be grade separated, a
roundabout' signalization or a, U-Turn where
traffic'speed"~nd,traffic' flow conditions'are,
different. Refer to Figure 6.6. Acceleration and
decel'eration lanes from and'to the minor road
traffic volumes arid speeds.
6.6.. 6 Crossroads
As discussed eartier'in Clause 6.2.2, simple
crossroads are not recommended. Staggered
junctionsare'-always considered a much safer
alternative, especiafly if a signi'ficant proportion
of the flow on the" minor roads is cross

I 6.6.5 T -Junction on a Dual Carriageway with

Carriageway Separation
movement. in residential.areas t consideration
should be given to closing off one of the arms of
the crossroads to create a preferred simple T..
--j On dual carriagewaysT the left turn manoeuvre
from the minor road is prevented by the median,
Junction.

un\ess the m\nor road warrants signalization to

I 105
 QATAR HIGHWAY
. - .' .tDESIGN
.. - ...... MANUAL
~ ­ ~ SECTIONS

6.6.7 Staggered Ju'nction do not overlapf' an9 the left turni'ng traffic from
the minor roads does not mix with the turning
It A staggered junction comprises a major road traffic on the, major road., Refer to Figure 6.7.
passing through the junction ~ith opposed T­
Junctions on either side. Figures 6.7 to 6.11 Right/Left Stagger
show variations of staggered junction layouts. A simple rightllett staggered junction should not
be considered. However, the righVleft
Left/Right Stagger staggered junction with ghost island or single
The left/right stagger Js preferred because the lane dualling would be an alternative. Refer to
two left turning traffic streams on the major road .. Figures 6. to and 6.11.

_ _ _ _- . " " ~ ~ ' : . ' : . ~ ~ , , ' I o ~ ' ; , _ ~~ _

------------------ :::::::::::: -.-------­

v

F·igur.e6.7>~,.· ',:.,Simple L~ft/Right Staggered.Junction.,

Figure 6w8 Left/Right Staggered'Junction with Ghost Island

. __==?""; ~====-,_(f"'""-----eS _==--======c---~;-;a »)\'UUD.D~-

~=====:====='
~.,------_
, . _~~=y.-":.-:.--~---_
.V ..
. .

Figure 6.9 Left/Right Staggered Junction with Single Lane Dualling

to"
 QA1AR HIGHWAY, DE$I,p.N.MANU·:~L SECTioN 6

lCJ
i]

II
!

:'
:~
:, ij Figure 6.10 Right/Left Staggered Junction with Ghost Island

;h,""­
J1~~ .
~ .

1- . .)

..:"= . ! A
II ,."~:" ":'~ : ..~ ==================~==========~_:.:.:.:.:. ~IL :-=;:====~
. . S--- ~- ---~b? - --
.~ ...... ,,,,, . ~

',' .0SSC --~----~$~ss:'

\r.:

. -- -,-~- - - - - - - -- ­
~

It·
.-----·O=t===­
n , e
;
'

U Figure 6~ 11 Right/Left Staggered J~nction with Single Lane '~'ualling

n .".~ ,
. 6.6.8' Right and Left Hand Skew Junction

Figure 6.12 shows a left hand skew junction'

,with a.gh.ost island. The junction CQuld, also be
This form' of junction can be a solution when an
existing mino"r road 'joins the major road at a
skew, angle.
Junction.
It is sometimes caned a Y­

right handed.
The existing junction is improved on safety
grounds by channelizing the minor road with
islands and road markings, and connecting it to
the major road at right angles for optimum
visibility.

TypicalJy skew angles of 70° or greater do not

require straightening to approach the main ro~d
at 90,0. As skew angles become smaller a large
area is required in order to achieve an effective
I 90° junction.

:::::::::::::::::::::::::::::::~~~~~ Other combinations of skew junctions could

!
combine staggered junctions single lane
dualling and dual carriageways.
1 .

Figure 6.12 Left Hand Skew Junction

t07
 QATAR HIGHWAY DESIGN MANUAL. SECTION 6
6.7 MAJOR/MI.NOR JUNCTION
ELEMENTS.
6.7.1 General
This section outlines the geofDetric design
elements to be considered in the design of
major/minor junctions. Many of the elements
are dealt with separately, and the engineer
should work systematically through the design
procedure prior to assembling the component
parts. This is an iterative process, and it may
be necessary to alter part of the junction design
covered previously in order to achieve a
satisfactory ~esign.
6.7.2 Design Speed
When considering geometric stand.ards for the
desi'gn speed of the major/minot road junctions,
it is the design speed of the major road that
'" ~·'W'fgovems.
turning left into the minor road from the major
-,";,~;;., ..
•:,.
\.-'...:
,;u,~,.
:.::li:~,~~7.3 Visibility
'~t.J::~:{;J: '~. . '
:~"C'iek;~ visibility' on' the approach to, at and
travelUngthrough a junction is essential for the'­
safe;,and- efficlenfu-se'of that junction.
In dete~mining the correct ·visibility
requirem'ents' fora junction, the· engineer must
consider both the layout of the junction. and the
\(~hicles th~at will' use it. The visibility and
intervisibilitY reqUirements provided within this,
clause are rel.ated to the desi"gn speed'of the
major road and little benefit is to be gained by
i"ncreasing th~m. However, 'each junction must
be considered on a site-specific basis with an
assessment made of 'additional visibility to be
p.rovided due to factors sUch as:
• Width of major road to be crossed _
.-. Traffic control on' the minor ,approach
road
• Turning movements to be made at the
junction
• Gradient of the approaches and
departures
• Type of vehicle that will be using the
junction, ego large, slow speed vehicles
reqUire additional visibility. ­
As well as having adverse safety implications,
poor visibility reduces the capacity of' turning
movements.
January 1997­
Drivers approaching a major/minor junction
from both the major road and the minor road
shaH have unobs~ructed visibility in accordance
with the following clauses. The envelope of
visibility for,drivers eye height is as described in
Section 2.
Major Road
Drivers approaching a major/minor junction
.along the major road approaches shall be able
to see the minoJ road entry from a distance
corresponding to 1.5 times the stopping sight
·distarice (SSD) for the design speed of the
. major road as described in Section 2. This
intervisibility allows drivers on the major road to
be'aware of traffic entering from the minor road
in time for them to be able to slow down and
.stop safely if necessary.
The concept of adequate visibility to make safe
turning movements also applies to vehicles
road .
Minor, Road _, ,
Minor road traffic has to approach the junction
, and join" or cross- the, major rO,ad when there are
ga,ps 'in th.e major, -ro·ad·: traffic- stre-ams.. It is
therefore essential that. minor road drivers'have
_adequate visibif.ity" in each, direction to see the
junction layout and oncomin'g. major road traffic
in, s'ufficient time·to permit them to make their
- manoeuvres safely.
The princip.le of providing the required visibility
for ~rjve~- approac.hing the ·junction from the
minor road ~as threed-istinct featu~es (refer to
Figure 6. 13).:· . '
W: Approachin,9 . drivers should ,have
unobstructed visibjlity of the junction from. a
distance corresponding, to the stopping sight
distance (SSD) -for the design speed of the
minor road. This allows drivers time to slow
down safely at the junction, or stoPJ if this is
-necessary. Where,a "Give Way" or "Stop" sign
is proposed, the visibility envelope shall be
widened to include the sign.
z: A driver approaching the junction should
be able to see clearly the junction form and
those peripheral elem~nts of the junction layout.
This provides the driver with an idea of the
junction form', possible movements and
conflicts, and possible required action before
reaching the major road. This point is called the
'z' point which is 15m back along ·the centreline
of the minor road measured from the
continuation of the line of the nearside edge of
the running carriageway of the major road (not
from the continuation of the back of the major
road hardstrip, if this is present).
tI__~ _
i
I QATAR HIGHWAY DESIGN MANUAL SECTION 6

10 X, Y: The distance back along the minor road

from which the full visibility is measured is
known as the 'x' distance. It is measured back
;) along the centreline of the minor road from the
continuation of the line of the nearside edge of
the running carriageway of the major road. The
i 'x' distance shall be desirably 10m.
,1 From this point an approaching driver shall be
i able to see clearly points tp the lett and right on
The 'x' distance, from which full 'y' distance
visibility is provided, should preferably be not
more than 10m as this induces high minor road
approach speeds into the junction, and leads to
excessive landtake.
Similarly; although the 'y' distance should
always be provided, there is little advantage in
increasing it, as this too can induce high
.approach speeds and take the attention of the

II
I
1
the nearer edge of the major road running
carriageway at a distance given in Table 6.3,
measured from its intersection with the
minor road driver away from the immediate
junction conditions. Increased visibility should
not be provided to increase the capacities of
centreline of the minor road. This is called the various turning movements.
'y' distance. Relaxations are not available for
11 this distance. . These visibility standards apply to new junctions
and to improvements to existing junctions.
If the line of vision lies partially within the major
:11 road carriageway, it shall be made tangential to If the major road is one way, a single visibility
the nearer edge of the major road running splay in the direction of approaching traffic will
carriageway, as shown in Figure 6.14. suffice. If the minor road serves as a one-way
... ~(-. exit from the major road, no visibility splays WIll
In difficult circumstances, the 'x' distance may be required, provided that forWard visibifityfor
. -Ll;te taken as a relaxation from 10m to 7.5m for turning vehicles is adequate.
··~~~;rrQ.htly trafficked simple junctions, and in
II -'···exceptionally difficult circumstances, to 5.0m Vehicles parked within splay lines will obstruct
. back from the nearer edge of ~he major road visibility. Parking· and . access . should be
running carriageway. In some urban locations designed to prevent this. Care should also be
II where only lig/::1t vehicles are involved, the 'x' .
distance can be further reduced to 2.5m. .
taken in the placing of signs, landscaping and
street furniture within the Visibility splay areas to
ensure that their obstructive effect is minimised

Design Speed
'y' Distance Minimum 'x'

i[
of Major Aoad

(kph)

(m) Distance
(m)

140 350 10

jI
120 295 10
;'.
100 215 10
80 160 10
(". 70 120 7.5

jf 60
50
< 50
..
Note: In all cases the preferred x distance IS
90
70
50
. . ..
7.5
5.0
2.5
,

10m. The minimum x distances given shall only be used In dlflicult circumstances. In accordance
with Clause 6.7.3. .

Table 6.3 Minimum 'x' and 'y' Visibility Distances from the Minor Road

, I
!

:; II
, I
; )

; J

1-1
! I;""
aATAR HlliHWAY Ut:::;U..:iN MANUAL ~t:~1 fUN b

y y
'Lines over which unobstructed
visibility should be provided
J

--------+-----, -
I
" ­ - :: - 1= =E-= =/­ -+­ X _

" . I . /
• 0 - -,-. . •

., Of " .. /

,, I / /
z =15 m
, /

w
·'·1·/ : 't

,I · , ,

X 'x' Distan'ce
,, I.'.. y 'y' Distance
'..L' w Minimum Stopping Distance (SSD)

i for Approach Road Design Speed

f
f

Figure 6'.13- Visibility Standards

Ta ng ent edg e of carriag eway

x: 'Xl Distance
y lyl D'ista n ce

Figure 6.14 Visibility Standards with a Curved Major Road

flO
January 1997 "'0', Page.6/16
 ,QATAR HIGHWAY DESIGN
; .
MANtlAL SECTION 6

6.7.4 Corner Radii

,
\

For simple junctions, where no provision is to \

\

be made for large goods vehicles or buses, it is \

recommended that the minimum circular corner 0:=

E "co
\3
radius should be 8m in urban areas and' 1Om in t­ \';0
N \
rural areas. Where provision is to be made for \
8 CI\
large goods vehicles or' buses, the 1.22m
recommended circular corner radius is shown 27mR \
in Table 6.4 and Figure 6.15. - _ _
-­ ... __ 18 D
l
I
9m R'" ... - ...... - _... _ 1
These radii only apply where there are no
diverge tapers or fanes, or merge tapers. Refer
to Sections 6.7.13 and 6.7.14.
E

Alternatively, where large goods vehicles N

comprise a significant proportion of the turning

movements, use of the compound curve shown
in 'Figure, 6.16 is recommended.

Junction Taper Length of Corner

Figure 6.16 Design of a Compound Curve
Type Rate Taper (m) Radius (m)

,"
T L R 6. i.s' Carriageway Widths
, ::'.:~;. Urban
'., ~ ·'7Simple All of the geometric parameters defined in this
. -:". ·-,junction 1;5 30 10 .clause can be seen for the three main types of
major/minor junctions in· Figures 6.17· 6.19..
Rural
Simple
Junction '1:10 25 15 Through··,Lanes
At g'host and physical island junctions, ,the
Ghost through lane in each direction shall ,be 3.65m
Island
Junction 1:6 30 15
wide; exclusive ofedgestrips~

Staggered. At dual carri,agewayjunctions the through lane 1

Junction, 1:8 32 15 widths remote· .from the junction. shall be

. continued through the junction.
All Other - 20

. Minor Road Approaches '

Table·S.4 Circular Corner Radii
On a minor road approach of nominal width
7.3m, where a channelizing. island is provided,
both lanes shall be 4..0m wide at the point where
I
the hatched markings surrounding" the
I
R = Comer Radius channelizing island· begin. (Refer to Figure
L = Length of Taper 6.17). . . ~
~
j T = Taper Rate
I
I At the point where the channelizing island
~
I commences, the widths on either side shall be
I
as follows:
!L
I
1 a) On the approach to the major road, 4.0m
I
wide for a ghost island or 4.5m wide for
----~~---------~
single lane dualHng or a dual
L
carriageway, exclusive of hardstrips. If
the approach on the minor road consists
of two lanes ,' this dimension shalf be
5.5m.
Figure 6.15 Circular Corner Radii
b) On the exit from the· major road, 4.5m
wide for a ghost island, or 5.0m Wide fo r
single lane dualfing or a dual
carriageway, exclusive of hardstrips.

,
\ \

Page 6/17
January 1997
 SECTION 6

If there arena channelizing islands in the minor Where the minor road, approach is a dual
road, the nominal approach width shouJd carriageway it should be either reduced to a
continue up until the tangent point of the curve single carriageway before the junction (see
to join the edge of ~he major road running Figure 6.18), or signalized.
carriageway..
Where· 16.5m long articulated vehicles (eg.
4

Class 8) are anticipated, but are' likely to form

a. 7.3m Nomln.1 Width
b. ".Om In All Cu••
d. A.Om For Gha'1lslal\d
c. 4.5m for Ghoat 1.I.nd
5.0m for Slng)e Lin. Ou.llfng
or Du.1 c.maV'w.y
04.5m For Singi. I.lne Ou.illlng
or Ou.l C.m.o.....y
5.5m If Two L.n. A~pro.ch
only a very small percentage of the total number
of vehicles and where conflicts will not occur on
bends, the carriageway widths' should be
designed to cater for the lower class vehicle that
. wiH regularly use the junction with an additional
1m allowance for variation in vehicle position.
Alternatively, figures from Table 6.5 could be
used.

An articulated car transporter will turn in. the

widths shown, but where provision is to be
mad,e' for this type ,of· 'v'ehicfe, streetfurnUure
above 2.5m high should be set back at least 1m
from the edge of the minor road carriageway at
the · beUmouth(this does' not apply for ,
.. ~
.
~ .". .....
..; •
~. -.
'1.---------.. . . .- ---------....,

~+ ....' l.· ~ , ..
channelizing islands) to allow for the projection
of the trailer over the tractor cab.
~ ;\~3~ ~:~;;,. ' ,
,..~·;,~:rrtg:ure 6.17 Minor Road Approaches
. .'.- ... ' ill· ~ :.

'l­

I
'I",
I
I' 1 I
"

f
~ ~
I
I,
"

Approach Reduced to Single Carriageway Approach Incorporating U-turn Facility

Figure 6.18 Minor Road Dual Carriageway Approaches

January 1997 Page 6/18

 QATAR· HIGHWAY PESlqN MANUAL SECTION 6

Carriageway Widths A-round Corners On single Jane sections greater than SOm in
o Where carriageways are taken around corners
and short radius curves, added width shall be
provided to cater for the swept path. of larger'
length, the allowance given in Table 6.5 shalf"be
made for broken- down vehicles. However, the
engineer must be careful not to use this
goods vehicles and the "eu t in" of trailer units. additional width in locations that may encourage
Table 6.5 shows the r~commended minimum 2 lane flow to develop, ego at intersection right
widths" for various nearside curve radii based on turn 'lanes.
the Class 12 design vehicle. For radii above
1 DOm, the standards s~t out in Table 3.5 shall
be used.

Inside Single Lane Width Single Lane Width with Two Lane Width for One Way or Two Way Traffic
Corner/Curve (Excluding Edgestrip Space to Pass Stationa ry (Excluding Edgeship Provision)
Radius Provision) Vehicles (Including (m)
(m) (m) Edgestrip Provision)
(m) Inside Lane Outside Lane Total

10 8.4 10.9 8.4 6.5 14.9

15 1.1 9.6 7.1 6.0 13.1
20 6.2 8.7 6.2 5.6 11.8
25 5.7 8.2 5.7 5.2 10.9
30 5.3 7.8 "" 5.3 5.0 10.3
40 4.7 7.2 4.7 4.6 9.3
.' ..
-
50 4.4 " "S.9 4.4 4.3 8.7'
, .
75 4.0 6.5 4.0­ 4.0" 8.0
100 3.8 6.3 ""3';8 a.a 7.6

Table· 6.5 Minimum Corner. an,d Cu.rv.e Radii' arid Carriageway Widths ­

I I a ~ ..

:ss ------------
::trr...- ....:.-

- -. - - -. -.. -/h-
.......--
,

----------­
.,_ d
c

C
= _-==_-_ ~'S
~ -j- --,- - - - - - -­
-.,J

a. Turning Length (+Q~euing Length c. Through Lane Width (6.7.5)

if req u ire d, see cia use 6.7.8)
d. T"urningLane Width (6.7.6)
b. Deceleration Length (6.7.1 O)
e. Direct Taper Length (6.7.9)

Figure 6.19 Major/Minor Junction with a Ghost Island

January 1997 Page 6/19

 QATAR -HIGHWAY DESIGN MANUAL SECTIONS

6.7.6 Central Islands - Major Road one time. This can lead to greater safety. ,For
the separation to be effective, the junction must
,. Ghost Isfands be large enough for drivers to id~ntify in
For new junctions, the desirable width of a ghost adequate time those vehicles which will confHct
island turning lane shalf be 4.0m, but a with their intended path and those that will not.
relaxation to 3~Om is permissible. At urban and If this is not so', gaps in the flow cannot be used
suburban junctions, it can sometimes be effectively by traffic entering the junction.
advantageous to use a greater width not
exceeding 5.0m to allow a degree of shelter in .6.7.7 Central Island Tapers
the centre of the road for large goods vehicles
turning left from the minor road to execute the Central islands, whether for ghost islands
turn in two separate manoeuvres. · (Figure 6.20) or single lane dualling (Figure
6.21) _ should normally be developed
For improvements to existing junctions, where' symmetrically about the 'centreline of the major
space is very limited, a reduced width may be road to their maximum width at the tapers
- unavoidable. - The width of ghost islands shall 'shown in Table 6.6. The maximum island width
not be less than 2.5m. . should continue through the junction to the
tangent point of the minor road radius and the
. At rig:hVJeft stagge.redjunetions, the deceleration edge of the major road carriageway.
length,$ would overlap but the width of the ghost
island shall not be increased to make them lie De.sign Speed Taper for Ghost Taper for
"-~I·::.. $ide by side. The starting points of the left (kph) Island and Single . Dual
':-;~{~~)urning section shall be joined by a straight line, Lane Dualling _Carriageways
;~~;~~~~htch win mean,at higher design speeds, the fun 50 1:20 1:40
. ,,:~',~~~wl.atil of the turning lane will not be developed 60 1:20 1:40
.. , -~ntil\t1~en,9t ofttlt~. ,cfiv~rging se~tion (as shown 7Q. 1:20 1:40
80 1:25 ,1:45
in F,igure 6.-10)·. The,_width-.of the turning-lane 1:3<)" ,
100 1:50
shal~,be t~e full_width ofthe ghost island. 120 ... 1:55
140' - 1:60
Physical Islands
At single lane dualling and dual carriageway' Table 6.6 . Tapers for Central Islands (1 :T)
junctions, the width- of the central- island at the
crossing' point shall' be 10.0m, including median
-T R
hardstrips. l;his -w~dth will shelter'most large
goods vehicles turning left from the minor road, --=1 .L
except for very long vehlcles~ In exceptional
cir6umstahees' where use by very long· vehicles =~~~-s:~~:-=---­
is expected ahd,a roundabout is' not feasible, a
------~llr
. width of 14.0m including .hardstrips wilt be
R
needed ,to shelter the largest articulated
vehicles (~6~5m) and a width of 16.5m including T. Ghost Island Taper (1 :T)
hardstrips will be required to shelter drawbar
R. Rounding (50mR Typical)
trailer combinations (20.0m)~ The minimum
width of a physical island,. usually located at the
end of the direct taper shall be 3.5m. Figure 6.20 Ghost Island Development

Crossing left turn movements within the central For - s'ingle lane dualling, the central island
island can usefully be separated by physical or should be introduced by means of hatched
painted guide islands set out with road markings markings until there is sufficient width to
so that the number of traffic conflicts at any accommodate the appropriate sign on the nose
point,is reduced. Painted guide islands can be of the physical island with the required running
enhanced by the use of coloured surlacing_ or clearances to it.
textures within them, block paving, road
marking or traffic studs. However, designs
which have numerous s,mall traffic islands
should be avoided as they are confusing and
tend to be ignored.

Preventing or minimising conflicts by separation

means that drivers are only faced with simpte
decisions on their choices of movement at any

January 1997 Page 6/20

 QATAR HIGHWAY D·ESJGN MANUAL seCTION 6

'.":"-)..
6.7.10 Left Turning Lanes
'. )
Left turning tapers and lanes in the centre of
ghost islands, and single lane dualling are
especially useful as they provide a convenient
space for vehicles to slow down and wait before
--:::=::======~::::::=============rE ~
turning off the major road. The'sa junction
Road Sign "l"""
layouts can also assist the left turn out of the
minor road.
T. Physical Island Taper (1 :T')
The overall length of a left turning lane provided
at ghost island, single lane dualling and duaJ
Figure 6.21 Physical l-sland Development carriageway junctions will depend on the major
road design speed and the gradient.'
6.7.8 Turning Length in' Median (a)
It consists of a turning length, as described in
The turning 'length is provided to allow fang Clause 6.7.. 8, and a deceleration length. This
vehicle.s to pO.sition themseJves 90rrectly forthe compon~nt shall. be provided .in accordance
left. turn·.. ~- turning length should' a be w'ith--fa.'bl·es'S.S" endS'.9'; inwh-ieh' the gradient "is
minimum 0 1qm ng irrespective of the type of the average for the SOOm length before the
.< ' '~'-, junction, de. · speed or gradient, measured minor road.
.from, the 'centrelin,e of the m.inor road. It is
.. '".shown on Figure 6.1'9. Design Up Gradient Down Gradient
. ~. . :;"r·:·~~. , _ 'Speed
"'~~:~.',~:~~/~5'Yhere 'capacity calculations i.ndicate that for (kph) Q·4°k Above 0..4% Above
4% 4%
. ': significant periods of time there will' qe v~hicfes "

'queuing to turn .(eft' from _the· ·majorroad~ the 50 -&) 25 ~:. ·25..
turning len'9th shall be incre"ased"toaUo"Y'for a 60' 25. 25 25,'
reservoir queuing length to' ~cco~modatesuch 70' 40 25 40 ' 40
vehicles; For s,mplified.·caJculation' of storage' 80 55 40 55 55
100 80 55 80 80
leng.th refer to Section' 5.10. ' . 120 110 80 . 110 ' 110.

Where reservoir provisio'n 'appearSdesirable at

Tabfe 6.8. Deceleration Length .. b (m) for
'a junction with ghoSt islands, consideration shall·
G,host ; Island and Single. Lane
be given to providing physica.' i'slands instead to
DualUng
afford greater protection to turning' traffic.
Where site conditions' prevent this,the reservoir
space may still-be provid.ed. Design Up Gradient . 'Down GJadient
Speed .... :.
- ,
(kph) 0-40/0 Above 0-4°/0 Above
6.7.9 Direct Taper Length (e) 40/0 t~' .
4%
. ".'.....

The direct taper length-is the' length over which 50 25 25. - ·25 25
60 25 25 25 40
'the width of a left turning lan's is developed. For 70 40 25 40 55
. ghost islands and physica~ island~ in single lane 80 55 40 55 80'
duaHing and dual carriageway junctions, left 100 80 55 80 110
turning lanes shall be introduced by means of a 120 110 80 110 150
140 150 110 150 200
direct taper whose length is part of the
deceleration length and' depends on the design
speed. This taper length is given in Table 6.7 Table 6.9 Deqeleration Length - b (m) for "
and illustrated in Figure 6.19. Dual Carriageways

The deceleration length can be, seen on Figure

Design Speed Direct Taper
6.19. The deceleration Jengthis based on the
(kph) L6f!gth - e (m)
assumption' that vehicles will slow by one
50
60
(;) design speed step on the trunk road before
entering the length. The deceleration rate on
70 15
80
the level is assumed to be O~375g. There is no
15
100 25 reaction time as this is a planned manoeuvre .
120 30
j ,
140 35

Table 6.7 Direct Taper Length - e

15
januarv1997 Page 6/21
 QATAR HIGHWAY DESIGN MANUAL
• - . ~ • .l. _ ~ - ". I _~ " .:. ~ ~
.SECTIONS
~~.·1 . i--' '. "

6.7.11 Median Openings i.Jlustrated,·in Figure 6.29..Opposite the refuge

openings, dropped kerbs s~aH be installed to ,~

to The opening in the median for single lane aid .pedestrians.

dualling at th.e crossing point shall be 15.0m

wide. 6.7.13 Nearside Diverging Tapers and

Auxiliary Lanes

Problems have been experienced with driver

confusion over priority within the median, Nearside Diverging Taper
particularly where the width of the physical Major road traffic, when slowing down on the

island has been increased to cater for large . approach to a junction in order to turn into a

goods vehicles. minor road, may ,impede foUowing vehicle~ that

are not turning. It is helpful, therefore, to permit

Measures to regulanse the priority arrangement ·the divergence of the two streams at a small

within the mepian opening include channelizing angle by the provision of a nearside diverging

the central area. . taper.

Consideration may also be given in these Nearside diverging tapers are of less benefit in

circumstances . to· introducin·g differential terms of operation and safety than left turning

colo·ured su·r'facing·or studs to enha,nce,·the "road lane~ because the right turn, ,from the major

markings or indicate the area of allowable road. does not cross an opposing traffic stream

overrun for large goods vehicles. However, and is rarely impeded.. . However, nearside

". such coloured sUrfacing should a~so be visible diverging tapers should always be considered

,'-~z~~~!~~..night and in poor weather conditions. for higher speed roads or on ,gradients.

~;~I&~:12 Traffic Islands Nearside diverging tapers shall' not be provided

at simple junctions (Clause 6.6.1). They sh.all

. Traffic island.s. can be g~o~.ted or kerbed b~. P.~9.vid.~,Q: .~t.Jy.npt"i.9"~. ,p~twe.er:L I11sjbr .and

(phy~ical) anc;j should be 'provideq in the" mouth min~r., roads :vvhere the .design.sp~.e~:,.fo-r the

of the Jnin"'p·r',· rO.~d at major/minor' junctions ·major road is· 8,0 kph or apo.ve.Theyshallbe

(except at si;"p~e, junctions) to: . provided at· .other junctions in'the following

circu,rnst~nces for traffic in .the ,de~i~,n year:.

• Give, guida'nee. to long vehicles carry~rig

out turning movements • Where the volume of right turning traffic

is greater than ~OO vehicles AADT (one­

.' Channelize intersecting or merging traff.ic wa~. '

streams'
• Wher~ the perc·en~ageof large goods

• Warn drivers on, the minor road that a ~ehicles is 9,reater ·than 20%~ and the

junotionis ahead volume 0.1 right turning traffic is greater

than· 450 vehicles AAD~ (one-way).

• Provide shelter for vehic.les waiting to

carry out manoe,uvres, such as waiting to • Where the jun9tion is on an up or down

turn left 'gradient of greater than 4 % ·at any d'esign

speed and the volume, of right turning

• Assist pedestrians. traffic is greater than 450·vehicles AADT

(one-way). .

Physical traffic islands should be positioned in

urban situations only, shall have an area of at Where the major road traffic flow is greater than

teast 4.5 square metres,. and shall be treated to 7000..8000 AADT (one-way), then the figures

be conspicuous in poor lighting conditions. given above for,turning traffic should be halved.

Smaller areas should be defined .by road

markings. The risk of overriding the islands can Nearside diverging tapers shall not be provided

be reduced by offsetting the a·pp-roach nose when the minor road is on the inside of a curve

. from the .edge' of the vehicle paths. . where.,. traffic in the diverging lane could

adversely affect visibility for drivers emerging

Wher-e a traffic ,island· serves as a re,fuge for from the minor road. They shall generally not

pedestrians, it shall· be at least 1.5m wide and be provided where the design speed for the

have openings in the centre at carriageway level major road is less than 80 kph nor where the

to make the crossing easier for pedestrians (see cost of provision is excessive. In this case,

Clause 5.12). The recommended layout and adequate warning of the junction ahead must

details of the design of channelizing islands are be provided.

January 1997 .' ',! 'Pa,ge 6/22

 ".(~~ATAR HIGHWA,Y,PE;SIQNM,ANUAL S'ECTION 6
--r

N,earside diverging tapers shall be formed by a
, direct increase to a width of 4.0m contiguous to
tt1 e corner into the minor road. A radius of at
, least 20m-should be used where the ma.in road
d'ssign speed is BOkph and at least 40m above
tl1 is speed . -c.Thewidth around this corner will
depend on the radius' selected. The length of
tt1 is lane is defined as being from the beginning
of the taper up to the start of the radius, as
shown in Figure 6.22.
The desirable length of a nearside diverging
taper shall be that of the relevant deceleration
I~ngth given in Tables 6.8 and' 6.9.
A.uxiliary Lane
At major road tlows of over 7000-8000 AADT
(one-way), vehicles decelerating on the main
carriag'eway and ,moving into'th'e'divergingtaper
In this instance, consideration should be given
to the provision of a nearside auxiliary lane
instead of a taper for diverging traffic. .The
provision of an auxiliary lane, as shown in
Figure 6.23, would allow turning traffic to move
off the mainline prior to any deceleration.
The auxiliary Jane should be of sufficient length
to aIJow for the speed change from the major
. road to the turn into the minor road and would
notnormal,Jy be tess than 'aOm. Its length'may
also depend on any need for reservoir space for
turning traffic. The auxiliary lane should
commence with a direct taper (Figure 6.23), the
length. of which shall be determined from Table
6.7. The taper should be that used for a left
turning lane for.a single, lane dualling or, dual
carriageway junction" with, the relevant
deceleration
.
length'given in Tables 6'.8~'and 6.9.
'

to a point where there is a tuff lane width

:I~,- ~..­ available in the diverging taper may have a
5 ignificant-effect on the capacity of-the through
..... ~. carriageway by impeding following 'drivers.
, ~'- ",. ~ ~....... .

"/~~~f";~ ",
. -_ .". :
E , '

=======--====.==========-=-=-=-=-====~j-~------_.
I---~·--'~_~..!L..a ~_ _~ ~

a. De.celera~ion Length

. Figure 6.22 Major/~inor Junction with .. Nearside: ~iverging T~per ,

====~~-----~----------------------------------~j------
b
a

a. Deceleration Length
b. Direct Taper Length

Figure 6.23 Major/Minor Junction with Nearside Auxiliary Lane

JanuarV'1997
Page 6/23
 QATAR-HIGHWAY DESIGN MANUAL SECTIONS

6.7.14 Merging Tapers A separate turning lane, with a radius of at least

I- Merging tapers permit minor road traffic to
accelerate fUlly before joining the fastertraffic
streams on the mainline whererthe joining traffic
may. otherwise:' impede flow or be a hazard
(Figure 6.24).
Merging tapers shall· only be used -at dual
carriageway junctions. They shall be provided
generallywhere·the major road design speed is
80 kph or above, or when and the volume of
right turning traffi,c in the design year, exceeds
600 vehicles AADT (one-w~y).
However, where the merg.ing taper is for an
upgradientof greater than 4 %
p.ercentage of large goods vehicles exceeds
200/0, the threshold' va1uemaybe- reduced to
450.vehicles AADT (one-way) .
25m where the main road design speed is 80
kph, and at least 3·0m above this speed, shall
be used to introduce the merging taper from the
minor road·. The initial.width of the lane, which
will depend on the radius of the turning lane
(determined from Table 6.5), should be
decre.ased at a constant taper depending on the
design speed.
The length's of the tapers to be used are given
in Table 6.10. The minim.\Jminitial .wi.dth of a
·merging taper shall be 4.0m.
On du~1 carriageways, with a design speed of
120· kph or gre.ater, the merging taper may be
or where the preceded by a short nose ,of 40m length formed
between it and the end of the 30m approach
curv.e. The~' back of the nose· should have a
minimum width of 2m (Figure 6.25).

. Merging tapers shall never be used at single Design . Merging

':"<~:J~[1e dualling junctions.
, '1
Speed Length - 8·
'~'~~~~~\'" . .
(kph) (m)
':·'.;·..'.":~Af:.so~me junctions on 'dual carriageways,
, .' . ' . '

there
SO 90
··"~'·may 'be safety benefits in providing merging 100 110
tapers at lower, flows.' . 120 130
140 150

.-Table 6.10 Merging Length ~ a .

------~----------~-~------------------~~~----
_ : .. ~-"- ~ .............. -~---- - - - - -"- - - - ­

a. Merging Length

Fig.ure 6.24 Major/Minor Junction with Nearside Merging Taper

II g ,

 '9J,....A_T_A_R_.H_'_G_H_.W_A_y_,._D_E_S_IG;.....N~
.. .:.;;;..;M~A::..N:.:U:..:."A..:::L::.;.;.."-:.;;...~.. .;..,.....;.:,
.;.;.;. ..:.:.'';. .;,.;;.-~
;, . . . _;,;. ;-'.;...'"....;,.~
....~....;. . ; '.~'....;:;,.;;~~'. . ~
... ","",,"""-~.-....-_'~S:EC~:fT.!JI~O~NJ:.6

;;,..,:.;;0.";........

a b

Nose 2m minimum

=~__ .-.=--=-=­ - - - - - - - - - - - - ~' a::a;n

. E
=======
o
-.::t

a. Merging Length
b. Nose Taper

Shoulder

·-~;~t:~~~;:~-------------------------------.....;------J
..........
: .......... (

. Figure 6.25 Major~Minor Junction with Nearside Merging Taper (Alternative for Dual Carriageway with
.a Design Speed of 120 kph) . ' .

6.7.15 Stagger Distances Design Stagger Distance

.Speed (kph) (m)
I The stagger' distance of a, junction is' the
distanceafong: the major 'road between the
Ghost island
r'"'

Single Lane
DuaUing
centrelines of the two minor roads.
50 50 (Manoeuvnng) ·.
) Left/Right Stagger 60 50 (Manoeuvrli1g) ·.
, For simple major/minor junctions with a left/right
70 60 (10 + 40 + 10) ·.
_stagger, the minimum stagger distance shall be
J '40m. 80 7-5 (10+ .55 +10) . 75 (10 .... 55 + 10)

100 100 (10 +80 + 10) 100 (10 +«80 + 10)

Ft?r a ghost island"Junction the s'tagg~r distance
]
''I-'

)
shall be SOm and for a, junc;:tion with single lane
dualling it shall be 40m. These are based on Table 6.11 Minimum Stagger Distance for
the distance. req.uired for 'manoeuvring the Right/Left St.aggered Junction

J 20.0m· drawbartrailer combination design

vehicle between the two minor roads, and shall
be provided on all new staggered j-unct4ons,
6.7.16 Skew Junctions

including the upgrading of rural crossroads) The design parameters where the minor road

J where .large vehicles are expected. approaches at an angle other than 90 0 , for both
left hand and ri.ght hand skew junctions, are
shown in Figure 6.26. The geometric
Right/Left Stagger
parameters are set out in Clauses 6.7.5 to
.1 Th e minimum values for staggered right/left
major/minor junction are given in Table 6.11.
Fa r higher design speeds, the distance is based
6.7.12.

on the sum of the two deceleration lengths lying

I side by side pius the' turning lengths (and
queuing lengths, if appropriate) at each end, as
indicated in the table. Otherwise it is based on

~I the manoeuvring requirements of the design

vehicle .
. \

\.'\, Page' 6/25

QATAR HIGHWAY DESIGN MANUAL SECTION 6

_ _ _ _ _ _ _ _-e;;;;;;--- = =~ __ ~~ __ ~

~==~~===~=~~~~

I. b .~

-. . - - ::: =A
-------------.-~_=-:_=---

~- --=-~-'
~- .-. --=- h= - -- -_.. ---­~

--=--- ­
~

~~~

I. b·l·a·1
a. Turning Length (+ Queuing Length c. Through Lane Width (6.7.5)
if required, see cJause 6.7.8)
d. Turning Lane Width (6.7.6)
b. Deceleration Length (6.7.10)
e. Minbr Road Entry Width (6.7.5)

Figure 6.26 Major/Minor Junction with ·Skew Minor Road

1,2.D
January 1997 Page 6/26
 QATAR HIGHWAY DESIGN MANUAL SECTION 6

J---------;\ ' .
1m m ~ ," ", . . c,., ;·~~... 'c';,:, ,; ­

~ ---~
~ c L_ -------:....--------c:::I:>--------r '~
.

----.---­ ------
Y
1 mIn
~ ----" Tim
'T------:------ "

: ·:~4~{~~igUre 6.42 Determination of Entry Path

CUN~~~' ' ~
Curvature (On a Curved Approach Arm with Positive Approach
'

8. The radius should be measured over a distance of 20.25m;

it Is the minim um which occurs along the approach entry
path in the vicinity of the Give Way line but not more
than SOm in advance or It.
b. Commencement point 1m from the offside kerb for
02 or 1m from centre line for S2L, not less than SOm
from the Give Way line.
c. Vehicle entry path curvature~

12\
Figure 6.. 43 Determination of Entry Path Curvature for a Roundabout at "a- uyn Junction
 QATAR HIGHWAYDES'IGN MANUAL SECTION 6

6.10.9 Achieving Entry Deflection In urban areas, the' ,restrictions on space

t- A good method for creating entry deflection on
new schemes, where there are no other
constraints is to stagger th~ arms, as shown in
Figure 6.44. This will help with the overall
design, reduce the. size of roundabouts,
minimise land acquisition and assist with the
construction of "easyft· exits.
available .coupled with the turning width (
requirements of large goods vehicles may
necessitate small normal roundabouts which
cannot"provide sufficient entry deflection to the
right by means of the central island alone. In
these cases, deflection should be generated by
means of entarged traffic islands in the entry,
(Figure 6.45). .

It is not good practice to generate entry

deflection by sharply deviating the approach
roads to the left,close to the roundabout and
then to the .right at .entry. Approach curves
should:, be t.airly ,gentle, but there are cases
when horizontal radii below the minimum for the
general design speed of the approach link may
b.a. - used,.: .provided: "always. ,'. that, '. they.. ,·are,
proceeded by the "Roundabout Ahead" waming
sign as defined in the Qatar .Traffic 'Manual.
He,wever, tight radii will require large amounts of
verge widening to. provide adequate forward
·r

.,visibility and add to .the verge mai"nteflance

.,::requirements. .
,:<:"i~~~('~~~ ':" . .- . .f'· ,

-Th~r-~. -i,~· ~"iq~~9,~. t9_·~.~.9,9~§t th,~t,C1 . g~ntl~ left

hand bend leading to a-· right hand deflection' at
entry .is marso-safe th.an'''a gentle right ha.nd Figure 6.44 Entry Deflection by Staggering
bend. . ~ ". . Appro'ach Roads

.",,,,"'.:-.-."4·J ..
~~ ~I
: J:':", .....
.II "I .t~:'-L ,. :,_.r.i '.

;~ ~~~:)::~-
, ..... ...~; ,­

Figure 6~45 Example Showing How Island Design can'lncrease Entry Deflection at an Existing
Roundabout

.I~"'l~"' 1007
 QATAR HIGHWAY DESIGN MANUAL SECTION 6
~,..~...;",.-..-------------~----.....;...------------_-=.:::..=...~~

6.7.17 T-Junction with Carriageway right-in/right-out connections shall be designed

Separation in accordance w,ith Section 7.

On dual carriageways, left turn crossing
manoeuvres-at the junction are prevented and
-facilities shalf be provided nearby for turning
"traffic, as highlighted in Clause 6.6.5.· One
method of achieving this is to provide an­
interchange, the principle of which is shown in
Section 7. The design of such crossings is
outlined in the following paragraphs and the
right-in/right-out connections to the mainline are
illustrated in Figures 6.27 and 6.28.
Traffic shall be introduced to the right turn lane
by a nearside diverge or auxiliary lane in
accordance with ClaUse 6.7.13.
Traffic leaving the right turn lane should "Give
Way" or merge with the major road traffic in
accordance with Clause 6.7.14, or join an
added lane, dependtng on the major road ,
. design speed, traffic flows and layout.

Preventing left turns removes the need to

signalize the carrtageways on the major road to

cater for these movements. The major road

4

carriageway can pass through the junction ·at a

constant width. Two· right-in/right-out

connections are used with ·an Qverbridge or

underpass. These junctions should be

. .... ,designed in composite form, as described in

... ·~·-:':.~;~;this section~ catering for the· right turn
·.. ·:·~·~·.~f~!-movement only.
..... • • ~ ,I ......... '" - I

. For the; ri·ght turn merge to the main road, the

minor road channelizing island shown in

Figures 6.27 and 6.28 sh.all- be designed'so as

to preY_ide a constant. width of turn into the

major road. The width shall be· determined from .

Table . 6.5. The· detan of the' island as

approached along the' minor road is·as set out.

in Clause 6.7.·18. If there is a. merging taper as

- , shown in ,Figure 6.28, the, w'idths and tap·ers

shall be as set out in C.lause' _6.7.14. The

hatched "markings shaH be ext~nded from -the

minor road centreline to link with those for the

merge taper,- the. channelizing island - being

provided within them, as in Figures 6.2-7 and

6.28.

For the right turn diverge fro-m the major road,

,the channelizing isla.nd described' in Clause

6.7.12 and· shown in Figures 6.27 and 6.28 shall

be designed so as to provide a constant width

around the turn to the minor road. The width

shall be determined from Table 6.5. Where a '

nearside diverging ta'per or' nearside auxiliary .

lane is present (see Figures 6.22 and 6.23), the

hatched markings should be extended along

their current path until the intersection with ·the

centreline of the minor road, and the

channelizing island shall be provided within

them. This is shown in Figures 6.27 an .6.28.

The right-in/right-out connections can also be

used with the compact interchange detai.led in

Section 7. It offers a cheaper but more

restricted form of grade separation where the

economlC case 10r a tun \nterchange cannot be

luHy·1ust\f\ed. The connector roads betwe-en the

 QATAR HIGHWAY DESIGN MANUAL SECTION 6

~
r ,

Channelising island flared to

give constant carriageway
width around the tum

.,; .~ ..:. "'\:~~' .

.";::"~;:;? ··1,·t7~ "
·f'!.~ ~.f~";~'*
: .:~. -. ~:( J '~ .. ~

:.. ~
."*': ~y... ,.1

Figu.re 6.27" T -Ju~ction with Carriageway Separation , '

(~
c b
a

I" I"

8. Diverge Taper c. Mergs Taper

b. Nose Taper d. Curve Widened Lan'e

Figure 6.28 T-Junction (Alternative for Dual Carriageway with a design speed of 120kph).

t24

January 1997 I ,Pa'ge,6/28

 QATAR HIGHWAY DES1GN MANUAL SE,CllON 6'

6.7.18 Channelizing Islands
t- T-Junction .'
The recommended channelizing island layout
for T-Junctions or staggered junctions, where
the minor road centreline is inclined to the major
road at an angle of between 70° or 110°, is
shown in Figure 6.29~ This should be .read in
conjunction with Tables 6.12 and 6.13.
The following points should also be noted:
a) "Edge of major road carriagewayU means
edge of major road travelled way.
b) The circular arc R, is. tangential to· the
offset, d, from the' minor road centreline
and the offside edge of the throlJ,gh. tr~ffic _
lane on the major road into. which left
turning traffic from the minor road. will
turn.
. .<.. . :.~) By striking' a c'ircular arc of radius: (R,1 + 2)
metres from the sal)le cen~re..point ~s arc
R 1 to intersect th.e edge of the major road
carriageway,. point A is established where
a' strarght Ji'ne'drawn from. the centre point
of arc R1 to this.inters.~cti,oncr?ssesR, ..
b)· For right hand skew junctions, the island
should be about 15 metres long. The left
hand side of its tail (viewed from the
minor road approach) should touch the
curved minor road centreline and be
. rounded· off at- a radius of O.75m to
1.00m.
c) The of,fset, d, for right hand skew
junctions is 4.5 metres.
d) For Jeft hand skew junctions, the circular
arc R, touches the curved minor road
centreline and is tangential to the offset·
edge of'the through traffic iane on the
major road into which left turning traffic
from the·minor road will turn.
el The. ·islarid':sho·uld be about 15 metres
long. The tail'is offset.about 1m to the left
of the curved minor road centreline
(viewed from the minor road app·roach)
.and rounded off with ~. radius of O.75m, to
1.00m.

d). The circular arc R2 is tangential. to the

. offside edge of the major road" offside'
. diverging' lane and alsp pa.sses through'
'point A. ". "
-' . ,'. -. :.

e) Radius R2 is normally the' s·ame val,ue as

R 1 ,but should be designed: to, ensure that
the.island nose is positioned between ,2 ­
4 me.tres from the· ed.ge of the main
ca'rriageway arid that the. width of .the
island 'lies between 2- 5 metres. '

f) The design- ensures that ~eft tuming' traffic

from' the major road ~in not clash with
traffic waiting to turn. left from the minor
road. '

Skew Junctions
The design of a channelizing is'land for skew
junctions. is similar to that outlined above, but
the following points should be noted:

a) The centreline of the minor road is turned

.with a radius of at least 50 metres to meet
the edge of the major road at right angles.

• _. ...
~_._ ~ nn'""7 Page 6/29
 Q-ATAR HIGHWAY DESIGN MANUAL SECTIONS

Centreline of -----li~

_~1'1.QJJ9~~ ~ ... _. __

2.5

O.75mR
.(min)
Edge of

major road

ca ~ria 9 ewa_y_-+-....-.-_~&......----¥_o¥CIIllti-r-_--,.l:..-- --a._-..-.­

'''';''. Ir, ••

:...·';+...... 1' .. I.."

. "..; _~ ;"t.':. j"" '

. ~~~; ~ .' .:4~·.

'~?7' ~f~P.~:~
• .-:, II":."~.'III" I.
"

Figure 6.29 Design of ~hannelizing Island

Minor Road Offset .. d' Width of Major Road Radius· R,

Inclination • eo (m) Carriageway at. (m)
~unction .. w
70 1.5 (m)
BO 2.0' ...
: 90 2.. 5 7.3 12
100 2.0
110 1.-5 -. 11.3 (Ghost Island) . 14

17.3 (Single Lane Quailing) 22

Table 6.12 Channelizing Island Offset
Table 6.1,3 Design of Radius R 1

fZ(P
Januarv 1997 ,Page.6/30
 QATAR HIGHWAY DESIGN MANUAL
6.7.19 Splitter/Right Turn Islands Traffic leaving the right tum lane should "Give

c Splitter/right turn islands may be used to

Way" or meJgewith the major road traffic in
accordan.ce ~ith Clauses 6.7.4 or 6.7.14, or join
chaneHze traffic flows and separate conflict an added lane, depending on the major· road
points withjn...~a junction. design speed, traffic flow$ and layout .

They have additional benefits of reseNing 6.7.20 Drainage and Crossfall

space for signing and aiding pedestrian
movement by providing a refuge at bUsy
junctions. Refer to Figure 6.30.
Corner radii and carriageway widths· given in
Table 6.5 shall be used to construct the right
turn lane. The raised island shall be
constructed to give shy di~tances to traveJJed
ways as illustrated in Figure 6.30.
From considerations of surface water drainage
and driver comfort, the road ·camber on the
major road shatl be retained through the junction
" and the minor road graded into the"channel"line
of the major road. Checks shall be made for flat
areas at all changes of gradient, superelevation
of crossfall. Refer to Section 8.

Splitter islands are partic·ularly useful at

signalized junctions where minor road right tum
traffic can be controlled by "Give Way' signs
and markings ~ather than signaJs. .

. ':'..:",>.. Traffic shaH be introduced to the dght turn I~ne

···~:;~t~·;::~~~ by a nearside diverge or auxifiary lane in
.: ·,'·~,·:::~:~<\'~:accordan~e with ·Clause .6.7.13.

R = Inside Corner Radius

AW = Outside Corner Radius
.W = Lane Width
r = O.5mRadius
r,;~t?;1 Hatched Marking

Edge of
Travelled Way

F\gure 6.30 TVP\ca\ layout at Sp\\tter \s\and

1~7·
 QATAR HIGHWAYDESIGN'MANUAL SECTIONS

6.7.21 Traffic Signs ar:'d ~oad' Markings

~,.Tht? need for, and layout of, traffic signs. and r

, road markings is an integral part of the design
process and no ju~cti.ori, "design is co'ri1plete
without these features havi'hg b'e'en:·fncluded.
Advance direction .and.: warning signs shaH be
provided, and care rTlust be' taken with the
positioning .and size of ~igns ~t the junction
.itself so that they do not Interfere' with drivers'
visib'ility requirements. These matters· need to
be considered 'from the earliest stage as they .
can fundamentally affect layout and hence land
acquisition requirements. Advance signing on
minor" ,roads may need particularly careful
consideration. Refer' to the Qatar Traffic
Manual for details of signing and marking.

6.7.22 Road Lighting

Road lighting i~ normally provided at

\.~. ,major/minor junction;s in rural areas only when
........::.~.:;:~n. inte:rsecting road has lighting. When an
.·~~::~f~exLsting j~nction is being modified, the .lighting
··:·~?. :lj'rovision should be checked for suitability with
'-'th'e'~ew 'arrangement. Any alteration should be
carrie,d out prior-to,ot at.the ..sa~etime as the
roadworks.' Refer to Section--1 O.

Januarv 1997 'Page ·6/32

 QATAR HIGHWAY DESIGN' MANUAL
6.8 ROUNDABOUTS .. GENERAL
o t- This section defines the main types of
roundabouts that can be used for an at-grade
junction of any class of road.
The requirements are defined in relation to the
size of roundabouts, effect of approach speed,
visibility, entry width, entry deflection and the
circuJatory carriageway.
The recommendations for siting of roundabouts
are given in Clause 6.1.4.
6.8.1 General Principles
The principal objective of roundabout design is
to secure the safe interaction of traffic between
. crossing traffic streams with minimum delay.
This is achieved by a combination of geometric
layout features that, ideally, are matched to the
- volumes of traffic in the traffic streams, their.
, ,. ·.'-,.,..·,spe~d, and to any locational constraints that
::::.:~;'apply.
":",'~~~" ;:.~.~
·~':·"·There are two· broad' regimes of roundabout
. operation'.. The first occurS in urban' areas with.
high peak flows,. often with ,marked tidal
variations and physical restrictions on the. space
available: The second regime occurs in rural
areas and is characterised by high approach
speeds, 'Iow tidal variation and few physical.
constraints. ' ,
. ..
Entry width is an important feature that
determines entry capacity and often needs to be
larger in 'urban situations than in rural cases.
. On the other han.d, the most impo,rtant
determinant of safety is vehicle deflection
imposed at entry because this governs the
speed of vehicles throu,gh. the junction. It is
particularly ,important whenever approach
speeds are high. Entry deflection is related to
the entry path curvature and limiting this radius
of curvature in the vicinity of the entry to 100m
maximum ensures that sufficient deflection will
be undergone by entering vehicles to limit
through speeds.
The characteristics of roundabout accidents and
their frequencies in relation to geometric layout
design and traffic flows have been studied in
the UK by Transportation Research Laboratory
(TRL). The relationships derived from these
studies have provided insights into how various
aspects of design interact to influence the types
and frequencies of accidents at roundabouts.
These relationships therefore, constitute the
fundamentals of .design for safety. As
re\atlonsh\ps between aspects of design are; not
atways mutually compatible, minimising the
likely incidence of a particular type of accident
SECTIONS'
may increase' the potential for another. D.esign,
therefore is a trape-off be~een operational
efficiency, minim:ising delays at the junction, and
various safety aspects within whichever location
constraints', 'apply. The latter.' are o.ften the
dominating ,. 'factor when designing
improvements to' an·. existing junction,
particularly in urban areas. . .
"Consideration of the need for, and layout of
traffic 'signs and fo·ad markings should be' an
integral part of the design process. Reference
· should be made to the Qatar Traffic Manual.
The prov.ision of road lighting at roundabouts
should normally be regarded as an essential
safety require.ment Sometimes fighting
requirements may. conflict with environmental
co.nsiderations. Ho.wever, it should 'be
recognised that roundabouts are geflerally safer
than other forms of at-grade Jun~tibns.and the
decision to use a roundabout should not be
ab'andon'ed solely.because·of-lighting problems..
In sensitive loc~tions ,it may be possible to a(jopt
alternative Hghting methods·and. other measu,res
to make the roundabout more,visible., When an
existing' 'rouhda'bout junction· is'betng.·mo'dified,
the .lighting la'yqut:~.hb,ufd be' ,c.h.ecked for
suitability with the n'ew road arrangement and
any alteration carried out prior to, or at. the same
time' as the roadworks. 'It is impo'rtant that
approachingdriverss~.e and' 'perce"ive that they
are approaching,.a ·roundabout and are not
misled by the proJection' of the lighting layout,
particularly at t~mes of poor visibility.
. 6.8.2Typ~'s ·of· R()undabout .
Definitions .
The preferred f!lain· type of roundabout- to be
used in Qatar is the Normal Roundabo'ut There
are other forms such as Mini and· Double
Roundabouts, and other variants of these basic
types, ie. Ring Junctions, Interchange
Roundabouts and Signalized Roundabouts.
Normal Roundabout
A roundabout haVing a one-way circulatory
carriageway around' a.kerbed central island 4m·
or more in diameter and usually with flared
approaches to allo~ mUltiple vehicle entry.
(Figure 6.31).
The number of entries recommended is either 3
or 4, Roundabouts perform pa,rticuiarly well with
3 arms, being more efficient than signals f
prov·ided the traffic demand is well balanced
between the arms.
Page 6/33
 QATAR HIGHWAY DESIGN MANUAL SECTION 6

a Traffic deflection
island

F~gure 6.31 NOrrlJal Roundabout

\ .

If the. number of entries is above ·4, driver

comprehension is 'affected, and the roundabout

. becomes larg,er with the probability that higher

.:_i~~:'cjrculatoryspeeds 'will ,be _generated.

"'.~ :..;.:~::"t.:' ;. .'

':~:~~~rrt~rchangeRoundabouts . .

~::'~Th'e: following examples of: interchanges are

discussed ·in'Section 7 Ir:-terch~ges. "

.• Two bridge:roundab.out

.,. O.ne' bridge'" 'and ','. tWo' rou:ndabouts'

, (dumb~ell), . ., "

- - '.

•. Ririg:jLII1ctlon.' ,inte-r~han:ge.~",
,,,",'

'; . - ..

Signalize,d'Roundabout . ,

As with Maj,or/M'if)or Junctions" traffic signals'

can be instalfed'-'af'rouridabbuts to improve

safety~,ortrafficcapacity.. 'Traffic signals can be

. used at one.' Of. more of the approach arms or

even: on·~t~:E:reirculatorycarriageway'on some '/'
~

large rouh~abbuts.·

Jan~ary 1997 Page 6/34

 ~ .iII-. ~.
QATAR HIGHWAY DESIGN MANUAL SECTION 6
6.9 SAFETY AT ROUNDABOUTS
6.9.1 General
It is generally known from' studies that fewer
a'ccidents occur at roundabouts than at
signalized junctions of similar traffic flows. The
severity of accidents is also much less than at
other junctions.
Care must be taken in layout design to secure
the essential safety aspects. The, m'ost
common problem affecting safety is exce.ssive
speed, both at entry or within ~he rqundabout.
The most signi.ficant factors co'ntributirJ9 'to high
..
entry and circulating speeds are:
Inadequate entry· deflection
• A very acute entry angle which
·encourages fast merging ,rrianoe.uvres
,.
with circulating traffic ' '
..
.. ~."'~:.~'."
rri., '-~,
...
~~-
"~
... ;,~~~7;~.•."
• 4· • '~~~ ,:"',1. ~ ';
Poo'r visibility to the "GiveWaY",line
• I." ~ ... ,- ,-. J~" .'
• . Poorfydesigned .orpositio.neq warning
,and -~dvanc~ di,.ec~ion 's'igning .
• ,,f'ReduceSpeed',' N·ow
'p~ovfdeet~ 'being' i~c:orrectty,sited,
:. .,: .'. , .....
• More than "four entries, leadingJoa large
configuration.. '
' . -.. , '
Additional safety aspects to .be considered in
des~gnin'g a . I"ay~ut incJud'e:
• ' ,Ang~e" between' arms:. The .accident
poten,tieJ of an entry depends·onboth the
angle (antictockwise) . between
approach armand· the previous approach
arm, and the lrafflc:' fl()ws~" 'A: high' flow
entry should have a large angle to the
next entry, and·a tow flow entry a smaller
angle in orderto minimise accidents
• Gradient: Whilst it is normal- to flatten
approach gradients to- about 2% or less
at entry, research at a limited number of
sites has shown that this has only a small
beneficial effect on accident potential
• .VisibUity to the left· at entry: This has
comparatively little inf.luence' upon
accident risk. There is nothing to be
gained by increasing visibility above the
recommended level
• Crest Curves: Junctions shouJd not be
sited on crest curves where the approach
sight to the rou8dabout is impaired
I,
• Design to ~ncourage slow entry to the
junction and quick exit to leave the
junction clear for the next users.
Measures to reduce accidents at existing
round·ab.outs with poor safety records inciude:
• . Repositioning or reinforcement of warning
signs
• Provision of map type advance direction
signs
• Making the I'Give
conspicuous.
Way" line more
• Moving the centrar island chevron sign
further to the right to emphasise the angle
of turn, placing· another chevron sign
above· the 'n-ormal position., and placing
chevron signs in"the -median in line with
the .. offside lane. approach . on ,dual,
carriageways.· ,Chevron. boards can
impinge on circuJatory visibility but the
effects can be minimised ,by positioning
the boards (and ,associated turn right
.sigh)., 2m back', from' the central island
kerbline ,.'
signs~: where
'.
ll
....
WhenapproachspeedsClre ·IOw(usually
' .. " ', .. ­
'. in urban areas) I. ~ ,ri'ng of con~rasting
paving can ,be' laid in a ch~vron· pattern
\ " in.side ',the central, is'land perimeter at a
,ge~tlesI6P.e"refer t.o' Clause.5.19~' '
.. .' ,
. , ' ,. ·i.. ...
,"In-rural'are,as' ·it·is npt'recQr;Mmen'ded to
, ins~all . raised . kerbed ,chevrons .on
. ro.undab,outs.Experience,has shown that
'physica'- o.bstructions:· su,ch" ;,as ·ch~v.ron
its kerbing w.ill be hit. inadvertentty at. night
time: by vehicles' whose driflers ar~ not
. aware· of ·the junction·' a·head.· . Chevron
.signs' should be placed in these locations
only
• Landscaping where approach speeds are
high in urban areas can provide a useful
supplement
tl
• ' Provision of "Yellow Bar Markings on fast
dual carriageway'approaches has shown
that a 570/0 reduction in accidents can be
achieved. . This is from studies carried .
out in the UK by the TRL
• Provision of appropriate levels of skidding
resistance on the app'roaches to
.roundabouts .and on the cirCUlatory
carriageways
n ,.. 'r\~
 QATAR HIGHWAY DESIGN MANUAL SECTIONS
-~.1'
It should be noted that at the speed of
traffic on a circulatory carriageway,
skidding resistance is derived from the
surface texture of the aggregates which
form the, surface of the road (the micro­
texture). Particular consideration should
be given to en'sure that the aggregates
used have skid resisting properties
appropriate to the circumstances
The deep surface texture (the macro­
texture) necessary for good skid
resistance on high speed routes is not
required for circulatory carriageways.
Deep surface texture is required
however, on the 'approaches to
roundabouts if the design speed of traffic
is greater than, 120 kph
• Avoidance of abrupt and excessive
superelevation in the entry region
.. -~
:".~~.':~~>~ Reduction o'f exce'ssive entry width by
:);.t~:. hatching or physical means
',,+", •.:-.:..,' Provision of "Reduce Speed Now signs
ll
·. and/or "Count-down" markers I .
• Reduction of the circular ::wi'dth #by
insertion.of. a central island. collar..
Care should be taken with:the'choice of 'kerb
· -type for, ro~ndabout d~s,ign'~ "'.A. ~af~ty problem
'can ari'se' where certaihspeciaJist,' hrgh profile·
kerbs' are .used"around: a: centraL-is'land as they
can be a danger to, vehi.cles over~runnin,g· the
· entry. ,Observations have,"shown; that th.ese
kerbs can result in: loss o'f 'control ot overturning.
of vehicles unless'the approach angle is. small .
. and actu'al vehicle' speeds.are I·ow. Where
high profile, kerbs are to be used, on
approaches,. the kerbs can" be hazardous for
'vehicles an'd' pedestrians, 'and consideration
.should .be' given to the provision of pe,destrian
guardrails. Care should be taken to ensure that
visibility sightlines are mai~tained.'
High circulatory speeds cause associated entry
problE3ms and normally ·occur' at' large
roundabouts with excessively long and/or wide
circulatory carriageways. Excessive circulatory
speeds can alsO be c;:aused at smaller
roundabouts by inadequate' deflection . at
previous entries. The solution to high
circulatory speeds usually has to be fajrly
drastic, involving the signalization of problem
entry arms at peak hours.' In 'extreme cases
the roundabout may.have to be converted to a
ring junction in which the' circulatory
carriageway is made 2-way 'and the
entries/exits are controlled by individual normal
roundabouts or traffic signals.
January 1997 Page 6/36
~ ... , :..i: ..
If entry problems are caused by poor vtsibHity to
the left, good results can be' achieved by
moving the "Give Way" line' fOJiNard .in
conjunction with curtailing the adjacent
circulatory carriageway by hatching or extension
of the traffic deflection'. island. '
6.9.2 Two Wheeled Vehicles
. Though roundabouts have an impressive
overall safety recqrd for most vehicle types, this
does not apply equally to two wheeled vehicles. ­
Research has shown that at four-arm
roundabouts in the UK,. injury. accidents
involving two-wheeled vehicles constitute about
half of th.ose reported. The proportion of
accidents involving cyclists is about 15% ,
although they typically constitute less than 2%
of the· traffic flow.
The accident involvement rates for two-wheeled
vehicJes, expressed in terms of 'accidents per
road user movement, are 10·15 times those of
cars, with pedal cyclists generally having slightly
higher accident rates than two-wheeled m.otor
vehicles. riders.
. '
The stu'dy at~our·arm ·rouridaboutsb~':·the' TRL
in the UK has shown for example that, in 50· and
. 60· kphposted,:"speed areas, ·'there a're
difference~in pedalc.ycle E;1ccident involvement,
rates for different categories of roundabouts.,
Engineers ·should be.,aware of the following:
• Normal roundabouts with small central
islands 'and'flared. entries have accident
rates Which are about twice those of
normal roundabouts 'with large central
islands and unflared entries.' This
relationship appears to app.ly.consistently !­ I
for all types of vehicular road users. As \
. previously stated, ,analysis.ofacci~ent
',data suggests 'that ,when .'all, types of
accident are considered, entry deflection
is the most i~portant factor
• 70% of pedal cycle accidents ~t smaller
normal roundabouts are of the
'entry/circulating J type, for example, motor
vehicle entering roundabout collides with
pedal cycle crossing entry
• At dual carriageway roundabouts, the
accident involvement rate for cyclists is
about two to three times greater than that
at dual carriageway traffic signals, but for
cars, the opposite is true ..
 QATAR HIGHWAY DESIGNMA'NUAL , S,ECTlClN 6 '

6.9.3 . Large Goods Vehicles

--=) f- The problem.. of large' 'goods vehicles

overturning, or shedding _,1heir loads at
roundabouts has an obvious solution in relati'on
to layout .geom~try. Whilst in the UK there are
only about'SO personal injury,accic;fents a ye'ar
in this category, there are consider~bly more
damage-only accidents. Load shedding often
involves great congestion and 'del~y, ~nd is
expensive to clear, especially if occurrfng at
major junctions. Experience suggests that
roundabouts where these problems, persist
usually exhibit one or more of, the foJJowing
features:

• Inadequate entry deflection leading to

high entry speeds

• Long straight' sections, 'of circulatory

carriageway leading into,deceptively tight
>.
, ;
bends' .

',' ..: ': r;\~ .=- , Sharp tu rn~ into ex"its

__ ,

.....
..~.......-:. .:.~.:' /-..r­

• . •,'.~~ ..rT, L~
• • ~ .II1II.... ...,.
•

,'Excessive' .crossfall changes· on- the

'ci"rculato ry c'a"rtiagewa:y"':'
• Exc~ssive adverse', crossfalf ,:~'bn ','.: 'a '
nears,ide lane of the, circulatory,
carriageway. "

,An incfpient probrem for'som~:~vehicle~'n1ayb~

· present '~ven if high speeds'are'nql .pc-Cu-rring.
· Research. ha·s shown. th~t an' articulatediJarge '
goods v~hicle 'with.' a .gravity·· height of.' '2.5m
above the: ground can ov·ertum·ori··~.-:20m.rac;jius .
· bend at speeds as low as 24 kph~' Particular
'attention should.:.. be.. ,paid, . to' ,:., ensure that
pavement surface tol.er~nces' are' complied with
and that .abrupt:changes" in crossfall are
·avoided. It is good practice to make the exit
radii greater than the entry radii..
 ,.QATA'R HIGHWAY DESIGN MAN.UAL SECTION 6

6.10 ROUNDABOUT ELEMENTS

to 6.10.1 Definitions

Entry Width: s, is measured from the point A

along the normal to the nearside kerb, see
Figure 6.32.

" Average Effective Flare Length

Fi.9ure 6.33 Average Effective Flare Length

. Inscribed Circle Diameter: D is the diameter

t

01 the largest circle that car:' b~ inscribed within

the jL1nction outline, see Figure 6.32. .In cases
~; .. '.~ ...... , where the outline is asymmetric, the local value
::;.::~~..¥;~A.. . P~int of Maximum Entry v. Approach Half in the region of the e~try is taken.
;~,:~,'~~~?~ ~~·~7:pefl.ctJon at L.eft Width
....~ .··:·...:.·H.nd End of Give Way r. Entry Radius
",' '. Lin'. D. lnacribed The Entry Angle: <1>, serve~a~ ~, geometric
, •. );ntry Wld~h C"rc:leDi.mllt~r proxy, ·for···the· ,conf-lict.,a·ngle .qetween :,entering
and circulating strearrls. For roundabouts
having. a.curved circ~.lato.ry carri~ge~ay,
Figure,6.32 Geometric Design Featu,res '

Approach to Half Wldth:'v~ is measured at a

point in the approach up'stream from any entry
flare, ,fro'm the median line' (or offside ,edge, of
carriageway on dual" carriageways) ,to the
nearside, kerb', along' a normal, see Figure 6.3~

is
Average,'Effecti've Flare' Length: II, found as .
shown 'in' Figure~.6.33. The fine GFID is the
projection" of, the nearside kerb· from the
appro'ach:'towards the ,uGlve Way" line, parallel
to the median HA,an.d at a'distance of v from it.
+ 'Entry Arigle
BA is the line along which e is meas~red (and
is therefore"'normal to GBJ), and thus D is at a

distance of [e-v] from 8. The line CP is parallel

Figure 6.34 Entry Angle
. to ,BG (the nearside kerb) and at a distance of

[e-v]/2 from it Usually the line' CF' is therefore

curved and its·'length is measured along the

The fine Be is a tangent to the line EFt which is
cu rveto obtain II ~
Sharpness of Flare: S, is defined by the
relationship:
s = t.B[e-v]/1'
and is a meas'ure of the rate at which extra
width is developed in the entry flare~ Large
values· of S correspond to short severe flares
and small values to long gradual flares.
midway between the nearside kerbline and the
median line or the edge of any median island
on the offside, where this line intersects the
IIGive' Wayll line. ep is measured as the acute
t
angle between Be and the tangent to AID at
the point of intersection between Be and AIDI
shown In, Figure 6.34.
For all ather roundabouts, the construction is
shown in Figure 6.35. The line Be is the 'same
.as in Figure 6:34. The line GH is the tangent to
the line JK, 'which is in the following exit,
midway between the nearside kerb and the

January 1997 Page 6/38

 QArARHIGHWAY DESIGN M·ANUAL
median line or the edge of any' median island
-...
:; i on the offside~ where this line intersects the
outer edge of the" circulatory carriageway. ' Be
and GH intersect at L. <P is then'defin~d by:
¢ = 90-{angJe BLG]/2' ;19 BLH/2
when the right hand side of the equation is
pos.itive.
" requirements and constraints. The variabl~s
):f~K~i7:.
'-;,~".!..:; Figure 6.35 Entr~r~ngte
'When the
right hand,side o'tttleequation isze'ro
or negative, ¢=O. .Angle BLG is measured on
the,Uoutside"'qJ the 'roundabout~ .that is, :onthe .
s,j~e, facing away f-rom. the' central' islattd;
En,try" R~dlus':~' r is'~'easlJred,;:'a~' the.mini,rnum'
, rad'ius of' .curvature of the. nearside kerbline at
entry see Figure 6.32.' ~,For, some designs. the
t'
arc 'of mfnimum radius may 'extend, into 'the
following exit, but this is not important provided
that a half or more of the arc length is within the
entry region,., ;'
. ,., . ­
..',{;:;",,". . Minimum Stopping ,.Sight.' Distance: as
."' ,\ . defined, in Section 2.'.
Entry Path Curvature: This is a measure of the
amount of entry deflection to the right imposed'
on vehicles at the entry to a roundabout, see
Clause·6.10.8.
Traffic Deflection· Island: a raised area
(usually kerbed) on the .~arriageway, which is
located and shaped so as to direct and also
separate' traffic movements onto and from a
roundabout.
Ghost Islands used for SUbsidiary'Traffic
Deflection: a shaped area, flush with the road
surface, delineated by road markings, and
within the entry width of the approach to a
roundabout, so located to deflect and direct
traffic movements \nto the circulatory
carriageway.
I.r?/?
SECTION 6
6.10.2 Entries
The design of ·roundabout en"t'ffes i~ a complex
procedure, there are.several variables which
need to be addressed to ensure a design which
is safe and has adequate capacity.
The designer has flexibility" in the application of
the parameters to best meetthe particular site
are:
Entry Width
Flare Length
Entry Ang'la'
. Entry 'Rc:ldius
Approach· Carriageway Half Width.
6...10.3 Entry, Width
It is good practice to add at·leastone extra Jane
width to the lanes on the'entry approach, but ·as
a general'rule, not .more.th~n two lan~~' should
, be"8'ddeo' ·,and'Ro,,',entry should be:. rn,q,re, Jb,an
fourlane~' 'wide.. "The relationship... betw~en
entry width ,a~d. capacity"is qUitesignificant."
. Entry width is the largest single ,fac.tor,,-apart
fraltr approach carriageway ha'lf width, ~ffecting
capacity.
"There maY·i)'e'. some' ca~esf usually~'associated
'with low pre(;iicted flows, wh~re i,n,c'reased . entry
width is not' operationally neces~ary, but .in
these circumstances it isstiUrecommended that.
two entrY lanes beprovided.:T~is wHI give
addedflexibiUtya~ abnorfTIal, ,rlOw periods in the
future, ,a passing facilitY, 'in the:", event ,of
breakdown, and wili f?ase the prob~~m of space'
prov'ision for long vehi'cl(3,s turning.,
Lane widths at the "Give Way" line 'shall be not
less than 3m. Lane widths Should be ,tapered
back in, the entry flare to a minimum width of
2m,. It is generally better to use wide lane
widths because they are more suitable for large
goods vehicles. For example, at a lOm wide
entry, 3 x 3.33m lanes are better than 4 x 2.5m
lanes. '
The development 'of entry lanes should take
account of the anticipated turning proportions
and possible lane bias since drivers often have
a tendency to use the nearside lane,- The use
.of lane bifurcation where a lane widens into two
should .maximise use of the entry width. The
use of short offside lanes," is not recommended.
Page 6/39
 QATAR·,HIGHWAY DESIGN MANUAL SECTIONS

The alignment of entry lanes is also critical.

this the deslgn becomes one of link widening.
.~(
On rural roundabouts, where design speeds are
Wher-e the ,design speed, is: high,. entry widening ,

r relatively :high, .the kerbline of th,e deflection

should be developed gradually, avoiding any
island (or centr~1 reserve in the case of a duaJ
sharp angies. In urb~n areas the use of long
carriageway) ~hould be on an arc which, when
flare lengths is often not possible due to land
projected forvlard, meets the central island
constraints and capacity· may have to be
tangentially. In urban areas, where design'
achieved using wider entries and shorter flares.
speeds are lower, this is less important, but

nevertheless should be achieved where

As a rough guide, the total length of the entry
possible. Care should be taken to ensure that
widening (BG) should be about twice the
the' resultant entry angle is not too low and that
average effective flare length I' (Figure 6.33).
entry path curvature is not too great.

6.10.5 Entry Angle

For capacity as.~essment, the entry width
should be taken as the width which dri'vers are
likely to use. W,here the offside kerbline forms
a vehicle path which is tangential to the central
islands, the entry width and effective entry width
are the same.
The effect of entry angJe on entry capacity is
negative;, as .the angle increases ~apacity
decreases slightly. However, care should be
taken' in the choice of entry angle since high

It is usual to consider design flows 15 years .

. . ~fter. opening for highways'chemes. This can
·".. .~·~·r.esult in roundabout entries with too many lanes
. \~:::j.lO·'r-:·,earlier year flows' and lead to operational
'-arld loW"'ahgles may resUlt i't11hcreased accident
potential.

The ·angle should, if, possible,. lie between 20·

and 60 degrees. Low entry angles force drivers
into merging positions. where. they. must either
, .. .

~
fr

'r7'~·~jrq~~~ms. A ·de,sign year layout will determine
.'., o\"era.JI ,geometry and land requireme,nts:, for the
·r(luAGabGutf:·b·ut·,for,th:e·,e·arly,'~.ye,ars"".,it;,may,·be
., ne'c'e'ssary ·"forthe. desi9.ner to consider an
rnteri'rTi·stage.· This approach. can' result in
red·uced": :entty .wJdths'·.· 'and: e~"try" 'Iar:l"ss.
Consideration: can also' be'
given-.-·tb an interim,
reduction of the circulatory carriagew.aywidth,
either by an increase in·di'ameteraf the central
island:, or by.extending isJands forWard into the
. circulatory carris:g,ew,~y.
look over their shoulders to the·ir leftar attempt
a true merge. using. their .mirrors (with the
attend·ant pro,blem·s of:di,sreg·a-rding<the,·''':Give
Way:".lin~· and generation"of .high,·~.ntry speeds).
High entry" eng.les prod~ce' ~.xcessive ,entry'
d'eflection and can lead,' to sharp braking at
entries accompa·niedby "nose to tail". accidents,
e'speclaIlY':in, rural ,areas. The best 'entry angle
value is about 30 degrees. Figures 6.36 and
6.37 show two' extreme ·cases...'. ,

6.10.4' Flare' Design a~" Entry

Flares on the' app'roach to roundabouts'shall be

such that": '
,'~
J'.':
<L

a) The maximum entry· width shaH not

exceed lO.5m .for single and 15..0m for
dual carriageway approach' roads

b) The average effective .flare 'length shall

not exceed 1 aDm, but it should be noted
Entry Angle is Defined IS (.9o·-e/2)
that beyond 30 or 40m any expected
extra. capacity 'is d~rived. from
extrapolation' .beyond the bounds of
experimental' data and should therefore
.by treated with caution. Figure 6.36 .Example of Too Low an Entry
Angle and also Substandard Entry
The capacity of an entry can be improved by Deflection
increasing the average 'effective flare length,
though this is of limited effect. A minimum
length of about 5m is, desirable in 'urban areas,
whilst a length of 25m is. considered adequate
in rural areas. Flare lengths greater than 25m
may assist in geometric layout but have little
effect. in increasing capacity. Flare \engths
( ;

should not be areater than 100m. as bevond

January 1997' Page 6/40

 - QATAR HIGHWAY DESIGN MANUAL SECTION 6

'~"1 -

...-\
-.,'
....~~, I r

q Entry angle

Figure '6.37 Exam·ple,·:'ofToo, ,H.igh an Entry

Angle and also Excessive Entry

Deflection

6.1,0.6 Entry Rad'us

.. ,..::.. ·~or small roundabouts entry capacity. increases

,·-~~~i>A~i~h· entry radius up' to about 20m, higher radii
,..:.'. ·:resu,lt:.in.,very Unl~.,.jnprE3~.~~.,J,.,p~p~~i,o/._",.,!he
.tnini·murn:entry radius should be 'S'm," ~ 'good
practical.:··d·E!·.Sig".... is about 20m.. Where a
roundabout',jS de'~ig,ne,d to cater for 'large goods
vehicl'es in': parti(jufa-r;·:th.e~ntry radius" should
not be te'ss' th'a·n .tbrri~;,·:.For.:large:rqundabouts
(40-60m diameter) Ilargeer1trYradiiw.nt~lrnost
certainty ,result ~n inadequate' :"entrY':,'d~fleclion:,'"
for example it win not be possibletoac'hi'eve;the : ':,
deflection standard if the entry radius is~tOd,m'
or more~
.' "
6.10.7 Entry.Kerbing
'. I l J"_

,As entries arE? .~Irrq,~talyvays kerb,eq, ha.rdstrips

should beterro,~Q~t~d'~hen'~:' erltry ,,::Wiq~:rii,ng, "

begins,.' The sirri:ple'$t:·p'focedure·,is]o.i"f'ag·~the'· '

kerbs' at th:e'"'ba:ck:'of ths",h'ardstrip':and' "th'er",

terminate ·the·harc1.strip edge line, by profiling it

back towards the kerbs in a short smooth'curve

or-taper. (See Figures 6.38 and 6.39). This is

not appropriate where there is regular use by

cyclists Who may wish to continue to the edge

of the circulatory carriageway by Using ,the

,hardstrip. .'

131
t'\ t:llt-1
 , QATAR HIGHWAY DESIGN MANUAL .SECTION 6

d-------..=------­
- - - - - -.- -- -- -- ---­
d-----------=­__ ---­ ____............... a, \

a Kerbs
~
,""" '-\\ \

\
\.
b Edge Lines \
\
c Edge Line Profiled Back towards. the Kerb
d Edge of Carriageway

'.; ::~:,jJ,,:.::: ....

~~~!1?~re 6.38 Method of Terminating Edge Strip on Single Carriageway Approach to a Roundabout
~-e.•.'". '1'.. .
~.,.. ~;

d_......._ ........ _

--~---~~--~--~~-~ ---­
1m·,
d "
...
,~·~"V~ ~}1t~~.$oift~., .. :... ,_

1m
--.-.~ ­- ~ - -- ­ -----~ ..-. . . . -.......-.~r- ----~~ ~
- ­ __ ..... "··r'"
,~"I

. .........
....... -.. I\
~

--- --- ---­ ..........

..........
\\,
........ """"""'"
\
\
\
\
a Kerbs \
\
b Edge Lines \
c Edge Line Profiled Back towards the Kerb
d Edg~e of Carriageway

Figure 6.39 Method of Terminating Edge Strips on Dual Carriageway Approach to a Roundabout

January 1997 Page 6/42

 QATAR· HIGHWA YDESIGN MANUAL SECTION 6
6.1 0.8 Entry Deflection
.f.""~
. I
~~._/ r Entry Path Curvature is. one of the most
important determJnants of safety at
roundabouts. It is a measure of the amount of
entry deflection to the right imposed on vehicles
at entry to the roundabout
For dE?sign purposes only, at both new, and
l
improved 'normal type roundabouts, the vehicle
entry path shall" be such that when inscribed in
accordance with the follo.wing construction, the
tightest radius of the entry path curvature shaH
not exceed 100 metres.
Construction of the Vehicle Path
The method of construction and 'measuring the
entry' 'path curvature ,is described below, and
shown' 'in Figure's'S.40 't6' 6.43'..· Figuie' 6'.41
shows an approach 'with negative curvature,
Figure 6.42 shows an approach with positive
'appro"ach, curvature,· and ·'Figure 6.43· a
} ...~....!oundabout at a "Y" junction.
. -::~~~~:;;~~.:~.
vehicle paths shall be carried out
· . ·'::~:~~.JAssume:
I. ,6~I .. "t ..#..,._".
. ·a) .... :'The,·:en,te"ring"vehicle'is'2'm:wide'and 'will ,
be taking the 'straight a'head' movement
at a 4 arm roundabout and across the
head of th·e Tee at a 3,arm roundabout ,,'
b) That there is no other traffic o'n·. the
approach .and . ~~, . the ,circulatory
carriageway
c) Th.at the driver will- negotiate the s.ite
co'nstraints with minimum deflections and
that lane markings ,by the "Give Way" line
will be ignored
d) The initial ,approach position for entry
path curvaturem,easured from a· point not
less than SOm from thOe, "Give Way' line is
within the range:
- 1 m from the nearside kerb
, .
- 1m from the centreline of a single
carriageway or 1 m from the offside
kerb of a dual carriageway
This will ensure that all approach
alignments are examined an·d that no
vehicle path ·can ' exceed the
recommended maximum radius of
curvature
J~
_1":lrul~"'" -1007
e) That the vehicle proceeds towards the
uGive Wayll line, then:
- It proceeds towards the central island
of the roundabout passing through a
point not tess than 1m from the
nearside channel or kerb, the position
of which relative to the starting point
depends on the amount of approach
flare to the right (Figure 6.40 and 6.41 )
- The vehicle is then assumed to
continue on a smooth path, with its
centreUne never J1assing closer than
1m· from the central·island (it may be
more in some configurations). .
Draw, to a scale not less than 1/500 using a
fle>dble' curve of equivalent, the centre· line of
the most realistic path that a vehicle would take
k, its complete passage through the junction on
a smooth .alignment without sharp transition$.
More than one independent assessment of the
This tightest, radius shall be measured by
·,m'eans ,of ·,s,uitab:le,tempiates.'See.. ','To' Measu re
th.~En!~ pat,h .Curvature"..
The e·xact path drawn will be a matter of
personal judgement and the 'results should be
examined for compliance and consistency with'
the appropri~t~ clau~es j,n this section.
.
. . . '
,
. One convenient method of construct"ion .of the
required path, is to imagine the adva'nce of al'l
, the channel· or kerb lines and centr-eUne in the
, 'case of single carriageways(together ·with
central· islands and deflectioni~lands) into the
carriageway by 1 m. .
, , . ,. .'
..
The vehicle path·witl be the line, of least
resistance, whose 'centreline· will normally, but,
.not always, be tangential to these construction
lines; in the entry~ at the central island and in
the exit. Any reverse of CUNature: in the vehicle
path around the central island must. be drawn so
that there is n9 sharp deviation b-etween that
curve and the entry curve. Particular care in
checking: entry pa~h curvature is reqUired when
considering smaHcentral island designs.
To Measure the Entry ·Path Curvature
The entry path curvature is measured on the
curved length of path in the vicinity of the IIGive
WayH line· (but not more than 50m in advance of
it) between points X and Y (see Figures 6.40 to
6.43) about 20m to 25m but not less than 20m'
in length, over which the tightest radius, OCcurs.
n " , .....
 QATAR HIGHWAY DESIGN MANUAL SECTION 6

1-.

..,(
._,~:' ..• .
' )

. ,':.... '~...;;: ...

:.~:~.%;:~ .:,
.~ --:-1 .......~.~ .~j
•

. ' , . , ' .

'Fig-Lire" 6;40 Determinati'on Of (:ntry Path Curvat.ure

.....----- --------------
.
\
"
~ ._----~ - ~
~ , J1mmin y " ~ ...
_, _ ~ x mif'
':'---' - - - - - ------------..a....,::----~---f7m
.
~
~ "".;...,..,--1-----
~. , : "-.
~~~' ..

'0

Figure 6.'41 Determination of Entry Path (On a CUr\led Approach Arm with Negative Approach
Curvature)

/'-Ib
January 1997 ~~ge 6/44
 Q'ATAR HIGHWAY DESIGN MANUAL
6.1 0.10 Visibility
The forward visibility at the approach to a
roundabout shalf be as indicated in Section 2 for
the appropfiate design speed. This Minimum
Stopping Sigbt Distance (SSD) is measured to
the uGive Wayll line as's~'own in Figure 6.46.
The following guidelines represent good
practice 'concerning the provision of visibility
and, when subjec't ':0 relaxation, there is a need
for additional sif,,;:-,tng to alert drivers of all
vehicles to poten1.ial hazards.
Eye and Object Heights
Visibilities, with' the exception of visibility to the
left at entry and across the ·central island, shall
be assessed in. accordance to Section 2.
Visibility to the left and across the central island
shall be obtainable from a dri'ver's eye height of
1.05m to an object height of 1.OSm, and the
'envelope of visibility shall extend to 2.0m above
,,,,.';~.::~~ .. ~"the rO,ad surface.
.' ,'. : -.....
,
A~1vhere traffic and direction signs are to be·
. :>:?'....::erecte,d ..Qo.a ,central're~erv~tion, verge, ,or
, deflection· island wi'thi'n" the e'rh/elb'pe of -visibi:lity;
including to' the left, the mounting height shall
n'ot be less than 2.0m above the -carriageway
surface and the env.elope checked .on sites with­
ch.anges of gradient.
Vi-sib"ility to the Left - . , . .
Drivers of all vet1icles approaching. the "Give
W,ay" line' ~ha-II be able to see' the full width of '
the,citculatory carriageway t9 their left from the ­
"Give W ay~ line for.8 .distance appropriate to the .
sight stopping distance for the circulatory traffic
(measured - -alon·g . the centreline of the
circulatory ,carriageway) as indicated in Table
6.14, and .shown in Figure 6.47. This also
applies to roundabouts'that have parapet walts
on either si~e of the circulatory carriageway. :
This visibility shall be checked from the centre
of the offside lane at a distance of. 15m back
from the "Give Wayll line t as shown in Figure
6.48. " Checks. shall be made that cfossfall
design or construction and sign location do not
restrict visibility.
It should be noted that excessive visibility- at
entry or visibility between adjacent entries can
result in approach and entry speeds greater
than desirable .for the junction geometry.
Consideration shall be given to limiting in
particular the visibility of adjacent entries to that
from 15m back on -the approach, and the
visibility along the-·approach to no· more than the'
stopping" sight distances for the design spee<;:1 of
the approach, by the selective·' use of
landscaping.. .
/'-1)
SECTION 6
\. ,.'
Forward Visibility at Entry
Drivers of all v~hicles approaching the "Give
Way" lip~ shaJLb~_ableto st?ethe fun width of
th~ circulatorY c,arriageway ahe(idof them for a
distance (me~sur~daJong: ~Qe' centte lin-E:! qfthe
.circulatory carriageway) .'app rop riate"to "the siz'e
of the ro-u..r1,d(ibout (as jn9ic~ted inT~bl_e6.14)_
The visibility shaJI be checked frartr t'he centre of
the nearside lane 'at a distance of 15m back
from the "Give Way" line as sho~n in Figure
6.49.
· Circulatory Visibility
Drivers of all vehicles circulating on a
roundabout shalf be able to see the full width of
the circulatory carriageway ahead of them for a
distance appropriate to the size of roundabout
(as indicated in Table 6.14). This visibility shaH
, be checked from a point 2m .in from the central
istand as shown in Figure 6.50. 'It is often useful
to improve the conspicuousness of central
islanqs by the use of landscaping, but this could­
qbstrl)ct circulatory visibility. The circulatQry
, visibility -envelope will encroach onto the height
of vegetation or surface treatment. In" these
situations, limited penetration into th·e visibility
envelop-e.byve.ge-t~liy~. g~0\t\fthof a dispersed
nature would not be unacceptable . '
InsciibedCirCle Diameter, .' "VisJbility Distance
(m) . , (m)
(D a- in Figure, 6.49)
, <40 Whole Junction
40·60 40
60..100 50
>100 :'70
Table 6.14 , Visibility Distanc'e
Pedestrian ~rossing Visibility
Drivers of aU'vehiclesapproachin:g a pedestrian
crossing across an entry shall have a minimum
distance of visibility to it of the Stopping Sight
Distance for the design speed of the link (see
Section 2). At the "Give Waylt line, .drivers 01- all
vehicles shall be able to see the full width of a
pedestrian crossing across 'the next exit if the
crossing is within 50m of the roundabout (see
, Figure 6.51). In urban areas, adjacent roadside
development m.ay ho~ever prevent this visibility
splay being fully established.
Page 6/47
 QATARH'GHWAY DESIGN MANUAL SECTION 6

. Visual Intrusions .
Sign~, street furniture and pl~ntjng shaH not'be
r place.d within-thevisib:ilityenvelopes so '·as to
obstruct visibHity,. but infrillg-ements byh~ol~ted
sfimprolections"-s~chas·,:,la·mp. columns, sign
supports or bridge 'columns ,c~;n be---ignored
provided they are less 1han5~Pf!lm'wide. 'The
only exception ~o. this will be· positioning of
bollards on c;ieflE!ction islands ~and :staggered
chevron boards on central islands. Where
possible, care shaH be taken to minimise the
effects of pedestrians on visibility requirements.

·,..t
.4- ...... r ..... ~

. - ~.~;/.::~.~~.~~.~~.,

.. ~#:~A~ ~~.~'~.".
.... 1. -:.. . .
·,,\f~ ,"., • •
 QATAR'HIGHWAY DESIGN MANUAL SEOTION 6

7.3m Dual Carriageway

:'O-::".'.d
,.
t ­ ; ...

~... .;......:.

ii.3m Single Carriageway

·,.t'

7 .3mSingle Carriageway

a:Jl Vehicle Position Centre of N-earside Lane

a Desirable Minimum Stopping Sight Distance (SSD) for Approach Road Design Speed

Figure 6.46 Measurement of Stopping S,ght Distance

-'.- ..... nn-,. Page 6/4-9

 QATA8 HIGHWAY DESIGN MANUAL SECTION 6

,It.

-
-.-_:<, ~ .
".'.~~~'~' ·i.~~.
. ., r.
.
Ar•• 01 clroulatary c.• rrl.geway C1_V_or_.../
which viail>illty ahall ba obtainad
"]..: } ~/~:}.• ,fram viewpoint <::( .._ _.
a. Sight Stopping Olala!'Ca for Circulating T.rafflc
b.H!Jf..k.!!n.!~I!llh

Figure 6.47 VisibilitytothEfL~ft Required:atEntry (From"Give Way" Line)

." .. "~". . ..: .'

(
.'

)
(
.t.' .

Area of circulatory carriagew.y over

which vi~iblljty
from viewpoint «
sh.1I b. obtain ••

a. Sight StoPl=ling Oi.stance for CltculaUng Traffic

b. H.II I..no Width
c. Limil 01 Visibility Splay

Figure 6.48 Visibility to the Left Required at Entry (15m back from "Give Way" Line)

January 1997 .:Pa.ge 6/50

 aATAR HIGHWAY D-ESIGN MANUAL SECTION 6

....... -- - ­

~rea of circuiatory carriag'eway over which

'-vfsibiilty·;shali. be obtained
fro~ viewpoint ):>
a. Sight Stopping D'i.tancefor Circulating Traffic
b. Half Lane Width ., ,
c. LJm It of Visibility S plity

Figure 6.49 . ForwardVisibiJity Required at Entry

Ares of circulatory carriageway over which

visibility shall be obtained
from viewpoint <{

,,
\
\
\

-­
.\
\

.'~

a Distance Related to Circulatory Speed

b LIm it of Visibility Splay

.1' .
(
.........

-
Figure 6.50 Circulatory Visibility

_. - -'--.:- . """._...,. 115

PaceS/51
QATAR HIGHWAY DESIGN MANUAL S~CTION6
-, .

~,
\ /'
\
\ ~---~------I
\
\.

a MlnimuJ1I Brea over which unobstructed"

Vialbltlti i. requJred from vieWpoint· ' <:{
when cro,.lng '·'•. ,wl~hln50m .of exit
.b Half line -widttYt~.:· - --,
C Lim 1~_Of~I.I~'~i'lty -~plilY
~:

Figure.. 6.51 . Visibility Required at Entry to Pedestrian Crossing at Next Exit

:, ...,

Jan.uary 1997 _, , - ~Rage.6J52

 QATAR HIGHWAY DESIGN MANUAL
6.10.11 Circulatory Carriageway
r The circu'Jatory carriageway should, if possible,
be circular in ·plan, avoiding deceptively tight
bends.
The width of the circulatory carriageway shalf
not exceed 15m. However, block paving
'collars' around the central island can be used
to provide additional width if long vehicle turning
movements need to be catered for on smaller
roundabouts.
The width of the circulatory carriageway shall be
constant and lie between 1.0 and 1.2 times the
maximum entry width. However, see Clause
6.10.12 ,if small Inscribed Circle Diameters
(ICDs) are b.elng cont~rnpl~t~d.
It is normal practice to avoid short lengths of
reverse curve between entry and adjacent exits
. _,', ~y linking these curves or joining them with
'··:~:·:.··:,..~.t.raights between the entry radius and the exit
,;;~·::~~~,ra·dius. One 'method is to' increase the exit
a
·:/?-:;Z"faaius. However~ where there is considerable
'-'-drstancebetween the entry.and the: next exit, as
"at'thres'-s'nt;y to'un'da'bouts, reverse curvature
may res~lt (see F,igure ~.50). ' v.ehicles butc;'dl9-w.,overr~n·.by:the 'rear whe;eJ.s,pf
There maybe. situations' where 'the turning
proportions are such that one section of
circulatory. carri.agewaywill have a relatively low'
flow~, In this case, ·there may, be an over
'provision in circulating carria'geway width and
an area' of carriageway,' usually adjacent to an
entry deflection island, becomes u'nused. It
would be possible to reduce the, circulatory
carri'ageway·Width ·by extending the defJection
island and,advanqing the ·"Give Way" line. This
method of reducing· circulatory width may a'iso
(~. be ,adopted as an interim measure in the early
years of-a scheme.
For larger roundabouts, this reduction .in
]
circulatory width can be achieved by the use ,of
hatch markings and is often associated with .
taking out of use the offside entry lane.' Jf, such
measures are to be considered as an interim
geometric design feature for early years traffic
flows, consideration should be given to· the use
of contrasting· hard surfacing. for these areas.,
For smaller roundabouts it is more appropriate
to c'onsider interim circulatory carriageway
reduction by increasing the size of the central
island. If this is to be introduced from the
outset, a preferable measure would be the use
of contrasting hard surtacing but hatch markings
~
J
could also be considered.
r-­
$ECTlON·6
6.,10.12 Inscribed Circle Diameter (leO)
The following advice is based on the swept
turning paths generated by .a 16.5m long
articulatE:1,dvehict.ew,tha single: axJe at the rear
of the trailer. ' This is. referred to below as the
IIDesign Vehicle Jl
•
The turning width required by this type of
vehicJe is greater th.an that for afl other vehicles
within the norma! maxjmum dimensions
permitted in the classifjcation'$ given in Table
· 6.1, or .likely to be permitted in"lhe near future.
Th,e requirements for other vehicles (in.cluding
a 12m fong.·rig,id vehicte.12m long coach, 20m
drawbar .. traiter compination,' and·, a 16.5m
articulated vehicle) are less onerous.
, The sma'lJest leD for a normal ~oundabout that
will acco~modate the "Design Ve'hicle"is 28m ..
It should be noted that it may be difficult, if not
impossible'l to meet the entry de~Jectjon
require:ment· with normaJ roundabouts ,wh.ich
have ,"CDs up to' 40m~ In this case
'consideration could be given to the instaUE.1tlon
'qf ·a,:Jow·pr~fll~ central' ,island which wO.uld
-'p rQ.~lde~~':::;· adeq'Qpte":;··'$fJ:e,ct~o,n'·' "'f,or'·· ­.. 'St.andard
a:rtic~fatedvehJcJ.e~ .Ci,nd ,trai,lers·. 'Such"i~:lanps
shouldhave'the:s~me profile cis the circulatory
, carriageway \lYitn a,m~,~murl}. upstanq, of. 5,Omm.
• ~ I •
-. . .
The turning s.pape..
r eq,uirementsfor the UDesign
Vehicle" at normal".roundabouts from 28m,to
36m leo are' shown in' Figure" 6.52. Fo'r ICDs
above these values, and/or where low profile
central' islands are to be installed, th~'circulatory
carriageway width ,s~oufd be ~heck'~d agai'nst
Table 6.5. But· usually the'Julel'n' -Clause
6.10.11 will provide more than adequa:te ,w~dth.
6.10.1·3" Exits
The spacing of
an exit and the preceding entry
shall not be less than that which results from the
, combination of the minimum entry radius (6m)
and the minimum exit radius (20m), though
desira61e radii of 20m, and 40m respectively
should be used where possible. If an existing
roundabout ;s to be modjfied to include an
additional entry, care must be taken to ensure
that this does not affect safety at the proceeding
entry and folt'owing ~xit. It may be necessary to
redesign the whole junction if adequate spacing
between adjacent entry/exit cannot be
achieved.
The principle of "easy exits shall be applied. A ll
nearside kerb radjus of about 40mat the mouth
of the exit is desirable but for larger rural
roundabouts this may be increased to suit the
 QATAR HIGHWAY DESIGN MANUAL SECTIONS

overall' junction geometry. In any ,case, this..,

radius shalf ,·not be',below,: 20m, or greater-t.t:lan
I- 200m.

At the beginning of an exit., its width, measured

normally to tt:teexit. radius, shoUld,' where
possible, 'allow for an extra traffic lane over and
above that of the link downstream.

Forexample, if the downstream link is a single

2 lane or wide single 2 lane carriageway, the
width at the· exit should be 7.0m or 7.5m, and if
the link is a 2 lane dual carriageway" the,width
should be 10m to 11 m. This extra wi'dth should
be reduced on the nearside in 'such _a way as to
avoid 'exitingv~hicles encr0a..ching onto the
eh~ering carriageway ~t the end of the traffic
deflection island. Normally', this w'ould'be'at a
taper of 1:t5" to 1..:20, though, w,he.re, the exit is
on an up gradient. thelocaJ widening may be
extended to reduce int~rmitt~nt congestion from
'. slow moving larger vehicles and'to provide an
:~-i~~~,:,:overtaking ,opportunity for faster vehicles.
\.

<::/~:f\;~SJmilarIYI if the exit. road' is on a right hand

'·>,~·f~~qrYe" it may be necessary to extend the, taper
:-·~::.Ien·gth ·and the Jen.gth 01 .the traffic deflection
,isfatrd.. Within" single. 'carriageway:: ,exits, a
,:ij1'ini'rriUffi· 'w'iath','ol:e'·m~::'m~easurecrrio'rmaJty~:tb"the,
,nea:rslde' kerb'"sho·~ld·be1JroVided:-,'a~Jace:rltto
traffjc'd~fle,ctjon isl'cinds,to 'aUovltraffic'tcf'p'ass;'a
, bro,kendowri ,vehicle.,' ';;Figu.r.e 6.~3' '~n()w~ a
typiCatsi,hgle ,'carria.gewayexit s'mbodying"some
of,theabove·principJes.Op exits, theedgeHne
shoqid co'nttnue aloril~' th~ 'line bf:,the,ke,rbir)'g
once this is terminated .(see', ,Figures 6~38'and
. 6~39), ' ;.' " , " '. ­

January ,1..9,97 ., .,~qg,e 6/54

 QATAR HIGHWAY DESIGN MANUAL SECTION 6

";"",,,,
;'
// C
/
I
I
I
I
I
I
I
I
J

,/
I'
I
I
,
l
\
\
\
\
\
\
\ -
\
\ ,,
,,
,
"' ....
"" ....... ­

............

8 Main central Island

b Low profile subsidiary central. Island where provIded .
c Remzlning cIrculatory carriageway width 1.0-1.2 x maximum entry width
d Design vehicle '
e 1m clearance 'minimum
f Inscrlbed- circle diameter (ICD.)

Central Island Diameter R1 .. R2 Minimum ICD

(m) (m) (m) (m)
,0,:;'" ' . ,

-, '~ 4.0 3~D 13'.0 28.0

[

6.0 4.0 13.4 28.S

8.0 5.0 13.9 29.8

10.0 6.0 14.4 30.8

12.0 7.0 15.0 32.0

14.0 8.0 15.6 33.2

16.0 9.0 16.3 34.6

18.0 10.0 17.0 36.0

Figure. 6.52 Turning Widths for Smaller Normal Roundabouts

 QATAR ,HIGHWAY DESIGNMA,NUAL "
6.1 0.14 Crossfall .and Longitudinal 9radient
Steep gradients should be avoided at
roundabout approaches or flattened· to a
maximum of 2.% before entry. Crossfall and
longitudinal gradient combine· to provide the
necessary slope that will drain surface water
from the carriageway~ Thus, although the
following clauses are for simplicity written in
terms of crossfall, the value and direction 0.1 the
greatest slope must- always be taken' into
ac·count when considering drainage.
Superelevation is arranged to assist vehi.cles
when travelling round a· curve. Its values, when
used, are equal to or greater than those
necessary for surface water drainage.
SHpe-relevationis,not required on the circulatory
carriageways of roundabouts whereas crossfall
is required to drain sl:Jrface water. However,.on
. the approaches· and exits superelevafton can,
. .~. :;~:~assist drivers to negotiate the associated
<:~:t~tes.
:"~'T-o::provide comfort and enable drivers to remain
: '~ifl",.Q9f'tr9'" tb~ .. "1~.tD1~rTl, :aJ9.e g'raic sum, of
. opposing crossfaH -gradientsshould·no.t be
.greater than 5%.
a Exit Radius 40-100m
Figure 6.53 Typical Single Carriageway Exit
January 1997
SECTION 6
Normal crossfall for drainage on roundabouts
should not exceed 2% (1 in 50). Crossfall_
should not exceed 2.50/0 (1 in 40). To avoid
ponding, longitudinal edge profifes should be
graded at not less than 0.670/0 (1 in 150), with
0.5% (1 in 200) considered_the minimum.
The design gradients do not in themselves
·ensure satisfactory drainage, and therefore the
correct siting and spacing of gullies is critical to
efficient drainage.
For Entries
Here, curves may be tightened, (see paragraph
6.10.9) and the degree of superelevation should
be appropriate to the speed- of vehicles as they
approach the roundabout but superelevation
sho-uld not·exceed 5 % (1 in-20).ln cases where
superelevation is used, it should be reduced to
the crossfall required merely for drainage in the
vicinity of the tlGive Wayll line, since with
adequate advance signing and entry deflection,
speeds on approaches should be reducing.
. Page, 6/56
 QATAR HIGHWA.Y DeSIG.N.MANUAL SECTION 6

/ ,,
/
/
,
a/" . , a
/ " \.

/
,/
",
/
"
/
" " /
/
" a /
" /'
/

a' ..... /

",
'/
/

SectionX..X

',a'Crown Line
b"Smooth Crown

. , - '..

Figure 6.54 Typical Example of Crossfall Design Using Onf3 Crown Line Which Joins the Traffic
Defl~cti.on r~~ands "by St~ajght Lines '

For C'ircu latory" Carriageway, ,: . central island or away frorn'it. Ttlis should only
Values '01- .crossfaJrshould, be
no greater' than'
those required' for draj~age"'alt~'ough,itisgo'od,
practice' at normal roundabouts, to arrange.for
crossfall'to, assist vehj~les. To, do this,' a. cross
line is formed , where' the entry and 'exit
(~~ carrlag'ewaysrn'eetthe conflicting' crossfall 'of
the circulatory carriageway.. This'Hne'can e1ther
join the end of the traffic deflection fsfands from
entry to exit (Figure 6.54), or divide the
cirCUlatory carria.g~way in the proportion 2:1
I internal to external. ' The conflicting crossf.alls at.
the crown lines have a direct effect on driver
I comfort and may. also be a contributory factor in
load shedding -and large goods vehicle roll-over
accidents. The . mt~.ximumrecommended
algebraic dif.ference in crossfaJl is 50/0 ,although
Jesser values are desirable, particularly for
roundabouts with smaller tCD. Care needs to
-be ta'ken during detailed deSign and at the
construction stage to ensure a .sattsfactory
carriageway profile, without sharp changes in
crossfaH,- is achieved. A smoothed crown is
essential.
f~~" in some cases with small \CDs it may -be more
'-.,...:...­
\
appropriate to apply crossfaH across the full
\)
C\fcu\atory carr\ageway width either towards the
)
Ie; t
app.ly w~ere vehicJe speeds are rSl"atively.low.
For Exits,
Supere'levation, related - to the horizontal
alignrnerif, :-should be piovfded -where· necessary
, -to assist vehicles to "accelerate ,safelyaylay from
the roundabolJt. .. H'owev-er;aswith' entries,
crossfalls adJacent to thetoundaboutshould,be
those' requi red for suriace water draina:ge ,If the
exit leads into a left hand curve, superelevation
should not be introduced too qUickly and to
such a value that vehicles tend to encroach into
~n
adjacent (dual or - opposing single
carriageway) lane.
Adverse' Crossfall
Advers~,Crossfall'1scrossfall th~t acts against
the- desired movement of a vehicle when
turning. It can lead to driver discomfort and
even safety hazards and shoUld, if possible, be
eliminated from the paths of the main traffiC
movements at' normal roundabouts~ -.Smalle r
normal roundabouts in urban a-reas "are often
superimposed~uponexistingpavement profileS
.' and 'in-these cases, the cross section,.af_the
existing roads will influence crossfalls at the
roundabout. T..Junctio'ns require 'particular
 aATAR HIGHWAYDESIGN MANUAL SECTIONS
atteht1oh~ . SO"rlie'-t'adv-etse "c(o'§sfall ca'n" tie ~ ",'
accepted in order to fit the eXisting' levels
to provided approach'speeds are low. Limited
adverse crossfall at these roundabouts can
assist in making the form of junction more
conspicuous tQdrivers.
6.10.15 Segregated Right Turning Lanes
Segregated right turn lanes are a useful method
for giving an improved service to vehicles
intending to leave a roundabout at the first exit
after entry. Their use .should be considered
when more than 50.percent of the entry flow, or
more that 300 vehicles per hour in the peak
hours, turn right at the first exit. However, when
considering the use of these lanes, vehicle
composition should be examined. If the right
turn vehi.cle.s.a[e"_predom-inantfy light and .th.ere
is' a high proportion· of cyclists and/or large
goods vehicles leavin'g the roundabout, there
_ could be problems with differential speeds at
~~;;.;~~ ;the merge, particularly if this is on an uphill
_:~.~~·;,:~,gtadient. If segregated· lanes are· to· be used in
:~f~1.~~8'ese situations they should finish with a "Give
'.~I·Wayn line at the. exit to the Jane. ' These lanes have been observed to handle
, .'TIier·· Us'a ~ ·of·'thes'$ ·laiies iif 'Uma'ri .a'reas whe re
.pedestrians are expected to cross should. be
carefully considered. 'In no circumstances
should· ped6strians'be expected ·to cross, right
turn lanes s'egregated by road markings... _'
If pe'destrians' are ~nticipated they should -be·
channelled with.the use of guard raU- ,to a safer·
" crossing,· 'point. ' If, this is,' not . possible the
segregated right tu.m and· other v~hicles exiting
segregation :. should, by, a.,· physical·' island ,of
ttte rounda~out shOUld take place within SOm of
, sufficient width to accomm'odate the·anticipated
~ the': roundabout, where speeds . are still
peak number of' pedestrians. '
TherE!.arf? two'basJc types of ,segregated 'right
turn (Cines,· ·::,name·ly. ~,sE3gr~g,ation, . . by . ··· road
m~rkings· and . physical, segreg~tjon.. ".In both
types, vehicles arechannelted jnto:,.the ,.ri-ght
hand lane by lane arrows and road' markings
supplemented by advance .direction ·signs, ,and
vehicles proceed to the first exit without having
to "Give Way" to others using the roundabout.
Segregation by road markings is more common,
but is less effective because .it is SUbject to
abuse. It is essential that the operation of the
segregated lane is not im,paired by traffic
que~ing. ·~to use the roundaJ;Jout· itself., .The
des'jgner should ensure that the approach
arrangements are sufficientlY clear so that they
are relatively self-enforcing.
Segregated right turn lanes should not induce
high speeds.. ·The design speed should not
exceed that of either th'e entry. or exit link, and
any desirable speed reduction should be
achjeved at the entry to the lane rather ·than
·withih>'"'jt. "··'·--FbfWard'visibility throughout '''the
segregated fane should t;>e the- appropriate
stopping site distance for the design speeda
W'here. the large., goods vehicle proportion' is
low, the fane width may be, reduced to 3.5m but
shoutd- not be less than 3.3m. Where road
r
mark'ings are used 10 create the lane
segregation, ·the ,overall width of the marking
should normally be a minimum of 1.0m. Where
·the large goods vehicle content is higher, the
lane width must be checked to ensure that it
can accommodate the swept paths of larger
· vehicles, especially where physical segregation
occurs. Further information on the widening of
lanes on curves is
given in Table 6.5 and
Section 3.
It is not necessary to make allowance for
broken. downvehi.cles....WJth segregation by
road markings·, such vehicles can be overtaken
with caution. Where physical segregation is
introduced, this should not prevent a right turn
at the roundabout in the normal, way from the
no.n-segregated part of the approach.
1300 vehicles per hour with ease and for design
'. pLifposi~j's"a': 'maxlrh'Um·capaCity·oft80n'Hght '
vehicles per hour may·· be assumed where· the
exit is free running. Segregated lanes need not
beconsid·ered· .as' part of the entry when
·calculating· capacities,. for other' traffic
·movements.
The me·rging between· vehicles' from ,a
'comparatively I()w. Ideally, there should, not" be
_,a' .forced-:merge.. Howev~r; running. the.· two
streams alongside each other is only possible
where.the.exiftinkcanprovid,e two '.anes in the
same· direction.'
In other cases the segregated' Hght turning
traffic has to merge with the other stream, giving
way where necessarye This merging length
should be at least 10m long. Segregation by
road markings· is not recommended if vehicles
have to give way at the merge, point. W'here
street furniture is placed on the island in the
vicinity. of, the merge, it should not obstruct
visibility.
In the improverT)ent of an eXisting urban T..
Junctions, the sign,ing on the segregated right
turning lane must clearly indicate to drivers that
they have to "Give Way" to vehicles leaving the
roundabout
 . ,
. "i.

QATAR HIGHWAY DESIGN MANUAL SECTION 6

6.10.16 Road'Markings'

r Road markings' are used to ch~nneHze traffic

and,where required, to indicate ,a de.dicated
lane.' Lane indication arrows to reinforce the
advance map--typedirection signs at entries can
be beneficial where heavy flows occur in a
particular direction.

Lane dedication by arrows and markings on the

circulatory carriageway is not normally
recommended. Where a, roundabout is
, particularly extensive and partially signalled and
it is,tend,ing to a gyratory system, then some
degree of channelizatIon by road markings may
prove beneficial operationally.

,). '." . ,.'-.

. 11
,I
'J 'I
'I
1

'I
1

r".····
';/ ..,

l~

 QATAR HIGHWAY DESIGN MANUAL S,ECTION 6 .
6.11 U-TURNS'-:GENERAL
I- The provision of U-turn facilities are appropriate
to a limited number of situations in rural
locations on dual carriageways and when
combined with-r-Qther forms of junction in urban
situations. We shall consider rural U-turn
facilities only in this section.
Generally rural U-turns should be provided in
'advance of or beyond junctions as follows:
• Beyond a junction to enable drivers to
return to an important junction.if they miss
,their turning , also, add t9, the accident hazard particularly
• Beyond a junction to accommodate left
turn traffic movements not otherwise
catered fo·r'at the junction
• In advance of a junction where through
and other turning movements would be
.~..~:}~: ;... hampered by' the U-turn movement '.
< .~:~. ~ ~~~.
~~;.~.:~:::-~~ )~ .~.~ - ,
··.f:.:·.:.·;>~.~.~ TofaciHtate maintenance operations, use
....: ..:.. _~.. >-'byemergency services etc.
One of 'the' key requ.irements·for a satisfactory
U-turn,:. 'design . is that the' width, of ,the
carriageway, including the shoulder or turning
baY~'.:be sufficient to permit the turn to be made
without encroachment beyond' ttie· outer edges .
of the road pavement. The'minifT)um median .
. width for a U-turn is:11.6m. This allows space .
for physical islands each· side of traffic waiting to··
turn. U·Tvrns should be positioned at least
. 400m in advance of or. beyond any junction.,
Figure· 6.;;5 . illustrates' the standard U-Tu~n
layout.
Wherever a U-turn fac-ility is to be provided,
consideration should be' given to prov.iding a
reciprocal U-turn. This enhances safety by
'reducing the' likelihood of any illegal turning
'movements that may have resulted from the .
provision of a single U-turn facility and presents
a consistent layout to drivers.
6.12 ·SAFETY AT U-TURNS
Safety is a major concern at all junctions r
particularly on high volume, high speed roads4
Where U-turn facilities are to be provided on
th_ese roads, the hazard created by the turning
vehicles and their interference' with thro~gh
traffic must be minimised. Designs that enable
vehicles to be in a protected position while
waiting to turn are safest. As are those that
make the turning vehicle cross and leave the
opposing carriageway before returning to the
near side lane with a standard merge
movement.
- J.anuary ·.t99~7 , , ,.Page 61§0
The ar'ea.oi"medfa·r, in'the vicinitY
of th-e U-turn
should be kept· uncluttered and f~ee- from
obstructions that are over 1.0m high and wider
than 500mm, with the exception of" signs. The
visibility r~quirements are given in Table 6.1~.
This measure will help toe'nsure that drivers
exiting from the U-turn are able to see vehicles
approaching from their right, .and for them to be
seen by drivers on the major road.
U-turns', in a similar fashion to left turns,
·contribute to congestion by drawing slow
moving turning traffic into the offside lane. T.hey
where' U..turning movements are heavy or of
slow moving vehicles. However, U-turns often
afford the best economically available solution
to a·-given pr-ob·lem.
6.13 U-TURN ELEMENTS
~
{
,6.13.1 General
The main elements in the. production of an
acceptable 'U-turn 'facility are:
• Median,width
• The length of the m.edian,opening'
• Use of acceleration/deceleration lanes or
.tapers
• The nature of the turning traffic
• The design .speed of the main road.
Figure 6.55 and Table 6.15 detail standard U­
Turn layo·ut arrangements ,for rural locations.
6.13.2 Direct Taper Length (d)
"The direct taper length is the length over which
the width of a left turning lane is 'developed. Lett
turning lanes shall be introduced by means of a
direct taper whose length is part of the
deceleration length and depends on the design
speed. This taper length is given in Table 6.16~
6.13.3 Width of Physical Islands in °the
Median
The width of median atthe turning point shall be
a minimum of 11.6m including hardstrips. This
width is sufficient to shelter most large' goods
vehicles using the U-turn facility. The minimum
width of a physical island, usually located at the
end of the direct taper shall be 3.5m. The
minimum width of physical island, separating the
storage lane from the through lanes shall be
1.2m or that necessary to incorporate signing.
 • I• • _. ; _. --1 ,_ 11'. _-;,. .. . ~ .,

QATAR HIGHWAY DESIG,N MANUAL S'ECTION 6

, 6.13.4 Left Turn Lane 6.13.9 Road LJ9h_ting

The length of the left turning lane will depend
on the major road design, speed -and the
gradient. It cO£lsists of a' median· opening length,
a stbrage/queuin'g length -and a, deceleration
length. The deceleration length shall be
provided inaccor~ance witt:'l Table 6.17,. in
which the gradient is the _average for the 500m
length before the, U-turn opening.
6.13.5 Median Openings (a)
The opening in the median at the crossing point
shalf typically b-e 11.0m wide, as shown on '-Fig
6.55 ..H9wever this should be adjusted to suit
long vehicles or those_ with' 'abnormal toads
wh-en reqUired. . , To allow for surface water dra·tnage~aAd . driver ­
6.13.6 Storage/Queuing Length (b)
,,-:.~:,··,:";The storage/que-uing
length ,shall be determined
'..~~:i~·~:.,fl
accordance-with the requirements of the
<~;~~:~'~ta.r Tr~ff~9 Maunal.- ~heqlJe_~ing, le~gth shall
··~"<.b&·:sep-aratedfrom through traffic bya physical
-island.·on,.. eaGh·side at)d.,the'.queui.n:g,:lane.width
shalt be 5.0m. '.
.' 6.1-3.7"Mer,g,ing,Len~th (e)
' ­ ' . ~ , . .' " .
The 'meiglhg length" shaH ··be -constructed· in '
It is pa_rticularly important that U-turns are
clearly visible to through traffic. In all cases,
street lighting-shall be provided. Refer Section
10.
6.13.10 Traffic Signs and Road Markings
U-tu-rns shall be clearly SIgned in accordance
with the Qatar'Traffic Manual. Consideration
. shouid be given to providing additional signing
for the traffic on the through route to indicate
that vehicles may be crossing the road ahead.
6.13.11 Drainage and Crossfall
comfort, the road crossf.all on the -major road
shall be continued through the U-Turn. -Checks
shall be made for flat areas at all changes in
. gradient, superelevation or crossfaU. 'Surface
run-off shalf not be allowed to cOliect in streams
and now from' the U-Turn 'across the major
through road, or to collect on or·,Cross 'the, U­
,!urn, .lane S.P. astQJ~I~~~J1.tahg,~r9<JQ .. '!~h,!91~s"
- manoeuvring- a.nd.. ·b-rakin,g. -Inadditio,n, the' rural
, situation'" raqlli'res·the" en·gineer·.-_to '""carefully
consider the maintenance require,ments of any
. - drainage system he adopts. Ref.a'rto'Section
.8". \·l_.~.".'

accordance .with· Qla~se .6~7.1-4~,· The ..merge

.length comrnsnces,a'mh,irrlu'mqistance of 45m
fro.m the inside radius-'of the median opening, or
if the major road design speed' is 120kph or
greater, 'the merg'e nose 'taper commences_ at
this point.. The distance 'of 45m is that required
for the de'sign vehicle to be parallel to the major
road, 'carriageway -, fono~ing the U-turn
movement. '

The width of shoulder on the exit of the U-turn

shall enable the design vehicle to make the U­
turn without using excessive steering lock whilst
maintaining a 1 m­ hardstrip from the outside
wheel to the edge of surfacing. To aid vehicle
direction, the shoulder should be marked or
studded to gujde vehicles to the merging length.

6.13.8 Pavement Construction

The pavement construction for the entire U-turn

facility shall be a minimum of that used for the
major through road cqnstruction. Where
consistent heavy loading is expected, the
engineer should consider more durable
pavements. Refer to Section 9.
 QATAR HIGHWAY DESIGN MANUAL SECTION 6

- -- -- --~. - - - --~ -.. - - -' - -- - ..;, . - - ---- -- - - - ---

..; _.
.- -- - --
- - -- - ~ - .- ~ - ..,;. -- -­
....:"" ~ 15 -----------:----~-----~,...
---82
_~r""-S-....1-.....;__-----------------------------___1
'12mR 2. mln
-~-.~-~~-~-~~ -~~~~~~~~~-~~~~-----~-~-~-~--~-~-~~~~-~~~~~-~--~~~~~-~---~~.~~~~-
r----- ----l -------~--------------~

a. Median opening
b. Que"lng length
c. Ceceleratlon length + diraC'!: taper length
d. Direct taper length
8. Merging length (noae length when reqUired)
S 1 and 52. Vi.lbillty diltances

.:~.:;;;.~: '~'. Design . Speed . .... -51 52 Design Up Gradient Down' Gradiant
Speed

:i.~J ~I~/.~n M!k~:oad

(m) (m)
. (kph) 0..4% Above 0-4°/0 Above
40/0 4%
50 5.0
:. 45· 60 75 7.5 50 25 25 25 25
',.: .. 60'~';:80,' 1'25":"'~ I'" 1"O~O ;',,~ .' ·'60~ ;,,·····25....·:,·­ ··'·25·· .. ··... ·, ···.. ·;-;;,25·,· .'-;.. -40.. ·,:·
Ove'r'SO' . 17S~ 10.. 0 70 '40 25 40.. 55
80 55 40 . '55 80
100 80 ~5 ... ~.o 1·10
120 110 80 11'0 150
140 150 110 . 150. 200 '.

Design Spe.~q. Direct Tap,er Length

(kph)" (ni) '.. Table 6.17 Deceleration :'Length. -. c (m). for
Dual.. Carriageways, .
50 5
60 5
70· 15
80 15
100 25
120' ",,' . 30
140 " 35 .
Note: RoundingshaU be applied to the kerblines, typically
50mR. ',. . ..

Tabl~ 6.16. Direct Tfiper Length - d

January 1·997 .
 QATAR HIGHWAY DESJGN}v1ANUAL

6.14 URBAN ROAD - SERVICE ROAD • Avoiding.Jo.ng straight service roads

DIVERGE/MERGE
Service roads should be _provided in the urban
situation where through traffic on a district
d.istributor or ""higher cla·ssfflcation road will -be
significantly affected by traffic manoeuvres from
developments lying adjacent to the through·
road. The function of the service road is
therefore twofold:
• Collects connecting minor roads and
concentrates the entrances and exits to a
limited number of' locations along the
major road, thereby allowing major road
traffic to flow more freely
• Pr()'{iding satisfactory diverge/merge
lengths
• Siting diverges and merges away from
other junctfons or traffic generation points
(both ,on the major and service roads).
. Figure 6.56 shows a c;fiverge and merge for q
service road off, an urban road of design speed
100 kph or greater. The spacir:1Q of diverge
nose to merge nose is also fixed by the design
constraints of the facility. Major road
hardshoulders continue across the junction as
a painted hatched marking.
. ,

• . Provides· -.,.cfad-.---u-sers-.--wlth-'-:a'.~··-safer fiQlA_~~e~~~Z."?b_9_~§~. '~try,JJ?,r,,.p~y~rg~_~nd _rT1~rge

environment adjacent to developments by
separation frOm higher speed' through
traffic.
'~.'7,~~.:.~~.{,.:Serv.ice roads typically run parallef to the major
,,~;~.~~f~i~~d. Ho~ever, their vertic~1 alignment is often
,,·....~~~::.gove.rned by a· lower design speed and can
·,th:e-refore, be·usecftQ, mat.ch' th:reshold·Jeve·ls.in
existing development situations,:·
. .
tor ,a service road off an urban road of design
speed 80 kph: or-greater but tess than 100 kph.
The ~pacing of diverge nose to merge nose for
thi~ design· . speed is fixed by the .design
cOhstraints, of the facility. Major road~
hardshouldersare shown with 45° tapers af
.distances, set backs and shy"'distances shown.·
Tne.. minimum vveaYing.. l.engt.h.. between' me.rg~$
,and ·diverge'sis 'given in Table 6~1,8.

Service ·roads should' preferably· beconne~ted' Desjgn Minimum

. to majo,r roadsusing-th,e major/minor junctions Speed. Merge/Diverge
criteria ljsted earlier in· this',Se,etion.: 'However, (kph) distance
(m)
limited reserv.@.tionspaqe.,usuaUy tequires't~e,
junction to connect at a skew to .'tl1e maJor road .. ,120 ' 500
This ,creates the following undesira.ble:s,ituations 100· 417
80 333
which the 'engineer shou.ld '. recognise. ·in 70· 292
prepa~ing service road~ ~esi.gns: ,60 250
50 '208

• Angled div·erge off the-main carriageway

encourages· high, speed' entry into. the
.Note: Junction sp.acrngs, may only be reduced below these
:"mi':1ima, on the express approval. of CEDRoads.
, ~
service ro·ad· .and 90nsequent danger to
Table'6.18 Mi'nimurn Merge/Ofv·erge Weaving
f~ .'j other service road·· users > '
,'. Length' , '~

• Angled merge onto the mafn carriageway

requires -the driver to make use" of his
The minimum weaving ,length' in metres'
between successive. Merge/Merge or
j mirrors to effect a safe merge with major Diverge/Diverge measured between the tips of
road through traffiCa the· noses shall be:
l
I
I The above points ca.n be mitigated to some Weaving Length (min) = 3.75V
._)i
extent by:
.Where V= design speed of main ro~d (kph)
• Eliminating 'parking and providing
unctutteredvisibility in the area of merges The distance given ~y the above formula may
and diverges be i'ncreased if the minimum requirements for
effective signing are provided.
• Introducing a chicane type manoeuvre at
Note= Service roads would generall.y be one
the entrance to a service road therefore
slowing traffic entering the' service road way in the same direction as the major road, the
major road always being a dual carriageway 0 r
I minimum 11.3m wide single carriageway.
_ J • Increasing .the conflict angle where
vehic\es entering and vehic\es using'the However, where space permits, a service road
k_.,· service road meet may be two way with normat T -junctio n
entry/exits onto the major road.

........
,Panp A/Fi3
 QATAR HIGHWAY' DES1GN~MANU'AL se'CTION6

Deceleration
Len th Y = 4.Dm
(See-Table 6.9)

Major Road.

3m Shoulder

Service Roa'd •
...--.. II

One Way --...... .1

Merging

.,.. (se~~~~t':6.10)1.
Major Road ..-,
Service Road
• One W,ay
;\, .....

= 4.0m
ti.~·

.'._:~I::·k)
""-"

..•~
!dy ,y
": T_~~}~~~ .~~:~: "

,'r.';

Figure -6'.56 __ Service:~ Road Diverge/MergeJor Speeds ~ tOOkph

Parki~g orShould~r

Df!ceJeration ,Pa,int ~arking

'­
,.~' ---­
--........
- ~~-
1"\
I
'_.....
10
.. •...
," ,
I'"

-
Len g th

,
~
(Seetable.....6 .9·

,--~~
3D-
I"
15

S'ervice'Road
•
One Way,

Y=4.0m,
Parking or Shoulder
Merging Length
paint Marking

I
(See Table 6.10) 10 .

I'" 15 ,..". ..I. . -I Major Road

j 3.E°
.....-:
'
3.0

Service Road
r
One Way~
.~ Y=4.0m
~oy

Figure 6.57 Service Road Diverge/Merge for Speeds ~ 80 kph < 100 kph

January 1997 'P'itQe 6/64

 QATAR HIGHWAY DeSIGN MANUAL

6.15 SPECIAL CON·SIDERATIONS
6.15.1 Residential Areas
In urban areas and, in particular, within
residential areas, where there is the likelihood
of pedestrians crossing 'the roa.d and where
parking may be on-street, careful consideration
is required at road junctions.
The most commonly used junction to access
developments and the most appropriate is the
T-Junction. There are two basic forms of
access layout.
In the first form, the major traffic flow is on the
through route (eg. a local road with access
roads joining), as·shown in Figure 6.58.
In the second form, shown in Figure 6.59, all
traffic is distributed to the residential access
~.
, traffic flow, tor drivers on the minorfoad:to fall
to obey the priority signing and drive through the
junction, thereby creating a hazcfrd to traffic on
the major road.
The preferred form of vehicular crossing
movement is the staggered crossroads.
Wherever possible the offset s~ould be to the
left so that 'vehicles making the cross­
movement fjr~t turn left then ·right. This is
discussed in Clause 6.2.3.
Roundabouts may be used at the junctions of
local roads with local roads and of local roads
with access roads.
However, roundabouts are generally only
r~quired where the volume of traffic on the
minor road approaches is of the same order as
that on the major road, and where the overall
level 01 traffic is such thal vehiQles on the minor

. 4 roads. This is"the preferred method of treating road experience severe delay. If the residential
·7 ... _~;:.<:' ,:'~~. access roads,B.s the"short I'engths ~:of ,'straight, road network is properly planned, this ·should
. :..~j.<~';~:qombin.ed with the turning movements required not occur.
":.7"~'~·?ff~a~ the junction, serve to
res.trict vehicle speeds
.'.;;;:. '!:":a:nd the number of. accesses onto and off ,the 6.15.2 Older Resi,dential Areas
major route.
Many existing o'ider reside.ntiaf ,areas ,in Qatar
.have particular requirements. When considering
reconstruction of these roads. the following shall
be noted: .

. I

.,
I
,I' • Narrow road r~servatj~ns gfv'ing 'rise" to
P
I

,
t
I
poor visibility,. a·specially at junctions '
I
I f
I I

• High parking requirement'

• Street system of iff defined. through.. ways,

!
f
Figure 6.58 Multiple Access Roads Joining a
Major Road
' .. crossroads and rat-runs··

Poor utility records and

condition. .
poor utility

• Highly 'variable threshold levels, otten

I
----­ - --- -- - - - - . - - - - - - .
adjacent.

• No existing surface water drainage

I
! • Existing .development. in low tying flood
"J areas

• Poor illumination.

Faced with this number of considerations, it is

essential that the engineer carefully plan the
revised road system to meet the requirements
Figure 6.59 Access Roads Concentrated Prior of the area. Traffic should be restricted from
to Main Road Junction areas where it is undesirable, rat-runs ~hould be

~-'.
closed, parking regulated and stJrface water'
As already discussed in Clause 6.2.2, the use effectively cofJect~d. The foHowing are typical
of lsimp\e1 crossroads is not encouraged' as , actions:
~'--
there is a tendency, particulariy in areas of low
I I

Janua-ry·-1997··-,·, ,-.' Page 6/65

 , a'ATARHIGHWAY DESIGN MANUAL seCTION 6

-. Close or partially close one or more legs

of a crossroads
• Provision of a sign posted alternative
cycle route away from a junction

• Introduce parking at every opportunity • Grade separation (eg. in urban areas) by

• Close so~me minor access roads leading
into the development from local or district
distributors
• Identify 'areas such as schools, shops,
mosques, etc that may require specific
consideration ~or parking or access
• Introduce one..way
appropriate ,
systems where
• Introduce traffic calming if required
• Introduce block paving as a road surface
to identify areas where pedestrian traffic
is a dominant factor
means' of- a footbridge or subway. This
could be combined fd"r use by both
pedestrians and cyclists.
jf provision of any of these is not possible, then
greater 'emphasis should be placed on safety
with carefully selected crossing places. At
'roundabouts, where cyclists are always at risk,
motorists should be made aware of their
presence by road markings and signing,
especially where segregated right turning lanes
are used.
Pedestrian requirements at major/minor
junctions including roundabouts should be
carefully considere~. '

... Introduce effective surface water removal

Although it is preferable to provide separate
pedestrian: routes away from' junctions, where
,
. ~-
" , "'-~-'
'--".~.-.,'

•.
....-'­

',.-.'.' ':
:"
"

''.'
Consider utili,ty requirements for future
d,evelopments and reconstruction
road crossing widths are less and traffic
movem'ents more predictable, this is rarely'
practical.

• Introduce street 'lighting., Suggested facilities for improved pedestrian

Many o't th'e fact~rs ','identified fQr",: older
residential areas'can·be satisfactorily applied to
any older area. :'Engineers should first identify,
the area use,s,and needs' and,' apply suitable
solutio,ns to arriveata well thought out, safe
, and useful environment.
6.15.3 Other Road, Users
, The principle road users in 'Qatar are vehicles.,
However~ it is important that the· engineer also
considers the requ;rement~ of other users of the·
road system," particularly cyclists and
pedestrians, where major/minor junctions
including 'roundabouts present, a particular
hazard.
, At-grade pedestrian crossing points should not
Measures to improve cyclist 'and pedestrian
safety are described below:
• Provision of cycle lanes adjacent to the
running carriageway will go some way
toward protecting the cyclist. This lane
should be identified with the cycle. lane
marking. 'At junctions the minor road
, "Stop" and "Give Way" lines should be
set back out of the way of cyclists
• Provision of a displaced cycle
track/footpath tor shared use by
pedestrians and cyclists with uncontrolled'
or controlled crossings at junctions'
safety at j~nctions are given below:
• Provision of a minor road central refug'e
at an, unmarked crossing place with
dropped kerbs and tactile paVing, if in a
bUSy pedestrian ~rea
• Provis'ion of a pedestrian crossing, with or
without -a central" refuge. These should
not be of exc.essive iength or angled to
the road
• Provision of', displaced controlled
pedestrian crossings
• Provision of a subway or footbridge.
be placed in the mouth of the junction. Instead
they should be located away from the mouth
where the carriageway is relatively narro.w. In
urban areas, with low pedestrian flows, it is
possible to provide a central refuge in the
hatched area of a ghost island junction) though
it is important to check for the design vehicle
movements.
If a crossing giving pedestrians priority is
provided close to the entry/exit points of a
roundabout ·the safety of pedestrians will be ­
compromised and traffic operation problems
may become 'evident with the round~bout.
Where a crossing must be provided within the
layout of a roundabout, a non-signalized

January 1997 Page 6/66

 QAT-AR HIGHWAY DESIGN-M:ANUAL .

pedestrian ,crossing i,spreferred. A s;·gnalized

pe,destriancrossing may be confusing to drivers
approaching the AGive Way'" line of a
roundabout. If a signalized pedestrian crossing
is provided" it should preferably' be of the
divided crossjng type to minimise delays 'at the
exits.

In urban areas, where' Ja'rge numbers of

pedestrians are present, - pedestrian bar.riers
would . prevent pedestrians from crossing
indiscri~inately across the. junction. They
should direct the pedestrians to a controlled,
safer plaqe to cross. Pedestrian barriers should
be of the standard CED design and positioned
so that the drivers view of the pedestrians is
maintained- and vice-versa.

The type of - safety facility - selected for

pedestrians - and cyclists at m'ajor/minor
junctions (including roundabouts) will qepend
upon the expected volume and movements of
,1. ~:"'J _... pedestrians, cyclists. and vehicular ,traffic.

{
\
(~

\
\Co\
Pt\"ge 6/67
 QA:TAR' HIGHWAY DESIGN MANUAL 5 E,CT.ION,6

6.16 SIGNALIZED JUNCTIONS
r 6.16_1 Introduction
Design of signalized junctions brings together
the highway engineer and the traffic engineer.
In Qatar this requires the close involvement of
the Civif Engineering Department .. Roads
Division. The highway engineer is responsible
for the geometric parameters of the road design
on the approaches to and through the junction.
The traffic engineer is responsible for the
specific layout of the junction in terms of
capacity, turning movements, signing,~ marking,
pedestrian considerations. specification and
position of signals.
Reference shall be made to the Qatar Traffic
Manual and a concept layout should be agreed
with the Director' of. Civil Engineering
Department prior to. proceeding with the
prelimin~ry and detail design stages.
'. ".;·~~..·6~1 6.2 Basic Requirements
..~~~ ~':~;': ~ . ~~.:
,
The lane width on the approach to the junction
shall be in accordance with Clause 5.2.
The number of lanes at the stop line shall be
maintained across the junction to the ex~t lanes.
The possibility of introducing slip roads at the
corners of a junctior' should always be
. consjdered. These allow right turning traffic to
. "Give Way" or "Stop" rather than wait for the
signals. They also provi,de larger turning radii
. than would otherwise be the case and can be
beneficial to pedestrians when prOVided with
clearly defined crossing points.
If U-Turns are to be provided at the junction,
lane widths and turning movements of different
vehicles should be considered and the position
of pedestrian refuge points checked against
possible conflict. .
It is preferable that ,left turn lanes and through
lanes are segregated by physical islands for the
entire queuing length. It is a·lso preferaple that
entry and exit traffic on opposing carriageways

When designing traffic .signalinstallations, care is segregated by a median or physical island.

should be taken to ensure thefoll~wing:
Minimum visibility reqUirements to the primary
• Drivers have· s~fficient. advance warning signals are detailed in t~e Qatar Traffic Manual.
.to know exactly which direction to take at
the'''juFlction

• Driver:s are guided into the intended lane

or lan'es by road markings

• Drive·rs ha.ve a clear view~of the signals at

t~e junction itself

• _, The j,u'1ction layout allows easy visual

recoQnition' of correct exit lanes' and
reqUired vehicle trajectory.,

• Movement from "Stop" line to exit lane is

a naturaJ flowing·movement and does not
interiere with other movements allowed at
the same time.

6.16.3 Typical Layout Features

It is impractical to deal with all possible

variations of junctions. ,The v.arious features
l!1entioned is this .clause may be considered for
most situations.

The size of traffic islands-and pedestrian refuges

is important. Adequate clearance between the
kerb and any street furniture is needed to
prevent damage by vehicles having a lateral
overhang.

1(P2

January 1997 Page 6/68

 QATAR HIGHWAY DESIGN MANU-AL SECTION 7

J
1
e SECTION 7 INTERCHANGES

7.1 INTRODUCTION
c)

d)
To improve the alignment of a road

To standardise junction types when

II
upgrading a corridor to motorway st~tus.
For new roads with high predicted traffic flows,
consideration can be given to grad~ separation. ~',,2 TYPES OF INTERCHANGE
!1
Grade separation removes conflicts_ between
i the major vehicle flows thereby improving safety 2.1 General
and capacity of an intersection. For existing at­
grade junctions, grade separation can also be ',8 decision to provide an interchange and the
-j11 considered to improve safety and capacity jf and detailed design of an Interchange will
f3
these particular problems have been identified. specific to a particular site. The selection of
>:~ most suitable faciHty for a parti.cular site and
It is important for the engineer to use the correct , ~ associated design parameters depend.upon
. terminology. The principle definitions relating to "iumber of controlling factors which include:
grade separation are given below:
Safety
Intersection: The meeting point of two or more Road classification for the connecting
roads'. routes
Design ,speed
Junction: The treatment of the road alignment Traffic volume' and mix
at the intersection to enable traffic to negotiate Required junction capacity .
the intersection in the defined manner. Number·of ju~ction legs
jj Grade Separation: Removes conflicts arising
,Tqpography
Land available, the type of land and its
fro'm an intersectio,n by the provision of a present use ' .
bri'dge. ' , , -:Econom'ics '
-Lighting·
JI Interchan'ge: When ,grade sepa.r~tjon is used , : Environmenta-I ,imp~ct
but' a connection is maintain~d 'between the _Access to local communities'

.i'
roads, this combination of grade separation and
juncti,ons ,is called an interchange., '
" .,Pedes~ri~n~, farmin:g and, 'cyclists.
- ,

S;2)i:ty'-is'alw.ay~ ,the' most .important' .factor

,

\I
1
"1

Interchanges may be complex and include

extensive connecting roads and loops. They Will
fe,':' .'·:}f/ed by capacity. .

only,be r.equired for the highest range of traffic Layouts will vary for different locations. It is ­
flows. unlikely that the layout for o'ne site could be
directly applicable fo(,another. The traffic and
J This section sets out the requirements for the topography are unl'ikely to' 'be the same.
design, Jayout and size of Interchanges. It is However, it is desirab.le to standardise layouts
;I~-
i
iT essential that the engineer produces safe
along a particular route wherever possible to
designs that provide ,adequate capacity.
attempt to reduce- ''ConftJsib-n':_ to ~drive'rs and
thereby improve safety.
Interchanges are _generally required between
,primary routes and between primary and
II
secondary routes although they may be
The two forms of Interchange considered
provide a wide variety of types available to the
positioned at the intersection of any urban or
engineer. These have been classified into the
rural road. The major selection criteria are
foflowing generic types for selection of the most
always safety and capacity.
suitable form:
Interchanges may be considered to improve an
existing junction for a number of different Full Interchanges
reasons. For example:
Full interchanges combine grade separation of
a) To remove a hazardous main at-grade major conflicts with slip or loop roads that begin
junction in order to improve safety and end with diverges and merges.

b) To eliminate traffic delays at a bottleneck Full cloverleaf interchange

caused by the volume of crossing and Directional interchange with variants
turning traffic , 3-leg junction types including trumpets
Partial cloverleaf.

.1~nl":=Irv 1~97 Page 7/1

 QATAR HIGHWAY DESIGN MANUAL SECTION 7

Compact Intercha~ges A typical full cloverleaf interchange is shown in

to'­
Figure 7. f. It is a 4 leg interchange which
Compact Interchanges combine grade provides free flow movements for alI traffic. It
separation of' major conflicts with connector completely eliminates all left turn conflicts.
roads that either begin or end with a form of Inner loop/slips are provided for the 4 left turn
'junction other tnan a diverge or merge.­
.movements and outer loop/slips are provided
Diamond junctions and variants for the 4 right turn movements.
a

Roundabouts and variants ~

Half cloverleaf and variants 'Advantages:
Compact 3 and 4 leg grade separation
a) All left turn movements are provided for
Junctions and Weaving Sections with 6ne grade separated single structure
The main aim .of grade separation is to remove
the conflicts between turning vehicles thereby b) All traffic movements are free flowing
improving .safety- and - capacity. Therefore
particular attention must be 'paid to the' design of
c) The interchange may be built in stages
those areas of an interchange where this
conflict cannot be removed. '
.....r~:- "" , d) Traffic signals are not required .
Junctions are the areas of carriageway where
traffic joins or leaves the main road and are the Disadvaf)tages:
locations where ,accidents are most Hkely to
.;~:': :,occu r. a). Requires large land take
:~.<i~)~,S~'·. ' :. - ­
.:~:;:~:pr(.c a 'single· carriageway -road the length b) Weaving lengths on both routes are
,;.~between successive junctions is called the
greatly reduced. A collector distribvtor
s~agger distanc~. Ref~r to SectionS.
road wo,Lild help weaving ,by reducing the
.On .a dual carriageway the dlstance' between traffic speed, but would increase the
-any combination of successive: Junctions is structural costs·
called a -weaving s~ction., This is_ the length of
carriageway in which drivers char:'lge lanes in c) .Multiple "'merges and diverges complicate
advance of turning' off the rn-ain road. Due to traffic signing
lane changing, weaving sections must be
carefully designed in order to give drivers d) Short deceleration lane lengths for inner
sufficient time to make their manoeuvres, safely. loops . . '
Refer to Clause 7..4.9. -­ .---~. . .

e) The·-'desigh speed' -of the inner Joops is

7.2.2 Full Intercha,nge
generally low
This form of interchange provides uninterrupted
movement for aU turning traffic by the use of - f) Provision for - U..tutn movement is
interchange links. restricted until fully constructed

F~II Clov~rleaf Interchange g) Significant environmentaJ impact ,due to

the size of the junction.

Trumpet Junctions
Trumpet junctions can be9f varying forms.
Typical layouts are shown in -Figures 7.2 and
7.3.

Advantages:

a) The layouts generaHy provide a relatively

high speed semi-direct connection for
large traffic flows

b) Only'one structure is normally required

c) Successive merges ~nd diverges are

avoided therefore no weaving lengths are
Figure 7.1 Full Cloverleaf Interchange required

January i 997 '

 II
~

QATAR HIGHWAY DESIGN MANUAL SECTioN 7

~ c\

~
.~
S i

.. '.1
d) Traffic signals are not required 7.2.3 Compact Interchange
r
e) Can orientate· the largest radii loop to the This form of interchange rnvolves the grade
larger traffic flow separation of the major turningm·ovements
11
li
combined with low-grade il:1nctions at "the
f) All movements are free flow
commencement or termination of slip roads or
.~ g) Relatively easy to~ sign although some loop roads to accommodate the turning
movements on the minor road. The low-grade
gantry type signs may be required
iunction element,whether a major/minor
h) Lower environmental impact than :;jnction, roundabout or signalization, can
·11 cloverleaf and variants is achievable with .'t;oduce three main types of compact
landscaping and sympathetic topography. '~terchange.

Disadvantages:
lj ~
·)}amond 'Interchange and Variants
5
a) Should be used with care when the ~ diamond interchange has slip roads parallel
terminating leg is on a high speed route " the, major road. The major route is grade
~1
]
m
b) The abrupt end of a high speed route
requires substantial speed reduction with
·-::parated over or under the minor road.
Jrning movements are catered for at T­
a potentlal for reducing safety ,;1c~ions between the slip roads and the minor
:·:"';F1d.' .

J'I

!/"'::' c) Can only sensibly be used. for 3 leg

interchanges ~r::~~ diamond is the' simplest form of
d) U-turn movement is not provided for ir.1~GrChange and is,usually themos(common.
Ji
j
I unless the interchange includes
additional: Joops and sUps that can be Itt.: 'essential that the forward visibility and
very 'long. ' , s(, ':>ning sight distance of the slip -road
ap~~n)achirig :.theat-g·rade '·intersection should
]Ij 'beiesigned·'to the ,correct standards.' Most
ac<' ~'::ents occur at the:' at-,grade juncti'ons·where
ve:~' ·:':ie'3S cannot. ~top i'!time. '
lj
]1

1
~ A typk"aJ diamond 'interchange'layoutis shown
in Fig';.;fe 7.4. ,
1) :1

1j
.Ill, .
i

Figure 7.2 Right Hand Trumpet Interchange

AU~
,t·

~;
)

I
i
:)

. I Figure 7.4 Diamond Interchange

Advantages:
Figure 7.3 Left Hand Flattened Trumpet ,

Restricted Movement.
a) 'High standard merges and diverges can
be prOVided in advance and beyond the
structure

'. ICP5

1_-- •• _· ... , of nn*7'

 QATAR HIGHWAY DESIGN MANUAL SECTION 7
~. t" - ...

b) Economic Jandtake and low construction

costs

c) Single exit slip road simplifies sigr)ing

d) No weavlng lengths are required on the

major road

e)' No 'acceleration or deceleration tapers

required on or under structures

f) Simple structures can be achieved

g) Can improve capacity of the at..grade

intersection by providing extra lane width
at entry, segregated turning lanes and Figure 7.5 0 u m b bell Roundabout
traffic signals. lnt~rchange

Disadvantages:

a) Lower capacity on the minor road due to

left turning movements

o:~~~!~, .Many points of conflict on the minor road

. ::"~:',r~.~/::;~.: .increasing the accident potential. Traffic
"signals' wil.l help reduce conflict

cJ . - With the many turning m"ove,ments at-two

locations· on the minor road, visibility and
intervisibility"is difficult

d) P'ossibnity of "traffic~'urning the wrong way

,down slip road~
" ~"-

e) Turning traffic from the primary route has Figure 7.6," Two Bridge Roundabout
" to, stop at the secondary route with the Interchange'
possible requirement of· wider lanes for
storage capacity Advantages:

f) LitHe possibility of future expansion of the a) The dumbbell roundabout is very

, junction. economic with a signal structure and very
small landtake .
Interchange with Roundabouts and Variants
Interchanges with roundabouts can provide a b) The two bridge roundabout, although not
moore flexible junction' arrangement than a so economic is safer with a less confined
.diamond interchange. The roundabout element "Grve Way" area:
can cater for varying turning volumes, thereby
reducing the overall delay to vehicles in c) . High standard merge and diverge can be
comparison with simple" T-junction elements. provided in advance and beyond the
They are particularly useful when there is a structure
large percentage of left turning traffic.
d) Single exit slip roads simplify signing
The two most common" forms of roundabout
interchange are the, two bridge and the e)" No weaving lengths are required on" the
dumbbell type. The dumbbell type -is the most major route
economic because of the singte structure and
reduced landtake, however the two bridge type f) No acceleration "or deceleration tapers on
is safer for larger volumes of traffic. These are or under structures
shown in Figures 7.5 and 7.6.
g) Simple 'structures can be achieved

January 1997 Pag.e 7/4

 II
QATAR HIGHWAY DESIGN MANUAL . SECTION 7

11 )€ t-
h) Can improve capacity of two bridge
roundabout by providing extra lane width 4th Quadrant
at entry, segregated turning fanes and

i traffic signals.
~.

Disadvantages:

1] a) The efficiency of the roundabout relies on

drivers being aware ofho·w roundabouts M

)1
operate. Drivers must give way to traffic
on the roundabout to their left and must )) )g~~.:'::r

not queue across the exits which would f ~ ROBd

I 2nd Quadrsnt . 3rd O~8drant
cause the roundabout to lock
II
?,
I
~ ..., -J

~ b) Difficult to enter large, two bridge

roundabouts if circulatory speeds are
high. Figure 7.8 Variant of Compact Partial
j] Cloverleaf Interchange' ­
. Compact 3 and 4 Leg Partial Cloverleaf

il- .

J .
Interchanges
Compact partial clov.erleaf intersections can be
used in rural or urban locations. They are .
. The objectives· of compact part,jaf cloverleafs
an~ as follows: '

simple, low speed versions of partial'cloverleafs a) .Provide a safe means of cross-ing.·a high
with the same advantages and disadvantages , speed route
]] except that they 'have sr:naller land· take and
, lowerccostTyplcal co'mpact,.pai1ial cloverleaf b) Reduce the' environmental impact of fuff
interchanges are shown in Figures 7.7 and 7.8. interchanges' ,by 'providing ,a .·compact
j1 juncti0!1·Ic;lY°'i.Jt . '

C)·, " 'Regula:teand maintain vehicJespeed ·for

4th Quadrant .minor ;fouta 'traffic through the junction' at
•11
tstau.adra.(j"t."
'.. ' . .,'
Compact.'· , . ' ,';. -·a'· ·'.leve, ·,·.ap.pr,?priate '. to ···the layout
Connector , . ·stan·dards'.· .
Road· .

1/~
l!
. d)'. Removethe·le~.tu~;,. rn.anoeuvres· from
the maJor route .

;I
·1

} e)'
• ~

Provide a junction with minimal land take

to ,

If
;"­
#
f) p'rovide an operC3:tional, efficient j.unction
layout. .

~
j
g} Provide an economic. splution for
Compact
connector·· . modifying an existing jun,ction to grade
I
Road
2nd Quadrant 3rd Quadrant
separatio~ .stand·a~ds..

- ! The only disadvantage is that high speed traffic

,i on the major route will exit on· a tight loop
'-'
Figure 7.7 Compact Partial Cloverleaf radiusa Adequat~ ~dvanced signing, good'
Interchange visibility and chevron signing at the exit point
will reduce the safety hazard. If all such
junctions along. a primary ~oute are the same
then drivers :would be very aware of the
tightness ·of .all such loops- and would adapt
accordingly.

It is only when there is inconsistency in the

design standards and types of junctions that
drivers are confused and safety is
C"'.
~ ·Y. compromised.
r<:'
 QATAR HIGHWAY DESIGN MANUAL SECTION 7
7.3 SELECTION·OF INTERCHANGE TYPE
7.3.1 General
This section outlines the design procedures for
selecting a form of interchange most suitable for
a particular locatlon. The geometric design of
the elements ?ire covered in Clause 7.4. A
series of preliminary designs shalf be prepared
for comparison belore final selection and
production of a detaBed design.
7.3.2 Traffic Flows and Design Year
The major factorinftuencing junction design is
safety. However, for the road network to operate
efficiently, new junctions must have sufficient
capacity. 'Jt'isnot possible' to ensure at the time
of design that. a new junction has sufficient
capacity indefinitely. Instead, new'and improved
.. ·,junctions shall be designed on traffic levels
·~,":,:·.'pr>edicted to occur in the Design Year, typically
,-~:'~~;~~O~ye'arsafter the opening ,of the schemes, to
. ,~"~··,~en.s-ure that they are' free of congestion for a
r~asonabJe period.' . e).
Predicted traffic flows shall be based 'on the·
existing, observed traffic flows "growthed up to
model the Design Year flows. All Junctions and
Interphanges,'shall.bedesig.ned ~sjng the peak
hour "flows. Th:e·, use of ,peak hour . flows will
model the worst cas~ for-traffic congestion. Of
particulat ·."portance to junction·design is the
volume of traffic undertaking each turnir:t9
'manoeuvre. AU predicted traffic volumes and
turning volumes for the, Design Year shaH be
agreed with CEO Roads.
7.3.3 Junction Spacing Within the Network
In deciding on the form of the interchange the
engineer must consider the location within the
ov~rall road network. The aim must be to
produce a consistent junction strategy across
the net'Nork that.maximises safety. Guidance on
the junction strategy for a particular location
shaff be sought from CEO Roads.
The minimum spacing of consec.utive junctions
on a multi-lane road is defined in Clauses 6.1 .4
and 7.4~9t and is based on safety requirements
for weaving movements. This minimum spacing
will also allow the design of effective traffic
signing and. fighting schemes for each junction.
These' clearances shall be achieved between
the m'aximum extent of the consecutive' merges
and diverges for each junction. In no
circumstances shaH spacing between junctions
of consecutive interchanges be reduced lower
January 1997
than the minimum weaving length as defined in
Clause 7.4..9.
7.3.4 Initial Information Requirements and
Decisions
The fofJowing information must be collated to
. form the basis for the selection of the most
appropriate type of interchange for a particular
·Iocation.
Required Information:
a) Define the· classification of the roads
approaching the intersection
b) Define the carriageway cross-section of
the roads on each side
c) Define the design speed of. the roads
d) ,Define the proposed opening year for the
new facility
.' ,Obtain the eXisting traffic volumes must
..·beobtajned·for· the pea,k'hourand apply
growth factors. :' .
Define the location at any constraints to
the ·"·scheme. -These include .Iand
ownership. existing· and . , propose,d
utilities, ,planning c.onstraints, topo'graphy,
dry wadi courses,·· flood plains' and,
ground conditions.
g) Define the environmental constraints.
These include proximity to dwellings,
severance of .communities, plants of
particular importance, animal habitats
and regularly used animal tracks and
migration routes.
Having collated the' above information, the
foJlowing decisions must be made before
finalizing the form to be used.
Initial Decisions:
a) Agree the overall strategy with CEO
Roads
b) Agree. predicted traffic volumes and
turning volumes with CED Roads.
c) Decide which turning movements will be
accommodated
ICoB
 1
j1
QATAR HIGHWAY DESIGN MANUAL S'ECTION 7

d) Decide which movements will be given g) Provision for non-motorvvay traffic and
priority with grade separation and high.. non-motor vehicle road users
grade links, and which minor movements
wilt be accommodated by low..grade links h) Estimate of construction costs'
and junctions
The engineer must also consider: .
e) Confirm horizontal and vertical
clearances for structures. i) Method of construction

7.3.•5 Type of Interchange for Preliminary j) Method of maintenance

Design
k) Environmental effects including
The type of facility must be selected before landscaping
'11
i.l
preliminary designs are prepared. The various
types of junction and their relative advantages I) Lighting and signing principles
and disadvantages have also been discussed in
'I J
j
Section 6. For a giv.en' location two or more m) Provision of safety fences -and barriers~
types of facility may be worked up into
,preliminary designs for evaluation~ Preliminary designs will be discussed with CEO
Roads . and approval' granted before the
'u 'u.,~'
No fixed rules can be given for the selection due engineer progresses to detailed design. Certain
to, . the multitude of criteria that m·ust be elements of the preliminary designs may'n,eed
conSidered. Each location will have different to. ·be worked up into more ,detail at the reqLiest
]I governing criteria 'and it is for the engineer to
use 'his experience. to select the most
, ofCED Roads to'fLJlly assess the relative merits
of the preliminary designs.
app~opria~e: type for ev~luatioi1~ ..
!~ 1
~~ ,Safety' .wiH .always· be the htghest· priority.
However,adequatecapacityis also important to
"J reduce congestion and thereby improve safety.
j Refer to Section 6.3.

7.3.6 Pr.eliminary Designs'

.Preliminary designs are prepared for alternative

arrangements to assess suitability and relative
costs. The main elements of the facility must be
deftned in sufficient detail and at a suitable
scale to determ}ne the landtake required.

The items to. be defined in the preliminary

design include:

a) Safety implications for road users and

I non-'road users

b) Number of fanes required for' each

movement

c) Radii of links and loops

d) Vertical and horizontal clearances for

structures and maximum carriageway
gradients

e) Lengths of loop roads, slip roads and

merges and diverges

f) Lengths 01 weaVing sections

 QATAR HIGHWAY DESIGN MANUAL SECTION 7

7.4 DESIGN ELEMENTS Loop Road: 'A particufar form of

connector road where the
7.4.1 Defi,nitions carriageway turns through
an angle of approximateJy
Interchanges ar:e made up of distinct elements, 270 0 in- order to
each s8Ning different purposes. Anyone accommodate the traffic
facility may have any number of th'ese elements. movement.
The detaBed design' of each of these separate
elements is covered in this section. For Weaving Section: The length at carriageway
clarification, they are defined below: between successive
merges and diverges where
Main Road: The carriageway or traffic changes lanes in
carriageways that are given order to reach its chosen
priorjt).'1 generally by nature exit.
of carrying the highest
volume of traffic. Physical Nose: The point - where the
carriageway surfaces· of the
Minor Road: The c.arriageway or main 'line and the merge or
carriageways that are not diverge separate..
given -priority, generally by
nature ,of carrying low Paint-ed Nose: The length of chevron
•• -4-->.' '., ~', volumeso,f traffic. ­ marking from the physical.
-<:-;/f~';~ . nose· to the intersection of
r/~";qV1elge: The area of' tapered .the merge or diverge· with
. __ ,·e ..... -........... l

. : i:' • ~ I=-- t
carriag-eway ,where traffic the main road tr~velled way.
joins the,·main ,rpad.
7.4~2' Design S'peed
The area of tapered
carriageway where traffic ,Design'speeds for slip toads-a.nd link roads are
leaves the main road. ,related to the"design sp:eedsJorthe main road'
as shown in "Table -7.1.-,'-:." -­
Auxiliary Lane: An additional Jane added
parallel to the main road and
used in conjunction with a Main Road Urban' Rural
merge or 'diverge carrying Design, a) 120kph (a) 140kph
higher traffic volumes to Speed
b) 100kph (b) 120kph

,provide extra c-apacity.

Type,of
Link Slip' L.ink Slip
Connector Road Road Road Road
Connector Road: ' The length of road that joins­ Road

merges, diverges, "Give _ Design

a) 120 or 100 a) 70 a) 140 or '20 a) 80
Way" or "Stop" junctions
within an interchange. Slip, Speed , b} 100 or 80 b}70 b) '20 or 100 b) BO

Link and Loop roads are

types of connector road.
Link Road: A particular form of
connector road that joins
diverges and merges within
_a full interchange to provide
uninterrupted movement for
turning traffic.
The length of carriageway
Slip Road:
between the end of 'the
merge or diverge, and the
"Give -Way" or "Stop" line on
the junction within the
overall interchange.
Table 7.1 Design Speed for Link and Slip
Roads
Where two - alternative design speeds are
shown, the engineer may use the lower if it is
considered that safety will not be compromised.
Where transition curves are used between
design elements within.. the Interchange, the
transition curve relating to the higher design
speed must be used. The appropriate Stopping
S"ight Distance must afwaysbe used. Design
speeds on slip roads must not be reduced
betow the stated values as they terrninate with
"Stop" or "Give Way" junctions and would
compromise safety.

J70

Janua~y 1997.
 . QATAR HIGHWAY,DESJGN MANUAL SECTION 7

7.4.3 Lane Provision and Capacity Provision on Main Road

Lane provision for the main road, slip roads, link Ha rd Shoulder Edge Strip

roads and loops shall be based on the agreed Slip

Terminate hard Continue edge strip
traffic flows as defined in Clause 7.3.2. For Roads
shoulder opposite to , Om before "Give
physical nose. wa( or "Stop" line
interchanges, the minimum number of lanes Reduce at 1 :30 to
provided on any particular element of the , .Om edge strip.
junction sha.IJ' be based on 1600 vehicles per Terminate edge
strip, 10m before
lane per hour. The number of lanes shall be ,wGive Way" or
rounded up to the nearest whole number. "Stop· line

Link
If both main roads If both main roads
The engineer may wish to increase the lane Roads
have hard have edge strips
shoulders, continue continue them along
provision above the minimum defined above for them alon,Q. the link the link road.
operational reasons. The 1600 figure is based road. If, not,
11 on UK acceptable congestion standards for all terminate hard
shoUlder opposite
purpose roads and may not be suitable for all physical _nose.
locations in Qatar. Reduce at 1:30 to j

J
-I
Lane provision 10rthe main r,oad or roads Loops
1.0medge strip.

As link roads As link roads

through the junction shall not be Jess than the
I] .~p/
provision either side o,t the junction except with
the approval of CED Roads.
Table 7.2' Provision of -Hard Shoulders and
Edge Strips on Connector Ro~ds .

.Where the minimum lane provision is one lane,
ij 1 the eng'ineer may wish 10 add an extra lane to
reduce the potential for pro-blems'with broken
d-own vehicles blocking the ~arriageway or
II
restricted s,pace' for maintenance. Any proposed
changes from the minimum lane provision shall
be agreed with CED Roads. ­ should be able to leave or join'the main road as
11
For the majority of interchanges, the maxi'mum
number of lanes provided for connector roads,
is likely to be tWo. If the lane provision f.or any
I]
~,
particular connector road, is-more than two, the
engineer-may have incorrectly defined which is
the main road and shall refer tb CED Roads tor
1] guidance.
7.4.4 Hard Shoulders and Edge Strips
c
,11 ­ Where hard shoulders or edge strips
(Reference to Section 5.4 and 5.5) are provided
on the main road either side of the interchange,
they shall be continued through the interchange.
For 'connector roads, the provision of hard
shoulders or hard strips shall be fn accordance
with Table 7.2.
7.4.5 Merges and Diverges at Interchanges
Within interchEi-nge areasi~merges and 'diverges
are '.the focati()ns· 'where accidents are most
like"y to occur. It is essential for the: engineer to
pay particular attention ,tb their -layout. Traffic
smoothfy,,:-BS p,o~sible~ ,To this 'end~ the speeds­
of traffic .joini,ng, 'or :,Ieaving the m,ain road"must
be .simiiar.to-that,on,the main road~ 'Acceleration
or deceleration to the appropriate speed should
take place on the slip, road or link road before
the merge or after the diverge. The geometry of
the carriageway or other conditions in the
vicinity of the merge or diverge must no1
impede this -smooth flow. QueUing in the area of
the merge or diverge must be avoided.
Two alternative types of merge and diverge
shall be used depending on the volumes of
fraffic as defined in Clause 7.3.2. They are the
standard taper and the auxiliary 'lane layout .
The auxiliary lane layout has an additional lane
parallel to the -main road to increase capacity of
the merge or diverge taper.

On the main road, the hard shoulder or edge
strip shall continue immediately after the
chevrons for the painted nose.
To select a merge layout, hourly flows for the
merge and the upstream mainline are inserted
into the nomograph Figure 7.9. The
intersection point 'of the merge and upstream
main line flows will fall within a segment of the
nomograph from which the number of lanes
required on the' connector road, and need fa r
an auxiliary lane are determin~d.

17 J
 QATAR HIGHWAY DESIGN MANUAL SECTION 7

To select a diverge layout, the procedure is

repeated using the h"ourly flows for the diverge
I- and the downstream mainline, and the
nomograph Figure 7.10. The mainline Jane
capacity is base'p on a flow of 1600veh/hour.

Generally the auxiiiary lane layout is used in

locations with higher volum-es of traffic. The
auxiliary lane shaH be the same width as the
nearside la.ne of the main road but may be
reduced to a minimum width qf 3.5m in urban
areas on approval of CED Roads.

Where the existing mainline lane capacity is

already at a maximum or where exceptionally
large merge or diverge flows are expected,
provision of a laf1f? gain a lane drop may be
required. In these instanc(3s, .the engineer
should refer to the "Design Manual ,for Roads
and Bridges, Volume BRoad Geometry, Section
2 Junctions; Part I TD22/92 '-Layout of Grade
,.:'.Separated Junctions" and the merge and
·;·2::~.1Y~rge-layouts should be agreed with CED
;:'~:f~~~,1~~i" .
The standard taper and the parallel taper merge
-and;, diverge are sh,own"'inFigtJres7 .11, '7.1"2,
7.13 and 7.' 4. The geometric parameters for
setting··out are shown :in Table 7:'3 for merges.
,and Tab,l.e ,7.4 fordiverges~ -' ,"

Stopping Sight D'istance :in ·accordance ·with ·the

higher 'design speed- f'ro,tn the adjac.ent elements
shall be-provided over the whole length 'of the
merge or diverg~ ' ­

172­
January 199~
 QATAR HIGHWAY DESIGN-M·ANUAL SECTION 7

3000

2500

":~:<:~':: .~:
• ~ '.f'J1~# ,t'}':'"i:" : f:
~ ~ ~~

, ..,
" ," •••1" ". .'.

.~;;, .~

2000

1] 1500

rj
II~
1000

~ I
500

-J
j
I

o ,
:.i~.]"
1 ­
.;
Lane 1 Lane 2
Lane 3 Lane 4

't

Upstream Mainline
I

~ !
l I I I I I

~ ) o 1000 2000 3000' 4000 5000 6000

f :
Upstream Mainline Flow (Veh/hour)
A = Standard Taper

B = Auxiliary Lane

_ .J

Figure 7.9 Merge Design

}7:2.
Page 7/11
 QATAR HIGHWAY DESIGN MANUAL ' ~, .- . SECTION 7

3000

2500

.. ..:. .. ~.,
",' , .'t..
. ,.~

. ,;' .": .....-•.::1

o 2000
.r::.
.......

- .s=
CD
~ 1500

-'-~

.2

u...
CD
C)
~

CD
1000
.r!
'0

500

o
Lane 1 Lane 2 Lane 3 Lane 4
Downstream Mainline

,I 1 -I I l I 1

o 1000 2000 3000 4000 5000 6000

A = Standard Taper
Downstream Mainline Flow (Veh/hour)
B =. Auxiliary Lane

Figure 7.10 Diverge Design

January 1 997 Page 7/12

 QATAR HIGHWAY DESIGN MANUAL SE;CTION 7

Road Class Length of entry Taper for min Painted nose Min auxifiary Length of aux lane per
taper (m) angle at length (m) lane Jength (m) lane provided (m)
(1 ) physical·nose (3) (4) (5)
(2)
~

Rural
140 kph 205 1:40 115 230 75
120 kp·h 150 1:30 85 190 55
100 kph 130 1:25 75' 160 55

Urban
120 kph 130 1:25 75 160 55
100 kph 95 1:15 .. 50 125 40
80 kph 75 1:12 40 100 40

Table 7.3 Geometric Parameters for Merges ­

II
Painted Phyalca! Painted Physica!

It (1)
No••
(3)
No••
(2)
Taper.
(1)
Auxiliary, Lane
(4) & (5)
Nose
(~)
No.se
(2)

11
Figure 7..11 Standard Taper Merge

n
Road. Class Length of exit, Taper fpr Painted-nose . Min auxiliary . Length of aux Jar"!8 per
-taper (m) min angJe length (m) , .- lane .Iength (m)- . ·lane provided (m)
r]
i 1 lane . '2 lane
at physical
nose
(4) (5)
:
(?)
(1 ) (2) (3)

Ru,ral
140kph 170 185 1:15 80 ' 200 '75
, 120 kph 150 150 1:15· 70 170 55
100 kph 130 '130 1:15 70 ·150 55

Urban
120 kph 130 130 1:15 70 150 55
100 kph 95 1"10 1:15 50 125 40
8'0 'kph 75 90 1:12 40 100 40

Table 7.4 .' Geometric Parameters for Diverges,

Physical Painted PhyBlcal Painted

Nose Nase Taper Nose Nose Auxiliary Lane Taper
(3) (4) (1) & (2) (3) (4) (5) & (6) (1) & (2)-1

~ ,
==
====:=:S:::S::::S:::::C::::z=-_ -__ . --.. --­ -=-~-- - - ­__ ~===~~~---.----------------~

Figure 7.13 Standard Taper Diverge Fj_9 ure 7.14 Auxiliary Lane Diverge
F~'J
~.~ "

~--

/75
January 1997 _ Page 7/13
 QATAR HIGHWAY DESIGN MANUAL ..., _'J' j ••• '
SECTION 7

In addition to the a~ove setting out information 7.4.8 Loop Roads

r the engineer should also ensure that the
crossfalls in the vicinity of the merge and
diverge areas are suitable fpr the safety of high
speed vehicJes.:-crossing at angles. Ideally the .
main road crossfaJl should be continued across
the merge or diverge up to the physical nose. If
this cannot be achieved the maximum permitted
difference in.crossfalf between the mainline and
the merge or diverge is 4°k for design speeds
less than 120kph and 2.5% for designs speeds
of 120kph or greater.
The radius of the edge of carriageway or
kerbline on merges and diverges may be
reduced to that applicable to the next lowest
design speed over a maximum distance of SOm
in the immediate vicinity of the join to the sHp
road or link road. Transitions in this vicinity may
be used at the engineers discretion.
,'~_~:.::'7~4 ..6 Slip Roads
);;;~:';'~~;~~:
"/~:~$'fip;rpads shall
be designed in accordance with
:""'lhs'o"esignspeeds from Table 7.1. If a slip road
,is 'longer than 750m 'it shall be designed in
accordance with, the' method for Lfnk Roads.
Horizontal and v·erticar design of ·slip roads shaH
be "in accon;jance with the param~ters for :main
roads but ,with the exception that the- maximum '
verticaJgradient may be increased to6% •
Guidance shall be sought fn;>m CED Roads jf
steeper gradients are proposed on ~Iip roads.
The minimum radii for loops are given in Table
7.5, measured in accordance with Figure 7.16.
Theyare not related to design speed. For the
purposes 01 Stopping Sight Distance on lopps
the driver ,must have uninterrupted sight to a
point a minimum of 10~o around the loop from
'his current position, measured in accordance
with the standard method for Stopping Sight
Distance. Refer to Clause 2.2. Consideration
· shall be given to ,the· use of 7% 5uperelevation
on loops in accordance with the requirements
of Clause 3.4.­
The maximum gradient. applicable to loops
shall be S-%. The gradient along the loop shalf
b~ const~nt from the physical nose to the end
of the loop and shall be determined by' the
required vertical clearance between the two
roads.
Primary Secondary Roads
Roads
OnJOffMain On to Main Off Main Road
Road , Road
75m 30m SOm
Table 7.5 Minimum 'Radii for Loops­
A typicaJ a~~a'ngement for a loop' is shown in
Figure 7.15. . ,

The appropriate, Stopping Sig'ht - Distance

,relating to th&: design s.peed must be provided
over thewhoJeof the slip road between the Off
RadU
physical nose and the "Give Way" or "Stop" line.
The minimum length of slip road is therefore the
Sto'pping Sight Distance relating to the
appropriate desig.n speed.

The engineer shall check that the slip road is of

-sufficienf"len-gth in order to develop the level
difference required,. f.O( grade separation from the
ma-in road. The cross-section between the slip Figure ,7.15 Typical 'Loop Arrangement
road and main road should also be checked to
ensure -that it does not exceed the maximum L
safe angle of the slope which will depend on the
nature of the soiL

7.4.. 7 Link Roads

E
-~-------

Link roads must ensure the smooth flow of traffic

between the main roads. They shall be designed R =Radius (Refer Table7 .5)

L :: Lane Width (Refer Table 6.5)

in accordance with the appropriate design E = Edge Strip (Refer Table 6.5)

speeds from Table 7.1 using the parameters for

main roads.
Figure 7.16 Measurement of Loop Radii

/7cP
January 1997 Page 7/14
 QATAR HIGHWAY DESIGN MANUAL 'SECTION 7

7.4.9 Weaving Sections ,1 -', L

min
N- D (Q nw +Qw1 +Qw2(2
,.
1-
The minimum spacingbetvveen junctions is Lact +1))
defined in Clause· 6.1'.1. This' distance is
-required to eQsure that th~ traffic changing lanes
as a result o·t the first junction does not interfere The parameters in the above equation are
with the traffic changing fane's for the second. In defined i"n Figure 7.18.
effect, the minimum spacing between junctions
eliminates the need for speciarry designed

weaving sections. It also allows for the provision

of suitable signing.

Weaving
.'
sectionsare those areas of

-r­ Flow 3 Flow 1 Flow 2

carriageway, ,within interchanges, between

! successive merges and diverges that allow

traffic to safefy' change lanes in order to

accomplish their next turning movement. They

,~
are measured between the points shown on

Figpre 7.17.
Where:
.nf~-' N = Number of traffic Janes

Q nw = Total non-weaving flow (vph)

JI 'aWl' = , , .M;ajor wea,vJng fl,ow (vph)

_.,
n Qw2

D.
-. Min,Qf weav'ing flow ,(vph)

' ..:r~~~,;mai.nfine ,flow ,(\,:phlJane)

n
-. . :;'. ~ .. -­

,L~;, . =." '-',De$irable"min w;e'aving ,length

Figure 7.17 Measurement of Weaving Length
'for·the road class. '
, , - ,

The'minimum ., weaving ·distance shall be

Actual weaving Jength

I provided' between all merges and. diverges

available (m). :',

within an int.erchange. This d'istance is defined

(w,here La~ '>Lmin) ,

as~ that which is 'covered 1n f.ifteen seconds by a

vehicle traveUing' at the design speed. Weaving .'
, Q nw = ,Flow 1 + ,Flow 2 '
lengths are summarised 'in. Tabfe 7.6.
OWl = Greater of Flow 2 or 'Flow 3
Design Speed Min W'eavfng
(kph) Length.(m) Owz = Lesser of Flow 2 or Flow 3

140 583
120 500
Figure 7.18 Weaving Patameters
100 417
80 333

Table 7.6 .. Minimum Weaving Length

t .
I In all cases the minimum weaving length shalf
be checked against the following equation for
the number of Janes. The length of the weaving
section shall be increased such that no more
than one auxiliary 'lane "js required to accomplish
weaving.

/77
January 1997 Page 7/15
 QATAR HIGHWA.Y DESIGN MANUAL
7.5 OTHER DESJGN CONSIDERATIONS
7.5 . 1 Clearance and Headroom
Clearances and headroom shaJi be designed in
accordance with Clause 3.7 and 4.6. The
engineer shall seek gUidance from CEO Roads
to define jf any additional clearance or
headroom is required for specific structures to
accommodate a'bnormaf load routes.
7.5.2 Superelevation
Superelevation and camber :shall be designed
in accordance with Clause 3.4. Special
consideration shall be given to the
superelevation on adjacent design elements.
The engineer must ensure that the entire
carriagew'ay will drain efficiently and that there
is minimal risk of long vehicles grounding at
~h,~nges of supereJevation.
,,>~::Z~~5·~~3 Safety Fencing
';:~·~~.~~f;~1j,7'~, .' " on the design and the-eost of an intercha~ge ~
,'S'slaty'fencing s,half b'e provided at locations
defined in Clause 5.15." Sp~cial consideration
must be given to m'easur~s at the physical "nose
of diverges. 'H'igh speed vehicles crossing the
"painted nose "are at partic~l~r -risk. The ends of
safety ,barriers ,althese Joceitions must .be given
special 'treatment ,to reduce the dangers of
head-on"impact.Con~ideration shall be given to
the provision of, energy",.absorbing terminations
for these Jocations.
Direction and warning "signs for interchanges
may be large and possibly gantry mounted.
Consideration must be,given to the protection of
isolated signs and gantry legs. ' crossovers with de,mountable safety fences.
In addition to safety -fencing designed to
mitigate accidents, consideration should be
given to provision of safety fencing to prevent
illegal movements within the interchange.
Illegal movements across the verges between
slip or link roads are highly dangerous to all
traffic and must be strongly discouraged.
7.5.4 Signing
Effective and clear signing is essential for the
safe operation of any 'junction. This is
particularly relevant to interchanges where
vehicle speed and traffic volumes are high.
Signs at such junctions will be large and
possibly gantry mounted. Adequate clearance
must be provided for the large foundations
required.
/7B
January 1997
SECTION 7
Detailed guidance·on signing is provided in the
Qatar "Traffic ,Manual. As a general point, the
engineer mustconsider signing requirements at
the prefiminarydesign stage. At this stage the
e'ngineer can build in suitable locations and
visibility splays for the signs.
7~5.5 Lighting
Suitable roadway lightinggreatfy reduces the
.potentia! for accidents throughout the road
network. Lighting design is detailed in Section
10. As with signing, the engineer must consider
fighting requirements at the preliminary design
stage. Lighting columns can have very large
bases whichl1)ay need special consideration.
7.5.6 ,Utilities'
Information must be obtained from the Utility
, Authbrities 'at an early stage of the design.
Diversion or modification to existing or
proposed equipment can have a major impact
Utility' Authorities may' -require ,servjce'
reservations ,tabe 'pn:~vided through the
interchange'to 'accommodate future equipment
not yet data,Had. " ' .
7.5.7,Emergenc,y Vehicles
At t~e preliminary design" s,lage the engineer
'must consider 'how, emergency vehicles could
reach thesc~ne of an incident, particularly if the
carriagewa'y..is'blocke'd Oy other 'vehicles held
up by tha~ incident Provision':' of additional
lateral 'clearances at structures could be
consid's'red . along with emergency median'
7.5.8 Maintenance ,Provisions
Maintenance of the carriageway is an important
long term objective' for the network. The
engineer must consider the implications of
maintenance strategies and traffic management
on the layout of the proposed interchange. He
must ensure that the facility will 'be sate to
marntain and that turning movements can be
·reasonably accommodated whilst maintenance
is taking place.
7.5.9 Environmental Issues .
Environmental issues shall be considered at the
preliminary stage. All reasonable efforts shall be
made to design out unacceptable environmental
impacts. The remaining impacts shall be
mitigated as far as reasonably practical.
 I

,I

QATAR HIGHWAY DESIGN MANUAL SECTION 7 I

1

One main impacr of interchanges is visual

1

J Ci intrusion due to their size. Careful landscaping

1

can reduce the impact of large structures above

~ ground leveL A combination of hard and soft

landscaping ~an usualJy achieve the best

results. Materials . in keeping with the

~
surroundings should be used, with careful

consideration of colours, textures and styles. In

proposing soft landscaping, the engineer must

consider how it could be safety maintained

throughout the year, including regular watering.

J]
The design of hard and soft landscaping must

not interfere with the operational requirements

lJ of the facility. No landscaping features shall

obstruct stopping 'sight distances, visibility of

signs or the effectiveness of roadway lighting.

11

n" ~r· ~ ...' _ . ,t\:.~~""'.

~ ~'~ .,1' ,:,;~iI!";:'.
- :.:"':';;""Y.. ""'J:"!

~1 '~T~~,~~;;.<;.:!;;,~
j : "','. ~: "",",- "

'11

TII.'

n
5';"
f .. 1
1.

1
1

r.i
~'j

' '-'

J (~'
, ..•

Jan~ary 1997 Page 7/17 1

 QATAR HIGHWAY DESIGN MANUAL SECTION 8
I
)'C'· )
j
SECTION 8 DRAINAGE Reduces the da.maging affect
..
' of pore water build up in the
8.1 INTRODUCTION pavement, formation or
subgrade
8.1.1 Functions of Highway Drainage
Prevents pavement weakening
The requirement for satisfactory road drainage due to ingress of salLlenses
has a direct bearing on the ability to use the from the lower sUbgrade layers.
road during and after a rainfall event, long-term
serviceability of the road structure! provision of • In the. case of exceptional rainfall
an acceptable- urban environment and events the road surface itself can be
minimising health risk caused by long term used as a storm carrier:
surface ponding.
Prevents damage to property in
Construction of a highway shall not be aflowed flood prone areas
to increase the risk of flooding to properties.
}] Concentrates flood water to
The highway drainage system must therefore be discharge basins for easy
considered as providing- four primary functions, removal.
which.due to ,land use constraints are usualJy
deaftwith differently in_urban and rural The engineer shall undertake the following
situations, namely:, . minimum studies for each highway using the
criteria set out in the clauses 'in this section:
-Collect _prectpitation .falling -on the
highway reservation, adjacent side • Determine th'e total amount-and rate (Q)
ro.ads .and catchment and convey to a ,or·storm 'waterrun"offreaching the point
suitable outfall: . ­ under consideration'

'Red.~ces the _danger of • Select appropriat~.criteriaon limits and

.standing waterto traffic frequencyo"f .a-cceptabteflooding

Maintaips the use of .all • Determine points ··of' concentration,

discharge ·and hydraulic controls,
trafficked Janes
together with . m ethod of entry into and
Reduces ~ediment build up at exit f~omthe -drainage system,
the road side ­

1] Reduces percolatior'\ into the

• Determine .the requirem~nt for .the
provision of sub-surface drainage'.
road structu re.

• Guide suriace -water run-off safely
across or under roadways':
Minimises disruption to traffic
Minimises damage to the
pavement or embankment
structure
Guides surface water run-off to
suitable discharge points
Minimises road impact on the
8.1.2 Minor and Major Systems
Drainage of highways is the joint responsibility
of the Civil Engineering Department's Roads
Division and Drainage Division. Each Division
has defined responsibilities 'and procedures
which sh.all ,be adhered to when designing
highway drainage. These are explained in the
following clauses.
Minor System
The Roads Divisjon is responsible for the des! gn
of the Minor System, namely the road drainage 1

natural suriace hydrology in comprising gutiies, soakaways, connecti ng

rural areas. pipework and storage areas required prior to
discharge into the Drainage Division Network.
• Remove water percolating through the The highway drainage system 'shall be
j pavement] lower ground water and designed using parameters defined in tnis
: ....'(
prevent capillary rise: section. The point of discharge and discharge
1 ' \ , .

parameters listed below, will be provided by the

\

\1 IS}

 QATAR HIGHWAY DESIGN MANUAL SECTION 8

CEO Drainage Div'ision: For the purpose of highway drainage design the
country shall be considered as having the same
Dia-me1er of trunk sewer rainfall characteristics for all regions.
AllowabJe discharge volume
Invert--levef of trunk sewer The Total Rainfall and Maximum Rainfalt in 24
Location of trunk sewer hours data (Table '8.1 a & b) provided from Doha·
Acceptable method of discharge into International Airport Meteorological Station
the trunk sewer. provides the longest, available rainfall record
and shall be referred to for design purposes.
Major System However, a more onerous review may be l

CED Drainage ·Division is responsible for the
Major System which comprises all the drainage
components beyond the agreed interface point
with the minor system:
Trunk, surfac.e water sewer network
Surface wate.r pumping stations
Ground water control networks
Surface water storage retention
areas/tanks.
. required in specific cases where flood damage
to strategic highways' or property would .be
severe.
Intensity-Duration-Frequency
Data. regarding individual storm events in Qatar
is scarce and generally inadequate. However,
statisticaJ . analy~is and compari~ons by a
number of researchers has established an
-intensity .. duration - frequency relationship
, whfch is generally found to stand., .comparison

.:;, I~.":~:rhe ·preferred drainage method is -by a positive with Bahrain data and to ·some' extent, the

\:~~:'~.$ystetn. However should this not be practical Bilham Formula. See rigure 8.1 a .& b.

. ".~~~.~;:dije to distance from a suitable discharge point

. ~r econom,ics, .agreement to discharge water to , I = 25.4.1ri.25x TINJO. 2B2 -0.17
the;"groun·d:'oradj-s.cent a-reas,"m'ay be sought
., r
from· the Director .of the' .,Civil Engineering , Where
[fa part,rri~nt. . I = rainfall .intensity(mm"th)
T= duration ,of ~torm (hours.)
8.• 2' ; 'DESIGN ,CRITEFUA N= Pro'bable number of
occurrences in 10 years
8.2.1 :' Hydrological :Data '. '
Run-off Coefficients (C)

,R~Jnfall Ch~ract~rization Typically, for densely built up areas" there is a

Long term" rainfall 'records for Qatar commenced ' .,high run-off for ·all raiClfaH intensities. However,

in 1,962 'arid are recorded daily, together with asdevel.opment ·becomesmore sparse or

1 other weather~info rm"atiO'n, from a ,number of ground conditions more pervious the total run­

locatior1S by the Civil 'Aviation and Meteorology off ·will reduce. Run-off is also affected by storm

Department of the Ministry of Communications intensity.

and Tra'hsport.
Calculation of surface water run-off shall be
Summaries 'of recorded data are issued made using Figure ,8·.2 which gives values for
regularly. run-off coefficients which reflect the above
situatjons.
Qatar lies in an arid region and annuaJ rainfall
may vary from 20mm to over 300mm per
annum. Individual storms occasionally as
intense as 124mm in a 24 hour period and
54mm in a 3 hour period, have been recorded.
RainiEiIl is therefore characterised by:

• High variability

• Severe thunderstorm's of limited

geographical extent.

IB2,

January 1997
 QATAR HIGHWAY DESIGN MANUAL SECTION 8

~:1 C'",:·,·";J
t ,
State of Qatar
Ministry of Communications & Transport
Department of Civil Aviation & Meteorology

Total Monthly Rainfall (mm)

11
-
Station: Doha Intemational Airport
Lat: 25 1SN Long: 51 34E Elevation: 1 1 metres

Year/Month JAN FEB 'MAR APR MAY JUN JUL AUG. SEP OCT NOV DEC Total

1962 0.0 0.0 0.2 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.4

1963 0.0 0.0 0.0 1.5 106.4 0.0 0.0 0.0 0.0 0.0 5.6 1.5 115.0

1964 23.1 36.3 13.0 2.5 0.0 0.0 0.0 0.0 0.0 '0.0 0.0 155.4 302.8

1965 5.0 1.2 0.0 e8.1 0.0 0.0 0.0 0.0 0.0 0.0 13.0 0.0 87.3

1966 0.0 40.5 0.0 3A 0.0 0..0 0.0 0.0 0.0 0.0 0.0 0.0 43.9

1967 0.0 2.0 3~3 13.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 19.2

11J 1S68 0.0 40.4 0.0 27.8 0.0 0.0 0..0 0.0 0.0 0.0 0.0 0.0 68.2

1969 10'.8 0.2 0.0 15.1 0.0 . 0.0 0.0 0.0 0:0 0.0 0.0 0.0 "7.1

1970 10.7 0.0 1.5 0.0 0.0 0.0 0.0 0.0 ·0.0 0.0 0.0 0.0 12.2

1971 o.e 5.8 0.0 6.4 '0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 '5.0

'972 1.6 6.7 57.7 9.6 0.0 0.0 0.0 0.0 0.0 0.0 1.0 7'~9 84.7

}j 1973 22.0 0.0 0.0 0.2 0.. 0 0.0 0.0 0.0, 0.0 0.0 0.0 0.0 22.2

1974 S'.S .23.04 16.7 1.7, 0.2 ; o~o , Q.Q ... ()~,Q. p.'C, 0.0" 0.0 4.1 .51.9 .'

'975 3"3 ·46:3 ,. , 1.8 Trace 0.0 0.0 0.0 0.0 0.0 ~).O 4.4' 64.9

J] 1976 . 25.2 . 53.9 23.1 40.3 Trace o~c Trace 0.0 0.0 5.4 45 r:; Trace 193.4

1Sn 4"4 '17.9 0.5' . 2.3 0.0 0.0 0.0 0.0 O.G 17.3 ~.1 3:' ·,90.8

11
1918

1979
0.0

5.7
12.8

0.1
1.0

.sa.9
5.9

Trace' '
0.0

Trace
0.0

0.0
Trace

b.O
f
I,
0.0

0.0
0.0

0.0
0.0

Trice
Tr!lce:

0:0
Trace

' 27.2
19.7

10'.9

1980 12.7 ' 30.8 6.6 Trace 0;7 0.0 0.0 I. 0.0 0.0 0.0 Trae!::' Tra~e 50.6

:198' 6.4 2.4 23A Trace "1.6 ' 0.0 0.0 0.0 0.0 0.0 ; 0.'. . Trace '33.6

1982 2.7 16.7 102..3 2.1 0.0 0.0 0.0' 0.0 Trace Trace 2C; .:
I 2,L2 1~7.3

1983 S.O 5.-4 46.2 6.9 0.9 0.0 0.0 0.7 0.0 ,0.0 o.~ Trace· 68.1

1984 Trace Trace 23.5 Trace 0.2 0.0 0.0 0;0 0.0 0.0 0.0 17.2 40.9

'985 "7 ,0.0 0.5 Trace Trace 0.0 0.0 T;:ace 0.0 ' 0.0 Trace 7.5 9.7

,9S6 4.7 7.4 5.7 32.6 . Trace 0.0 0.0 ' V,O 0.0 0:0 Trace 27.6 78.0

'987 0.9 0.1 60.1 Trace Trace 0.0 0.0 ;").0 '0.0 Trace 0.0 0.2 61.3

1985 5.8 130.5 2.7 12.8 0.0 0.0 Trace !J.O 0.0 0.0 0.0 Trace 1-52.8

19S9 Trace 2.0 12.6 2.7 0.0 0.0 0;0 D.D 0.0 0.0 9.2 43.2 69.7

1990 '0.7 13.7 0.6 4.5 Trace 0.0 0.0 .~,

0.0 0.0 0.0 0.0 29.6
_.
1991 0.3 '.3 26.2 1.0 0.0 0.0 0.0 .. 0.0 0.0 0.0 3.1 ..31.9

1992 8.7 26.8 1.9 2.9 ,0." 0.0 0.0 "'i.O 0.0 12.2 0,0 50.6 103.2

'993 12.1 74.4 2.3 6.4 2.6 0.0 Trace -:1.0 0.0 0.0 0.0 Trace 97.8
f

'994 0.' 0.5 25.6 3.9 8.6 0.0 0.0 Trace 0.0 Trace 0.0 Trace 38.7
f
1995 0.0 32.4 141.6 6.6 Trace 0.0 Trace O.G 0.0 0.0 0.0 60.3 260.9

Mean 12.4 18.7 19.7_ 8.4 3.6 0.0 0.0 0.0 0.0 1.0 3.0 13.4 80.1
"
Total 420.2 636.4 668.8 285.2 121.3 0.0 Trace 0.7 Trace 34.9 102.7 454.7 272~.9
-

Table 8.1 a Total Rainfall . . Doha International Airport 1962 . 1995

(Data to be reviewed at regular intervals)

IB2J
January 1997 Page 8/3
------------ .".'------- ~-"-'

QATAR HIGHWAY DESIGN MANUAL SECTION 8

State of Qatar
Ministry of CommunIcations &. Transpor1
Department of Civil Aviation & Meteorology

Maximum ~ajnfalj in 24 Hours {mm)

<­
Station: Doha International Airport
Lat: 25 1SN Long: 5' 34E

Year/Month JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC Year

1SS2 0.0 0.0 0.2 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2

'963 0.0 0.0 0.0 0.9 ' 64.0 0.0 0.0 0.0 0:0 0.0 5.6 1.5 64.0

1954 47.0 '5.0 13.0 2.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 80.' 80.1

1955 3.0 0.6 0.0 30.0 0.0 0.0 0.0 0.0 0.0 0.0 13.0 0.0 30.0

1965 0.0 17.6 0.0 2.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 17.B

1967 0.0 1.5 1.5 6.' 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 6.1

196B 0.0 25.0 0.0 104.0 0.0 0.0 0.0 0.0 0.0 ' 0.0 0.0 0.0 25.0

1969 58.0 0.2 0.0 6.4 0.0 0.0 0.0 0,0 0.0 0.0 0.0 0.0 58.0

1970 G.7 0.0 1;5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 6.7

.. , 1971 0.6 5.S 0.0 7.04 0.0 0.0 0.0 0.0 0.0 0.0 0.0 O~ 7.4
-. ,.::-.-.
·2 ~.; 6'~t
1972 0.8 2.5 32.1 4.6 0.0 0.0 0.0. 0.0 0.0 0.0 '.0 5.9 32.1
i·.., 1,1f"
': Ii ~", '~
,.,.
.. .­ _ 4 ~ _ 1973 15.0 0.0 0.0 0.2 0.0 . 0.0' 0.0 O.q 0.0 0.0 0.0 0.0 '5.0

1974 SA 92 8.0 '.7 0.2 0.0 0.0 0.0 0.0 0.0 0.0 2.5 9.2
...
'~75' 20.2 29.3 1.1 1.3 Trace 0.0 ' 0.0 O~O 0.0 . 0.0 0.0 2.7 29.3

'1976 '23a2 ~3.2 9.4 94.4 ' Trace 0.0 Trace 0.0 0.,0 3.ti 45.5 Trace ~s.o

1S177 10.0 17.9 ' ' 0.5 2.0 0.0 ' 0.0 0.0 0:0 0.0 ".3 S., 3.1 1'.9

1978 0.0 8.5 C.5 5.S ' 0.0 0.0 Trace 0.0 O.C 0.0 Trace Trace S.5

19r5 ' 4.5 0.1 46.8 ' Trace Trace 0.0 0.0 0.0 0;0 Trace ' 0.0 Ht8 4S.8

'1980 7.2 20.2 3.0 Trace 0.7 0.0 0.0 0.0 0.0 0.0 Trace trace 20.2

19S1 ~;: 6.04 2.04 12.7 Trace 1.6 0.0 0.0 0.0 0.0 0.-0 0.0 trace '2.7

1982 '.6 9.S 40.; 2.' 0.0 0.0 0.0 0.0 Tr8ce Trace 1'.3 , '.8 40.'

1983 6.0 ~., 17.5 5.0 0.9 0.0 0.0 Trace, 0.0 0.0 0.0 Trace 1'.5

1984 Trice Trace 15.2' Trace 0.2 0.0 0.0 0.0 0.0 0.0 0.0 1S.2 16.2

19B5 1.7 0.0 0.5 Trace ' Trace 0.0 0.0 . Trace 0.0 0.0 Trace 3.8 3.8

1S85 3.7 6.2 3.~ '7.1 Trace . 0.0' 0.0 0.0 O~O 0.0 Trace 16.0 '7.'
1987 ";0.5 0.1 28.0 Trace Trace 0.0 0.0 0.0 0.0 Trace 0.0 0.2 26.0

1988 ... , 41.3 2.3 6.7 0.0 0.0 Trace 0.0 0.0 0.0 0.0 Trace 4'.3

'989 Trace '.3 5.0 2.6 0.0 0.0 0.0 0.0 0.0 0.0 a.s 34.9 34.9

1990 7.5 6.S 0.5 2.3 Trace 0.0 0.0 0.0 0.0 0.0 0.0 0.0 7.5

199' 0.2 1.3 1.(.7 0.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.9 14.7

'992 3.0 20.5 '\.6 '.2 0.' 0.0 0.0 0.0 0.0 12.2 0.0 32.7 32.7

1993 5.5 «.6 1.9 2.0 1.5 0.0 Traes 0.0 0.0 0.0 0.0 Trace 44.6

'994 0.' 0.5 8.8 2.0 8.6 0.0 0.0 Trace 0.0 Trace 0.0 Trace 8.8

'995 0.0 '2.0 58.2 3.' Trace 0.0 Trace 0.0 0.0 0.0 0.0 36.6 58.2

Highes1 58.0 44.6 58.2 34.4 64.0 0.0 Trace 0.7 irace '7,3 <llS.O 80.' 80.~

Table 8.1 b 'Maximum Rainfall - -Doha International Airport 1962 .. 1995.

(Data to be reviewed at regular intervals)

January 1997 'Page'S/4

 QATAR HIGHWAY DESIGNMA·NUAL SECTIONS

I-----+-----+---..........-----+--~--I----'
- ---+--+­
J

J ~ .. ­ -

j~.
0
N N
j1
f1
N
"T
II ;~
J ',-,-.
.. .: !
,.
.t
jj
..c:
........
...co

(/')

ItJ E
Q)

~ >­ 0
'·,'0'
..... c:: LO '1.0
.:T-
en "'C
J]
..... o'
0 -c

jt
£: Q)
0 :(1.
:::: c:
11

j
m·
L-
::1
~

::s
..... '

0 (J,)
C(
Lt")
1]! 0
0
0
~
0
~.
j

".

t j
N
0

o o o
l{j o
N N

1 i

c: Figure 8.1 a Bilham Formula, Intensity - Duration - Frequency Chart (O-4h)

IB!5
... n,..,,"'" Page 8/5
---------_._'~._ .. _-, .. ,_.- ,.

QATAR HIGHWAY DESIGN MANUAL SECTION 8

-q

- M
N
~

C)

tX:)
~

to­
1. ~
0
N N

~
co

-" • +

.~~{ \~:;~
.~;- • '"
1t)
...­ ..-.
J::.
~'-
,
jj
- : ... ~~ .~. ...-
E
tn
'­
-. fa
("').9 Q)

r ~Cfj

~-,c
....
0
>--
.E'
-c
0
0
LO LO .

j
0 .~
.:;:=
j
j
Q)
...-" ''-
ca CL
~
::s .C:
0

...='
"­

j~l
.~ Q,)
0:::
C) 0
0 0
. '

J j
co
~ ~

/V
1/ /
........

j j
co

1/ 1l')

/// /
/ v'/ /J vI
v

V/ v///Lrj
C"")

- ~~ ~/v
---------- o
v
o
M
0
N
o o
~

(ll/ WW ) Al!SUBlUI JleJu~e~

Figure 8.1 b Bilham Formula, Intensity", Duration - Frequency Chart (1-24h)

/8<:0
January 1997 , Page 8/6
 QATAR HIGHWAY DESIG-N MANUAL SECTION 8

1.0
!

0.9

0.8

0.7

n
H
~ ~ i ..
I,

-u
u..
nJ\ U-
o
z
0.6

::>
0::
u..
~.' j
j
o·
en
0.5
~
r­
2.'

-.W.

~
I j' ~v V
n u­
u- 0.-4
UJ
'/ 'J /- 7
o I,. / V
-~ \­ o

i
7//
0.3
/ I V
J

.
1\
j
1
7/
-f~~("
~..:
'

r1. .
1.

~. ­
, 0.2

/
i 0.1
Ifl
\

0.0
o 10 20 3D 40 SO 60 70 80 90 100 110 120 130 140 150 160 170 180

RAINFALL INTENSITY (I) mm/h

Figure 8.2 Run-off Coefficients tor Urban Catchments

._-------­ ._--_.---_ ... -._-'"

QATAR HIGHWAY DESIGN MANUAL SECTION 8

Catchment Area (A) At a chosen point the peak flow generalfy

occurs at the instant all parts of the catchment
Rural are contributing to the flow.
The area to be considered shall incorporate
two parts: The Time of Concentration (Tc) is defined a's
the interval in time from the beginning of the
• The area of the road corridor subject to . rainfall to the time when water from the most
direct precipit~tion remote part of the catchment reaches the point
unger consideration by the engineer. .
• The broader natural catchment area
within which the road runs. The Time of Concentration is a function of the
Specifically, the effect the road may average slope, length ·and roughness of the
have on the natural surface and sub.. catchment. '
suriace drainage of the area.
A number of equations have been developed for
Reference to topographic mapping should be computation of thf? Time of Concentration for
made to assess. the catchment area. various ,methods of flood analysis. However! it
.is ,recommended that where the Rational
Urban Method is employed, 'Manning's equation is
, used, ,for the calculation of flow velocity in
The area to be considered shall incorporate two
guttet"s,drain~'gechannels or pipes.
'. ~~ :·PEiTts: .

~~:i~;li .. The area of the road corridor subject' to 'Mannin~:S-~ ;

.- ".~\;~~~~~~,:, ,:.". direct precipitation "v,:= ~SJ6

, . (.
n.
• Theadditiona·ladjac~nt ,:~rea.assess,ed,· Wh e
by reference to the··q~velop.ment-,PJans
Mean velocity of flow (m/s)
and topographic f!1apping for·thearea.. ,'.., n = Manning's· coefficient of
roughn'ess
The additional area will be dependent on·
factors such as 'intensity of.develop·ment, .
.', R = ,Hydraulic rad'ius (metres)
.S = Slope (percent) ,
provision. of flood storage areas, ·and
,contribution from adjacent', roads and Time 'of G.Grtc'snirati n:
develop,ment~.
-. /~lJfoll.

· (TC =t
;I"

Surfa~e Run-0t' (Q)

Highw~y drain.~·ge ·areas to be .considered' in

Where~ .
Qafara:re~,.- less than 50 H.ectares. For

· , Tc ~Ime of Concentration
these :afias·
S run-off (Q litres/second)
(seconds)
shall b; calcul~ted U . ing the fo~ula:
V = Mean 'vel.ocityof flow (m/s) .
I L, = Length of flow path from the . ­
t po'int of consideration to the
Wher~ 'furthest catchment extremity
C =Run-off efficient (m~tres)
= Rainfall·"· tensity (mm/h)
A= (hectares) For easy reference, when preparing drainage
computations to the' Rational Method, the
For areas larger than 50 Hectares, mostly rural engineer may use the nomograph given in
conditions, consideration should be given to Figure 8.3.
assessment of run-off by a combination of
historic observation and generation of storm When considering short duration storms the
hydrographs. The method used shall be rainfall intensity changes rapidly with only a
agreed with CED. small change in storm duration, (Figure 8.1 a).
Therefore it is importantthat for small drainage
Time of Concentration (Tc) areas an accurate assessment of Time of
The engineer wishing to size a drainage system Concentration is .made. However, due to the
must ascertain the peak rainfall run-off from the ne9~e~'sl..t¥forthe surface to receive rainfall and
catchment. under consideration for the /.Fe"ach ~ flowing condition the Time of
designated design storm return period, './': concentvra,t.'.on shall not be reduced to less than
I
\. 3 minutes.
.'

........... ,.,.,-"~ ........_,"""".......~~>.,

~---
/88
"'-'" Januarv 1997 Paae'S/8
 1 •
QATAR HIGHWAY DESIGN MANUAL . SECTION 8

Permeability (p)
The run-off that, a positive highway drainage
P,ermeability of the ground shall be determined
system shall be designed for is determined by
by in situ geotechnical testing as described in
the Time of Concentration and reference to the
Appendix B of this manual.
acceptable frequency limits provided for the
-
Ideally the permeability will be assessed at a
different hi'ghway classes in Table 8.3. ,

number of locations along a project site and Highway Situation Storm Return
soakaway sizes optimised on the basis of the Classification Period
test results. (years)

Primary Rural 1 in 10
S-hould geotechnical data not be availabie then Urban . 1 in 10­
reference to Table 8.2 and to 'records held by
Secondary Rural , in 5
CED Roads and Drainage Divis·ions should 1 in 5 .
Urban
assist the engineer. However. where eXisting
records are ~sed, this should be verified by site Tertiary Rural 1 in 2
i. . . Urban 1 in2
permeability testing during construction in order
to confirm the design values used.
Table 8.3 Design Return 'Period - Positive
Soil Type Permeability
System
(m/s)
~Where a positive 'drainage s.ystem. is not
1 {!:>I avaHabl.e 'and drainag,e is to soakaways, then
Clean gravels
10·' the 24hrs totaf rainfall figures given ~n Table 8.4
sha'lI-be used.
II 10.2
-, '
_Clean.sands A,rea D(#s~~ptiori Rainfall
and sand.. 10.3
gravel mixtures ;, "~~;~Kiential Area.s· &
11 10'" :-. ~•.(;.: .')r -Roads: .., ,.
Desiccated and
fissured clays
~.ll Very fine
sands. silts and
10~

,ctay-sl1t 10~
Design Total RainfaJJ
laminate
System
n ..-
'0-
10-e
7

Wherp the highway'.is require,d to cross a water

co{)rs·.. : the acceptable frequ,e-n{:y limits against
.~.,: I Unfissured clays and clay...silts
10-9 flo:'·:d1 1
and damage from n'aturaJ water
; (>200/0 clay) ••, ; "

~ ,
COU~~J"'S given in Table 8.5 shall be maintained:
10. 10

Tl.~.'·= .( .. Special measures required In this range.

lJ
•.

H'~ _., , Situation Storm Return

Table 8.2 Typical Permeability Cla~~i:' .r-ltion Period
(years)
) 8.2.2 Design Return Period Pr\!'" Rural
J
Urpan
The des'ign of an· economic - surface water Sect~;·, :~.. ry Rural
Urban
drainage system is related to the acceptable risk
Tertiary Rural ­
against flooding. Though Qatar is an arid Urban
country, whe-n storms occur, the disruption and
damage caused can be considerabJe. However,
to provide a complete, risk free, surface water Table 8.5 Design Return Period - Natural
drainage system would be prohibitivety Surface Run-off
expensive. The following Design Return Period
tables list the minimum storm return periods to ~
J be used in the design of surface water systems ..

The engineer may chose a reduced level of risk

if a specific project requi'res this.

P:tnp BIg
 QATAR HIGHWAY DESIGN MANUAL ., SECTION 8
If there is a requirement to utilise the road as a
f'- storm run-off carrier in the case of a major
rainfall event .then advice regarding the
acceptable frequency limits for Individual
situations shoald be obtained from the CEO
Drainage Djvision~ This will typically reflect
those shown on Table 8.6.
,Classification of Area SUbject to Flood
Hospital/Ai rport
Industrial
Prestigious' Commercial
~ Office"s and Pri~iCeS
< -~esidentjal & Light Commercia
Table 8.6 .'Design Return Period - Areas
If an area forms a boundary with no natural
outlet forsurtace run-off then higher acceptable
,~'~:7~'frequency limits may apply.. CED Drainage
,<.:··::.~:Division should be consulted further for advice.
."\~~~t~:.'~' " " .,
·~'·~B;'2·.3 Design Met~od
. .
Surface water drainage" design s'h·oUld be
submitted to the CED Roads Design Section for
approval as .part ·of the project'detail design
report., ,Detaitdesign should . utilise. the
information provided within this. De.sign. Manual.
B~sic ~esi'gn methods to 'be used are as follows:
Lloyd ·Davis Rational Metho~ . the use ofa positive system.
Suitable for the majority of surface water
drainage systems envisaged in Qatar, .eg. ~inor
'branch connections to a major trunk sewer
designed by others. . The relevant storm and
catchment parameters given in this section are
used"to calculate surface water discharge flows
and the piped system is sized to suit these flows.
A standard calculation sheet to be completed
and submitted with designs is given in Figure
8.4.
A number of important points need to be
considered by the engineer utilising this method.
• Simple to use
• Larger catchments can provide
conservative results, typically when
chosen pipe diameters exceed 600mm
• Care should be taken in selecting run-off
coefficients and rainfall intensities for
use in the equations.
Januarv 1997 Pace 8/10
• Catchments where the contributing
area does not increase uniformly with
time can produce erroneous results.
Hydrograph Methods
Suitable for larger, urban catchments where
storage in pipes and above ground becomes
significant; and for calculation of overland flow
Storm 'in larger rural catchments for the sizing of
Return culverts a~d retention ponds.
Period
1 in 100 ·Storm .hydrographs' should be built up from
1 in 50­ existing ,known storm data. However, thi~
1 in 20 information 'is currently not widely available in
1 in 20
Qatar and hydrographs such as a UK summer
1 in 0
storm, are considered generally equivalent to
Qatar'storms and therefore suitable for use in
hydrograph models.
Design of larger diameter piped systems should
take-account of p,jpe· storage and proprietary
computer software models should be used at
the dire'ction of CED Roads to optimize system
design.
Retention P9,nds,r. s~9,r'i.g.~ ~ar1ks and hydraulic
.restrictors shall bemedalled using methods as
agre,ed with ·CEDRoads.
Soakaway.Design '. ,'.
Soakaways should be' considered for surface
water drainage in areas where a positive
system is not available o('econ·omics preclude
However, are'as'of high groundwater table shall
not be considered suitable for soakaways. In
these areas positive systems shall be provided
withoutf.alls to EFA's, storage/retention tanks or
pumping stations~
Where permeability has been accurately
assessed with confidence and where its long
term availability through maintenance is with~ut
doubt, then g'round permeability can be
?On,~Sie~r:ed-wi.tb.il1-tbe des~.,n of t.he soakaway.
~!'~ _?ther situations trre-socrr<:sway sna:~
considered a storage- chamber and shalf be \
(.capable of storing the total rainfall requirement )
~e 8.4, below c.arri~geway~~:,"-
Each gully shall be connected to an jndividual
- soakaway, except at junctions where areas to
be drained are reduced due to gully/channel
requirements.
Soakaways shall be positioned in accordance
with the reservation cross-sections given in
Section 5.
 I
QATAR HIGHWAY DESIGN MANUAL SECTION 8

"1 (7'.;
Soakaways can introduce iocalised subsidence
due to wash out of fines. As such, they shall not
be positioned under the carriageway, shoulder or
oJ parking area or vrithin Sm of a structure (subject
to geotechnic~1 advice).

Soakaways shall be sized and 'located so as not

'11 to introduce water to the pavement constructio~_

Soakaways should be constructed with a rising .

"I piece to enable shallow utilities to pass abo~e
the main chamber.

-ll In particular situation~!l::Je"e-ng_,·-.~;r-t:e~Sider

Iinki,ng soakB:way~ pipe connec,tio,ns,~t 'nvert
or Intermedlate~efS. However, ~ hould
ensure that this -.fs.--rJl;>.L..goiR~O merely,
'Jl concentrate the surface water at the road valley',
poin,.t~~"-l"JI'I'Il~~--"',-"--~. --~--.._ . ._..,~" ","",' '­
~ - .....:-,.,

];
. , ..
.. '1
~
~ere the .eX,isten. c~
of a perched water t8:ble,:
( ' ~~~- been' established by geotechnical.
. investigation, CED Drainage shall be con,sulted -'
regarding the use of combinations·of'.bQreholes,
and 'soakaways;to 'discharge to low~r aquif~rs..
. It should be ,noted;that -in sp_m~, .. ~rE!a~:,:t.Q.W",:_
guifersmay be under a piezbm~tric .,h~ . : or
uti d for potable water purpo~es!\.:': ­

When a road is reconstructed"or a piped

drainag~ system is in~taUed -in aq ~xjsting rO,ad,
theorigi.nal soa'kaways are, .unn-k~fY to bee'ither
efficient or undamaged 'by," corrosion an~ will
need to be removed or renovated .. -
1
Jj
!

J]
,)
·t·
'·,.","1
'J
 QATAR HIGHWAY DESIGN MANUAL SECTION c

0
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Figure 8.3 Time of Concentration - For Use with Rational Method

r"'\--- n /.. ­

January 1997
 ..
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U>
r-+ STORM SEWER DES'IGf\j COfvlPUTATIONS ~ G>
0...., ::I:
3 Location of Pipe Ditt. in Length Pipe Ve'o~ity Time 0' Time of Intensity
Rainfall :. Impenneable Area (Ha) Row Pipe Capacity Flow Velocity Velocity Remarkc: ~
(J) , :t>
(1)
Level Slope : 'Flow Cone. Dia Capacity .Fun -<
::i From To (m) (m) (mis) , ': (min) (min)" (mmlh) Roads Cut ,'Other' Total (m3/s) (mm) (m 3/s) Velocity (m/s) o
m m
(f)
0 ,"
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00
 QATAR HIGHWAY DESIGN MANUAL SE,CTJON S
8.3 URBAN DRAINAGE
8.3.1 Introduction
Drainage of higbways in urban, areas of Qata.r is
achieved using the major and minor systems
described in Clause 8.1.2 and constructed and
maintained by the CED Roads and Drainage
Divisions.
Highway drainage shall be provided for all
urban roads.
Rainfall falling' within the catchment area shall
be collected and disposed of within the highway
limits or to a designated outfall point. Surface
fun-off shalf not be ,allowed to shed outside the
highway reservation unfessto a specified
discharge point. Surface 'water shall not be
allowed to stand within the highway reservation
for an extended period' of time so as to cause
pupJ.ic nuisance or a~eafth·hazard.
·:!t~,~;. imP-9rt~n! that the highway drainage
"~re·q~i.rernent-sare established early in the design
process to ,ensure th~t adequate 'reservation
s'pace .is provid~d, c;ndse,rvi~e .utiliti~s routed to
avoid ~ pqssibt'e clashes, . particUlarly with
soakaways. Refer to typical cross-sections 'in .
Section 5.
Drainage problems can oftenbe,alJeviated by
the engin.eer·co.nsidering the layout'of the road, '
system and 'planning of a new development in
harmony.with the ,natural' drainage of a
catchment.
The roadway can be used to provide the
foJlowing functions:
• Guide overland flow
• Isolate drainage catchments into
combination of transverse and longitudinal
manageable sizes
gradients shedding to water collection points
• Increase the drainage path and hence
time of concentration
Typical topography in urba.n areas of Qatar,
• Provide addrtional flood storage area
• Provide a drainage reservation 10 the
area discharge point.
Open areas such as parks, school yards} car
parks etc. can provide storage areas should the
dratnage system be unable to cope with area
surface water run ..off. Their location should
therefore be carefully chosen at the planning
stage to make the best use of topography and
drainage constraints.
January 1997
8.3.2 Urban Catchment
Urban development causes changes to the run­
off process by both altering the route and
surface characteristics over which'the run-off
, flows.
Highways form a part of the urban catchment
and the highway engineer must carefUlly
. consider adjacent deve'lopment and its
discharge points 'and qharacteristics in order·to
"accurately assess the total catchment that may
be c,ontributing to the highway drainage system
under design. '
The urban' catchment provides the engineer
,with further points for consideration; that of
availability of- d,ischarg,epoints for the collected
water, and the environmental damage due to
increasing build up of poJlutantswashed into the
,highway dr~inage sy~tem.
8.3.3 Positive Drainage
. ,
Positive drainage is preferred in all urban
situations. Water' co-flected is piped or
·chariheHed to a
discharg'e po.int from whence it
can be coll-ected and 'discharged away from
roads and de,~eI9ped.are,a~.
'." . , .
Highwaydrai'nage by <!po~itive means involves
disch.arging, run-o.ff to a point advised by the
CEO 'OralnageDIVision f.oronward transmission
by the Trunk Sewer System. '
8.3.4 Prainag'e of the Carriageway ,
Rain faHing on the road surface builds up and
presents a hazard to vehJctes both during and
after storms. It is therefore necessary to
provide 'drainage, to' the ca.rriageway by a
t
and a distribution system.
where roads are kerbed, requires slack
gradients 'to minimise the appearance of a roBer
coaster road and reduce fill requirements. The
minimum gradient criteria to be used are given
below:
• Transverse gradients of 2% are
provided as normal for drainage off the
travelled way to the channel
I CltJ .
___n ...... _ ..... --t:\_'_~-~---------------"
 QATAR HIGHWAY DESIGN MANUAL SECTION B

• Minin1um',longitudinal gradients of 0.3% To maintain gully performance under the

should be provided to drain the edge of
a travelted way to a discharge point
However, a desirable mrnlmum
longitudinal gradient of 0.5% is to be
provided, where practical
• Care shall be taken at junctions and
areas of superelevation to ensure that
the combination ·of transverse and
longitudinal fall does not create a flat
zone jn the carriageway
• In particular cases, a rolling crown may
be used as an alternative to
superel.evating channel lines to avoid
11 flat zones, Figure 8~5. The length oi the
rolling. c~own is determined using' the
-~ . same formula as that for applying
superelevation (refer to Clause 3.4).
\ ... ~.'
11
x-x
fJ
. damage' du'rin'g uti~ity n,'aintenance works. '
.
]
influence of wind borne debris and dust and to
improve collection under the effect of high
rainfalf intensity, it is preferred that gullies are
constructed as pairs.
. VaHey points of large catchments should be
located in areas where flooding would present
minimal hazard or disruption, or where
additional water storage or dispersion is
available. ie Emergency Flood Areas (EFA)n
parks and gardens, trunk storm sewers etc.
Gullies shall be linked·to the disposal system,
by piped connections.
The .preferred minimum gradient for gully
connections is 1%. However, gradients of 0.5%
are acceptable sh,?uld situations dictate.
Maxim'urn -gutty connection Jength is 36m.
Shou'Jd .'Ionger lengths be required then
intermediate·manhoJ.es or G.atchpits shall be
included in the scheme to facilitate cleaning.
UtiHti,as sha,If 'be Iqcated.:so -as not toproyjde a
hindrance to the .drainage syste.m installation
and maintenance or increase' -the chance of
. . ' . . ' . .

:.'Storm se.werdesi.gn sh.aJl'be in accordance' wJth .

CEO Roads afldDraTnage Divisions' design
'Carriageway
,g~;des.and ~pe~ifications.· Storm sewers shall

~j
erossfall·
Carriageway
CrDs.faU
L cater for the fiow·scomputed from, the desIgn
Length of

RoJlin; Crown
criteria in this .Section and any additional' flows
advised by 'CEO Road~,or Drainage Divisions at
the project ·commencement.
'J
~
-II­
Figure 8.5 Typical Detail of a Rolling Crown
Across a Single Carriageway

TI \--­ Drainage collecti,on points·in urbfiflsreas sho'uld

typically be provided by gUllies. located along
the channel or ·gutter. On gradients of '0.5% or
less the flow of water to the gullies can be aided
.1 by the use of channel blocks. Gully spacing is
a function of grating size, road gradient and
crossfall and acceptable flow width, at the
channel. Standard gUlly spacings and criteria
are given in Figure 8.6.

Where standard criteria do not apply, the

engineer should consider rediJcing the gully
spacing or referring the speciJic case to more
deta.i1ed calculation procedures.

On roads with longitudinal falls, valley points

shall be provided with double gullies to aid
water collection.

P~nt:l R/15
 QATAR HIGHWAY 'DESIGN MANUAL SECTION 8

200
I
I T I I I

... NOTE
190
1\
Graph depicts

180

\ . Longitudinal gradient
at channel giv.en as, 0;0

170

\ ~
- Flood width of 1.0m
... Crossfall2%

160

\ . . Heavy Duty Grating

150

\ \
140

\ \
130 '

K \
....
,.. ,,;. ,

120
~
::;~f~i~~~ -E \ '\r\
• ~ '.:;'" ~~ . . . ".' - I'

<!J 110 .

~
'\
z
()
<C 1QO " r\
~\ 5~ ,
a..
;. CJ.)'

.)­
. ...J. 90

\
.""
':..J
~
,0
80
.\ K ..

70' \ I\~ .

"~ ~
60
\ 2~ ~

~~
~ ~

~.
~
50

40

~
~
'" ,',~
~
~

30

0.3%
" ~~
~~
~
~

~
20
r----- r---.. -.
10

2 3 Uj 4
7 8 9 10 11 12

<0 C't')

"
("')

1M PER MEASLE W 10TH (m)

Figure 8.6 Gully Spacing

January 1997 ". Paae 8/16

 QATAR HIGHWAY DESIGN MANUAL ' SECTION 8

8.. 3.5 Drainag~ of Medians, Footways and They are to be used in situa1ions where 'run-off
Verges from, sizeab}e' c,atchments would become
trapped at a vaHey point and consequential
Medians
flooding would cause damage to adjacent
Medians in urban areas are normally paved or
properties or render a road impassable with no
landscaped with planting. Paved medians shall
equal adjacent rou_te ayailable tor det~urs.
be sloped to shed run-oft onto the adjacent

I
i;l carriageway for collection by the carriageway
Water should not be allowed to pond for
drainage system.. Landscaped areas in
extended periods so as to cause a health
medians shari be edged so as to prevent run-off
hazard. _
J from these areas taking soil and plant debris

Emergency Flood Areas' shaH therefore be

onto the carriageway.

provided ~(th:
Footways

J Footways shall normally be sloped at 2%

• A -'ocation where water can be' easily
towards the carriageway to shed fun-off onto
pumped by tanker or temporary
the carriageway.. ,
pumping station.
'1 ~

Where new highways are .to be constructed in ,

• Borehole soakaways to aid discharge to
areas of existing development, care must be
the 'ground waier table, where

l '.,j taken to ensure road levels are ,set to allow the

footway, to slope, from the property th reshold -to

investigati9n has shown this is

ach ie'vable.
the' carriageway. Areas of wide paVing may

require sloping to additiona,c9Uectio"o points

• Permane~t"" s"uriace" water pumping
II
away from ·the carriageway., 'These collection'
station a·nd risin"9 main connected to'the
trunk sewer system.' .
" points "must-be ,suUa'ble .,.foT,·pedestdantraff,ic.to
cross without risk of injury and must be situated
ij so. as not to ,be a hindra~ce, to maintenance 'In order"torriak~" the' best use of land in

~ developed areas it is norma'i practice to design

acces~ ,.
. EFA'sa~. s.ports, fields, .p8:rks~!pJaying ,fields,: car

~1~ It is the duty of adjacent property. owners to parks "etc."- ".". ,." '. " " ',":,
11 prevent significant run-off across thefo6~ay by
the introduction of coJ.Jection channels. This is EFA',s that are. not landscaped or utilised for

jI
particularly ,relevant in t~e case of polluting run- , othe"r purposes 'have 'a tendency to collect
off such :.85 from petrol station forecou~s. .rubbish and become an
eyesore.
, "

Collected wate'r ,maybe a·dded to the highway EFA's sh"ould ,b"e oonsldered ·a potential
1j
i drainag~ system once clea,ned of grit, oil and' drowning and disease hazard. Where posstbte
2J they should be kept sh'aHow and spread over a
other. pollutants.
large area. This 'helps evaporation 'and
dissipation and presents, ales"~ deep water
"1~" V~~ges,"' ,
Verges with hard landscaping shal'l.'be sloped to hazard. Side slopes·shouJdbe gentf,e to alJow
shed water towards the carriageway. Where easy'exit and marker posts "should be located
soft landscaping. is provided then it shall be
around the rim to identify the deeper area in
edged and sloped to prevent -run-off from
tim.es of heavy flooding.
J
depositing soil and. plant debris onto the

adjacent .pedestrian or trafficked surfaces, or

_,Prior to designing EFA's the prevailing
"1 .into property thresholds. Areas of raised
groundwater table should" be ascertained to
'j ensure the excavation does not anow standing
plantjng which incorporate drain holes shalf

incorporate . a filter membrane to prevent

water to remain. Soakaways or boreholes can
washout of soil onto adjacent areas.
be constructed in the base of the EFA to
encoura'ge water dissipation.
8.3.6 Emergency Flood Area (EFA)

Emergency Flood Areas are portions of land set

aside! within or adjacent to the highway reserve,

that are used for additional,· storage of

exceptional run-off generated by storms greater

than those normally designed for.

. I_~""''''\I 1007 Page 8/17

 ------. --~_._.--
QATAR HIGHWAY DESIGN MANUAL
8.. 3.7 Maintenal1ce Strategy
All highway 9rainage' systems shall be designed
with future maintenance. procedures,.. being
considered4 ~. , :. 'i - .
Routine maintenance will be required due to
build-up of wind blown debris and settled
sediments in gutters. gullies and pjt~.
Exceptional maintenance should be titnited by
good desig,~ and construction practices.
CED Highway Maintenance Section are the
responsible authority for t~e maintenance of the
highway drainage system, including EFA's and
storage areas not in the Trunk Storm Sewer
-Sy~em. .
.GED.Drain-age p!v'is.ion are the responsible
authority for maintenance of the Trunk Storm
., .Sewer System. -,
:~t~l~f;.
RURAL DRAINAGE
- ,
8.4.1. 'Introduction-',',-­
Drajna,g~ of hig-tJ.ways inr~ral,areas of Qatar
,·canoe considered,' as two cases:.
•
Drainage 'of rainfaHfaiUng onto the'road
and highway re~eryatio~ ,
• Drain?ge 'of nat~ral oyerl~nd flows.
. ,
D-rainage··of run.. off from the road and highway
reservation shall : normally _be achieved by
shedding onto adjacent land'­
8.4.2 Rurar Catchment
Theeng-ineer is, not usually faced with the
problem of catching-and dissipating rainfall-as in
urban situations, but is allowing run-off to flow
generally unimpeded on its natural course.
Rural catchments are often extensive and can
. build- considerable, volumes of water in their
tower reaches' during even moderate storm
e·vents.
Considerable care should be taken in assessing
the srze, slope and 5uriace characteristics of the
catchment (refer to Figure 8.2) and applying the
appropriate design storm (refer to Table 8.5).
January 1997 - "J~~{"Ie-,8!:tB---------------}-----
.. ---_ •...•. _
... -- ­
I
~, SECTION
8.4.3 "Drainage of the Carriageway
In order to reduce surface build up of rainfall
and the consequent hazard to vehicles both
during and after storms, it is necessary tc\
provide -drainage to the carriageway by c:
combination of transverse and longitudinal
gradients shedding onto the verge and adjacent
, ~ land:
• Transverse gradients· of ,2 % are_
. provided as normal for drainage of the-
travelled way. .
• Longitudinal' gradients are not
considered for drainage purposes on
-unkerbed 'foads.However,care must
be taken during the design of
superelevated sections to avoid ftat
~ones in the carri,~geway.
, .
In areas\.vhere ·carriageway edge run-off could
damage -verges -o-rsteep' embankments 'then
edge ,'~erbing · or . edge chann'efs shalf be
pro~idedto'.coUectwaterto discharge points.
.. -Disclla·rge··'points· -wO'ufd 'jncfude"-'gulIle's and
'precast channels.' . ,'.
.
8.4.. 4, Dralnage of Medians and Verges
Medians"­
·Medians :-in rura"-' 'ateas' 'wouldnormalfy be
.unkerbedari"d unpaved..
The 'rDedian 'shoul'd be sloped away' from th~
carriageway. to prevent run-off washing soil
debris'onto"the road. '
Where run-off is collected from long sections of
gr~dient, median outlets should be- provrded at
wadi and vaUeyppi,nts to. prevent water ponding
and flooding.onto" the carriageway. Alternatively
the median may· be broken into individual
catchment segments ~nd surface water allowed
to percolat~ into the 'embankment or evaporate.
Medi~n ditches, --j-f required, should have a
maximum"side slope of ,1- in 6 and shall be
designed such that water in the 'ditch cannot
percolate into the road con.structi.on, see Figure
8.7.
Where. ditches are required to facilitate
subsurface drainage, it is important to ensure
that adequate outlets or storage volume is
pr'ovided.
ICIB
-----------------------
 QATAR HIGHWAY DESIGN MANUAL SECTION 8

In areas of 'steep cutting, ditches should be

y
located so they are not filled with loose debris
from the cutting. In areas where natural surface­
run-off is high it may·be necessary to install a
n

Median
ditch setback from the top of cuttings to prevent
rainfall damag"ing the cutting face.

n
M__ _...,...1__ _t· t
2 __
S
2 5
__
o
.8.4.5 Natu~~1 "Surface Drainage

Where a highway crosses ,a wadi, the' wadi

n
Ditch lp rofile

~--~"t;.aarFFi~ii;aglfi~~;7a~Vw~:..:f_D:, :I~·~ : :,_~_~_ ~

S L column
typically
__._":":"__~.Jg'::S-,80m ole
catchment characteristics, design storm and
· class ·of road will determine the type of road
crossing required. It is normal practice to allow
:..;.;.;.:-~-:-:-:.:.:-:-:--
run-off even from smaff catchments, to cross
n
Longitudinal S action
on Centreline
_._~--

Rainwater storage
under the road so as to minimise disruption to
the natural sl:Jrface flow.

n
Fig 8.7 Typical Median Ditch
Culverts
A' culvert ·:is' a ·cbV~ted 'channel or pipeline used

.u

· , .·
i .
~.r'
~ I
, Verges and Ditches
'... Verges in rural areas sha·1I b~ sloped t9she-d.
to .convey a watercourse under the road. It
consists ,of a~ inl_et~ one or more barrels and an
.outlet '
-;;:/:f~vt~ater away from the carriageway.
. ;:.~~ l:-;:;'~~ ;r1~". ' Typically, culvert barrels will be ·constructed·
. ·'~::~··At·the'back of the verge a shallow ditch may be from concrete or steel pipes or' box·es. " Infets
,provided to ,both' collect ~nd· transport and outlets maybe constructed with gabions,
carriageway run-off and catch m,;nor area run­ . mattresses, sto,nepitchi'ng, or concrete.

n
off for transport t~ wadiis along the route.

The designer ,shall ensure that ditches are not

The hydraulic characteristics ·ofa culv~rt are
complex 'due to the number of flow cond,~tions
,located so they can introduce surface water to that can' occur.. The highway engineer shall
fl ;;
the pavement construction.. Normal practice is·
to .ensure the ditch invert isa minimum of O.3m
.consult specialist literature in hfs ·desig-n of
cuJvertsand shall choose the most appropriate ­
below the carriageway formation level at ·the . culvert for the speCific purpose cOr)sidering the
outer ed~e of the, carriageway. following ge~eral constr~ints;

Ditch dimensions and shape shaH be designed • Preferred niinimum pip,e culvert
foIJowing consideration, of· its ,'location and diameter 8QOmm .
impact on highway safety together with the
following hydraulic considerations: • Minimum pipe culvert diameter 450mm

.- contributing catchment
appropriate storm duration
• Flooding against. embankments is
acceptable short term. Freeboard to·
gradient ' edge of carriageway to be a minimum
i j roughness coefficient of lining/surface of O.5m for the design storm ..

In most cases it is expected that rural ditches • at.

Embankment slopes 1 in 6 or greater
I will 'be unlined. Permissible depths of flow for do not normally require protection
"j unlined channels are given in Figure 8.8. against washout due to short term
pontfin.g. Long term ponding may
Shallow side ditches are not normally graded to require embankm~nt slopes of 1 in 1 O.
provide a fall but fofiow the road profile.
The engineer shalf batance embankment height
Ditch slopes s.hould not present a significant with culvert height to provide a satisfactory
hazard to traffic leaving the road during an technical and economic solution.
accjdent. Side slopes of 1 in 6. or shallower
should suffice for this.

January 1 997
Page 8/19
 QATAR HIGHWAY DESIGN MANUAL SECTION B

Fords .
r Where wadi flows are exceptionally high or the
road requires 'a low storm design return period
and is tightly trafficked, culverts may prove
impractical. ~Theeng;n'eer may therefore'
consider incorporating a dry ford or vented dry
1ord. In designing a dry ford, care must be
exercised to ensure driver awart3ness of the
potential hazard. Guide -posts should be
posrtioned adjacent to the carriageway'to assist
traffic positioning and advance signing should
be used to indicate the dry ford to approaching
drivers.

Specific attention must be paid 'to minimising

scour and the prevention of carriageway
surfacing and edge loss. Verges, media"s and
embankment slope's 'should be protected by
impervious 'layers or rock. Washout of
emban'kment f-ines should be prevented by the
use of fitter J~yers o~ impermeable membranes.
 I SECTION 8
QATAR HIGHWAY DESIGN MANUAL

I ~)
~:~ -r

0~

1
0
~

1
~
0
-0
I
I L() -­
(f)
1 TOil
I ...,
c
I I'
·l :-l
l
~
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CO
......,
en
-­
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en
........-..-. (1)

'1 '­ / -~
E- o:::
........
c
J / ~E 0­
'"'-""
[] / ,.:.' ) ,

Q.)
- ·en
0
~ c.. fJ.J
'­

II LO '0
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CD I
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o··c ­
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11
C;'
co- , .-
I
"'!. ..c: 0
'I
;­
V
_..1/ ou, -(/)
CD
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0
. --
-c .
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C~:·r Figure 8.8 Permissible Depths of Flow for Unlined Channels

2°1 Pace 6/21

 QATAR HIGHWAY DESIGN MANUAL ,SECTION 8'

8.5 JUNCTION DRAINAGE Lightweight Glass Reinforced Concrete (GRC)

8.5.1 Introduction
Effective drainage of the carriageway at
junctions is particularly necessary for two
reason$:
embankment channels are easily installed to
prevent washout of embankment sJopes at
areas of run-off concentration such as at ke~b
ends~
8.. 5.2 Drainage at Junctions

• The need to retain surface grip to .Carriageway crossfalls and longitudinaf

enable the safe stopping, starting and gradients at jun,ctions are used to channel
turning manoeuvres routinely water to collection points. The folfowing are
undertaken by vehicles at these .·examples of satisfactory cTossfalf layouts with
locations. typical colJection points:

• The need to maintain the traffic system

capacity. particularfy at major junctions
T-Junctions (Figure 8.9)

makes it essential that flooding of lanes • Constant camber maintained on major'

and, -reduction in junction capacity is road
avoided.
• Longitudi,!aJ gradient on major road
The following' criteria must be' considered to .m~inta·ine'd across minor road throat
., ..,c~,<satisfy the ·above requirements:

;;;;;i¥;~.:
Satisfactory transverse gradients must
.. ...:' .. ~'..-.... be maintained, .particularly' on the
approach to,u.St~J?tf o~ AlGiv~ Way' lines
• Longitudinal·gradients must be carefully
. chosen toke~p stac~ sections of
,channel to a minimum
• Wher~ sJack gradients are unavoidable
. the transverse gradient should· be a
minimum of. 2%
• Collection points must be carefuHy sited
to a~oid ponding or run-off across
• ' ~on.g;tudin,al.gradjent ma.intained on
minor r~ad to major road channel line
• Constant transverse gradient on minor
road'· "m:aihtaine'd to radius tangent
points,. ,
•. . Gully positions chosen to prevent flow
.crossing the ·minor road entry/exit.
'. It' is .preferr.e.d to maintain the' major
'carriageway . transverse gradients.
through cross roads,or small signalized
junctjons~ .
.

carriageways from' one channel to

another
MAJOR ROAO

• Collection points must link to an easUy

maintainable disposal system with
adequate capacity.

Junctions should preferably be situated away

from valley points for large catchments to
prevent f1ood. concentration at these points. MINOR RO,4,O
Locating junctions adjacent to trunk sewers or I·

EFA's. to provide additional drainage facilities I

should also be considered.

B GUI.LY
Urban junctions should atways be kerbed and --­ OIR ECT'ON OF ORAINAGE

are therefore drarned by gullies to the disposal

system.

Rural junctions would normally be kerbed Figure 8.9 Typical Drainage at T..Junctions
however an economic collection and disposal
method may be achieved by flush kerbs located
at coJlection points with shallow lined channels
removing the water to the adjacent ground.

January 1997
 SECTION 8

8.6 SUBSURFACE DRAINAGE • . Tid'al coastal areas where the water

- .. ,table varies close ·to the surface.
8.6.1 Introduction
It is preferred that a soils investigation is
Water can be-introduced to the pavement by: undertaken to assist in deciding the need for
subsurface drainage.
I • Rainfall permeating
wearing and base
through
courses
the
(old 8.6.2 Subsurface Drainage Methods
pavements)
Hi.gh· ·Ground~ater
J • Rainfall p~rmeatjng through the verges In areas of existing developm~nt where high or
and medians . rising groundwater is likely to bring moisture to
the formation level, a collection and disposal
I • High groundwater table at the formation
due to natural water table or seasonal
system shafl- be installed to lower the water
table.
ponding
It is normal practice that th.is is performed by the
IJ .• Capillary rise from groundwater near .installation ofa ,perfbratedland drain below the
the formation .. . carriageway, together with a positive surface
·waterdrainage system. -.This wouJd ·normarty be
Where these. situations are present, subs·urface unc3ertakenby the CED Drainage -Division as
drainage is required to prevent build up of pore part to the Trunk Sewer Network. In these
water within the pavement, formation and .' ·,oc~tjons, soakawa.ys shall not be used for
sUbgrade. Increase in pore water can weaken drain'age.
the pavement by:·
Aftemativety,in rural, areas" the provision·of"side.

'I
J.
• Transferring' loads to lower (weaker)
sections of the' pavement . through
·increase in·pore water pressure
ditches can serve the dual function of

intercepting overland flow and aid in the

lowering of groundwater local to the road

structure.

• Washout of fines by movement of pore

water Coastal Areas

In· tida,l .coastal 'areas, sabkha is likely to be

• Increase in salt content in pavement present as an indication of a high groundwater.

layers and subsequ~nt swelling due to table. '

capillary rise when appreciable

quantities· of salt are present in the In these situations capillary rise of up to 1.0m

sUbgrade can draw saline water up to the road formatioFl

level, deposIting salt lenses and increasing pore

• . SwelHng' in 5uscepttbJ.e material, pressure~

followed by shrinkage or drying out.

This is generally preve·nted by:
Subsurface drainage is not normalJy detailed in
Qatar as it is rarely a probiem. Low lying ,areas • Construction of high embankments
1 are normatly filled prior to development to raise
them sufficiently above the groundwater table. • .introduction cif a granular capillary
Roads are generally ,constructed on break layer below the formation.
,~ Ii
, I embankments in areas of high groundwater as
i-j
they are usually subject to flood inundation General Design Consideration
: i
during storms. The highway engineer should consider the
i introduction of water to the formation as likely to
: 1 Subsurface drainage is therefore only happen due to annual rainfall and irrigation of
considered necessary in the folfowing plants in the median .and verges.
i
)
situations:
.
r
J
In most cases the dry granular nature of the
• Areas of existing development and typical Q~tar subgrade layers means the po re
rising groundwater levels pressure 'rise due to percolation is slight.

'P~n~ R/25
 QATAR HIGHWAY DESIGN MANUAL _:~\~~.:. ,1" SECTION·

However, to provide an additional safety factor

t- against this occurrence, the following measures
should be considered:,

• Slopeihe formationto drain away from

the carriagewayt9 the verge or median

• Avoid steps in the formation that could

lead to wat~r concentration points

• Keep planting areas separated from the

pavement construction to prevent
mQisture transfer

• Ensure planting' area watering is

effectively controlled to prevent over
water1ng .

• Utifisesurface. ·water drainage details

-that. wHI reduce the chance ' of
accidental damage -and -maintenance .
,proble~s

Ensure soakaways dO_, not ·introduce

water to the pavement constructton~
 QATAR' HIGHWAY DE'SiGN'MANUAl SECTION 8

~ ·C·.->,
. ," ~
Large Signalized Junctions (Fjgure 8.10)

.~ • Transverse gradients to be maintained

at approach to "Stop" lines & pedestrian
crossings

ij • Longitudinaf gradients to be satisfactory

to prevent a large flat area 'being
created at the intersection point

~ • Transverse gradients on right turn slips.

to provide 5uperelevation

• Valleys created in slips to 'have

11 ~dequate collecti0!1 and disposal' points

• - Additional gullies placed at collection

11 points serving a large surface area'

ij ,'. ;
~
.14 \..,,'
.
• . Gully positions chosen to prevent flow
crossjng qarriageways.

Roundabouts (Figure 8.11)

I] • Transverse 'gradients .maintained at
approached to,"Give 'Way·' ·Iines

n • - Longitudinal 'gradients to continue to be­

mainta·ined _on - . approaches and'
de_p~rtu~es,'
.I] •
. ,

Channel of . c entral island,to faU to one"

collection point.

J1
jI • Transverse gradients provide
superelevation for right turners or those'
~
i
circulating
1
t"_l

• Gujlies positioned to prevent cross

-~.n. -,,(' .'"
carriageway run-off.
rJ-­

I
)

i
i
.j J ,
F'~;

205

 QATAR HIGHWAY DESIGN MANUAL SECTION &

~ GULLY
-. DIRECTION OF DRAINAGE

t t

t t l
~-F ~
-.-
i ,
-+- -§ 3-· 2 ~---­
t ' '+

':·':.::::f/:~:··.
'?::- ~~.;~~.(;.~.~
• ~"'. -: -.iII06i0.r".~ , ~
.--.

" , Figure 8.10 Typical Drainage at Large Signalised Junction

I
-t-­

Figure 8.11 Typical Drainage at Roundabouts

 QATAR HIGHWAY DESIGN r~ANUAL SECTION 9
r­
9.5 SPECIAL PAVEMENT SECTIONS Pavements for temporary roads. can often be
constructed to lower standards than
(~o
I I ..
·9.5.1 Staged Construction (Single Layer conventional pavements becauseperiormance
Constru etian) expectations will be lower (deeper ruts or more
I. crackingwiH be ~ol.erable). However, the
Sometimes it is appropriate not to construct the following should also be considered:

~
full pavement thickness at one time for one of
the following reasons: • Design 'p~riod may be very
'unpredictable
• A road may initially be required to carry

~ only limited traffic. After the

completion . of related development
(other roads or industrial or residential

• Desigr) traffic
unpredictable
may also be very

projects) traffic volumes will increase • Savings may not be very substantial.

'1 • A new road may carry .construction 9.6 PAVEMENT EVA'LUATfON

traffic in the first few years of its life

I] and thereafter normal traffic. The

9.6..1 Intro'd~.~tion
ap'pficaH6n of the 'w'eci"ring course c6LJtd

be delayed until after the construction

As the .road network reaches matur·ity, ttiere will

ij ~ ••.• T'.,.
traffic has ceased to avoid rutting of
the final surfacing
be f.ewer. new, road? to;design put more existing
pave,ments· to :'.re~,abi~ltate.•·. ' I~creasingly/
pavement engi ne~r~w.il.rbe-·req-t:ti-red·to· evaluate
• An anticipated change to traffic flow eXis:ring ..pavements . aDd ',·.devise ~pprop.riate
11
patterns may require ,extensive resurfacing' ..or ". $tre~gth~ning .' meas.ures.
changes to road markin.9s. Pavementsqeteriorat(;!.in different ways and at
differentra1.esoqepeheii-rlg°-'on tfCi:ffic,.•. pavem en t
made
Il Assessments s"h·outd 'be' in ,each case of
the -trafficQ'/er .:the whoJedesfgn Uf'e,and ·in the
initialperioq. The sub-base would b.B ,designed
thlc.kn~s;s, '.rn.~terl~t q~a.HtYf. qra;~age, ..etc., The
visfq:te"· ··9~ter~"or~ti.9~ .¢q.~~ "~ot ,~J.~ays .. give a
.. renable:ind.iqatiQI}qf~the ..:.und~rf:YI,ngcal.Jse.(s)
for the "whole fife but .roadbaseand suriacing " . :and some'jrwesttgationis needed. A four­
woul"d be ·matched to the initial level of·trafflc~ stage,;,hi"ghway pa.Y~'r!1ent evalu?tion procedure
JJ The balance of the asphaltwould be added.in . is.·o,utiined
.
below:
.
," . ,. . ,.
:~
due course.·
'. . . -

~ I However,
considered:

other .factors, must also be

1. 'Routine""Mo:riitorir,,Q
'. ,lor' ' _ . "

2. DetailE?d ·SUNey..

U • Any ironware in the carriagew~y will

have to be lifted when t.he overlay is
·3~ . Detailed Investigation (Planning,
. Execution and Interpretation)
applied
~ J ~ 4. "Inte,rpretation and Remedial Works
• Kerbing, if .present, must either be·
Design.
installed high or also ,raised when the

overlay isappHed

I
>
• Depending on the status of the road,
9.6.2 Routine Monitoring

The obje~tive'of routi·ne monitoring is to identify

the initial top course of asphalt may
those parts of the road network which are
have to be a conventional 'wearing
,showin,g signs . of surface or structu rat
cQursecontaining gabbro aggregate.
deterioration and require further investigati.on
This will . involve extra cost to provide
two, rather than one, asphalt courses and possible maintenance. Routine monitoring
of most of the network should be carried out at
with superior aggregate
inteNals of 2 to4 years, depending on the age t

• Sufficient overbridge headroom must
be provided to - allow for the overlay
thickness
, } • The approaches to' underbridges
t should be constructed to full thickness
..J
to avo\d either over\aying the structure
or full depth reconstruction of the
approaches.
condition and importance of the' road, and the
traffic usage. Them·onitoring will be by visual
surveys with written records of the condition
supplemented by photograp~s ?r video tap~s.
Some indicative rut measurements should· be
made. In rural areas the survey will normally be
carried -out during a slow (20 kph) drive-throu gh,
with occasional examinations on foot at
junctions,· structures or any locations wit.h
serious defects. 'In urban· areas the surveys wrI f

207


be carried out mainly on foot, from the verge"s
or footways. The results of all Routine
Monitoring should be stored in th~ Pavement
J- Management Sys1em (PMS) being
implemented by the CED in 1996.
9.~.3 Detaile'd Survey
Where any significant pavement deterioration
is discovered, a Detailed Survey should be
carried out over the affected lE?ngth and
adjacent area. The objectives of· this survey
are to obtain a good _descrfption of the
deterioration (type, degree and extent) and an
indication of the likely causes. The survey wilt
consist of a more detaited vjsu~1 survey carried
out on foot, including rut measurements. Non­
destructtve testing of these pavement lengths,
using either Benkelm~n Beams or a Falling
Weight Def-lectometer (FWD), may also be
useful at this stage. Deflections ca.n be used to
check if there i.g any change .in ,pavement
. ".: .stiffness between a sound and deterio.rated
· ..~.<.~~:$~ction and stlould assist in .decidingwhethe"r
·.:;:~:,~~1~~~ ,deterioration is co_nfin~dto s'urface layers or
·:'·~~:;'''~ff~qt.s'· the whole, pavement structure. The
.: Fw'D '.will, give.,' mor~, detailed structural
.-Jnf.grm.~.~rQ:Q,:~~~. i~."rn,~~~,~f.~.~,J~.~.p,~~~,I_~~t~9,r1?"R9v.J1
of the.p~~'e,me~t in,r~.sp·on$e to.:a,dynamic load~
U~ing Ci.ppropriate '$Qftware, -it is possible 'to
back..caJc,~late 'the -stiffness.e,s. Of the pavement
, . layers,',pr()\,ided' 'tha-t th,e-th'ickri'esses of these
are.)<now'n..", In'orde'r -to:p.roduce consistent
measurements' and 'layer stiffne$s,es'Jthe
recommendations given in the FE-HAL (1996)
pUblication should be followed. The stiffness of
asphalt 'Iayers are strongly influenced by
temperature and the results of -all deflection
measurement must ,be corrected to a standard
temperature. To do this, temperatures in the
asphalt layers-must be measured at the time, of
test.
Where the deterioration is considered serious
or is worsening, strengthening or resurfacing
work will be necessary. -However, a Detailed
investigation will be required to provide -further
information to decide precisely what work is
necessary. If the pavement condition is not too
serious it maybe appropriate to merely repeat
f sections may be necessary. Where available,
the Detailed Survey after, say, one year.
9.6.4 ' Detailed Investigation
The objective of the Detailed investigation is to
explain the pavement deterioration including f deteriorated sections, sited right on the
the identification of the layer(s) responsible' for
the deterioration and ,.thus provide information
to enable.any strengthening to be economically
designed.. It Will. normally involve coring and
test-pitting of selected areas of the pavement
together with in situ, and ·\aboratory testing 01
the pavement layers. If deflection testing has
January 1997
--"".'''''''1. _
. - '
not already -been 'carded out at the Detailed
Survey stage,it sht?uld now be carried out.
The investigation must be properly planned and
effort concentrated at locations to produce data
which will be relevant· to explaining the
deterioration. Before planning the investigation,
as much background information' as possible,
applicable to the length of interest, should be
assembled: '
• Original construction details, including
specifications
• Local subgrade and drainage
conditions
• Maintenance history
• ' The results of any previous pavement
surveys' or investigations ­
• Past and" current· traffic flows and
comp~sition.
Some or ·aJl :ot this· information should be
available from theCED Pavement Management
System. If ~here .arE) rr!ajor omissions in this
information, '.the-n··th~ 'DefaHed' Investigation may
needto be .e-xpan.ded ~ to' -in~IiJde' ttafffccounts
i
and additional' 'cofes ·or -test pits.·. Where
thicKn~'ss~s ~r.e 'un~nown, ground penetrating
. radar, may be :,of'.assistancebut·thi's· technique
n,~eds· _ca.r~ful '~atibr~tion. . aga,inst known
thicknesses fot each type" of pavement being
surveyed. .
The' .-standard investig·ationstrategyis to
compare deteriorated and sound': section$ of
pavement (20 to 100m .in l~ngth) carrying
similar traffic and of similar construction (the
selection of such sections, itself, can sometimes
indicate a possible cause of deterioration).
Appropriately sited cores and/or test pits should
reveal any differences ,in material· qual.ities or
. thicknesses which may· explain the different
performance. Depending on the variation of
traffic and construction within the. length of
interest, a number of pairs of comparison
deflection and FWD data maybe used to select
pairs of sections with high and low deflections.
However, adequate . explanati'ons for the
different stiffnesses are not always found. The
majority of cores ~or pits should be jn ·the
deterioration (cracks, ruts etc) to determine
exactly which layers are affected. In the case of
cracking, it is important to know the depth of
crack pr9pagation and for rutting, whether or not
this is present in both -th'e asphalt and
underlying granular layers. To determine which
layers are contributing to a rut, or other
O""'ll"'o. 0/1 &:
 QATAR HIGHWAY DESIGN MANUAL SECTION 9
deformation, will require a set of three or more
cores, straddling the rut.
The following pojnts should be considered
when planning and executing the investigation:
• The cores and test pits are
fundamental to the whole investigation
and should all be carefully examined
and logged by a competent materials
or pavement engineer. The core log
sheets should include a photograph
with a scale,' full details of asphalt
thickness and condition, including
texture, segregation, voids, layer
bonding~wi.dth and depth of cracks
stripping, soft or otherwise def,eterious
a'ggregate,' bleeding and any ,other
,peculiarities ,. .
• Granular ·Iayers (sub-base
.subgrade). can be rapidly and cheaply
and
assessed by in situ .testing using either
a hand operated Dynamic Cone
Penetrometer (OCP) (Kleyn .and
1] Savage, 1982)(Jones and Rolt, 1991)
. or a portable dynamic. plate bearing
tesfef (P'D'PST)' "(R6a'ds"~hd Traffic
1]~ Research Association, 19'92). The
DCP test can be carried out through a
core hole butthePDP,BT will re'quire a
test 'pit to expose an area of 0.5 by'
Il
O.Sm. . .
• Static plate bearing tests or in situ
II
CaJiforniaBearing Ratio 'tests could
also be carried out in place of the DCP
, or PDPBT but are slower, more costly
and technicalfy no better than these
I
hand methods
~ ~-.~ ( \ • Decisions 'on the' num~er·,and·'ty·pe· of
laboratory tests should be made after
) ~ the assessment of the field data.
Samples of suspect foundation
material should be obtained during the
excavation of the test pits, but not
necessarily tested. Decisions on what
laboratory tests should be carried out
would be made after the field data has
been reviewed
• Density testing of sub-base or
subgrade layers will be 'helpfuJ where
the 'strength of these layers is
unexpectedly ,low and low compaction
is suspected to be the cause. A
maximum dry density value
'(determined in the laboratory) will also
j be necessary to determine relative
I compaction.
jr,,::·
\,
./
I
,
9.6.5 Interpretation and Design of
Remedial Works
The interpretation of. the data from the
investigation must address the following issues:
It What is th~ nature, extent and degree
of the deterioration?
Is only the surfacing 'or the whole
pave~ent affected?
What has caused it?
What remedial treatment is needed?
l
':rovidedthat'the Detailed Survey has been
'.:lorough and the _. Detailed Investigation has
'Jeen'properly"'planned, 1he fir'st two' issues
. ~hould be
an'swered,by a proper presentation of
'he survey/investigation data., >
i\nswers on the causes could be very ,obvious
such as' .anunder-designed pavement," poor
,~uality asphaUcontaining seg.regated aggregate
'~r1dvoids, or soft and friable sub-base.. 'In other
,;ases the. causes.rn.ay ,b"e. :[no re.'sup..t.'E3J~:qqirin.g
:1e,t~,iled Jabqra~.ory,:. ,'. testing to,. identify. : In
').faQtice'~, ·"jnts.tPretrifiOn shbuld corrlmerfce with
:'h~:'... qoiTtp:l~~:i,qn~::·O~:·,.the:.·:~,:Detailed· .S·urV¢Y . . and
.::::~1ntlri.ue ;d,(jrin'~rtMe'planningand"exacution of
. tile r)etaHe.d·, :Investigation to ens'ure ~ that
re i~.v dnt :ang, ,~~f~icje,.nt ..,data, is obtained to
'~111sYo'{~f " Jh'e •.. main '~. questiqns. Successful
iri.1.erpretatlon'··'eaqing :·~o. robust .coriclus'ions
.' dep,ends strongly"on'having carried out the right
field o/0r~, samp.ling. and testing .In the first
place.
In apdition to evaluating the eXisting pavement,
the future :design ··trafficmust be" estimated
before' decidi~gwhat thickness of overlay wiH be
required. The methods ,described in Clause 9.2
for ·'n·e·w 'roads are appropriate. NormaJly,
pavemeni strengthen'ing should b-e designed for
a 20 year life, subjecfto the comments ,made in
Clause ·9.2.2.
A possib18 method of determining overlay
thicknesses 'is. to compare the, existing
pavement thickness with that required to carry
the total of past and future traffic .(AASHTO,
1993). The.overlay will.provtd.e the difference in
thickness betWeen' 'the eXisting pavement.
AJJowance should be~made for any difference in
quality of existing· material and the current QCS,
due either to deterioration or a lower original
specification. Defective or deteriorated wear~ng
course should be replaced before overlaying.
Roadbases with moderate deficiencies could be
retained bLlt 'with a reduced allowance of
thickness.
 QATAR HIGHWAY DESIGN MANUAL SECTION 9

In cases where reconstruction is proposed, this PORTLAND CEMENT ASSOCJATION (1984).

should be designed in accordance with the Thickness design ".for concrete highway and
fa requirements of the rest of this section. street pavements. Skokie, Illinois, USA.
Granular sub-base is not sUbject to fatigue and,
provided that it complies with the current ROAD RESEARCH LABORATORY (1970). A
specification, is"'unfik.efy to require replacement. guide to the structural design of pavements for
new roads. Road Note 29. HMSO, London.
9.7 REFERENCES
ROADS "AND TRAFFIC RESEARCH
AMERICAN ASSOCIATION OF STATE ASSOCIATION (1992). Technical test
HIGHWAY AND TRANSPORTATION specification for soil and rock in road building,
OFFICIALS (1993). AASHTO Guide for design Part B 8.3, Dynamic plate-load test using the
of pavement structures. Washington, DC. iightfaHing-weight device.' (In German.)
Cologne.
BRITJSH PORTS ASSOCIAiflON (1994). The

structural design of heavy duty pavements for

TRANSPORT and ROAD RESEARCH
. ports and oth~r industries, 2nd ~dition. London.
LABORATORY ·'(1990). A users manual for a
program to analyse. dynamic cone penetrometer
. CRONEY D: andP CRONEY.(t991}. The data.. TRRL ,Overseas .Road Note 8.
design and performance of road ·pavements, Crowthorne: Transport and Road Research
2nd edition.· McGraw Hill. International~ Laboratory.
, , -~~idenhead, UK.

.-:·~~AERAATMENT ,OF TRAN'SPORT (1991 ).

·.-;~M-a.·nual·, of contract documents for highway
-"works/Volume 3~ Highway construction details,
.HMSO,.London.' ~; " . . .. '.'
~~ ... '
(" +.; .. ~:;.. :.~~:r ,:'".:f.-. ~.,:". .: .. - . ·,1' -'", .'

. D.EP~RTMl;NT OF TRANSRd.RT (1994) .

.Design ,rnanual,for.: ro~d:s and bridges, Volume
7," P.a~ven:Jerrt. d.esign. and·rnaj~t~:nance, HMSO,
London. .

.. FEHRL~FORUMOF EUROPEAN NATIONAL

HIGH,WAY·,· ·RESEARCH LAS·OAATORIES
(199.6)., Ha~r[loni.sation .o~ the., use of "the falling
weight defJectometer 'on' .pavements,Part 1.
FEHAL ~Report 'No. '1996/1. Crowthorne:
Transport and Road Re,searchLaboratory.

JO,NES.CR . a~dJROl T ,(1~91).:Operating

instructions 'for" -theTRLdynamic cone
penet~ome.ter ,(2nd ,edit jon). TRL, Overseas
Centre. Information" Note. Crowthorne:
Transport Research_Laborat~ry~

KLEYN,-EG·and PF SAVAGE (1982). The

application of the pavement DCP to determine
the bearing properties and .pertormance of load
pavements. Proce.edings of the. International
Symposium Of) Bearing Capacity"otRoads and
Airfields* Trondheim ..

MAYHEVV, HG and, HM HARDING (1987).

Thickness design of concrete roads. Research
report 87. Cro'Nthorne: Transport, and Road
Research Laboratory.

MINISTRY OF COMMUNICATJONS of the

KtNGDOM 01
Highway Design Manual. Riyadh.
SAUOIA ARAB\A (1990).
l
ZIO

 QATAR HIGHWAY DESIGN MANUAL

}CI,_.~

ANNEX 9A BASIS OF THE DESIGN methods are sometimes used to extend the
~ETHOD 'FOR ASPHALT empirical results to wider ranges of traffic or
J' - "r
--:...~J ROADBASE layer thicknesses, or to slightly different
pavement types .

~
9A.1
.
DESIGN METHODS
".

Anafytic'al and empirical methods can both be

The design docum,ents produced from empirical
performance studies are usually in "catafogue
ll

used to determine the thicknesses of pavement
a
layers to carry specified amount of traffic. In
the first, the materials to be used in the
.pavement are characterised by their stiffnesses
format with the exception' of the AASHTO
method in .which traffic, pavement thickness and
· . material quality· are related by an empirical
equation. .

~
and fatigue, laws, ie. the relationship between
strain and the number of load cycles to produce
failure.' The pavement is then proportioned so
. In, practice, design by erther method is often
. checked to some degree by the other.
that strains at critical. depths, due to standard
1] wheel loads, 'do not exceed permissible vaiues 9A.2 DESIGN STRATEGY
for the required' number of. 'Ioad repetitions (the
horizontal straiT, at the base of the roadbase

-~
and :the ·vertical strain at the top of the
subgrade are normally considered to be the·
critical criteria). The' des'ign ,'documents
Conditions in Qatar differ from the 'temp'erafe
environments, where both the analytical and
'e'mpiricaf methodshave'b'eenm'ost 'practised,
and need t~ b-8 reflected -in 'any -design for focal

h
r" ,""

I .-
pr~duced from anaJytical methods may consist
",,-:-:·:~:'.::~"of either a ,detailed calculation procedure or an
_,. ~~/f~~~asiJy read "catalogue:1 ,of di,agr~ms or graphs
use:

• . Qatar has a much hotter :cH-rnatewhich

":":'~'~:~~J~elatjng ,layer thicknesses to traffic andlaye'r will g'reatly .affectthe .stiffness:-of 'any
....,-·;-·'properties. ., ,', .a'sphalt an'9-will affect bit~men ,a.geing
.1J
Alth'ough' 'the "anaJYticaJ' :'hiethOd"' 'j S' tec'hnJcaHy ., , SUbgradestren,gths, .are,geneJaHY.h,igh
attractive, there are. ~:-;onsjderable practical due to the prevalent 'limestone and
difficulties: sand,~;a'nd ~many roads are ',constructed
,?-I'l,'.I()Y',,·_:',empankme!1t~ "01' .90odfill .
l .m'ate'ti'al ~"'.. .:, ,',~ ..

!J
• '. Determining stiffness 'values is"
complicated. Asphalt 'stiffness varies
with temperature, r~te of roading and
age of the bitumen. For unbound
.. A -significant pro;p'ortion of heavy
vehicles. are,' overloaded 'causing
1--] ,materials, the stiffness vades with 'significantly··rnore'. ,dama"ge than the
j
moisture, 'stresshi~tory and confining , same 'types'.ofvehicl'e elsewhere. '
• - - • :. '.' - I.~ _

-. stress' . '

The material standards in Qatar :are similar to

U
• . T~ere is no standardisation of .fatigue
measurement and a wide var'iety of
main~tream,practice,elsewhere.­ I

~] /
tests are "in use, hardly any of which
a're compatible (TangeHa et al, 1990).
9A..3 ' APPLICABLE METHODS

Consequently, each analytical design The .first stage in determining asphalt roadbase
. method has its own ,Joadcycles/strain pavementdssigns for Qatar was to revjew

J relationship based on a specific fatigue

test method
· established methods or "catalogues" which
. could apply to the 'ho.t conditiorsr either because
.,' they were empidcaUy - derived from the
• The field evidence of fatigue fai'lure, in performance of :pavements ina' hot ,climate, or
the manner assumed in the analytical aJlo'w. the input of ''low st-i'ffness values. The
J
meth<;>d, is not conclusjve. methods reviewed are listed in Table '9A.1 .

In the empirical method, the performance of The methods a'll qU'antify cumul'ative traffic on
trial pavements is monitored to determine the the basis' of equrvalent 80kN (or 8 tonne)
amount of traffic which can be carried ·before standard axles using a 4th power law. The first
the condition is considered unacceptable. three methods do
'not' require specific
Sometimes the traffic is accelerated by temperature or asp'haft stiffness input but the
continually 'trafficking by heavy vehicles, as in last three do.
the A.ASHTO Road Trial, or occurs normaHY1 as
in the trials carried out in the UK on public
roads. The latter method is the more re\iab\e,
however, th,e trial results are only strictly
applicab\e to the trial conditions. Analytical
•• __.. ofnn-,. _.
.~-
Page 9/19
 l;lAI AN MI\..':iMVVAT Ut:::JH.,:iN MANUAL SECTION 9

No Temp. Applicable Design Method 9A.4 SPECIFIC METHOD FOR QATAR

input Country

, No T lopica I and A Guide 10 the Structural The second stage in determining asphalt
Sub·Tropical
Countries
Design of Bitumen·Suriaced
Roads in Tropical and Sub.
roadbase thicknesses was to set these sligh tty
Tropical Countries (TAUODA greater .than the, 110 to 270mm values and then
Overseas Road Note 31. , 993)
.... adjust to ensure that the roadbase and
2 No South Africa Structural Design of Interurban sub,grade strains did not exceed permissible
, and Rural Road Pavements.
TRH4 (CSIR, '985) values. The fatigue- laws from the Austroads
manual were used for this because:
:3 No Saudis Arabia HiQhway Design Manual

4 Yes USA
• The manual reflects more recent
AASHTO Guide for Design of
Pavement Structures i' 993} experien·ce
Internafional
" Yes Shall Pavement Design Manual
('£178) • Many Australian pavements are built in
6 Yes AlJstra~ia Pavement Design a fairly hot climate
,(Austroads" 992)

, Table 9A.1 .. Design'methods

• The Austroads manual produces
designs for -hot .climates which accord
reasonably.wel~ with pertorm'ance.
The -Sh'eft,ome1hO'd,~'No" :5, :gives ·temperature
data for Bahrain whic,his applicable to QataL The fatigue laws are:
The weighted mean monthly air temperature is .. . .
" given' as ~8°C which results in an effective Transverse strain 'at the bottom of the roadbase
"~·~\:p~vement temperature of ·40°C tor a 200mm 1,

·:·2~¥.:tfllckness of 'asphalt . Two methods of . l,Jeh = (6532)/(NJ·2) for asphalt with a stiffness·
:'~>:·aet"e~mininga:sphalt stiffnesses at this high of 1.0 GPa.and .
effeCtive payement temperature have been
;con'sidere,d:.>:.,.: ,"v-·' Verti9al s~raln ,atthe.topi.,of.. the .subgrade, '

•
~Oj • '

The, :s1andard sUffness nomog~aphs

.' J.1e y == (8511 )/(NJ·14)
,(Van dar Poel',"1954 and Bo.nnaure ·et
. af, 1977) indicate'stiffnesses between 1 ,,( pe ="microstrain and N = numbe.r of load
and 3 GPa for MD1asphait roadbase, _~~,petitjons.-)' '

.' B,BCk, calculatio'n '.' of falling weight The layer stiffnesse's'andPo'isson's ratios used
defJectome1er,data 'from "Qatar indicates . to determine the strains are, shown in Table
an'average roadbase'stjffne,ss of o.ver 3 '9A.2~
~ GPa' for mature _asphalt. S·imHar
analysis of data lrom 18 ·monthotd , Description CBR 0.4 Stiffness Poisson's
Malaysian pavements indicates asphalt (GP.a)' RaUo
roadbase stiffness 011.5 to 3.~ GPa at
Asphalt 1.0 0.35
40°C. " ,S,tiffnEtss

These'are'appreciably higher than the'values of Granular 60 0.200 0.35

Sub-base
onJy 0.3' tcf 0.. 6 ,GPa 'indicated in the Shell
ti1ethod, 'which are considered to be too low. 'Subgrade 50 0.170 0.45
Partty as a consequence of these low Subgrade 25 0.125 0.45
stiffnesses, the Shelf meth'od indicates much
greater pavement thicknesses compared to atl Subgrade 15 0.100 OAS
the other methods except for Saudia Arabia. Subgrade 10 0.075 0.45
The satisfactory periorma.nceof roads in ,hot
environments with much thinner asphalt
Table 9A.2
roadbases than the SheJl designs suggests that
the method is conservative for these conditions.
'(5% voids, 4% 'of- 60nO Pen bitumen at a
temperature of 40°C)
An asphalt roadbase stiffness of 1.0 GPa has
been used in the AASHTO and Austroads
(1 GPa ~ 1 Gigapasca/ ='1xiCf Nlrrf and 1 MPa
methods. The South African, AASHTO and
= 1 Megapascaf = 1x 1(f N/nT)
TRL Overseas methods alj indicated very
similar thicknesses of 11 0 to 270mm of asph~1t
The standard approximate relationship for
for 1 to 50 million standard axles. All the others,
in varying degrees~ were thicker.
subgrade stiffness, E (MPa) 10 x (%), = caR
only applies to low strength material. The above

January 1997
 QATAR HIGHWAY DESIGN MANUAL SECTIUN
values are based on those determined either
~ from plate bearing tests or back analysis of
(~) ;. falling weight deflectometer data.
In all cases, asphalt fatigue was found to "be the
critical criterion~
9A.5 WEAK SUBGRADES
In Clause 9.3~2, the minimum sUbgrade strength
included in the design charts was set at a CBR
of 15~/o at in situ density which is generally
achievable. However, in the small number of
cases where the in situ sUbgrade. strength falls
below this, it will be necessary to provide a layer
of stronger material called IIcappingU between
the subgrade- and the sub-base~ The capping
will normally be either the 15% or 25% CBR
subgrade material used in the standard.designs
and will have the same stiffnesses as above. In
cuts' or' where the· road·,·s-urf,ace :is ,close to
groundlevef, some of the subgradewill have to
be removed and replaced with capping~ In fill
r"',: ,_,~ituations, the' ,upper earthworkslayer~. m!Jst qe '
····:·~~.:;.,q9nstructed with - the capping material. A Proceedings of . the' Association 01 Asphalt
".. ~~~.·m~thod .of 'determining the 'necessary capping
·~:';':~:(~~h·lc'kness for either case maybe based on the
-···~'·surface stiffness 'at . formation' level. ie
. imm~diately 'below the .sub-,base~ ,
T-he minimum' sfrength . standard' sUbgrade
:(Class 51). consists of. at-least.O~3m thickness·of
'CSA 15% . material (or stronger) ·resting· on
material·with a CSR of at Jeast 10%. ,A 40kN
single wheel, load at formation ,levelwil·1 produce
a surface deflection of 1 ~49mm. The .thJckness
of -thecapp.ing .. layer required f9r a w_eaker
sUbgrade will be that which produces the.same
deflection for the same load. The thickness ,will
.be dete'rmined by trial·and error using an elastic'
layer programme to model the stiffnesses· of the
sUbgrade ·Iayers. For the cases of subgrade
CSR values of 7%, 5%, and3 % ,the required
thicknesses of CSR 15 % ,capping witl be O~5f
0.9 and 1..9m. For the- -weaker subgrades of
eSR 59/0 an-d 3 0/D it will be more effective to use
thestrQnger.'C,BR 2:5% . capping in thi·cknesses
of O~3'5 and O.7'm respectively~Other capping
thicknesses are possible depending onspecit.ic
strengths or stiffnesses, but for practical
reasons the thickness should not be less than
O.2m.
The stiffnesses and Poissonls ratio used in this
analysis are shown in Table 9A.3.
Description CBR% Stiffness Poisson's
(MPa) Ratio
Capping 25 '25 0.45
.,
Capping '5 100 0.45
Subgrade 10 75 0045
Subgrade 7 65 0.45
SUbgrade 5 '50 0,45
iF"
It.·­
Subgrade 3 30 0.45
Table 9A.3
.~
.. Cap·p;'ng material of greater strength may ~e
used~ However, in determining the thickness,
higher stiffness values should be used with ­
great caution as the in situ stiffness is
dependent not just on the quality of the capping
but also on the stiffness of the underlying
material.
9A.6 REFERENCES
AMERICAN ASSOCIATION OF STATE
HIGHWAY AND TRANSPORTATION
~ OFFICIALS (1993). AASHTO Guide for design
of pavement structures. Washington, DC..
AUSTROAPS (1992). Pavement design - a
guide to the structural design of road
pavements. Sydney.Australia~
SON-NAUREF,G GEST, GGRAVOIS andP
UGE (1977). A new method. of predicting the
stiffness of asphal~ :.paving' mixtures~
. Paving Technologists,voL·46.
COUNCIL FOR SCIENTIFIC AND INDUSTRIAL
RESEARCH (CSIR) (1985). Structural design·of
interurban:and .rural ,road.p·aven1ents~ ",Te.Chntcal
recommendations for hig·hways (TR··H 4).
Pretoria, South Africa~ .. .
SHELL ·'NTERNAT,I,ONAL' PETROLEUMCO~
(1978)~. Shell Pavement - ,Des.ign Manual,·
, London.
T ANGELLA SCSR, J C'RAUS, JA DEACON and
CL MONISMITH (1990). ·Summary report on
fatigue response of asphaltmixtures~ Strategic
Hi,ghway Research, Program, Report ?HRP..
A11'R-90-011 ~ National' Research Council,
Washington, DC, USA~
TRANSPORT and· ROAD RESEARCH
LABORATORY (1993). A guide to the structural
design of bitumen-surfaced roads in tropical and
sub-tropicaJ countries~ Overseas Road Note 31 ,
fourth edition. Crowthorne: Tr~nsP'?rt and Road
Research Laboratory.
VA.N DER POEl C (1954). A gene'ral system
describing the visco-el~stic properties of
bitumen and its relation to routine test data.
Journal of Applied Chemistry" Vo1.4.
Paoe 9/21
 BATAR HIGHWAY DESIGN MANUAL SECTION 10

SECTION 10 ROADWAY LIGHTING measured in terms of reduction in

, 0.1. INTRODUCTION
1 0.1.1 Rea~ons for lighting . the possible increase in its capacity are
Highway fighting is provided to aid the safe and
orderly movement after dark of all road users,
oath vehicular and pedestrian.
For the driver, properly designed lighting wilt
increase his range of vision, reveal hazards
more effectively, reduce,fatigue and particularly
in the case of high~speed roads, °increa-se the
traffic carrying capacity. Pedestrians will be
able -to orientate themselves and to detect
vehic.ular and othE!.r_tl~ar9s. From the police
point of view, crime 'directed against the" perso·n
and property' will be d-iscouraged, whilst
surveillance and, recognition will .be greatly
enh~nced-; particularty if good':colour re,ndering
is prOVide-d. . 10..2
personal injuries, ,fatalities, property
damage, and other costs ,to society._
More effective usage- of the road and
also considered.
10.1.3 Scope
This section of the Manual sets out the
performance requirements and standards which
shall be adopted for the design of- lighting on all
. types of highway in Qatar, except for those
footpaths which are separated from vehicular
routes.
"I 0.1.4 Complementary Standards
This section of the Manual requires the use of
8S 5489 : Road Ughting : Parts 1-10 : 1992.
PERFORMANCE REQUIREMENTS

1 0.1.2 Justification 10.. 2.1 Summary of Road Classifications in

Qatar .
In ·considering ,whether. ·aroad'.should" be,. lit,
. from an engineering ,point of view, the following' in
Indfvidua(roads the .State of Qatar 'eachfulfiH' -,
'factors should be conside.red~ , -certain functions within the overall' network. A
~i~rarchy exists which 'defin~.s their ,various
-- .• The' nature of the road (ega motorway . roles and the position ota. road within, this
or mixed traffic road) as 'dete~rriined by hierarchy is" a measur,eof 'its national
itS geometry and aJso' by its night traffic' importance. 'Route classification is discussed at
accident rate. ' the front of this manual.. Table 10.1 shows the
relationship betwe.en the classification used in ­
• The traffic intensity and composition this manual, and the' classification .used .by .
(eg. fast traffic only or mixed traffic). Minis'try of Electricity and Water,Street Lighting
Section. '
• ' The danger poi.nts ,and. other special
-situation, such as junctions', crossings

Category Description Highway Class

for cyclists and pedestrians and other
(Refer TaGle 1)
interruptions in. driving conUnuity which

may present drivers with unexpected

Ctass 'A' Motorways or Express P1,P2
Roads (eg Doha... Ruwais
situations.
Road~ Doha· Abu Samra
Road)

] • It is particularly important to ·avoid

.sudden changes in the visual field of , Class'S' Ring and Radial Roads P1, P2,S2
the drivers as far as determined by the
Class 'C' Commen?al and Shopping 52. TR1, TR2
lighting- and to allow drivers to prepare Streets

J themselves well in' advance for

manoeuvres which suit the situation to
be met over the next stretch of road.
Class '01' Distrtbutor Roads TR1, TR2

Class '02' ' Local Streets, Residential TR3. TR4 TRS

1

J • Factors such as traffic volume, speed,

-road use during, the night, night ..

Roads or Access Roads

Refer to Table 1.1 for full descriptions of the Highwa y
Classification.
accident rate) road geometry; a.nd

general' night visibility conditions are

J important when considering highway

lighting.
Table 10.1 Road Classifications in Qatar
for Roadway Lighting

• Justificatjon for fighting is also based

on the economics of lighting as

compared to the cost of not lighting.

Economic returns !or I,ighting are

 QATAR HIGHWAY DESIGN MANUAL SECTION 10

'The Light Source (including service roads) constructed at

In order to conserve energy and achieve high
efficiency, Qatar has standardised on high
pressure sodium lamps for Class 'AI and 'Sf
-roads and high or low pressure sodium lamps for
Class l e i roads. Class '0 1 roads may be lit with
sodium, high pressure mercury, metal halide or
linear compact fluorescent.
different levels. .
The presence and Jocation of eXisting road
furniture and service utilities such as power
distribution lines, telecommunications, and
various underground services may impose
certain constraints on the lighting layout

Maintenance Factor
The location and form of major intersections,
Maintenance factors, as defined in BS 5489 :
rnedian openings and other traffic facilities such,
Part 2, shall be taken for c;iesigns from lable 4 of
as pedestrian· crossings and bus stops must
that Standard.
· also be considered. ·

The necessity for lantern cleaning at more

Thus the road lighting designer must be
freq.uent intervals than lamp changing will be
completely familiar with the section of road to
avoided if a minimum degree of ingress
be Jit and equally important, he should· have a
protection rating of JPeS is specified.
good understanding of traffic operations that
oocur particularly during night tlJ"De. It is only
Road Surface
with this knowledge that he can arrange the
Design tables based on the 'representative
lighting layout to best meet the· many controls
.British road surface' as given in Table 3.of BS .
.and demands of individual sites ~nd' achieve
5489 : Part 2 maY,be used.
the maximum· ·lighting . effectiveness, at
reasonable cost.
However a' more economical lightin·g design is

possible. if a 'concrete road surface is to be

The general lighting arrangement will of co.ursa
provided. If at a lat~r stage the concrete surface
be dependant on the roadway width, luminaires
may ,be overlaid with bituminous material then
. available· and the· desired mounting height in
the lighting shall,.be designed' for this initially.
. accordance with the. design rules .and
procedures as set out in 8S 5489':' Parts 2 and
Where design calculations are carried out by
10. However, a 'choice of several layouts wilt
computer, a rang.e of charac~eristjc road surface
usually be
.
ayailabfe to the designer.
,

reflection tables may be input from' Publication

CIENo. 30-2: Calculation and Measurement' of

On dual carriageway roads any of the foHowing
Luminance an,d Illuminance in Road Lighting..
. arrangements, of luminaires may, ·be
Most, proprietary ligh~ing cal.c~lation programs
appropriate: .
will contain data files for one or more of these

standard road surfaces. .

a) Single Sided·.Arrangement

1 O.3~2 Standard Lighting' "Geometries for
. Different Road Profiles
Road authorities are primarity concerned with
road lighting for its accident reducing potential.
However, these benefits can be seriously
diminished if insufficient attention is given to
reducing the hazard created by fighting poles
near the roadway.
Whilst the development and application of
geometric standards tor roads and streets has
reduced the variation in roadway layout for
various classes of roads, the road lighting
designer is nevertheleSs confronted with a large
number of road layout 'features and conditions
which will influence the lighting design.
Divided or Dual Carriageway Roads
This type of roadway layout is most common for
I high volume urban and rural arterial roads.
I Such roads may involve cross sections with
service roads on one or both sides of the. main
F~\-"',
carriageways, a great range of median and outer
a problem.
f""' separator widths and 'often with carriageways
Single sided arrangement on each carriageway
with luminaires mounted on the right hand side.
In some cases the mounting height possible
even with special brackets will be inadequate
for the width of carriageway and an alternative
arrangement wilt be required.
'b) Opposite Arrangement.
On dual carriageway roads, an opposite
arrangement involving poles mounted along the
right (footpath) side of ·each carriageway may
be appropriate where the carriageways are not
too wide and the median is narrow.
c) . Twin CentrEd.
This arrangement provides the designer with
the greatest flexibility in locating luminaires but
requires the minimum median width to be at
least 1.8m and preferably wider. The choice of
mounting height is fleXible, as clearances to
overhead distribution tines wilt generally not be

 QATARfi'GHWAY DESIGN MANUAL APPENDIXB

Locate Structures . 83 PREPARATION OF THE BRIEF

r- The types 'of typical structures to be found on
highway works are: Following the' initial considerations (refer

Section 82), the engin~er must then decide on

• Bri'dges the information required in the design process~

Details of .the various methods of investigation

• Embankments and testing listed below are discussed in

S.ection 84.

• Cuttings
83.1 Geotechnical Investigation Works
• Traffic Signals, Signs ,and Lighting
. The following. investigation works may be
• Box Culverts required:

• Underpasses
• Desk StUdy
• Omamental Structures such as Arches
and. Feature Structures in • Geotechnical Walkover
Roundabouts.
• Trial Pits
. Before preparing a 'geotechnic'al brief the
•
. ,
.....,7;engineer should have a full understanding of
<~~lhEf outline design and be able to' identify the
Boreholes
{I
r.>:~r\ype~. approximate location ·and scaJe of the • Samples
~·~stf.uCtl1-res ~tQ.,·:.be",.bui.lt.·; These~ are important
,facto~ in' definin.g,and: quantif-yi'ng, ..thesite • Field Tests
tnvestigation}' as;~imost/ofthe'tnvesti.gation 'will
- be"" concentrated'·" at the :·Iocatjpn', of the
·strUctures..
.,> ." I
~,.. - ..
'. Laboratory 'Tests..

Each of the above work~ is described in Section

, Walkover/Drive S'lte' . . "-:) . , 84 of this Appendix.
. Having,determinedthe:,roUte'and location-of:the
junctions and· structures," :the' enginee.r, sho,uld 'Schedulesfor Geotechnicallnve~tigations

the·n visit" the site.. Thesit~ s~~uld be walked The following tabl~s quantify'. typical

. 'ove~,or driven 'through, depending ,on the scale' geotechnical investigations for the following

of-the project,' Th.e p'urposeof th~ .site· visit -is to' conditions,:

get a visual impression of·the route~Jocate,.the'

junctions and structures' and," identify .any • ~oads • Feasibility .Stage, Table 81 ,
obvious'anomalies which may,. have· a bearilJg
on the project. For example a drive through' ~ • Roads'· Detailed.Stage, Table 82
site may identify ,-ush green ve.g~tation in low
. ·areas,' irldicatin_Q"po$sible groundwater.. This' • Structures - Feasibility Stage, Table 83
may'.' require additional s.ite i·nvestigation to
confir~ the . proble~ .. "T~e' $ite hivestigation • Structures.- Detailed Stage, Table 84.
report should identify such topographic features
and, as a, result of the 'testing, advise of any The schedules give· advice on the frequency of

problems relating to the design and of any different methods of investigations. These

difficulties which may' arise during the notes are merely guidelines to be used in the

construction period.
preparation of a brief. Each site investigation

brief should be consid~red, on its own merns,

Data ~eview '

taking into account the purpose of the

Following the site visit, the Engineer should

investigation, stage in the design process, scale

review the site notes and, if necessary, amend

and design of the project and its location.

the design accordi;,gly~ "Any problem areas

should be highlighted and these notes, referred
to,when' preparing the site investigation brief.
The location of structures should be reviewed
against the site visit notes so that if a potential
problem exists, either the location is changed,
the design' of the structure is modified or the
site investigation brief increased to cover any
additional investigation works.

Januarv 1997
 QATAR HIGHWAY DESIGN. MANUAL .APPENDIX B .

Structure Description Notes

,nterchange Boreholes: At least four. boreholes to be located at the
site of a typical interchange, in addition to those taken
along the main carria~eway through the interchange.
Boreholes.should locate rock head and typically penetrate
5m into rock or 5m below formation, 'evet whichever is the
deeper. Groundwater shaH be recorded it present. If
groundwater is likely to be a problem, it is recommended
that the water level is monitored over a period to allow for
seasonal variation.
Plate Bearing Tests: Test to be carried out at foundation
fevel· for all foutldation locations on the. advice of the
geotechnical. expert.
Trial pits alone are not considered sufficient
for major structures.
Structures in the urbah location may have
the benefit of other 9getechnicaf
investigations carried out in the vicinity, and
so the scope of investigation works'may be
reduced.
Depth of borehole to extend Sm below
depth of proposed foundation.

Permeability Tests: Falling head or constant head

permeability tests to be undertaken in boreholes.
Necessary wheresurlace water from highways 'Nill require
'. coUection and discharge.
Trial PIts: I.t is advisable that trial pits be located. on each
slip road; and tests undertaken to determine t~e
."par~·met$ts. -.. ,r~uj~ tQ',,~design tt':'e. ·.earth~orks, see
. Embankment below. Trial Pits would· typically be uP: to
2.5m deep.

Box Culvert Trial Pits: At least one trial pit to be located attha· Usually in rural locations, it is important to
proposed culvert posffion.Trial Pits would typicaHy be up ,review .topography and hydrology to locate
to 2,,5m deep. the· culvert.

Plate' 8earing -Tests:: Test to be' carried· out at foundation .

", level for all foundation locations on the 89vice of the
geotechnical'expe~~ ­

Boreht;Jfes: Oepending on the findings. of the FeasibHity

Investigation it may. be nec~sary' to locate a borehol'e at
the culvert position. 80,rehotes would typically be
,extended
- .
to3m bel'ow
. the foundation
, . lever..

Embankment Boreholes: ....• Forembankml!n~cuttings 2.5m high/deep' ,Laboratory tests should identify parameters
/Cuttings 'or greater,-.at least one borehole to' be located at the for slope stability. to veri1ythat it is possible
proposed' embankment'cutting . pO.sition. It the for an embankment/cutting to be bOUt -(8 ulk
embankment/cutting is veryiong,boreholes .should be Density determinesair/water voids, Shear
located every kilometre. .. Strength determines bearing capacity).· ,

Bor~olesshoutd typicaJly extend· at least 3m beneath .the.

level. of the bottom of the proposed e~bankmentlcutting.

'.
Bbreholes· shoUld' 'identitY,': roCk head and- record
groundwater if present. Standard penetration tests. are

:\\~_ ..
.
, usuaUy r,commended 'to determine relative density..

Trial Pits: For embankments/cuttings less than- 2.5m

high, at least one trial pit to be located at the proposed
position..Trial Pits would typically be up to 2.5m deep.

Special Site investigations for special structures such as

Structures omamental arches. roundabout centre' pieces, gantries or
cantilevers for traffic signs will require individual
consideration depending on the size of the structure and
its lOcation.
Note: The choice of borehole depth should 09 at 'east to the depth of the extent of the pressure bulb set up by the foundation.

The fina! decision on whether to continue the borehole further should be made by the geotechnical engineer on site.

Table 84 Sche~u'e of Geotechnical Investigations for Structures at Desigf! Stage

Notes

1 Whilst detail design information is not usually r~quired at t.he early stages, it is better to provide
as much geotechnical information as possible, as earty as possible.

2 Care should be taken when locating boreholes and trial pits, to ensure that services are not
damaged during the investigation" This is particularly important in the urban situation.

220
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....,
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.~~""'-- '"'~~
~
 QATAR HIGHWAY DESIGN MANUAL APPENDIX 8

~,
Road Description
Dual 2-3 Lane Trial Pits:TriaJ pits .should be located at 1000m spacing.
Single 2 Lane The trial ,pits' should not,aU oe ,I.ocated solely along the
centrelin$ but should be spread over th~ width of both
carriageways or the corridor. Trial pits should be
concentrated at identifiable problem areas. Trial pits
would typically be up to 2.5m deep.
Boreholes: These may be considered necessary if the
desk study reveals a problematic area. Borehole
quantities and locations should be reviewed by a
Geotechnical Engineer, however, the inves.tigation should
be concentrated in the problematic area.
Notes
It is hnportant to ensure that the proposed
road does"not interfere with the hydrology of
the area. .Note should be made of· any
groundwater in the trial .pit and any
evidence of collecting water in the area
such as evaporation salts or green grass in
low areas.
In built up, urban' areas, special attention
,should be given to locating "the trial pits to
avoid.services such as electricity, water or
Q·Tel.

Laboratory Testing: Testing' should be undertaken of

sampJes at each trial pit and borehole. This frequency
should be reviewed by the Geotechnical Engineer on site
and the scope reduced.or increased as necessary.

Table 81 Schedule of G·eotechnical Investigations for Roads at Feasibility Stage

.,' ,,",:,,.
·Notes·'

Dual 2·3 Lane Trial Pits: Trial·pits should'.b$ located at SCOrn spacing. It 'is . Irnportctnt to ,ensure that the. proposed
SinQle 2 Lane , The trial pits should not aft be loeated sofely along the " road does not interfere 'Nith the hydrology of
centreline but should be. spread over the, width of both , the area. Note·· should be made of any
. carriageways. Trial, pits would typicaUy be' up to "2.5m 'groundwater in' the trial pits, and any
deep. ev.fd~nce of c~Uecting water in the area
. su'ch, as evaporation saJts or lush green
Boreholes: ' Boreholes . 'should be'located at tkm ;"grass, in·lpw ~reas.
intervals. If the .desk .s,tudy reve~t~ that consi~tenrrock
and soil conditions·; are to be· .expeeted~ th~riumber of In:' built ;up, .urban areas, special attention
b~reholes may be reduced ~o sl:Jlt.- , should be given to locating the trial pits to
avoid services such as. electdcity,..water or
·Permeability, 'Tests:. FaJling. head "or constant .head" q~~ . "~

perri1eability·tests undertaken in boreholes lOcated at tkm'

j­ intervals or in areas· of differing ground conditions' where
surface water from the highway will require collection and
-discharge. '

Dynamic Cone Penetration Tests: Where the, desk study

or walkover survey· reveals· that soil condiUons such as
sabkah or ~lIuvium ar& present. then DCP testing should
be conSidered in these areas, typically at 200m centres.

Laboratory Testing: Testing should be undertaken of

samples at each trial pit and borehole. This frequency
should be reviewed by the Geotechnical Engineer on site
and the scope reduced or increased as necessary.

Table 82 Schedule of Geotechnical Investigations for Roads at Detail Stage.

i
, l
 QATAR HIGHWAY DESIGN MANUAL APPENDIX A

the ,supervising consultant. All as-built For road corridors, cross section levels to the

r information shall be collected in a digital format edge of the reservation or agreed extent shall

compatible with CEO's highway design and be taken at 25m intervals.

draughting software.
A5.2 Preparation of Survey Data
As-built survey drawings of principal alignments
and visible features shall cover all of the works The Contractor shall prepare and submit the

installed under the contract including utilities, data observed as survey plans in the following

services and at' finished alignments and levels, 'format:

both above ground and subsurface.

As-built surveys shall be undertaken by

• Topographical survey drawings shall
, be produced at 1 :500 scale for urban
companies approved by the General Survey areas. Larger scales of 1 :200 or 1 :100
Section and shall be in the format approved by , shall be used for areas requiring
the Civil Engineering Department. The greater detail such as malar junctions.
construction contract is not normally considered In rural areas, where few features are
complete until the as-built surveys have been present, the survey draWings shall be
submitted to CED and approved. produced at 1:·toOO scale or as
otherwise agreed
A.4 APPROVED SURVEY COMPANIES

,·;='Th.e General Survey Section is responsible for

• Surveys plans shall be contoured at
0.5m vertical intervals. Additional spot
,'::;j~he approval of survey companies in Qatar for levels shall be indicated at low and
'7'~~~~~g~stral survey work. . high points and across flat areas
without contours
Companies undertaking _.topographical survey
work lor'roaddesigl1s shall also be from the , • Leveisat 25m intervals shall be
GSS approved survey company list. indicated on the survey drawings. In
larger open areas a grid of levels at
AS "SP~CJFICATioN ,FOR
25m centres can be used
,TOPOGRAPHICAL SURVEY
, ,

A.5.1Featuresto, t;)8 Observed

In addition, the data collected 'and survey
procedures used shall be .submitted in the I
<­
following format:· " ,
The survey contractor shall ,undertake a detailed
topographical survey of the subject areas. The '. AutoCAD e .DWG or .DXF plot file of
,following features shall be observed: the'topographical maps
. :.
, '
'-' I
Building extents (includil1g overhangs,
• Printout of Easting, Northing, Level, I
wall~, fences; gates and entrances)
and Code of all points ~
Kerbs, bitmac edges, tracks, footpaths

•
and parking areas

Service posts/poles (eg. telephone,

electricity, lighting, signals)

Comma-delimited DOS text file of

points coritaining:

a., Point Number

I
Road signs (street names, traffic) and
b. 'Easting
billboards
c. Northing
, Manholes, gullies, hydrants, culverts, d. Level' 1
service boxes and markers e. Code
Overhead and buried cables/lines
Trees, plant boxes, landscaping limits
Water channels, culverts
• Printout of raw data
topographical survey
for the l
Surface type changes (eg. between
natural ground and concrete paving)
Slopes, escarpments ,',

• Field 'data,
descriptions
computations
for new
and

control

Spot levels at every 25m and at:

stations/benchmarks

a. Gates and entrances ,

b. Services covers, gullies, culverts
c. Isolated high and low points
d. Abrupt grade changes.
• Job Report describing the work
undertaken which includes:
a. Location and project limits
b. Dates of survey

._._ •• __... ~nl"'\"'"

 aATAR"HI,GHWAY DESIGN MANUAL

~~ APPENDIX B . GUIDANCE NOTES TO PREPARE A BRIEF F,OR GEOTECHNICAL SITE

j/ INVESTIGATIONS

81 INTRODUCTION Each of the items listed in Figure B 1 is

This Appendix primarily is to assist the' CEO
Engineer in the preparation of a 'brief ~or a
geotechnical site investigation. . detailed design is the same. However, the
The guidelines within this Appendi'x provide a
checklist of items to be. considered in the
process of ,preparing a brief. A flow diagram
identifying .the main points is shown in Figure
816
discussed in the following sections.
The approach to preparing a brief for concept or
type of information required and size of
investigation varies. The different requirements
of both concept and detailed· design are
identified in the text.
It is· essential, that all works and specifi9ations
comply with the most up to date· versions of the
CEO approved .documenta~ion and procedures.

82 INITIAL CONSIDERATIONS

Before preparing a, geotechnical. brief the

E~gineer must ~o.nsider the following:

Route Selection
, In Qatar it is often the case that the' route
. corridors. are ,predetermined by,the Planning
,D'9J.7.artment-'· However;" '·the·'·engi-ne'er .should

,', revie.w' the selected route, follo,~in,g. good

'practice and guidance given in the" Qatar

, Hig~',Nay Design Manual. The engineer should

at .th is stage· be confident that it 'is feasible to

.,produce a : c~mpUa.nt road fjesign,. within ...U')e

; ~. route corridor provid·ed. '

Locate Junctions
The junction locations' are likely to be dictated
.:, ~y'one or.more of the following:

Decide on the

information

• : Existing or proposed routes,

.Required to

. Enable· Design .
• Existing or 'proposed .d·ev~ldpments
such 'as villas. shops. or petrol stations

Select the Investigation Procedures • Service equipment' such as electricity

pylons,. substations, pumping stations,
Required to P.rovide ,the information to
Enabie Design . cables or pipelines

• Geotechnical conditions.
Review the Scale
and quantify the
The geotechnical investigation may reveal
investigation
ground conditions which result in mOVing the
junction or changing the design_ . Jurlctions
often involve some form' Of structure, for
examp'le,a full grade separated· interchange or
an ornamental ·structure iQ the middle of a
roundabout.·· .80 the geotechnical information is
quite likely to have a bearing on junctio n
location.

Figure 81 Preparing a Geotechnical Brief

22,t)
 QATAR HIGHWAY DESIGN MANUAL APPENDIX A
old Mapping
;. Early map series ar.e availabl,e on film or paper
sheets from archives. The mapping was
produced from' aeria'J photography taken during
1971, 1973,1977 ,1980 and ·1987. Scales of
1:200,000, ' 1:100,000, 1:50,000, 1 :20,000,
1:10,0·00,1:5,000,1:2000,1:1000 and 1:500
have been prepared, though not all· areas of
Qatar are covered by each scale. The engineer
should refer to th~ Qatar Survey Mafluat for
further details of coverage ,and series.
Old mapping is useful' for identifying features
such as sink holes, shore Hnes and low areas
since 'covered by development..
Global Positioning System (GPS) , policy, plans. Existing site features such as
The global positioning system provides position
,and I~v'el of any pl'ace in the world from satellite..
generated Jocati,on information. A mini.mum of
3, satellites need,to be operational over the
_. loCality. GPS equipment may be small enough
,"·.".:·;to·::be ha:nd~hefd. Varying levels of horizontal
,')~i~r~.y'ertjcaJ accu~acy are available, depending
,~~OPl~·::,the· number of sate~Jjtes read and the
qccupation ti'me at. thestati0l!_
The Centre for GIS 'broadc~sts VHF correction
information for use with.:GPS 'equipment' within
Qata-r to, p'rovide real t.i~e.})LltPLltS.; ,
GP.,S has'rn,uch, u~e ·in'>roui~.fin.dirig'and'strip
rave:1 surveys"jn areas' whe're, more', accurate'
control is not available. However" . ' in Qatar
where~accuratecontrol, is widespread across the
whole 'country, itS' uses are limited. by the cost
required to 'achieve the, accuracy necessary for
high'way,desi'gn. ,.
A2.2 Land In'formation Ce'ntre - General
,Surv~y Secti~n (GSS) _
The Land l'nformation Ce'ntre was' cre'ated in
1994 and'· incorporates the' ~eneral' S·urvey
Section. . ,
Functions of the' Generat 'Survey Section useful
to the highway ~ngineer are listed below.
Cadastral Database
The"GSS maintains a database 'of registered co­
ordinates relating to land ownership boundaries
, for, the whole of Qatar. The information is
available in the form at co-ordinated points in
text 'files. . .. . every three months, and are also made
Cadastral information shall be ~sed by the road
designer for the production of road corridor and
network plans and in, the' computation of roap
intersection points and centrettnes.
2zt;
~a·nuary,-1~9~9~7~ ~_-----,--------------
, Approval" of Survey Companies'
The GSS is responsible, for the approval of
private sUNey' companies who' can access
cadastral information and undertake cadastral
survey work for private or governmen~ bodies.
Approval of Corridor Intersection Points
For new corridor alignments the calculation of
,corridor intersection points and curve
parameters shall be made by the highway
engineer or sUrveyor based on, adjacent
-cadastral information. '
Where there is no existing adjacent cadastral
information, corridor IP"s and curve parameters
shall be compute9 from Planning Department
·walls, pylons, posts etc may be used to define
boundaries reflecfed6n'the"policy plans_ The,
computed corridor I,P's arid curve parameters
shaU, in this· instance, be· reported: for 'the
approval of the Generaf Survey Section.
Companies that are' approved for cadastral
survey work by the General Survey Section
s,hall be employed to cqmpute and report ,these
po'ints. '
Highway engineers are reminded that road
'alignments shall be developed in acco'rdance
with the,' relevant' sections of the QHDM.
AHgnments are therefor~' not ,defined by the
corridor centreline (R'afar to Section 5).
A2.3 Planning ,Department
The Planning Departm,ent is responsible for the
co-ordination of all la,nd .pJanningin' Qatar '
inctu·ding the outline· approval of private
devel~pr:nents.
Functions of the planning department useful to
the,hig~way engineer are listed below.
Policy Plans
The PI'anning Department can provide current
policy plans illiJstrating information regarding
land use allocation' for the whole of Qatar.
Policy pians are available at scales of 1: 1000
for urban areas and 1:2000 for rural areas.
1
Paper copies of policy plans are available
illustrating the up-ta-date land use planning.
Digital copies of the 'policy plans are updated
available for genera} use.
. J" "P~alL.lnur-: e'- -. l A-. :_/4_ ~I~,­
 QATAR HIGHWAY DESIGN MANUAL APPENDIX A
-
c. Methods and instruments used For multi-sheet drawings, sheet limits
d. Details about new .control shall be plotted with the current sheet
·points/benchmarks, where highlighted.
established.
5. Survey Drawing
All digital data shall be submitted,on 3.5" floppy
disks. All surveyed features shaft be plotted.
Lines shall' be labelled when not
A5.3 Specifications specifically identified in the Legend,
(Table A5.4). Point features shall-be
The Contractor shalf comply with the following represented by standard symbols and
specifications: annotated accordingly.

• Survey works shaH be tied 10 the Qatar

National Grid and Height Datum or the
North point symbol and grid co·
ordinates shall be plotted such that no
QND 9s ·co-ordinate system. part of the drawing is written over.

• Establishment of new control stations

and benchmarks shaH be in accordance
with Section 2 of the ",Qatar Survey .
·Man'uaf"~. Lev~IHhg c·los~reer;rors must
~; .....
be better than 15mm ..[K, where K is the
length of .the level route in. km.
For multi-sheet drawings, match lines
and appropriate notes for adjoining
sheets shall be provided.
Layers shall be used in the preparation
of digital drawings.~ ,Each layer: shall

.. Traverses shall- have,' relative

,ac.curaci,es of 1/25,000 or better
Eastings', northings and, levels of detail
points shal.r Qe within 10mm accuracy
containonJy on~ feature type- and shall
beappropnately nam'e-d in ·accordance
with the typical layering given i'n Table
A5.5 ' .

• Topographical maps shall becf the."

,format shown in Figure A5.1 and shaH:
, A~~ ,J.' Checking and'Veriflcation
contain the following information: All /Jorks and resulting surVey data shall be
SL:<'<~ct to the checking and approvaJ of the
'1 . Project Detail's Cc :". Survey Unit.
Contractor's name, project reference _
number, surveyor's· name" . dates of
- survey, sheet contents, drawing
number, plan scale. , .

2.: Notes

Details rele~ant to the survey work

done (eg. reference system, datum,
methods and equipment used).

3. Legend
;i
Listing of line types, symbols and codes
used and corresponding descriptions.
Tables A5.1, 'A5.2 and A5.3 fist
standards for CED survey drawings
while Table A5,4 is a typical legend
: J
listing.
!i
4. Location/Sheet Index Map

I Drawing (typically at scale 1: 10-,000)

~J showing the area surveyed, name of
'major roads/streets, grid markers. co­
ordinates and north point symbol.
 QATAR HIGHWAY DESIGN MANUAL APPENDIX A'

<t:­

Centre
.Ministry of f\f!unicipal
for
A.ff?iirs & Agriculture i
GIS
i

: :;:.~~
~
.. '
• "..:' ,
:."
~ .. ~ ,I•• :.

.. ­ ..
. ,
Planning
;, De,partm,ent
Ji Land
Inforrriatio ri
Ci'JiI
' Eng:ineer~ng
',.:- :.,.: Centre· Department

_ .
, '­ :

. "

Mapping '& ,General Hi'ghway

Positioning - - - - - - - - - Survey f-. - Design
-Section Section 'Section

CEO
Survey,
Unit

Figure A1 MMAAlCGIS - Survey Related Organizations

227
.1;:Inll;::lr\f 1 QQ7
 QATAR HIGHWAY DESIGN MANUAL APPENDIX A
A2.4 CEO Survey Unit
The CED Survey Unit operates exclusively for
the Roads Division. Its main activities are listed
below:
• Topographical surveys for in-house
design work
• Setting out for grading schemes
undertaken. by the - Direct Labour
Organ·isation.
. Functions 'of the CED Survey Unit usefur to. the
highway engineer are Ii~ted below.
Road Intersection ·P,oints
The CEO Survey Unit maintains a database' of
road intersection points.
. j
fpJ's computed' by, the highway· engineer from
ca'dastral information stlall be submitted to the
CED Survey Unit. for r~view.
Topogra.phi~al SurVe.ys
,Topographical, s~rveys for CED Roads projects
.',are SUbject tq' CEO Survey •. Unit review and
approv,~L .
As-built SurVeys . from known 'control points.'
As-built, drawings' are prepared by' con~ractors
,With the ~ssistance ofsuperVising,~cO[ls~ltants
.and p,rivate... survey compani,es.... They are
recorded in ,digital and map sheet form and are.
archived i.n. the CEO Prime' Document Storage.
As-built surveys are reviewed by' CED Survey
U:nit on an.ad h,oc basis-as required.
A3 'SUR·VEY WORK PROCEDURES,
In order" to maintain' consistericybetween
projects, specific propedures are to·befollowed
in surveying, recording aAd, presenting survey
information for highway d'esignprojects.
Typical survey requirements for highway design
projects are fisted below. . The results o'f radio-detection surveys shall be
A3.1 . Topographical Surveys
The topographical survey. shaH cover the full
extent of the works to be designed. and include
tie-ins to an existing.features..
Survey data recorded shall be sufficient to
enable preparation of survey drawings and shaH
b@ prepared in acc~rdancewith the specification
given in AS.
A3.2 Services Surveys
Services survey shall 'be undertaken utilising
electronic radio-detection methods. Line and
level of .existing services apparatus shall be
recorded on services survey plans.
Services survey drawings shall be prepared at
1:500 scale' for urban areas on A 1 sheets and
in digital format. Scales for use· in rural areas
should be chosen to reflect the amount of detail
· required. Layer numbering, line types .and
symbols shaH be in accordance with the Civit
Engineering Department standard. The
horizontal accuracy of the services surveyed by.
electronic radio-detection shall be to ± 250mm,
with vertical accuracy.to ±100mm·. , Where
services are located by trial pits they shall be
surveyed ,to an accuracy of ±5mm horizontally
and vertically. .
• ,Location of services lines are to be
determined by theca-ordinate of points
along the lines.'. .
Co-'ordinates,'. 'may': "be'· de rive.d .from
measuring,:' -.
a) , angJe/bearing ,and distance
b) offset and" chainage : from
known/co-ordinated, lines (eg.
road centreline)
,c) distances 'from 2 or more
knoyvn poln~s .. ,
• Level shall be. record'ad on the survey
plans to national datum at specific
points along utility rout,es.. Po'ints shalr
be leveU'ed 'and' 'recorded -at bends,
junctions and at 25m intervals along
straights.
All radio-detection survey operators shall be
approved by the Civil Engineering Department
prior to commencement of the services survey.
corroborated by manual excavation of trial
holes at selected sites in accordance with
service authority procedures.
A3..3 As-built·Surveys
On completion of construction, as-built survey
drawings shall be produced by the project
contracto r ~ .
As-built utility' information shaH be, collected
during site works by the contractor and
recorded in digital format for line and level by
 f
.~

,/

·z·Zq
 QATAR HIGHWAY DESI.GN.MANUAL APPENDIX A
A2.1 Centre for GIS - Mapping and
Positioning Services The 1 st - 4 th order survey control points and
The Centre of GIS was established in 1990 with
the target ~ of setting, up, operating and
maintaining a Geographic Information System
for Qatar.
The Geographic Information System is an ~asify
accessible digital library of all -surface and
subsurface features in Qatar. It is therefore an
important tool for planning and co-ordinating all
developments in Qatar.
Because of the link GIS ,naturally forms with all
bodies associated with development,. each
government discipline that encompasses
construction of new features includes a GIS co~
ordinator. In addition, the Centre' for GIS
employs survey teams. who check and collect
new features for inclusion, within the .digital
database.
Functions of ,the Centre for GIS· useful to' the
highway engineer, are listed below.
, Topographlc.sf Datab·ase " - . ,',.' , ,..:,','.
T·he d,igital topographical mapping·dat.a'base is,
avairab'e at nomi~al' scales' of 1-:50b~OOOt
1:200'.000,· 1:50,000,1:10,.000 'and '1:1000
(urban areas only). .;. " . ".
·The 1:10,000 ·and· 1":'1000 'high;' res-olution
databases are· stereo-compited' frpm aerial
photogr~p.hy' and form Qatar's GIS Digita(·Base
Map Database '(C?BMD). " ,.
J The larger scal·e digital mapping· was c·reatedby
digi~i4ing existing maps.
r- The DBMO'is constantly updated sheet by sh·eet .
from aeriafand ground observations.
• 1:1000 mapping has: an accuracy of
±500mm which is acceptable, for most
studies and concept road design and is
useful as a back-drop for illustration of
areas ,.' adjacent to the route under
consideration
• 1: 10,000 maJ!)ping has an accuracy of
±3m which is suitable for location' plans
and diagrams.
• 1:50,000 mapping has an accuracy of
±25m and is suitable Tor presentation­
style diagrams.
National Control and Benchmarks
benchmarks situated around Qatar provide co­
ordinate and level information for the entire
country. A greater density of control, is given in
the urban areas.
Orthoimagery
Orthoimagery comprises digital aerial
photography that is assembled to form a visual
picture of the landscape. It has an accuracy of
±500mm with a greater resolution in' urban
areas. The digital orthoimagery database is not
generally made available due to the amount 'of
information contained within the files (typically
60MB/sheet).
• 1:1'000 orthoirhagery is available for
urban areas of Doha, Wakrah and
Dukhan" This is us·eful tor engineering
studies and as a check on field data
• 1:1·0,000 orthoimagery is available for
the whol~of_Qatar. This is·useful for
engineering studies, ' particularty
relating to the identification of drainage
, , catchments B..nd wadi locations.
Digital ElevatioriM·odel' ,.
The .digital.· elevation, model consists of
' accurately. recorded spot heights for the whole
"'of Qatar.
, '
Levels ar.e related to, the' Oatar NatJonal Height
.Datum and quoted to two decimar pJaC'es.
Satellite Imagery
Available· in digital.format. a.nd posters for the
whole, of Qatar. S~tellite,imagery is not
generally used in highway desfgn but is useful
for specific . studies because' additionaf
information that is not avaiJable on the digital
m:apping or orthoimagery is presented.
Aerial Photography
The earHest black and white photography taken
in, 1947 is still available. Complete
photographic cove·r of Qatar dates from 1977
and colour photography is generally available
dating from 1980. .
Aerial photography for the whole of Qatar is
presented at scales of approximately 1:40,000
and is useful for route and development
planning and engineering studies. Wadi
conditions, areas of high, water table and
flooding are clearly ·identifiable from the aeria'
photography. '
 QATAR HIGHWAY DESIGN MANUAL APPENDIX A

APPENDIX A SURVEYS A2 SURVEY IN QATAR

A 1 INTRODUCTION , Survey in Qatar is controlled by the Ministry of

Survey is a~specific discipnne, the results of
which are utilised for a great many purposes
from planning to construction.
With regard to road design, the, purpose of
survey is twofold.
Firstly, it is" required to establish the roadway fine
within the context of existing land ownership or
planning requirements, thus fixing the available
corridors for the roadway, and associated
utilities.
Secondly, it is required to identify elements
which exist within and adjacent to a corridor in
order that a satisfactory road design can be
affected.
Municipal Affairs & AgriCUlture (MMAA) and the
Centre for Geographic Information Systems
(eGIS) who obtain, update and keep the_
current survey data, ,and set the criteria by
which survey data is recorded and presented.
.The Qatar Survey Manual, issued in 1989 by
the ,Ministry' of Industry & Public Works,
(SUbsequently replaced by the Ministry of
Municipal Affairs, and AgriCUlture) and
amending· circulars, deal principally with
cadastral, control, engineering and
hydrographic 'surv,ey. This includes the
specificatio,ns, accuracy. and working
procedure,s to be used when undertaking these
types of survey relating to the Qatar National
Grid (horizontal position) and Qatar National
Hf3ight Datum (level).

To complete this function it is important that the
survey contractor provides all the information,
the en.gineer need~' aDd thatthe engine~r.~ak~s
. full use of all the survey information availabie.
Survey work in Qatar is controlled' by'
'Its own
comprehensive specifications and regulati'ons.'
As such, this appen~:Ux is r)ot intended as a
survey manual 'but as an aid to' the highway
engineer, to enable the prodlJct;on of
comprehensive designs whilst' haVing due
regard for existing and proposed'~ite features. ,
In addition to survey controned by the MMAA,
the Centre for GIS produces and maintains the
Geographic Information ,System(GIS) for Qatar.
For conyenience. this appendix lists the various
. survey bodie.s ttJat offer services and functions
useful to the highway' engineer.' The
organizations are ifJustrated in Figure A1. ,Each
organization operates its own' specific'
procedures and ·'methods that should be
adhered ~o if interfacing with it

Items sp'ecifically covered are:

, ,

• Government bodies controlling' survey

within Qatar

• Survey ,information useful to the

h-ighway engineer that is currently'
,available from each organization

• Survey information that should be

collected for use on road design
projects

• Procedures required by the Civil

Engineering Department for survey
work associated wfth road 'design
projectsw

Survey during' road construction is not covered

within this appendix. However, the general
requirements of as-built surveys are discussed.
t'
 QATAR HIGHWAY DESIGN MANUAL SECTION 10

usually installed on a desk-top computer or PC The frequency of inspection for

network. A large amount of manual survey and
logging work is involved initially, but this will be
repaid with.in a fairly short time by
improvements in efficiency of management.
It is of great benefit when logging fault reports,
which may often originate from PE?rsons with no
technical knowledge, to be able instantly to view
details of the installation on a visual display
screen.
1O.6~4 Cleaning and Lamp Replacement
It is essential that cleaning and lamp
replacement routines should be clo~ely followed
to maintain the installation. Maintenance
programmes should include lamp replacement,
luminaire cleaning, renewal of failed parts,
checking of gaskets and optical com'ponents,
lubrication, painting arid night insp~ctions.
.. .". ··Apart 'from the deterioration ofJumin~ir~ parts,
. ';:.~~Which can be corrected by-·cleaning, there is·
·~~~::·~also a longer- ,term deterioration which is
";'peifnanent and cumulative.. . Restoration of
.photometric 'performan.ce . may,', therefore,
require replacement of optical systems or even
the whole' lumi-naire. Site tests should be
carried out at intervats of. ·n9t more than five
years to check th.at perfo~ance is acceptable.
electrical safety.
It will normally be found that lantern cleaning,
which is a costly, labour-intensive activity, can
be restricted to coincide with the lamp-changing
operation if a tuminaire with enclosure
. protection to at least IPBS is installed.
10.6.5 Frequency of Inspections
It is recommended that visual, structural and
mechanical inspections of street lighting
equipment should be undertaken annually with
full electrical testing every five years.
10.6.6 Hours of Operation
Road lighting is required during all the hours of
darkness, independently of traffic flow, and
should normally be in full operation from about
30· min after sunset to' about 30 min before
su.nrise. .
Questions of locaJpoUcy are outside the scope
of this guide, which deals only with technical
matters. However,- 'it should' be noted, that
fighting serves emergency services, public
security and pedestrians as well as drivers and
that extingUishing lighting. during ·the hours of
darkness is detrimental to- these interests.

The procedure according' to which tamps are The practice of extinguishing certain luminaires
repl.aced is a matter of local, policy, cost and when the traffic flow is small does not fulfil the
lamp type used. The cost of replacing lamps lighting needs 01 vehicular traffic and may
on demand -should be compared with that of increase the likelihood of coiHsion with columns..
group replace m,ent.' In.making the compa·rison,.
the following factors are among those that
should be considered:

The shape of the lamp survival curve

/' fo(it5 environment .

The lamp lumen depreciation curve

Ease of access, e.g. extent of signing

and coning required .

Interference with traffic

The required freq.uency of patrolling for

,outages

The frequency of need for cleaning of

luminaires

The overall proportion of outages that

can be tolerated

The grouping of outages that can be

tolerated ­
.{
 QATAR HIGHW,AY DESIGN MANUAL
SECTION 9 PAVEMENT DESIGN
j-, 9.1 INTRODUCTION
, 9.1.1 General
The ,paveme,ntdesigns described in this manual
replace those given in the 1989- 'Highway
Design Manual issued by the Civil Engineering
Department of the Ministry of Public Works~
Unlike the previous designs, based on the road
hierarchy and a standard sUbgrade, the new
designs described in this section are based on
the cumulative traffic over a definite design fife
(normally 20 years) and threesubgrade
II strengths. The designs, are set out in catalogue
format and the technical basis for these is
ij descri'bed in an Annex at the end of this section.
All materials, methods ,of construction and
toferanceused for road pavements must be in
~. !
,:,:'
accordance with the Qatar Construction, ..
Specification (QCS) . ,,-' The Civil Engineering
Department, (CEO) .. Iaboratory should be
~
consulted during both the, design
construction stages of any project to ensure that
provid,t9 ins;lJlation, ~o reduc.e th~, temperature
th,e~,Ja1e.~t. "m,at,~,ri.aJ: .,s,pceC,if,ications ,are"peing
·"gr?;9!.~D,~,,)~..,~q~' ',~!.'?~:~'~~~~,L..~.~9. !~, . p"r~J,?,f.lg th e
used. " ..
,P~Jjo.d,'~ :,for,', ,c~ack '·development J-hrough the
jf]
The various types of pavement constructions
described herein may be used, for ke'rbed or un..
,kerbed ,roads, tn locations with or without
)IJ pO,s'jtive drai'nage~ ,Any requirement for 'kerbing
and ,drainage will c;iepend up,on the exact nature
>~ ]
andJocatio,n of the ro~d - ref,er to Section 8.
j , ~PPE?arance ,~s, r.equired ·Jor 'areas such as,
9.1.2 Typical Pavement $tructures
, - , ­
~I , A typical flexi'ble pavement'structure is shown in
t Figure 9.1. It Gorhprises a wearin'g course lajd
upon roadbas.e and sUb-base, layers, and the'
subgrade. ,. ,,'
fl
l
,j,
The \Nearingcourse 'must prov.ide, a skid
resistant ru'nning surface and should be both
I
J
crack and rut .resistant , However, due to its
exposure to the extremes of temperature and
high wheel' load shear stresses, the wearing ­
;
! 'course will probably deteriorate and require
"~ -re'piacement before the restot the pavement.
Resurfacing is likely to be required at intervals
of approximately 6-8 years during the life of the
road.
The roadbase is the main structural layer of the
pavement and may consist of either asphaltic
concrete or granutarmaterial (gravel or crushed
stone) for medium traffic levels, but only
asphaltic' concrete for high traffic levels. lts
thickness is determined by ·the amount of traffic
which is expected durin_Q the design lite.
SE,CTfON' 9
The sub-base is a granular layer to support the
roadbase and its thickness is determined by the
strength of the underlying sUbgrade. In addition
to providing adequate s.upport to the roadbase,
the sub-bas.e must be able to carry construction' ,
tra.ffic without developing excessive ruts.
The 5ubgrade is the top layer of th'e earthworks
and depending on the road geometry, wifl be
either cut or fifl.
In rigid pavements, the asphalt wearing course
. 'and roadbase are replaced by a high quality
concrete slab, with or without reinforcement.
The sub-base is normally cement bound rather
than just granular, to ensure a robust surface on
which to erect side forms'and joint assemblies
and to minimise, any pumping of fine materiaj
through sf,ab joints.
Flexible-composite pavements consist of a
cEiment bound roadbase with asphalt surfacing.
As the cement boundmat'eriaf normally cracks
transverselY',due to shrinkage -and temperature
and warping, the surfacing must OS thickened to
,:'~.Ll"ffa~,i,n,~. ,_<" '
" 'In','ple-,cast bJock,'pavin:9, the.as:p'halt su.rfacing
is, ,replaced 'by,' a' ,layer of concrete ,blocks
bedded on a course of sand. ',This 'pavement
type..is ,only, used in areas ,:of low speed traffic,
,typic~Hy io"parkingar~as,.or \vhen a,contrasting ,
m,edian ~trip~~ , ' '
9.1.3 'Road Deterioration
Generally, pavements gradually deteriorate with
time un-der the influences of environment and
traffic. The environmentaJdeteriorafion can take
the form o,f hardening of the .bjtumenin the
surfacing which' 'can lead' to excessive
brittleness and cracking, ,or to saJt damage of
thin surfaced: roads built on or with salt-rich
materials. Poorly designed or maintained
drainage can lead to weakening of pavement
laye,rs or the foundation which ~hen deforms
under traffic, loading: Traffic--related
deterioration can take many formsi~cluding the
development of ruts,' general unevenness of the
road surface, with a consequent loss of riding
quality, and crackin,g"whichcan lead to pop-outs
and potholes.
P,age 9/1
 QATAR HIGHWAY DESIGN MANUAL SECTION ~

Wearing Course (40mm layer of asphalt concrete: Gabbro aggregate)

Roadbase (Generally, asphalt concrete, Limestone aggregate 110- 230mm thick

dependant on traffic. For traffic 'Iess than 5million standard axles.
granular material can be used for part of this layer)
Sub-base
'(Granular layer, varying betNeen'100 and 200mm
depending on subgrade strength)
Forma'tion '
,:
~:.~·I~'<~'·:.~·V~·<~-------------------------
,.; ..:.•.. ~: .. .. .... ~
·.f~·~·:·.-~~~·~·
.r,:·:·'.::·;,:·:·'. SUbgrade (In-situ or imported. CBR > 15%)

. ~. ~.:}\ ~" !.:: ~

·)-":"~-:·,f;.;·~·
.;."'::-' )·P.-: :".
':. ".; ":. 'I'.:

, , ....•....•.
...... ; r:\....:..... "
..

............ ,.-to..- .....

.~ ....,;."~: ... .J4".;'~."""'.

;-~f~!~~r7, 9. 1 Typical Pavement Layers

Determining when'a pavemertt has' "failed" or is ' rarely so.' The"importance of goc;>q practice in
n.o·Joo·ger proylding -theJntendeo l~vef Of.$elVice quarryin'g, material"han-d'ling, and ,stock-p-jHng to
is riof simple. Generally the deterioration is very ensure this randomnes$and also to minim;'se
slow and variable. Criteria for -failure" can be' variations themselves cannot be ,over
set such as rut depth,rqughriE:!ss, deflection or . e~p~~$iSed.· . . .
ev·~n. the
level ofmaintena~ce . expenditure. or
·.total·quantity of .patchin.g., . Sometimes· a. road, _fail~ to carry: '.traffic
.- .-.. ' . . -, '

'satisfactorify -tQthe 'end, "of, jts,d~sign life

OccasionaJly,' majo-rdeterioration .can' occur . ,be¢aUse the traffic is consi.derably greater than
over,a r~tativety short ,period of time When, say, predicted. Proper axle· foad .assessment and
a 'low qb~lIity) moisture susceptible sub~base reliab~e .' traffic tC)~~casting' are essential to
becomes wet due to surf.ace cracking 'or a rise prevent this. :However in some'circumstances
.ingroundwater JeveL H,Qw~ver, distress at the this. is yery difficult and eith,er a, generous
suriace of the pavern~e'nt dOes not necessarily contingencywi1lhave to:beprovided or the
indicate. the structural failure of the road. , traffiC and/o'r pavemen.t regUlarly monitored so
Surface crac~ing ano rutting within th~ wearing that strengthening can be carried out before the
cou.rse materi'aJ. maybe treated without, the pavement is serio.usly weakened.
need for major structuralm~intenance,as the
main st'ructurat"layer of the road, the roadbase, 9.2 TRAFFIC ASSESSMENT
could be completely undamaged.
9.2.1 Introduction
9.1.4 Variability in Materials and Road
Performance Pavement deterioration under trafficking is due
to both the magnitude of the wheel loads and
Road pavement performance is a very variable the number of times the load is ~pplied. For
process due to a number of factors. Variations pavement design purposes, it· i$ essential to
in the thickness and qU,ality of the pavement consider not only the number of vehicle,S that
layers .and variations in the strength of the will use the road over the design life but' also
foundation all contribute to this, even though the aX,le loads of these vehicles. This is done
materials may comply with the relevant by' converting each .ax.le load to an equtvalent
specifications. Also, uncontrolled factors such number of "standard axles fl of 80 kN using an
as the long term ageing of the bitumen cause empirical relationship and totalling these over
variations in performance. the life of the pavement. . The conversion to
standard axles is described in more' detail in
The random nature of variations in each \ayer Clause 9.2.5. Light vehicles ca~se negligible
should ensure that most deficiencies in damage - af.1 axle load of 10 kN (1 tonne} has a
thickness or strength do not coincide, or very . damaging effect af only 0.00024 standard axles
 aATAR HIGHWAY DESIGN MANUAL SECTION 9

Traffic forecasting must differentiate between be factored up to obtain 24 hour total~

fight, medium and heaVy goods vehicles as their
growth rates 'may' be different and their
-pavement damaging e.ffects are very different.
1"
Whilst most routes will 'have approximately
similar traffic in__both directions over a period of
time, checks should be made 'for any directional
e'ffects. .
9.. 2.4 Traffic Counts
The requirement for counts of present traffic will
depend on the type of road project being
considered and the relative magnitude of the
three types of. traffic expected' to use it.
Fo.recasting normal and diverted traffic will
require knowledge of the flows ,and 'vehicle
composition 'on existing roads running parallel
to, or in the vicinity of, the proposed road.
Obvio'usly, devel0'timehf"<traffic cannof be
counted, but traffic resulting from planned
development "should be 'quantifiable. if the
.~·~-,.·general details of the planned residential,
·"~··:~·~:co.mmerciar and industrial projects are known .
·~::~~~tf#&01ost roads it is Ukely that there will be' some
. "\';:'rEil~<''-ant ·traffic data. avaHable but this' will
p.robab~y have to be 'au'gmented or updated by
'further:,c0u-Ats~ : . 80kN··standard ,axles.·,A:X:~e".·lo·a. ds'-·afere;lated to··
. Converition~ltraffic'co'unts, t~ justify or . to
geometrically design a road project,'are·usualty
based on manual or automatic methods where
atl~'v~hjctes ,ate 'c'ombhied to prOduce a single
'Av~rag.~,D,aify T,raffiq'·.(ADT) figure. The ADT is
defined as the total annual traJfic summed for
both directions and divided by 365. Howeve-r,
10r pavement des'ignpurpo'ses, it j's ·essential
1hat classified counts 'are carried out so that the
heavY.goo·ds veh-icleswhich, cause most of the
pav'ement 'damage can : be' clearly quantified.
The' counting process must yie'ld ,separate ADT
values. for each vehicle class. Also, for
• The average of the six 24 hour count
(total or vehicle class) in each directiol
should be considered to be the one­
way Average ·DaiJy 'Traffic (totaf or
vehicle class)
• On important road schemes, the six­
day counts should be repeate~ severa.l
times throughout the year to ensure
accuracy' in the ADT ~aiues.
9.2.5 Standard Axles
For pavement design, purposes the damaging
effect of vehicle axles is expressed in terms of
a l'standardaxle".· This was'originally defined
as one carrying 18,000 Ib (8,1 60 kg), in the
AAS-HTO road triaJ 'in the USA in' 1956-8
, (Croney 'and Croney, 1991). Subsequently this
load pas bee'n rationalised in 81 units to 80 kN
(eqUivalent to 8,1'57 kg). In order to' determine
the cumulative axle J.oadsover the design life ,of
the pavement, it is necessary to convert the
numbers of ,each "class 'of heavy vehicles that
will use the road, to an equivalent number of
the ~tandard axJe using the following
relationship:·
Standard Axles ='lAXle Load(/(g))' 4 ."",'
.r . 8157 "
-For e·xample. 'axle loads' of·.5; 8, 10 and' 13
tonnes are eqUivalent to 0.14, 1~OO, 2.26' and
6.45 standard ax~eSt. r~spectivefy.
Class Type No~ Wheets Average' Nc.
of ('on each of Standard
Axles side of th~ Axles per
vehict~) Vehicle
(SOkNI

In
paverne:nt design it is the traffic one d·irection S Mini-bus 2 1+1 or 1+2 0.2·0:5
or individual'lane, rather thcrn the two-way flow, 0.7·5.0
4 Bus/Coach 2 1+2
which'is of interest.
5 P/U TrUCk 2 ,., or 1.2 0.1 ·3.0

Manual classified counts sh9u1d be carried out 6 RiQid Lorry 2 '+2 0.4 .. 7.0
using the Qatar standard i 6 classe.s indicated 3 1+2+2
7 RiQid Lorry '.5·6.0
jn Table 9.1 .. 1n order to ensure that the ADT
B Arctic. lorry :3 - 1+2+2 0.6· 10.0
and - composition percentages arEl
representative of theyearty traffic, the folloWing 9 Arctic, lorry ~ , ...2+22 1.5·10.0
method is su,ggested: 10 Arctic. Lorry 5 1...2+222 2.5 -7.0

Arctic. Lorry 4 1+22+2 1.5·7.0

• Traffic counts ~re periormed on six '1

consecutive workin'g days (excluding 12 Arctic. Lorry 5 1+22+22 2.0·7.0

Fridays), for both travel directions 13 Arctic, Lorry 6 , ...22+222 1.5·7.0

• Times of abnormal traffic actiVity should

14 Trailer 3 +2+22 2.0·7.0

be avoided such as public ho.lidays, etc. 15 Trailer ~ +22+22 2.0 - '0.0

Note: Refer also to Table 6.1

• During the six days at least two counts

Table 9.1 .. Qatar Standard Vehicle Classes
shouid be for a full 24 hours. . The
For each vehicle class, a representative number
count totals for the other days should
231
 QATAR HIGHWAY DES,IGN MANUAL SECTION 9'
compared to the normal maximum axle load of
130 kN(13 tonnes) which has the effect of 6.45
,c",-:' ,'~
~_'"•• T
'----';:
•
standard 80 kN axles.
The pavement designs in this manual are
selected on the basis of the cumulative traffic to
be carried over the design life 'expressed in
standard axles. The determination of this
number is done in three stages:
~
The traffic for each class of vehicle
which is expected to use the proposed
road, both at opening and SUbsequently
over the design life, must be forecast
t 2 The axle loading of each class of
, vehicle overthe, life of the road must be
~
estimated
3 ThecumuJative number' o.f standard,
axles to be carried over the design life
II,J ?f~~ ..)
- " ~
.,'
must be calculated from stages 1 and
\.""/ 2.
These stages a-redescribed below.
~.2.2,,':O~,s.~:gn:.Li.f~e..,
The design, fife for the majority of pavements
wilL normaHybe 20 ,years. In this period it
should not, be ,necessary to ·eitherstrengthenor
reconstruct the pavement provided that the
traffic volume and ,axle,· loads ·have been as
foreca~t At the en.d 'of th~ design'period the
pavement should still 'have sufflcient,int.e,grity to
allow overlaying, rather than full reconstruction,
to exiend the .life. ,for further servi.ce. However,
some suriace qeterioration,' gerierallyrutting or
cracking, will occur in, this period. the ruts
COUld. be caused by slow or stationary vehicles
. (at junct~ons), h~:9.h te.f.l1peratures ~f.1d over-rich
mixes (where·themixparameters, have drifted
to high bitums'n or low voids wlthinth~ specified
limits)' and could develop ,early'~iri the paveml3nt
life before the bitumen has aged andsti1fened.
Cracking will normaflya-rise (after 10 years) as
a res·ult of ageing of the bitumen in the high
temperature environment. Depending on the
status of the road and the extent ,and degree of
. surface deterioration, resurfacing by a thin
overlay (40mm) or inlay (planing oft and
replacing the surfacing) maybe necessary
within the design life.
There may be situations where the future traffic
loading may be very uncertain depending, says
on the siting or timing of some major
development. In this case it may be prudent to
consider a shorter design period and make
provision for possible strengthening overlays
when _plans are more 'deHnite. The CEO should
be consulted in' cases· where a design period
differ~nt to 20 years appears appropriate.
A.t the end of th.e 20 year design period, the
great majority of pavements 'will continue to be
use'd, but will probably require strengthening.
The precise works w.iJl be determined by
,evaluation as described in Clause 9.6, but will
probably take the form of s'n overlay .of 50 to
150mm, with or without ptan.ing the existing
surfacing. Outside urban areas, with minimal
kerbing and ironware and generous shoulders
or verges, a raised road surface will not present
any significant problems. However, in urban
areas or adjacent to and under over-bridges,
raised surface levels coutd be· difficu,tt or
expensive to ,accommodate. In these areas, an
increased initial pavement thickness would
allow inlays to be used and thus avoid the need
for overlays and changes in level.
, ' . • • t· ~
9.2~·3' Traffic Fore,casting­
, ' ,
This is an~uncertain process, particularly in a
country 'with ad~veloping economy· such as
,Qatar. To forecast traffic growth, 'th,e following
three traffic ·categ'orh~smust 'be considered.
Anyone of these· co'uJd be dominant or
insignificarit,.depend~ng~n the site.
.'.
l' Normal traffic, which would pass along
,th,e route evefl·if nonevv .pavement was
:provide~",:. "
2, . OiveJtedotraffic,whlch 'is attracted to the
route· ",because", ,:',01' the .improved
,p,avemeDt .
3 Developm,e'nt'traff.ic, wh'ich"arises from
either. ,planned o'r unplanned
de.velopment along the road.,corridor.
(The 'latter type .is sometimes termed
generated traffic). '
, Normal traffic 'can .beassumed to continue to
groW' acc.ordin'g1ol<?urrent tre,nds, either a as
fixed number 'of vehicles per year or as a fix.ed
percentage of .the current total. Diverted traffic;
can be, considered fro.m an economic
perspective. It can be assumed that all vehicles
which would save either time or money by
·switching from an existing route to the new
pavement would ,choose to do so. Diverted
traffic is normally forecast to 'grow at the same
rate 2S the traffic on the road from which it has
been .diverted. . The quantity' of plann.ed
deveiopment -traffic can be estimated from the
detaHs of policy plans. The quantity of
unplanned development traffic sometimes 1
,caned generated trafficrwill be far more diffi cu It
to predict but 'will be influenced· by th e
availability of land for such development and by
experience from previous road projects.
Allowance must aiso be made for the
construction traffic which wi" be associated with
both types of development.
 QATAR HIGHWAY DESIGN MANUAL
need to be weighed and 'the average number 01
standard axles for that class determined. This
is then 'applied to' aH the vehicles of that class
+
for the design period. The values can vary
considerably depending on the proportions of
the various v~ehjcle classes and the degree of
loading. On some routes, the. loading is very
directional, eg the approach to a quarry may
have similar vehicle flows in both directions, but
empty forries in one and fully laden in the other,
hence axle load surveys are essential.
At present, Qatar has no legal limits on either
axle or gross vehicle weig·hts. A considerable
amount of overloading, relative to the designed
vehicle ·weights occurs. . Local surveys·have
found extreme cases ,of vehicles being loaded
to ne'arly twice their designed gross vehicle
weights. Overloading causes abig.increase.in
wear to th.e :p'Bvement. In the case of a 5-:axle
arti.c.ulated t"ruck, this can 'increase from about 4
equivalent stanqarq.-axles, for -thedesig~ed
weight "limit, to 160 for the overloaded case.
Obvj-ou~ly, no(all vehicles will be overloaded to
this 'degree, 'but, the .average number of
. equivalent standard axles per vehicle -for each
. traffic class .wUI gen,er~lIy qe higher than in
places' whi~-re Jegarnmits'~ "relafe'd fo" the- 've'h'icle
design, " 'a'reimposed, and . enforced.' An
indication of the likely 'range 'of av€?rage'values
f.or Qatar in,"eachof the _,c~asses-.is ;shown in
Table .9.1 ...··(C,lasses 1 and 2, .consisting of cars,
II ~wheel drivevehicles,·fight .p,ic~-upsaT:ld tax'is
cause' negfiglb·tepavement damage ·and nave
beenomittep.) The :wide'rangesare due to the
.J~
j
'varying·pro.portions or
loa'ded, part·-'o'aded and
empty vehicles and the ·extent of overloading.
. The ~ix will vary with vehicle 'class and route.
'.~' .il
B
:I '
Axle load surveys, using portable weighbridges,
should be carried out to determine· the axle 'load
:"":"j r .' j distribution ofasampte of the heavy vehicles in
~.! ' \';, ••'
the vicinity of the road._ Data cofJectedfrom
i these surveys can then beus-ed to calculate the
mean number of standard axles for a typical
'vehicle in each class. These values can then
be "used in conjunction with traffic forecast to
determine the predicted cumulative standard
axles that the roadwHI carry during its design
tifs. Alternatively. there -mayb~ data available
from the CEO, who should b'econsu'tted on the
need 'for specific load surveys.
Axle loads can also be me-asured and counted
by weigh in motion (WIM) s-ystems. These
involve the embedment of load sensitive strips
or pads, flush .with the road surfacer across -the
wheel path. These systems are very attractive
because ­ .axle loads are measured while
.vehicles' travel -at normal speeds. Howe~er,
:~, :...... WfM systems require careful, regUlar calibration
\ :
~ .. and the measurements are affected by the
'~",I-tA"U 1QQ7· ­
SECTION 9
speed of the vehicres, the transverse position of
the vehicle wheel and the smoothness of the
road surface~ In UK, trials of "WIM systems
have shown substantial ,unexpfained variations
in average vehicle -loads between sites with
similar traffic. Moderate errors in weight
measureme'nt will be converted to much larger
errors in the equivalent standard axle values. If
'WIM s.ystems are used, it -is strongly
recommended that check weighing of a sample
of the heavy vehjcle~ be carried out using
conventional weighbridges, either permanent or
. portable types. This is in· addition to the
calibration already mentioned.
'9.2.6 Determination of Cumulative
Standard Axles
In 'Order todeterm;ne the' cumulative "standard
axles ll over the -design life of the road, the
following proced~re s~uld ~~' followed;
1. _Determine the ,daily traffic ffowfor each
class of' vehicle weighed usin_g the
n3s-ults of the traffic survey
2. .Det~rmin~, .' th~ .~'v.'E!rage . dCiily one-.
'. dfrect'ion-al traffic flow"for'"ea'ch' class of
vehicle
3. Makea-for~qast,-of th.f?, or~e-directional
traffic fJowfor· each'class ofveh·icle to '
,dete-rmlne the total·traffic- in each class
that willtraveJ over each lane during the
de9ign. Hte ,
4. ' Deterrn~rie·the mean·equiyal.ence factor
for.·each clasS'· of vehicle and for each
direction .from the resu1ts of the axle
load survey
5. The products of the cumulatjve one..
directional traffic flows for each· ctas-s of
vehicle over the design life of the 'road
and the .mean equivalence factor for
that c-Jass should then be calculated
and added together to give the
cumulative Ustandard aXle" k~ading for
each direction. The higher of the ~o
directional values should then be used
for design.
For duafcardageways it shouJdbe assumed
that the slow lane: will carry all the heavy
vehicles unless local experience indicates
otherwise or the one-wayADT traffic fJow
exceeds 130DO vehicles per day. In the latter
case 90 % , of the heavy traffic should be
assumed to travel on the slow lane. All lanes of
the carriageway should be designed for the slow
lane traffic. Each carriageway can be designed
tor a different number ot standard axles,
Page 9/5
 QATAR HIGHWAY DESIGN MA'NUAL
However, the differences would have to be at
least 500/0 before pavement thicknesses were
fa altered significantly. In practice, the. largest
number of standard axles in either slow lane
would determ';ne the design for all lanes.
9.2.7 Design Traffic Classes
Accurate 'calculations of cumulative traffic are
difficult to make due to inaccuracies in the traffic
forecasts and average numbers of standard
axles for each vehicle type. Consequently the
pavement designs are provided as a set of
discrete thicknesse~ for defined ranges of traffic
rather than as a graph of thickness versus
cumulative standard axles. Each range of
cumulative axl~s is termed '? class and these
are summarised in Table 9.2, expressed in
fD iJ1JC?l1 s 9t.st~,[lc::1~rq ~x'.e~ .(msa}. For
comparison, the pavement classes used ,in the
previous design manual are also shown. When
the forecast number of axles is considered fairly
.~-~~~:reliabJeJ and is within 10°/0 01. one of t,e class
,..::~;B?~~+Jndaries, it is acceptable tou~e a design
.;/~~}:~~~.~~ on the average of the adjacent classes.
Traffic Cla•• T'. ·; n T:4 T4 TS
08SI~ftiC < f 1·2 2·5 5 '0
(mSI~/ . :
'0 20
Previous TertiarY
Pavemen1
CtassHication SecondatV
Pfimerv
Table 9.2 ~ Design Traffic Classes
9.3 PAVEMENT MATERIALS
9.3.1 Qatar Construction Specification
(QCS)
The full details of the maleriaJs -to be used in
pavement construction and the subgrade are
given in the QCS together with the applicable
test :methods. based m~inly on British
Standards" Brief descriptions of these materials
are given below.
9.3..2 Subgrade
Qatar generally has high strength 'natural soils
consisting of weathered Hm~stone or sands.
HistoricalJy, it has been possible to construct
earthworks, or at least the upper layers, using
material with a minimum soaked California
, Bearing Ratio (CBR) of 25°,{,and the previous
pavement designs were based solely on this
strength. However it is becoming impractical or
expensive to always provide this standard. In
some iocations, such as cuttings, a significantly
higher strength of in situ subgrade is possible.
SECTION
Accordingly, the present pavement designs
include three claSses 01 subgrade defined by
CBR:
81: ~ 15% and < 25%
52: ~ 25 6/0 and < 500/0
83: ~ 500/0'
The eSR values are measured using the BS
-1377 method, on soaked subgrade samples
statically compa.cted to 95% of the maximum
dry density (MDD), determined using the BS
" 1377 4.5 kg rammer method. There are also
grading and ~ Anerberg Limit requirements,
detailed ,in the QCS.. The in situsubgrade must
aJso be" compacted to the same relative
compaction" na·mefy 95% .of ,MDD (4.5 kg
rammer) .
The." "specified subgrade' strengths - must be
sustained tor a depth of at least 300mm and the
mate~i'al below thls 'must have a C.BR, at the in
, s,tu'den.sity,of at least 100/0. This can be easily
cqnfirmed u~ing.a simple :hand . operated
Dynamic Cone. Penetrometer ,(t\leyn~nd
Savage,. 1982)" .rather than the ·m,uch. more'
T6.
lab-ourious .method ,:of .recpmpacting laboratory
.SaJ!lplest(fthe''''S'am~:den:sity,,'' .
20
50 , ·Where.the, above'corldJtionsare .'notfUlfilled,
. elther~so:m'e.of the s:LJbgr~de ~materiaf.' must be
re.plac~d:witn" higher . qU~Jjt.y.:ma1eriil, or the
'amount.of cover..'(filf ·height.) incre,ased. The
.necessar)i'repJacementor coverthickhess can
be. :d~ter(Tlined .on th.e ·bas·is of ·pr,ovid.in.9 the
same .stiffness' at..formatipnJevel (top of the
'earth.works) as for the' standard "C:BR 25%
sub.gr~de,. Detai,lsfor th~s procedure a're given
in the Annex to this section" The proposals for
these non-standard subgrade situations must be
discussed with theCED.
9..3.3 . Granular Material fO.r Sub-base and
Roadbase .
The' same material is used for both layers and
may consist of either crushed stone or gravel, or
natural gravel, or a' mixture of these. There are
requirements tor aggregate hardness, durability,
cJeanlin$ss, grading, shape and strength, given
in the QCS. The principal requ.irement is for the
material to achieve a C~R value of not less than
600/0 when compacted to 1000/0 of the maximum'
dry density (MDD) determined using the BS
1377 4,,5kg, rammer method.. This material is
used as sub-base for all pavements, except the
concrete slab designs, in thicknesses ranging
from 100 to 200mm, depending on 5ubgrade
strength. The in situ sub..basemust be.
compacted to the same density as the CBR test,
namely 100 .of MD0 (4.5 kg rammer).
 II QATAR· HIGHWAY DESIGN MA·NUAL SECTION 9

9.3.4 Roadbase - Asphalt Concrete The required .grade of bitumen is 60f70Pen with
11 a binder cont~nt typically between 4.0 and
~\
The standard form of pavement construction 5.0 0/0. Compactlon requirements are the same
11 ~~, uses a type MD1 asphait concrete roadbase as for asphalt concrete roadbase and the laid
between 100 and 230mm thick depending on materiar should have voids of about 5 to 6 %
traffic loading. This material must comply with beT·ore trafficking.
a given grading enVe'Iope' (maximum particle
size 37.5mm) and will be proportioned using the 9.3.7 Concrete for Rigid Pavements
)1 MarshalJ Design method to meet the following
criteria: Rigid construction is included for use in local
areas with a .high risk of rutting. It may be
I]
Minimum Stability: 8 kN
adopted more widely jn the future. COt;1crE?te
Maximum Flow: 4mm
slab pavements require high quality concrete,
Air Voids: 3 to 6 0/0
sometimes termed pavement quality concrete
~
Voids Filled with Bitumen: 60 to 75 %'.
(POC), .with a 28 day Gube strength of 40N/mm 2 .
High. quality mix constituents,' good quality
The required grade of bitumen is 60170 Pe'n c'c;trol and thorough curing are necessary to
with a binder content typically between 3.2 and e~isure that the required sta~.dard is achieved .
11 .5.:0"c/)~; .' The'· QCS spe.cifies"' additional
. requirements for particle shape, soundness, In order to
·reduce the' risk of cracking due to
11 i :
particle.strength) water absorption and abrasion
resistance.
imperfect curing or.joint construction, reinforced
jotnted ''siab construction. 'has been adopted.
!J "'t.:.' . '. ' ~ ­ Longitudinal rein1orceme:nt to as 4483 is
.The criteria': for compaction on the' road will required at the rate of' 600m'm 2/mwidth. The

1]
result in average·voids tromS·to 6 0/0 in the laid
material 9.ef,ore tra~ic·king ..
reinforcement also reduces the slab thickness
· compare.q .to· an .un-reinfor~ed .~Iab and reduces
., .. ,the·,.':,~mb~r-.,.:.·~Gf,:,:;,transve'rs~::·.Jointsf·,.::,,,.~':,The.
9.;3.,5. _, Cement Bound Mater'isl . reinfor¢;e:me.nt'is;placed with· 50: to:: 60mm of
J1 ··'coverbe.lo¥!,.the· s:l~b'.surtac~ and 'matniainHJ9 a .
.This:js: ;u'~edas stJb-,base in -the concrete 'slab .,.: ::m'in:imUri~rbqv.e·rof ~Omm '~belowahy'longitudi!1ar

'} I

j.
=
.. pav"ements and < 'as .. roadbase"in fJexible
'composite ·pavern.ents~ 'A'fairlywide grading
envelope'is specified .forthe. materiat whichrylay
.','joint se:~Hn"g-grobve.,·sLo~gjtud~na'llOint~.·musrbe
: .' pro\/ide'd to···lirnit slab widths to: less' ·than 5".Om
for limestone' aggregate..Most oth'er ·aggn3gates
consistof J any·or·allof, sand, gravel·orcrushed w.ith higher coefficients .of .exp~nsion must be
.i] rock~ This is mixed with cement either in-place
or in an .o.ff-road·mixer. A modest cube strength
''-:lirf\ited .to .4.0m..:. "" ·Traris\'-e.rs~ :expansion' and
oontractionjoints .must :~e instalted alternately at
of 7.5 N/mm 2 at 7 days', is specified. '·1. 5mirltervalsand:proper.transitions ·provided
.between·sectior:ls·:.of ';concrete and asphalt
]~..J\ This .material has not previously been much .construction. 'Details· of th.ese fe:atures, derived
used in Qatar, butis:now Jncluded for use as · from th~.UKHighway. Construction D~tails
/ )') sub-base ·for concrete slab .pavements and it (DoT., .1"991 )"are.provided in the QCS.
~n-·- -
-~
~
' \'"'.~ may'a'fso provide .a .cheaper roadbase .. Limits .
l­ on g'radjng', cl.eanHness and durability are ·given 9.3.8 . PrecastP·aving Blocks
in QCS. For both sub-base or roadbase use,
this material must. be compacted to 95% of These are ma.nufactured from Portland Cement
.J MOD (4.5 kg rammer). concrete .in two thickne~ses, 60 and 80mm .
The thickness to be used depends on the level
9.3.6 Wearing Course of traffic.. The average' compressive strength
must be' not less tha'n 40N/mm 2 and individual
A standard surfacing of MD4 asphalt·concrete l blocks not less than. 35 N/mm 2 . Other
laid as a 40mm course is used on all flexible
1 req~irements, .including preferred shapes and
I
I
I an.d flexible-composite designs. The nominal dimensional tolerances are giver} in QCS..
. !
maxtmum aggregate· size Js·14mm and the mix
.proportions are determined in a similar manner The paving blocks are laid on ·8 compacted
to the aspha~(concr~te road base, but with the course of sand, normally in simple herring-bone
following . difference.. imported gabbro bond.. The laying co_urse sand may be either
aggregate' must be used for the coarse fraction, natural sand or crushed rock fines, comply-ing
to provide adequate skid resistance and with the grading envelope in Table '9.3. The
resistance to poHshing. This last requirement sand is laid so that after compaction it forms a
raises the cost of the material considerablYl· and layer 30mm thick. After placement the blocks 1

}ust1f\es the th',ckness of only 40mm. are compacted using a vibrating plate
compactor and finally, "sand is vibrated into the
joints.

241 Page 9n
 QATAR HIGHWAY DESIGN MANUAL
r­

These pavements do not satisfy conventional

Nominal 0/0 by mass passing

sieve size,
analytical strain criteria ,b,ut have performed
(mm)
Laying' Course Jointing Sand satisfactorily in other areas of high
Sand temperatures. The designs in Figure 9.3 are
-
10 100 iDO based on those' in Figure 9.2, but with some of
<­
the asph~ft concrete thickness replaced by
5 90·'00 1'00 tw-icethis thickness of granular roadbase. This
2.36 75.. 100 95.. 100 is in 'accordance with the structural Dumber
concept of the AASHTO design method (1993)
, .18 55·90 90..100 in which the reduction in thickness of one layer
0.6 35-70 55.. 100 is compensated by increasing another, in
proportion to the material coefficients. In this
0.3 8·35 15..50 . instance the granular layer (CSR 60°/0) ,has a
0.15 0-10 0-15 coefficient of 0.13 whilst the asphalt (stiffness
" \
1.0 GPa) has one of 0.26.
0.075 0.. 3 0·3
9.4.4 Flexible-Composite Roadbase
Table 9.3 .. Sand Gradings for Block Paving (Figure 9.4)
, - . , ,

Futtdetails o'f the laying procedure are given in This typ'e'of p'avemeht h'as not 'previo'us'Iy'been
the QCS, based on 85 6717, Part 3. used to any great extent in Qatar although it ;s
very common ,and 'successful in some
·;.;.9.~ DESIGN CHARTS couritries~ The" cement bound layer will crack

,~~:~~;~i?~
General
'Th;'" 'designs for' t!1e .various types of
constr~ctiQfl·:,a-re:p-rese nted --asa.,series,ot"cha rts,
Figures 9.. 2 to' 9.6. Knowing the subgrade class
.{re,ferc',Clause '9.,3.2).'and th,e traffic class (refer
'Clauses ,9~2.6 and "9.2.7) the thicknesses of the
layers.:can be easily- read ··,for each p,avement
type. Natali types of pavement are c,onsidered
,·appropriate for ev~ry traffic class.
Pavem~nt construction should constant be
across' all, running lanes as the savings to be
, made by reducing the roadbase,thickness are
not great. In rural situations, where the hard
shoulder/edge strip is not expected to' have
heavy 'usage,itspave,ment thickness may be
reduced. -In urban areas, where parking is
expected, . a red'uction of the pav.ement
construction for the hard shoulder ,IS not
recommended.
The design requirements for staged
construction is dealt with in Clause 9.5.
9.4.2 Asphalt Concrete Roadbase
transversely soon after construction through a
combination of dryjng ~hrinkage and thermal
,gradient warping. The successful perlorm8:nce
of this type of pavem'ent depends on. the
shrinkage' ,of the cement, bo una ·~oa,dbasebeing
small andthe a~phalt roadbas~ being'tolerant
of the cracked roadbase. The low streng~hof
7.5 'N/mm2 ,and:the .use ·of limestone ,with a,Jow
',co~fficier,.t 'of therrnai'expansion, ,should result
.' ,..in na'rrow, ro'adbasecracks. "The' high
temperature~',are, Jikelyto a~sist ··th~ ,asphalt
,surfacing 'in' resisting the 'deyelopment of
refle'c.tioncracks,.
Thick asphalt surfacing wilt reduce the
development of cracking by insulating the
cement· bound layer' and reducing the'
temperaturegradien1 and warping stresses.
, The material thicknesses shown in Figure 9.4
are base.d on UK practice. However, it is
probable that the asphalt ·surfacing thickness
could be reduced in future designs, after some
experience of satisfactory performance is
obtained.

9.4.5 Reinforced Jointed Concrete Slabs

(Figure 9.2)

(Figure 9.5)
This type of construction will suit all classes of
Rutting ,of convE?ntional asphalt pavements at
traffic and is similar to past pavement practice in
the ·approaches tQ junctions or at rou'ndabouts
Qatar. The basis of these designs are
is a sig~ificant problem in Qatar. It results from
discussed in the Annex to this section.
the high ambient temperatures, inherent
9.4..3 Asphalt and Granular Roadbase
properties of the asphalt concrete and high axle
loads. Although it may be possible to .reduce
(Figure 9.3)

'deformation by mix re~design, or by the use of

bitumen modifiers, there will be uncertainty

This type of construction is restricted to roads

over performance and the increased stiffness

expected to carry no more than 5 million

may could cause other problems in later life.

standard axles a.nd with only a small proportion

of heavily loaded 'vehicles.
January 1997 Page 9/8
242.t
 QATAR HIGHWAY DESIGN 'MANUAL SECTION 9

~~
Concrete siab pavements at these problem
) t~~'·~
..
locations will provide guaranteed, rut-free
performance. Concrete' pavements require
considerable attentjon to mix quality, placement,
) joints and curing to be successful. Jointed
reinforced concrete slab constructioOn has been
selected in preference to un-reinforced slabs. as

I the reinforcement will provide more tolerance to

any workmanship deficjencies and, wifl also
reduce the slab thickness and number of joints.

~ The designs shown are based on UK practice

(DDT, 1994) which is based on the work of
Mayhew ~nd Harding (19B7). The concrete slab

~ (40 N/mm 2, 28 ,day cube 'strength) rests on a

cement bound su'b..base (7.5 N/mm 2 , 7 day
minimum cube strength)... This is to ensure that

.~
there is a robust surface on which to erect side I,

forms and jointassembfies,'and that 'pumping 'of

sub-base or· subgrade fin~s through joints is
minimised. Joint details "and reinforcement"
Je.,. aroun'd openin:gs'shall'beas shown in -the UK,
Highw.ay Construction Details~ Series 'c (DoT,
1993) or as s'p'~cijfjedby the CEO. '

~ The UK un-reinforced. slab designs agree

.' closely "w'j~h,~U:,SA.p~ractice,.,fP,ortlan.d: C,e.m~nt
Association, 1984). It has not· been possible 'to
directly verify the'·:reinforced".:slab designs, as the
'I Portland Cement ,Association niariua)"qoes n'ot
coverth.is typ~.' .-'....

IJ If properly con'structed, concrete paverneDts

should last longer than asphalt pave'mel1ts and . ,
~e cheaper to 'maintain because they s"hould not
require resuriacing or re-texturing for, at ,least 30
years. However the joints will proqably require
periodicreseaJing at 15 year intervals.

9.4.6 Precast 'Block Paving (Figure 9.. 6)

Block ,paving may ,beuse,d for the construction

of car parks· or parking bays, 'median strips ,and
verges, laybys and a~c.ess roads. 'S-eJection of
the appropriate design 'wilt be on the basis of
both total traffic and the incidence of heavy
vehicles. Granular roadbase has been selected
as this will be a more practical material than
,i asphalt for working in small areas, which wifl
often be the case with this type of roadwork. In
addition any fuel or oil spiflage ·will not affect the
1

structural layers.

The designs are based on German practice

(Roads and Traffic Research Association, 1986)
and are only suitable for the stated levels and
types of traffic. Where block paving is required
for locations with substantial numbers of heavy
vehicles, such as ports or industrial areas, other
designs' such as those of the ~ritish P,orts
Association (1994)' should be used. The
proposed designs for such situations should be
discussed with CEO.

~j:an.u:;arv,,1 qQ7 'Page 9/9

 aAT'AR HIGHWAY DESIGN MANUAL ,.; SECTION 9

Traffic Classes T1 T2 T3 T4 TS TEi

Standard Axles 5 ..10 10-20 20-50

-(millions) <1 2-5

40 40 40 40 40
.subgrade
Clas. S1 100 130 160 190 250
CBR. 200 200
greater than 200 200
150/D 200
and lesa than
2So/g
300-+­ 300+ 300+ 300+
300+

40 40 40
Subgrade
Class 82 100 130
250
CBR', 150 150
greater than 150
25% 150
and IS81 than
50% 300+ 300...
" ..:..:- ~......~ ......... ;~
300+
,; r".~• .;~~- • / \¥'
• ·1..•.'M.:: ,..,.:

,40 40 40 , _.~O . _. " ,40

Subgrade.
CI... 83 100 130 ·160 190 250
100 100
CBR, 100
gre8ter than 100
100
50%
300+
,300+
300+

Layer definitions
Wearing Courae(Aaph8lt Concrete MD4)
Roadbase (Asphalt Concrete MD1)
Sub.base (Granular Material)
S.ubgrade (CBR at 95% of MOD
(BS 1377, 4.5Kg rammer, soaked»
Notel
1. Standard AxleStare 80 kN.
2. All thicknesses in millime,tres.
S. These' dhagrama ar.-exp:ected to have the widest
application and are aim mar to thepaat practice.
4. Roadbase thicknesses greater than 1.30mm
should be laid in two courses.

Figure 9.2 Asphalt Concrete Roadbase Designs

J~ru f~""1 1 QQ7

 QAT·AR HIGHWAY DESIGN MANUAL SECTION 9

Traffic Classes T1 T2 T3 T4 TS' T6

Standard Axles
(millions) . <1 1-2 2..5 5-10 10-20 20-50

~ Subgrade Not
Considered
40
70
40 Not Not Not
Class 81 90 Considered Considered Considered
SUi,table Suitable Suitable Suitable
150 150
CSR t
11 greater than
150/0 200
and 'iess than 200

~
25%

300+

I'l
Subgrade 40 40
Class 52 70 90

~ (
\."j. :
CaR'
greater than
250/0
iSO

'50
l and less than
50Dk
,n 300+

I-
tl >·:~~t~~\: :' -..:. -
II
S~bgradf3 40
i
f]
;
)1
'. 'Cia'sa"".".'

CSR,.
83 90
100
greater than . 120 '
50 %

Ij 300+

1t
;J
T!

layer definitions Notes

(

n t·
~ ~ ~
Wearing Course (Asp,haJtC:onc:ete MD4)

Upper Roadbase (Asphalt Concrete MD1)

1~ Standard AxJes are SO kN.
'2, All thicknesses' in rrliJlimetres.

3. These designs are only to be used when the

I
;
proportion ot goods vehicles, with equivaient
Lower Roadbase (Granular Base Material). standard axles of 12 or morel does not exceed
SO/e of all vehicles~
Sub-base (Granular Material)

Subgrade (CSA at 9So/c of MOD

(BS 1377, 4.5Kg rammer, soaked))

~ .J
I

Figure 9.3 Asphalt and Granular Roadbase Designs

245
aATAR HIGHWAY DESIGN MANUAL SECTION 9

Traffic Classes T1 T2 T3 T4 T5 T6

Standllrd Axies 5-10 10..20 20-50

<1 1-2 2..5
(mlUions)
. 40
Not Not Not Not
SUbgrade Economic 150
Economic Economic Economic
Class S1

CBR. 270
greater than
15°/0
and less than 200
250/0
300+

40 40
Subgrade 1,00 150
Class 82
270
CBR~ 270
greater than

25%
100
and less than

'00
50%
300~
300+

,$,~pgrade
Clasl 83

,CBR,
greater than
50%

'Layer definitions Notes

,. Standard 'Axles are 80 kN.
Wearing Course (Asphalt Concrete MD4)
2. All thickness'es in millimetre8.
Upper Roadbase (AaphaJtConcrete M D1)
3. The asphalt concrete inhibits the
Lower Roadbas8 (Cement-bound Material develo.pment of reflection cracking.
cube strength of 7 .5N/mm: at 7 days)
4. A low strength Cement-Bound
Sub-baBe (Granular Matarial) Material has been selected" to
minimise reflection cracking. '
SUbgrade (CBR at 95 D/D of MOD
(BS 1377, 4.5Kgrammer soaked» 1
5. The coat of this form of construction
is aimmar to Asphalt Concrete
Roadbase, but could VBry depending
on local circumstances.

F\gure 9.4 F\exible-Composite Roadbase Designs

F
 II QATAR HIGHWAY DESIGN MANUAL SECTION 9

!]
G'
• ':. ~-r'
t-

Il Traffic Classes T1 T2 T3 T4 T5 T6

Standard Axlel 10-20 20-50

<1 1-2 2-5 '5·,10
(millions)

11 Subgrade Not Not 150 160 200

Class 51 Economic Economic

~
CBR, 150 150
150
greater than
15°k
and less than 300+
250/0 300+

'i1
n SUbgrade
Class S2
Sa'me
as 51
Same
as 51
Same­
as 51

n ./

\.
........

CBR,
greater than 250/0
and less than
50%

Ij

!j

t Subgrade
Same
as 51'
,·.Sa·ri1-e
·:'':.QS.'81
Sam:.
a.s 81
Cla8s 53
" I···· "
CBR.'
I<:'~,
lj
~
.greater tho.n
500/0 1,
I
I
)­

\1
~
J,

Notes
L:--ayer definitions
1. Standard Axles are BO kN. ,
at
Concrete",S:la~ (40,N/mm 1. cube strength

!
28 days
with '600 mm 1 /m Df:longitudinaf reinforcem'ent 2. All thicknesses in mitllmetres.

l' .
,to ·85,4483) . '

3. Transverse jointspactng shall be not gras.ter

than ",5m., .
Cement-bound Sub-base
(7.5 N/mm 2 cube strength at 7 days)
4. These pavement designs are intended for use
at junction,s or other areas withe high risk
SUbgrade (CBR at 95% ofMOD .of rutting. '
(BS 1377, 4.5Kg rammer, soaked»
5. The design given for Class T3/S1 provides the
minimum construction thicknesses to be used.

, )

Figure 9.5 Reinforced, Jointed Concrete Slab Designs

2LJi
 QATAR HIGHWAY DESIGN MANUAL SECTION 9

Traffic Cla8ses TO T1

5tandird Axles ,0.5 .. ,

'<0.5
(millions)

60 80
Subgrade 30 30
Clsss 81
150
200
CBR-,
greater than
15% 200
and less than 200
25%

300+

60 80
Subgrade -30
Class 52 30
150
200
CBRt
greater than 25% 150
and le8. than
150
., " .. ,144 ,
50%
• ,1 ~w·-t .. "..
...... .' . .~..

~~.~~.~J'.
':
~; ';~~~;f:;'~ ­ 300+
: i·" ~ .... -: .tll\"" .",..

~6'O . 80
sUbgr.d,e .30
S3 30
CIa••
150
C'BR~
greater than -1-00
50% 100

300+

Notes
. Layer definitions
1. Standard Axles are 80.kN.
Precast blocks (60 or 80mm)
2. AU thickne'•• eB in millimetre•.
30mm aandlaying. course
3. TO Traffic Clast Inctudes reaidentis'l roads and
Road-ba~e (Granutar Material) parkrng areas with minim,at heavy vehi~les.

'Sub...ba'ge (Gr~nular Materiaf) 4. T1 Traffic CtasB includes iaybyst dual

carriageway median strips and areas
with appreciable· heavy vehicles.
Subgrade (CBR at 95 1% of MOD
(8S 1377, 4.5Kg rammer, soaked»

Figure 9.6 Precast Block Paving Des-igns

 QATAR HIGHWAY DESIGN' MA'NLJAL APPENDIX B
84 ENGINEERING CONSIDERATIONS
;-'"'.'\..
.,'j
84.1 Methods of Investigation
When discussing the proqedure
investigatiort, reference was made to borings as
a means of investigation.. This is perhaps the
most common methqd of site exploration, but
certainly not the only one. BS 5930: 1'981' Code
of Practice for ~"site Yinvestigations' provides
details of investigation methods to assess'
ground conditions for construction purposes.
Considering new works, from very small to very
large contracts, a general guide to exploration
would be as follows:
• Small works· trial pits, up to 3.0m deep
• Medium to, large scale works· borings
up to. 30m deep, typically 20m
• " Very·· farge, scale" 'wo'rks' (e.g.. ' grade
separati,o,n and dams) - a combination, ,
of deep borings: and pits.
It must'be noted th~t the',a'bo·ve is only· agui~e,
the., detailed:' methods of " exploration ;would
depend on th$ type of constructfon and site
invoived~ , . ' . ,
, '
'Where· rock is·,8xpected't'·'borings,,, of "vanou·s
types:'should be' used ,unless 'a number of,,'pits
would'. proVe more' econo,micat. ·,·lnsoilsi.. ·,the
, normal method of
exploration is by boring 'holes '
(unless the loads expected' are small" then
shallow"pits will provide ~dequate samples for
testin,9)·'- ' to support' soils in borings~ H~les can'be sunk
The cost of setting" up driJling'··rigs on site varies
.from 'area to area depenc;Hng-on tr~nspo.rtation
t~·· costs., ,
Before an estimate can be established for site
investigation work;, the number' of boreholes
i and types of·test must be determined. ,This will
be dependant on hqw much information is
already available.
84.1.1 Trial Pits
This is the cheapest form of exploration in
shallow depths (e.g. up to 3m). Above3
metres deep, the cost increases rapidly
compared with boring. The main advantage is
that soils and rocks can be exposed and
examined in situ. This method, shows changes
in strata much more clearly than by borings.
J The pits are dug out either by local labour or by
a small' tractor-mounted excavator. ,The plan
r~' size of a pitdepends on method ofexcavatio~,
t­
but approximately 1.2 x 1.2.m shouJd·be dug.
Hotes should be keptweH·clear of the position
of actual foundations, but should be in 'the
vicinity of important structures such as heavily­
for loaded walls or columns.
Problems occur in Wate"r.. bearing soils, '
iJarticutarty sands, and therefore the economies
)f shoring and pumping' pits may outweigh the
:'~avings gained against specialist borings. In
t',1ry conditions, these pits 'are particularly
\/aluablesince they allow hand-cut samples to
,~e taken, thereby minimising the disturbance of
.~esample· and maximising the conditions for
',(;curate testing.
)eeper trial pits may be used in "the
11vestig'ation 'of rock 'fi'ssures or to e'xplore
~;'1ers of weak rock which cannot be removed
.';act in normal boring operations. Such deep
,:r.I~,S
are costly to. cons.truct and ·wou'id be used
:'~~y in l~rge, s,cale exptoratiQn.
':':;.:-tf, p,its are often the best m,ethod of exploring
l~i,i~k fHle'dareas'and sitesovertain by variable
nBHJrardeposits..' .
B4.1 .2 ,Boreholes
.
Th;~:: type of exploration can. be achieved 'by
var'ous methods: " ,
Han'·j 'or: mechanical auger borings a're
Jet'atfVsly' cheap' methods' 'of' su'b-surtace
. e~ptcration, ' of, 'soils which . win ' stand
unsupported. HoHowstem' auaers, can be 'used
tod'epths 'up to 30 metres· provided there are no
obstructions 'such'as
boulders: 'The'di'ameter of
th.e borehole is' us'uany >1 OOmm .. This~llows
soil sampling tubes· to be usedwtthoutdlfficulty.
ThemechanicaJ auger is used in gravelly soil,
which involves the use of a 'casing, prevent ­ to
con-apse of the boring,.
Percussive boring ;s a method ,which can be
carried out in all types of soils, because the
borehole is lined with a thick-walled steel
casing., The boring is achieved by using open
ended shells in cohesive soils and clack valves
in cohesionless soils.
Other tools include chisel bits for breaking up
boulders. All the toots,and sampling tubes are
attached to sectioned rods.
·',24Q
 QATAR HIGHWAY DESIGN MANUAL APPENDIX B

Structure Description Notes

interchange Boreholes: At least one borehole to be located at each .Tria.1 pits alone are not sufficient for major
proposed abutmE!nt position.. The borehole should locate structures. ..
rock hea~ and penetrate 5tn into rock. Where rock is not
present,' the borehole should extend a minimum 'of 1.5: Structures in the urban location may have
times the Ylidth of' a .shallow foundation~ If piled: the benefit of other geotechnical
foundations are anticipated"tne borehole should extend investigations carried out in the vicinity and
to ro~k pius Sm•• A local geotechnical expert, can advise so the scope of investigation works may be
on anticipated depths for various locations. in 'Qatar. reduced.
Groundwater shall be recorded if present. If groundwater
is likely to be a problem, it is recommended. that the water
level is monitored over a period to allow for seasonal
variation. ' .

Trial Pits: It is advisable that trial pits be located on

selected slip roads and tests undertaken to determine the
parameters required to' design the earthworks, see
Embankment below. Trial F'its 'would typicallv be up to
2.5m deep. '"

Box Culvert Tnal Pits: At least one trial pit to be located at the UsuaJly in rutaJlocations t it is important to
prpposed culvert position. TriaJ PitswoutdtypicaUy be up ,review topography and hydrology to locate
to 2.. 5rn deep. the culvert.

Embankment Boreholes: For embankments/cuttings 2.5m high/deep It the cutting is deep, the engineer shouJd
, ..
~, ·i~utting or greater, at least one borehole to be located at the
proposed embankment/cutting position. If the
consider the stability of the slopes.
Boreholes shoutd therefore be staggered
I
~ . .~::~ ~ ~~'~}w', embankment/cutting is very long, boreholes should be across the cutting and not just follow the
.. -"~';'. ~/~::.:: located eVEU¥,kllometre.. Bo.reholesshoul(j $xtend at least road·. centrtUn.$.;. l.aboratory t$sts. should
3m beneath. ~e .level .of the. bottom .of the proposed identify Parametel'$ for stope stability and
.emban~n:\jmtl,QQttlng..eore~I~,s~ul,c1.id.entify "rock,;hea.d:; settlement 'to. Ys'rifythat it Is possible. for an,
and" rec~rcf.gro~~terif. present,! Standard' penetration embanknientlc~tting to be bunt. '
.,tes~s' are u'suat,ly recomm,e~ed to.determine, ~rdness.

Trl~f' P!t~.. 'For tmbankments/cUttirlgs less than '2.5m

at
hlghi ,~t f.~tor:te trial pit'to. be located. the proposed
, positiory. Trial~itswould typically be up to 2~5m deep.
Fot cuttings. inyestlgations should extend' a minimum of
rock.
.2m' below cUtting' baSe level i or to· As stJch~tnaf pits
may'only provide. information regarding the material to be
'excavated.. ....,

Special Site :'~fnvestigations for special Structures such· as '

Structures" om'aniental arches, roundabout centre pieces, gantries or
cantil-evers, for traffic signs will require individual
considerati~n depending-on the size of the structu're and
its location.

Table 83 Schedule of Geotechnical Investigations for Structures at Feasibility Stage'

..Januarv 1997
 QATAR HIGHWAY DESIGN MANUAL APPENDIXB
• Shear vane test
• In situ density test
• Permeability test..
Standard Penetration Test
As with all penetration' tests, this consists of
. measuring the resistance of the soil to
penetration· under dynamic load·ing.. This
particular test is mad.e by driving a 3'Smm'
(internal diameter) split spoon sampler into the
soil at the bottom of a borehole. The sampler,
suspended on rods,is first'driven 150mm into
the soil by .a falling standard weight (63.5 kg
falling through a distance of 760mm)., The
sampler is then driven a further 300nim and the
number of bl.oWs ':need'ed ttf'achieve this is
recorded as the 'N' vaJu~. The test is used to
estab.lish ,the relative density of soil, and for
,Rarti~tar SOil$·t~l desig,nJoundat.ions.. and gauge
settlement.
,California Bearing Ratio Test
This tes~ may be u.sed inthe"design of flexible
'pavements and oafl·be:cafffed outon~ site. The
. test shows the load.-penetrationof soils relative
to ·astandard crushed stone sa~ple. The test·
is normally carried out:on·soil at: least1.m·,below
grou.nd ~evel (Le~,':".: bel-ow.' the, . level ··'of any
seasonal moisture fluctuation) ,using a.16rry to
obt~in the 'necessary, reaction"loa~ through. a
. screw Jack~ . . . ' .
The'in situ CSR' test· provides 'a different· ~es'ult
to thato~tained in. the laboratory undersimilar .
conditions of. densitY., etc. . Road' ·design, is
normally carried out, based· on the laboratory
CSR o~ly. ' , , ' ' .
'"
]<- )
Standpipe Piezometer'
Monitoring of water levels is carried out by the
use of piezometers. If a borehole is to be
constructed to· obtain soil ·information r then
unle~ss, 'circum~tancesdictate 'othervvise, it
shouJd be utilised in order to. monitor the
fluctuation in ground.water level. This may.be
carried out for several years depending on the
time scale of the project. Such information wiH
be invaluable in the future once general trends
have been established.
Plate' Bearing Test .
This type of test was once very popular and is
stiJl used on large engineering projects as a
means of prOViding in situ data on the
behaviour of soils or rocks. at foundation level.
The procedure 'consists of excavating a pit to
the level o.f the proposed f.oundation and then
loading a-steel or cast iron plate (usually 600 x
(~:' .
r­ 600·mm in size)- on the bottom of the pit. The
load can be applied in either of two ways; the
firstbyloadi,ng it.¥'.ithiricreJ'!l.ents of ·keritledge
(concrete blocks.or steel b'illets); the second by
means of a hydrauHc jack bearing against a
heavily loaded beam.'
Failure is traditionally assumed when, the
settlement re~ches a depth equal to 10%
(some engineers say 150/0) of the breadth of the
loading plate, this should be verified by plotting
a time/load/settlement graph. The safe load
(qs) should be ·taKen as one-third of that load
· which causes f~ilure or the failure load divided
by the project factor ~f safety. For most
structures,. ageneraHy. accepted maximum
aUowablesettlement is 25mm. Terzaghi & Peck
have proposed a relationship which enables
allowable bearing pressure to be calculated
based on a chosen allowable- settlement and
the lo~d/settlement results obtained from a
plate bearing. test.
The plate' bearing' test is useful i,n stony solis
where,· undistu'rbed sampling is .·'difficult.
However, care should .be. taken. to ensure
~,nougM test~.ar~ .take.n to be fE3presentative
where soils may be variabJe· acrqss a site~:'·,·· .
The plate bearing test data can also· be used to
, calculate a soils modulus of: sUbgrade reaction~
" .
. . "
One disac;ivantage. of" this ,test is 'the' lack ·of
. simulation of "bul.bpressure". ' The bulb
.' pressure from. a test of, this nature is usually' far
smaHer than the bul'b pressure from the· actual
. foundation. Th:is " could> . lea·d to' error. in
detecting settlement of a: lower ·weak stratum.
Shear Vane Test ,- . " . .
This ·testmea~ures.the she'ar .strength 'of soft
cohesive so'ils in situ. The vane is· pushed into
the soU and rqtated by hand: at a constant rate.
The amount of. torque necessary for rotation is
measured by a spring balance on top of the
rods and the shear strength' of ,the soil is
calculated~
In· Situ Density Test
Typically sand r~placement or nuclear density
tests are undertaken in the field. These
provide the field density of soils' and are useful
in assessing compaction and ,settlement.
Permeability Test
This te~t. enables the permeability of the sailor
bedrock to be ascertained. The most common
type of permeability test undertaken in Qatar is
the falling ~ead test to BS 5930. How.ever, the
type qf test and the number per borehole
should be agreed -With the Civil. Engineeri ng
Department.
 QATAR HIGHWAY, DESIGN MANUAL
Dynamic'Cone Penetrom'eter'Test
This test utilities a hand held drop hammer
penetrometer 'which records cone penetration
resistanc.e versu~ number of ~Iows.' Graphical
plots of results enable'equivalent in situ CBR
values' of the ground to be deterrTlined.
(Typically usea for depths up to 2.0m). Refer to
the TAL specification for DePT equipment and
CBR correlation relationship.
, ~ hydrometer. The, range of particle sizes is
Other Tests
Other in situ. tests include the' hand
penetrometer and hand sh~ar vane.
84.2.2 Laboratt?ry Testing'
Laboratory'testing is undertaken to establish
the following characteristics of soils:,
• Identification and classif,ication
• ,'Measurement of eng~neering 'properties
'i~:i~~~. . Chemical content .. ,
'·'j·'~·Jddritjfication and Classification
Th,is analysi~ invC?lyes a n.umber' of. individual
tests,~uch,.as: ' . (+defO,r~ati6n. moduft.is)',
",' ,"VisU,al'examiriati'on
Bul,k t~ens'ty:, th,e. weight of ,material per· unit .
Moisture content',
volume', inclUding the weight of air or water in
Liquid, and· plastic limits
. ,the voids. This information is essepti~.·in· the
" Particle size distribu~i'on~
Visual, Examinations: made to;note the col'dur,
text9re' 'and': 'consistency·· of disturbed and
undi'sturb~d sampleS.,,:-these' being used 'later to
describe ihe.-son in'the erigin~er"s reports.,'"
Moisture Content: important 'in',· ,aU'· 'soil
. sample:sf ' since,'it'h~,~ps to arrang~:. :a pr~gramry1e
of' te,sti~g (bY'Telating, sampJ~~" to liq,uid· and
pl.astiq·limits) so that no doubtful sample will be
overlooked.' The high,er the natural moisture
content9f the soil, the greater will be ,its
compressibility. ' ' calculate a soil's bearing capacity and also to
,Liquid and Plastic' limit Tests: made on·
cohesive soils for classification purposes and
for ass~s~ing their compressi,bility. The liquid
limit (LL) (BS 1377 Test =3 'and 4) determines
thear:nount of moisture content neoessary to
cause the, "rTla~~r~al ' to . flo~ .or ,m,ove r~adily
under a given "number of vibrations, whereas
the plastic limit (PL) is aetermined by rolHng out
a 4 mm diameter thread of soil. andnoting·the
moist~re content which will allow the'thread to
be rolled out still further until it breaks up due to
drying. When both liquid and' plastic limits are
known, the ,Plasticity Index can be established
(Pt-asticity Index = LL-PL).
January 1997.,
APPENDIX B
Particle' Si%eDistribution: of 'particUlar
importance when assessing problems of
excavation in permeable soils below the water
table. It is 8:150 useful for assessing the value
of non-cohesive soils for use as aggregates
and construction materials. The first part of the
test is achieved by sifting dried samples
through BS 410 sieves. In the case of cohesive
soils, a wet analysis is used, employing a
compared with a standard chart. PSD is also
useful for identification purposes and
· assessment of material suitable for use as fill.
Measurement of Engineering Properties'
The 'foregoing 'tests give some indication: of the
engineering properties of a soil or rock, but
there are also specific te~ts which yield more
definite info,rmation re'lating to:
Bulk density of soil
Shear strength of soil
Consolidation' of soil
Laboratory CSR
Laborato,ry compaction
Point I.oad testing ,
Unconfined ..,"c~m'pression' t~;~t,i,ng
, d~s,gn of retainin,Q wo.rks,- where: thewei.ght of
a' stratum ,is an important factor (e'.g. '~tabili.ty of
,slopes, formation of earth d'ams, earth pressure
of retaining w~lIs.etc). ,Dryd,ensity (weight of
solids 'per. unit volume)' is "used" f,or the
determination of optimum c0f.T1paetion in, ~arth
dams, embankment$ and other soH structures,
ancf in' the laboratoiy CBR test
Typically cone-cutter and sand replacef!1ent
,tests are carried out to determine bulk, density.
Shear Strength:' can be used directly to
calculate' the pressure on supports in
excavations~ There "are several tests available \
for, ascertaining shear strength, ,but the 'most
popular is,the triaXial, compression test Triaxial f
compression tests are suitable for cohesive
soils, only. Where cohesionless soils have to
l
be tested, .the shear' box test is used. A
sample of soH is subjected to a standard load
under which a horizontal force is applied to the
lower half of the box until the sample shears"
n,
~
25~
 QATAR HIGHWAy DESIGN MANUAL
The Triaxia~ Compression Test can be carried
out using any of three different methods:
• Undrained
• Consolidated undraine<;i
• Drained.
In principle, the test consists of subjecting a
cylindrical sample of undisturbed soil (75 mm
long x 38 mm diameter)' to lateral hydraulic
pressure in addition to. a vertical, toad. This is
achieved bY.placi.ng the· sample in a specially
designed plastic CYUnder which is s~bsequently
filled with w~ter. Both vertical: and·tateralloads
can be incr:eased' as required in order to
simulate thE?Jn ..situ ,stre$$~$. ,Me~~urement of
the forces needed to shear the sample is used
in the calculation of bearing, capacity. In the
undrained' triaxial' test {often referred. to ;a,s the
quick test) the' sa:mple" encased ·in a rubber
sheath, is·capped,with·non-porous.end plates to
prevent.the pore water escaping and allow axial
loading of the ·ends. Three tests are carri'ed
out,.one each on three samples-(air-cut from the
same·'larg'e s'ample ),'eaCh'be"ing:subJeeted,to a
higher hydraulic. lateral pressure' before, ~xjaf
loading is applied. 'The ,results are then plotted
. in the form of Mohr'"s cirqles.
The consolidat~d undrained ,t;;wdal test affo~s
the.. sarnple~o.drain while·app.lying the hyd.raulic
pressure, thereby. a1l6w'tng':>,the;'sarh'ple' , to
consolidate. After'consolidation ~he ,sam·ple is
stressed without furthe,r draj~age .. '
hi the drained' test. th~axiaf load is 'ap'plied so
slo.wty that '-fh e pore wa.tercan drain·off,without
building ·upany pressure in the sample.', 'The
.... -.
= '\
drainage continues throughout the test and the
amount 'of 'water drained, off. is meas'ured. In
,,both' cases, whe're: drainag'e is. achieved; the'
water passes through porous discs at the, ends
, of the sampfe and then through ducts in the
apparat~s.
The 'consolidated undrained test' and' the
drained test have particular application to the
behaviour of soil 'in' earth dams and
embankments, and also to stability problems in
general.
Con'solidation test: used to calculate the
magnitude' and tate of consolidation of a
p'articular Soil. This is very important in
calculatin'g the movement of soH· under
foundations. The apparatus used is called an
IOedometer' . The test consists of placing a
cylindrical se:mple (75 mm diameter x 18 mm
thick) in a metal ring and capping with porous
r~',
~ ,
discs. The sample is placed in a water-filled
APPENDIX B
tray and subjected to load. The Iqad is
increased every 24 hours and a time­
settlement curve is plotted. Again, this IS only
suitable for .cohesive soils.•
Laborato-ry CB.R: shows the load-pel)e,tration
of soils relative to a standard c,ru,shedstone f
(see Clause 84.1.3-). The test is carried out in
a controlled laboratory situation af1d is of great
importance as it is laboratory CBR values that
are referred to in ecs
and Section 9 Pavement
of QHDM, and which construction materials
and sUbgrade should meet.
Laboratory Comp~ctlon: provides the
optimu~'moist~~e content for a soil sample.
Succes'sive'sampfes of, soil· ,are progres~ively
wetted' and' compacted ·,in·a· mo~ld. The'dry
density/moiS1ure content ,of these successive
·samples is then plotted to find the optimum
moisture content. Typically, the Proctor test'js
oarried out: (in" accordance with" as 1377)·
though themod,ified' AASHTO' and vibrating
,hammer techniques: are' also cor:nmonly·used.
"·'The:vaf·~'e'of·':op>t-im,tJ,m,.mois~ur.e·fQ,r,'itie,:.:soJJ,is
useful for preparing a soil ".p·rior .. to site
compaction in order to ensure . minimum
compacti~e effort. and sp~~ification compliance. ,
Results' achieyed are.·a'IS'ous'ed in' other
, laboratorytests"suc~'as the,qBR test.
Point Load, T~stin'gonRock: involves: the
,det~rrTiination·of failure. strength of, 'rock ,core
.'. samples either bY'loadingaxiaffy, diametrically
or irregularly.' ,Re.fer to ,B5-1377 or ISRM
(Internationa'f Society for Rock Mechanics). ,
Unconfined, Compression· T~sting .(plus
measurement of .Deformation Modu.luson
R·ock)":' involves": measurement·~.Of, ·failure
strength'and deformation" characteristic of
prep;ared samples. This test can be, used either
in the site I'aboratory or, in 'the field, since the
apparatus is very portab.le.This method is
the~efore 'particui'a-rty useful ~here a, large
number of samptes, are required to be tested.
Rock samples.: 75-mm long. and. 38mm diameter
are placed in' the apparatus and an axial load
applied~ The sample 'is she,Stred under load
andthe shear stress is automatically recorded
on a chart fixed to the apparatus. Refer to as
1377. .
Sedimentation Test: used to assess"whether
material'is a silt or a clay.· Refer to as 1377.
Laboratory Permeability: used to determ ine
permeability of reconstituted samples t ego
, su~grade or roadbase materials.
 QATAR,HIGHWAY DESIGN MANUAL APPENDIX B
Miniature Shear Vane: carried out on borehole
samples of cohesive material. Commonly used
when samples ar~ not suitable, for other testing.
jo
Chemical Content: a 'chemical analysis of
soils, rocks an·d groundwater is carried out to
assess, the efrects, .. if any,~'which their
composition 'might have' on any material to be
used in the proposed works. The tests mainly
cover sUlphate, and chloride content and pH
value, although bacteriological analys·is may
also be required for works in tidal mud flats.
84.3 Earthworks
Earth moving for. ,roads takes place· over a
relatively narrow band' of terrain and a balance
of cut and fill. is' often difficult to achieve.
Cohstraintsto the 'profile are imposed~y the
.neecito provide required" clearances for bridges
und.er or over existing roads or, to cross them .at
their existifl9 level. . : . • Re,inforced
···-:..>t,~Earthworks should' be designed', to provide an
';\~g~a·Oeq.uat~ ~afety' factor fo,r shear failure and to
. :::~,;·~~.~.e.iisure .. th'at any deformation'.' is within
~cceptable HfTlits. . Tne information required
b~efo:re'Tthe' :cross;:,sectforf:of·' the 'emban'kment
can' be designed includes: '.
• ~.
• Ultimate'wi·dth"· df:top of' emb~nkment
. inc'luqin'g tnedian, shoulder and verge
" , "", ..' .l,".. ,.. :",. . . . .
,e Loadi'o'g·on' topef em,bankment- ".
• ~ ,
-Geotec'hnicaf properties ,of f'oundation
, and -fill matertaJs· ' ~
• ",Rase·Na.tion Wi-dth
• S,pecial !oonsideratiofl$, eg. tidal area t
, .' .sOl)'nd barrle-r~.'serVice~ 'etc;
In·the design :'6f 'approachemb'ankments to
bridges. Hand other'.. , .structures~" ,: the
superstructures, slibstructu.res- and' associated
ea·rthworks shoul,d be designed 'as' a whole and
notindividually~' "For. further ,reference on
earthworks refer to'British Standard 6031 ' Code
of Pq3.cUcefGr. Earthworks. " The road ·design
should attempt to minimise ~e.arthworks. The
.aim'shoufd b-e to balan'ce .cut and fill
r~quirements'1'· allowing,'-' for . , rejection of
unsuitable. "!aterial, bulking: and compaction
factors. 'ThH; will avoid having to dispose ofJ or
obtain farge quantities of material.
All imported fill, material for aCED sCDeme
must be 'provided using the services of the
Qatar National Transport Office. The selection
of such material and'its p'lacing and compaction
- January 1997 Page 8/12"
shan. all be in accOrdance w,ith the Qatar
Construction Spe~ificatio.n.
The Ground Investigation 'Report should
identify the rock horizon for areas of cut, should
suggest methods of excavating the material,.
and should identify whether the material is
likely to be suitable for use as a fill material
84.4 Retaining Structures
Where sufficient land width is not available to
. accommodate ,the full w.~Qth of the base of the
embankment,. the provision of earth retaining'
structures has to be considered.. Below is a list
.of some of the ~:Ufferent. typ,es of earth reta,ining
structures·commC?nly used.
• ,Gravity walls in mass concrete,
brickwork or storie masonrY'
.concrete
counterfortlbuttress
·walls,
• ' ,Diaphragm walls
, .
• ,Piling walls
f
• Crib walls
• Gabions
.'''.
e·. ,·Reinforced, earth walls.
~'
G~~vltyWai.J.~'. .' ' I
G,ravitY walls··· are suitablejf the soU- in the lower
part of the, 'cutting can.~e cutback steeplY,to a
temporary ,slope,' to aUow the wall to be
constructed. Any space between the back of
the,', wall .and' -the: temporary slope is' then
,backfilled" ..,
,
Reinforced .Concrete Wall,s
Reinforced concrete walls are suitable if·the
soil. in the lower. part of the cutting can. be cut
back steeply to a temporary slope to allow the
wall to be constructed. Any space between the
back of the wall and the temporary slope is
then backfilled. AlternativelYJ these 'wails can
be 90nstructed in a timbered trench, the soil in
front of the wall being removed after completing
the retaining' structure. '
Diaphram Walls
Diaphragm waUs. continuous qored pile walls
and se~cant bored pile_sare suitable.-for weak,
unstable or heavily water-bearing soils where a
temporary steep slope cannot b~ formed or
where construction in a trench would' cause
problems of 'support or loss of ground.
 QATAR HIGHWAY DESIGN MANUAL, APPENDIX A

Line Description Use

Standing kerb line. step, planter, concrete

,
Solid line pav'i;-;g, SIS limit and other features not
(d!':~~ ~Nise listed.
-- ... - .... , ....

Solid line, O.25m C ,.~<~ : itral plot boundary

~~ ,

Solid line, O.35m El I), .;1g line,

"' .... r .... • •. '"

Two solid lines \/\1 ;.~:; dne separation equals thickness of walla
... ­
.... .... _.­ ~ \
-
._-~_ .-~-~-------

Shortda.$hes E:.-~ : :'. ) of bitmac, flu sh k~rbJ change of surface

.._----­
...... ~ •••I'.- ~
,,.
. _--~---_.-.- Short dashes, O.35m r>, . :19 overhang
....... _ 1 ,."."

.,.
.......... ill" ...........

Dots ~ttom of bank, change of grade

.­
, .
, , ,. ... ,.

J I } Solid line and slash F"' ';' fence, raili.ng. crash barrier
. .----. . .-.-. . ~ .-. --..
Dash-dot
fa..I'

r:
.... ..
•• ~ .•

Centreline
.... - - ........

'

---- - Long das~~..short dash C~~.-: "1 ead cable/line

_.. _.. ---­
--.-.

.. -- ... .....- ... Lo·ng dash-dot-dot

,_.

Uf.:.'; :~rground ~ablelline

All lines are O.2mm, thick unless other:"ise s,pecified

Table A5.1 - Survey M'ap Line.types

Symbol .. Description U,·se

I..

c:::=--c:::J Scaledsl~e .. Gate (length equals gate. width)

U/G cabte/duct marlc~r. serv~c~s and fire
c· Box,1.2mm.square .­ .
hydrant covers not more than O.5m.square
Bore~ole, gully an.d circ~lar MH cover not "..

J. o. Circle. 1 ~2mm.dja,~eter
more than O.5m'. diam.-eter
0 Solid circle,1.2m.m.diam. Bollard, marker p~st nottnore than O.Sm.
• Solid box,1.2m,m.squ"are ·.diameter
A '.r ri'angle I 1.2mm.sides Triangular MH. sides notm'ore than O.Sm.
,
Services post/pole (electricity, tele'phone, street
0 Solid circle, 2mm.diam. lighting. traffic signal); road sign and
sign board supported by single post
Electricity junction/traffic controller box and
• Solid box, 2mm.square
telephone booth not more than 1m.square
~ Double triangle, 1.2mm. Survey control or benchmark'

'J

*
Scaled size Palm tree

0 Sea·led size Tree, general

J
To be drawn using O.2mm.pen
Notes: 1. Features exceeding prescribed dimensions. shall be surveyed as polygons and plotted
with solid lines O.2mm. thick.
2. Signs supported by more than 1 post shall be plotted as so,lid lines Q.2mm.thick:.

Table AS.2 .. SurVey Map Symbols

 QATAR HIGHWAY DESIGN MANUAL APPENDIX A

Annotation Description
B ... Bollard
BH .. Borehole
CB ... Cadastral boundary
EP ... EI ectricity.post
FH - Fire hydrant
. '

G - Gully
GV ... Gas valve
Ie - Inspe,ction chamber
JB .. EJe'ctricity junction box
LP - Lamp--post
MH ... Manhole; type unknown
MHO ... Q-Tel manhole
:' ..:­ ,.:~y MHS .. Sewer~g'e manhole
,%t:·~~\ MP . Marke.r post
~~t .",~ .. ~ . . . I.

..
• ..:

PB Post box
'~ I "' ' -. "., ~~, ........... ­

PC - Pipe culvert
PPB - Pedestrian push-button polS.

RS .. ,Road-sign (street name)

SIS .. Electricity, sub-station
58 - Sign board
S,C - Stopcock
SM ... J
Undergro'und service -marker
-SV - Sluice valve
TCB - Traffic controll'er box
TEL ' - Telephone booth
,TP - Telephone'post .
TSP - Traffic'Ught/signal post
TS .. Traffic sign post
WT .. Water tank
WV - Water valve

Notes: 1. Annotations shall be plotted alongside correspond~ng symbol, line or polygon in

the drawing area and listed with appropriate description in the legend section.

2. The following features shall be additionally annotated with heights:

-MH covers -Top and bottom steps
-Gullies -Pipe culverts
·Gates.and entrances

Tab\e AS.3 .. SUNey Map Annotations

P~np AJ10
January 1997
 QATAR HIGHWAY DESIGN MANUAL APPENDIX A

LEGEND:
Kerb line, unless othef'\Nise specified.
(Level taken at the channel)
Cadastral plot boundary
Building line
Wall
Edge of bitmac, unless otherwise specified
BVilding overhang,
Top/bottom, of bank
v : ,f •• Picketfence r railing, crash barrier
Road centreline
'Overhead cable/line
Undergrou!ld cable/line
c::=-<:::] Gate
A Survey control or benchmark

lo._ #
.*0" Palm tree
Tree, g,eneraJ
B.
BoHard.
·SH
Botehole
G.~:-­ C'adastral boundary
EP . . Electri.~itypost:· ., .. "

FH'
Fire hy~rant ,
'. G
... Gul.ly ,
'GV' ..'1.'.: .. , Gas valve .,
1~ ·Inspection..c~a.mbe( '.
J8 ',Electricity jun~i~~' box
·LP '. Lamp ,post
,Mrt M~rihole; type unknown
MHO
Q-TefmanhoJe.· ,
MHS
, Sew.erage manhole
Mp·',
Marker post
J PS' "Post box'
PC . Pip.e ,ClJ1vert

JS~i
PPB
RS ­ '
,Pedestrian push butlonpofe
Road' sign' (street name)
SIS Electricity sUb..sta,tion
SB Sign board
SC Stopcock
8M Un.derground service marker
SV Sluice valve
Tee Traffic controller box
TEL Telephone booth
TP
Telephone post
TSP
Traffic light/signal post
TS
Traffic sign post
I'
I WT Water tank
WV Water valve
14.55 Spot height

i~

r
r£--";j
·r~··· .
Table A5.4 - Typical Survey Map Legend.
! Z~1
 QATAR HIGHWAY DESIGN MANUAL APPENDIX A

LAYER,NAME DESCRIPTION I FEATURES COVERED

BUILDING , Buildings, houses, shops, bus shelters and corresponding levels
CAOASTRL Cadastral points and bOl.!ndaries

CONTROLS Control stations and·bench marks

Kerb line's, edge of bitmac,' islands and corresponding levels

Excavations, boreholes, temporary construction fences
GATES Gate,s and threshold lev~ls
IMPROVEM Man..made features and corresponding levels not -related to·spec;f[c layer

,';~~; ~:~~r-- -+-_e_.9_-._st_e_p_s_,g_a_'_d_e_n_s,_d_n_'n_k_in_Q_f_O_u_n_ta_in_s_,_p_ri_va_,t~e_p_la_n_'t_b_o_x_es_,_e_tc_. -1

. ,.;,,~.~,\. ~/~.; ,NATURAL Treest.waterYIays, vegetation-limits

SERVICES ·Electricity, water-, ,telephone ,and other services, and corresponding levels,
includes : ma·nhole·s~'g~Ules,hYdrant~, inspection chambers, valves,.
eiectricity and telephone pol~$and lines, ele,ctricitY. sub-stations,
junction boxes, postboxes~ cu~verts, ducts, pipelines, services markers
SPOT....HT
Lamppo~tSt'streetnar:neposts, sign boards. marker posts,

public plantboxe~;_.and corresponding levels

TRAFFIC Bollards" traffic signa·1 p~os~s, vehicle detectors, pedestrian/road
markings, crash barriers, ~raiUngs; and corresponding levels
WALLS Property walls and fe'n~es,a,nd corresponding Jeveis
CONTOUR 1 Major contour line,
CONTOUR 2 Minor cohtour Une

Labels and annotations not related to specific layer

. GRIDSDAT Map grid lines and coordinates
MATCHDAT. Match lines and match line symbols and texts
PLANFORM Drawing margins, legend, title boxes, location map, notes
R·OAD~DES Designed road 'piS, center lines and reservations

Table A5.5 - Typical Layers for Topographical Survey Drawings

Z8B
D_-- A'.. . '1
 QATAR HI.GHWAY DE,SIGNMANUAL APPENDIX.B
Piling Walls
Steel sheet piling may be used as a permanent
retaining wall ifconsideratfon isg.iven to some
measure of protection against corrosion where
.,. a very long life is required.. Usually, however,
,sheet piling is' used as a temporary support
during the con~ruction period.
Crib Walls
Precast concrete block walls or crib walls are a
form of gravity section and may be economical
for sites where suitable broken rock or gravel is
available as a fill material for the cribs.
Gabion Walls
Gabions are suitabl'e for sites where broken
rock, boulders or large gravel are available for
filling the wire mesh baskets and where space
is ava-Hable to arrange' the baskets -in ,tiers, to
form a stepped-back' retaining, wall. A very long
-life is not possible with gabion walls, but p(astic­
,covered galvanised wire mesh can provide'
many years at- useful support. The flexibility of
a gabion retaining: wall is -advantageous for
sites where app,recjable'd.eformat~oh'of a slope
may occur as a result or stress relief.
Gabions are - parti~ula'~fy,"""-"'s"uita:b'-e"
construction in conditions. where, ea'rth :sJopes
are temporarily or, permanently ,floqded",-and
slJ.bjected to.~cour from flowing·,wa~er..._·.
Reinfo'rce'd Earth- Walls '
Reinforced e~rt~ retaining waHs',can'beJornied
: in the lower part ,of' a: 'euttin-g' 'slope :by
excavating at the toe to' form a t~rnporary,ste'ep
s'Iope,"' then repl"acing the ~exca.vated·,'soil' ,in'
compacted ,layers, of· essentiaU"y','gtanular
fTlaterial, each ,Iaye"r . being' teinfQf.Ced' ,by
,ho riz~ntalmetaror~ plastic,ties (refer .to .C·lause .
85.3)-., The.steep·ly inclined face' 'Of ,the, ,retaining,
~' , wall is protected· by· metal, reinf'orced concrete
, or pJasticcladdfng elements,. Re'inforced 'earth
_J:~ ...
retaining walls have the advantag,eof.flexibility
and are suitable for- soil conditions where
) appreciable forward ,movement or'heaving of a '
cutting is, anticipated as, a consequence of
stress relief. . enables the brief to be priced by the tenderers
I . .
Consideration m'ay also be given to the use of
ground anchors or rock bolts. 'Information on ,
methods of design and construction of the
] above types of wall can be found, in the British.
Standard publications, as, a002Code. of
Practice for Earth Retaining Structures and BS
8,004 Code of .Practice' for Foundations.
J • Laboratory work
In aJl cases and for all types of retaining walls
I attention should be given to drainage at the
'back of the wall in order to prevent hydrostatic
J pressure on the· retaining, structure and to avoid
a 'general rise in pore pressure in the soil ar­
f·: rack mass behind the watt.
84.5 .C?eosynth~tics
Geosynthetics are extremely versatile and may
be used in the following instances:
• Reinforcement for subgrade and sub­
base materials in roads
• Line drainage facilities, eg. wrapping
aggregate around soakaways' to
prevent loss of, fine materials, to
separate materials of different grade or
placed behind a retaining wall to act as
a drainage medium
• Reinforcement for soil stopes (cutting
'or ~mban,kment)
• Provid,e a capillary barrier against
,ri's'ing ground moisture.
'In a'll cases the engineer shall refer to the
manufacturers technical literature and check
thesuitabHity of a geosyntheticfor the particular
application. . ,
There' are a number of different trade names of
9"(~'9syn~hetics.available and the usage· and
f,or ,,' d~Vsig'ff'6f'·sl.ich' rTlatetia.ls'· is dealt with within
their. own respective technical literature.
Ss ,~SAMPLE 'PRO F~RMA FOR
QUAN'TI'FYI'NG, GEOTECHNICAL
, . SITE
....
INVESTIGATIONS
- ~ .,' . .
.;Th.e'.fqU9.'vVin'g 'five pages show a' sample pro
: forma ,8ill . of Quantities to be .used, when
quantifying' a site ·investigation (with notes).
"Thetestirig programme shown may be reduced
or expanding - according - to the'· type of
invesUg~,~iqrireq~i,fed,.
It i~ important to identify each element of 'work
reqUired, ina schedule' in as·much detail as
possible.,' This serves 1:'No·purpos~s. ,Firstly, "it
acts as a, checklist arid enables the engineer to·
fist precisely, the· requirements of' the brief.
Secondly, a detailed list with item descriptions
on an even basis and reduces the probability of
hid'denextra costs. '
The pro forma has been split into three
sections with notes:
• Fieldwork
• Reporting.
 Scope Of Works for Geotechnicallnvestigatiol1

to [Project Code·
[ Project Title

SECTION 1 :- FIELDWORK

Ref Item Description Notes aty Unit Rate Total

.(OR) . (Q~)

F1 Walkover/Desk Including aU permits, and reporting. 1 Item

Study Available data from eKisting geotechnical
mapping and any other sources shall be
combined with a geological walkover'survey
of the site. The combined survey shall
identify such areas as rock outcrop,
sabkah, water courses" water collection
are.as etc. The results are to be ma,rked on
top.ographicaJ plans of 1:2o.00 ... scale.,.or, ..
1:500 scale as directed. One copy of the '
re.sults are to be submitted to the Engineer
as part of. the Site Investigation Report
(refer A1,). •
... ,,~ :'--~·'i F2 Boreholes
.>:;~~~;.:
.... ,.~ . . ~:~F2.1 Mobilisation' All. items associated with' ali mobilisation ·for 1 Item
bo.rehQlesincluding location of boreholes.
, , ' Th&:~pproximate locatior.!:of ·all'-borehofes, .
'·trial pits '~and" surface samplf!~ :'sh~1l be
·'·indicated ·0'", the c'ontraor"drawings~ The
pr~ci$e positions shall be agreed 'with the
. Engineer ,prior'to commen~em~nton ,site..

F2.2a priJling of Boreholes. , Ught cable percussion and rotary core . Nr

,drilling to 20m, .. including hand dig for
servic,as as, .re~uired, liaison withutiliUes ,
rn.oves' between boreholes, -.photog,raphs, ,
borehole logs, reinstatement of boreholes
and. reporting~ .The Contractor shall' provid~
'full .information. on ',' the strata. and.' the·
. 'engin~edng properties. of, all soUsand.roc'k
;·enqC?~nt~r~d.. S~eNotes ~,7J Bf9~ t04~
F2.2b -Addi~ional Drilling Additiona,ldriliing depth rate per·m'below, . Rate m
20m b~gj. '

F2.3 SPT in Borehole In situ 'SPTs shaU be'made on all­ Nr

. cohesi~~less and non-ce,mented strata, in,
accordance w'ith QCS Section. 3 Part 4 Soil
Sampling.

F2.4 Standpipe in In~tallation and monitoring of standpipe in Nr

Borehole borehole.

F2.5a Rotary Open Drilling Rotary open drilling 100mm diameter, Nr

including 'collection and logging of chipping
samples to depths of 30m b.gJ., including
I
i
reinstatement.

F2.pb Additional Drilting Additional .rotary open drilling depth,. rate Rate· m

per m below 30m b.g-.J. .' .

F2.6 Permeability Test in Falling head test to BS 5930. Nr

Borehole

2(1,0 Page 8/14

 Ref Item .Description Notes Qty Unit Rate' Total
(Q,R) (OR)
':3 Trial Pits

It F3.1 Mobilisation All items associated with mobilisation for 1 Item

trial pits.

F3.2a Excavation of Trial Excavation to 1.2m, including liaison with Nr

Pit utilities, moves, between trial pits,
Hand Excavation photographs, trial pit logs and reporting.
See Notes 6,7,8,9,14. .,

F3.. 2b Excavation of Trial Excavation to 3.0m incluc!i1(: ;iaison with Nr

Pit utilities,moves betwt'?:\n'" trial pits~
Machine Excavation photographs, trial pit IOG~~ ~;! .. ,\ reporting._

t-----+----------+----- See Notes 6, 7, 8, 9, 14.

.~ ,
F3.3 Reinstatement of Trial pits shafl' be backfille~' ',- , ::ompacted Nr
Trial Pit in accordance with acs. ,!erials shall
comply with Qes.
1-00----+---------...-.------ " . w----+-----!~-....._4--__+--~

F3.4 Soakaway and See Note 17. Nr

permeability Test

" ., . ---------.. . . -..-...1------'-----1

F4" Additional Methods

~--+---------.,.---------_..
F4.1 : ,P~\lem,ent~Coring
" .:Cores shall not, be', les~~
.._---.. . .---.---...,...--......---.
·in· 150 mm Nr,.
..
diameter and shan be take'" .~)uoh the full.
thickness' of the asphalt', ".' ':;·'.::Jment,- such
that the underlying, unbc ~~, ',.1 m~terial: is
I'

,~·.,~.~o,~E'.d... . '.'" ",

AU COre hotes.shan be bac.·)H:~.~~.., \Nith fine
cold asphalt. mixture or Slt""'dtl~ .:;1Pproved,
plac~d',~nd compacted in !::~."['..... ~ using s'.
~. suitable tamper such as a pJai~· :'~achedJo:'
vibrating ha.mrtll!r. 8ackfill~("'~~' :t1all take
place immediately upon, cor:";i~~tion' .of
, testing.' ..

F4.2 Dynamic Cone ,OCp: ,testing"·'in.,, accordanq,e:· wah, TRL Nt.'

Pen~trometerTesting . Information Note at cora locations 3halrbe
on?avements carried out 'immediatelyupon:.compJ',etion .of
; coring ~nd' the hole is then sponged dry. ,A
profile of the bearingcapacity'fo a depth 'of
aOOmmbelow the road surface or 'until
I res.istance to penetrate is such that for 30
.bloW$ .. less thanSmm of penetratio."'· is
- achieved.' The' DCP plot and pr()file shall. '
f·
. beprovideq at each location., See Note 10.

F4.3 Dynamic Cone , DC'P testing in uncon$olidatedmateria1 to a Nr

,PenetrometerTesting . depth of 2m' Or until resistance to penetrate
]
is such that for 30 blows less than -5mm
penetration is achieved. 'The DC'P plot and
profile shaH be provided at ~ach location.
r F4.4 Plate Bearing Test Test to be carried' out at foundation . or Nr
J formation level. Plate to be approXimately
600mm sq, loading details to be suitable for
project requirements. Contractor to supply
reaction load.

F4.5 Shear Vane Test Test,sh~lI_be in soft sensitive clays. Vane Nr

to consist of four blades,75mm x 150mm.
f
.J F4.6 In Situ Density Test Tests sha·U be' by core cutter, sand Nr
replacement or nucfear density ·metre as
appropriate to the soH type.
I
_.1 F4.7 \n Situ eSR Tests in accordance with BS 5930. Nr
'£i'-"'.

Of'
 SECT'ION 2 • LABORATOR,Y WORK

Qty Unit
-
Rate ,-':Totat
Ref Item Description Notes
(OR) (QR)
r
L1 Atterberg. Limits See Note 12. Nr -~.

"

L2 Particle Size See Note 12. ' Nr'

Distnbution

L3 CSR See'Note 12.

I'Jr

L4 Chemical Tests pH, Sulphate and Chlor!de.

See Note 12. Nr

L5 Dry Density / Moisture See Note 12.

Nr
Content Relationship

L6 Moisture Content and See Note 12. Nr

Density

L7 Triaxial Test See Note 12. Nr

LB··;:···..· ::Po"ftit'Load Test in See Note 12. ­ Nr

Ro'ck

L9 See Note 12. Nr

......"..-;r ": .

• ~. -;. ~~1o' .......

L11 , Laboratory, See Note 12.

P~imeabiUty Test.
L12 . Miniature Shear Vane See Note 12. Nr
- Test,

SEcnON3-REPORnNG
i
,R'" Site'lnvestigation
R-eport .'.
Comprehensive factual and interpretative
G~,ot.echni~al " Report, including
1 Item
l
photograpJ:ls, the .number of copies to be ~s
specified. See -Note 13.
Il
NOTES

1 These notes apply to Field Work, Laboratory Work and Reporting. It is assumed that the rates
f~rthe above items int?lude'for:~he requireme.nt~:ofth'ese notes.

2 The purpose of a geotechnical investigation is to provide information to determine parameters

sufficient forconcept or'detailed design. as required. The investigations should enable the
Consultant to advise the Engineer on the, requirements necessary for further investigation work
that wilt enable quantification-of the project .

3 All works shall be carried out in, accordance with QCS Section 3 Ground Investigation. -

4 The Contractor shall exercise the greatest possible care to ensure that both field and laboratory
work are of the h'ighest quality.

5 The measurement of the depth of the trial pits and boreholes shall be taken from the level at
which the pit or bore. ~nters the ground. The pos'itipns of all boreholes and trial pits shall be
recorded to within an accuracy of1 m together with the ground levels to the nearest50mm,
related to the Qatar National Datum (refer to QCS Section 3). Thiswinformation shan be recorded
on the plans and submitted to the Engineer.as part of th-8 Report.

J€ -, .~,

January 1997 Page 8/16 "

 'QATAR HIGHWAY/D,ESIGN MANUAL

6' Trial pits shaH b.a' excavated to ,rock level ,or otherwise to the limit of the mechanical' excavator,
nominally a c?~_pthof 2.5 m. The depth of boreholes may be varied by the Engineer -SUbject to
the strata ~ncountered on site. Bed r?ck in boreholE;ls shall be proved for a minimum depth of
Sm. In cuttings remote from structural foundations, the depth'bf boreholes shaJl'be,3m below
propqsed forr:nation Jevel.

7 All excavations shall be logged by afufly qualified geotechnical engineer or ,engineering

geologist and such logs shall form part of the Report. Refer to QCS Section 3 Clause 1.6,.7.

8 The equipment used for excavation~ boring. ~ampling and testing shall be sUbj~cted' to the
approval of the Engineer. Under no circumstcH';';es shaH water be used to. assist boring. through
clay.

9 If any object, natural or artificial, obstructs e,ither setting up or progress of excavating and boring
th.e matter shall be reported to the Engineers Fh;.:ore~entative,who may direct.the excavation or
borehole to another ~ocation to avoid the obsr:;,.'.fe.

10 DCP testing shall be in accordance with 0K Transport Research Laboratory (TRL)

'InformatiO'nNote,' Operating-ltlstructionsfor 't~'. , ~lDynam'ic ConePen'etrometer" 1991.

Analysis of the DC? reading shall be made ~; , the latest version of the TRLDCP computer
".: :',prograrnme.based.on:the follow;ng"retationsh~;:':: :, ·~tweeripehetra.tion r~sistance an'd estima1ed
insituCBR:

. '
L09,o (CBR)
," '", .,'
=2.48 -1..057 Log,o (Stre,nb';'r)
. . - " . . - . - ­

It-should be noted that,thi~,.fcirm-uJcimay not'be aoplicabl.e to Qatar'conditi,onsand results

obtained should -be treated with caution.

, The artalysis :shaU"account for the effect

layers·. ', . '.
of water uf~~d; in ,tti~'. coring'
'
process on the aggregate
-' ..
j .AU rotarY core . samples shall· be .retained for .a pi:'\'iodof six· .mcmths at the offices of the
Contractor,'fQrth'ep'urpO$~9rJnsp~'ction. AU core ~;;i·.'rlples shaH' be 'colour- photographed and
"'postcard "s'ize prints, inserted :1.0 ,·e.ach·'co·pyof the ,tt::r'~ort' PhQtq'graphs are', to' be taken at a
J
"distance from core samples'to enable a, detailedstuQv of the core.'
• '. , , "
'­ I ' '. " ._.

S'mall disturbed'~sample~ shall be taken at changes of s; rata 'and at approximately. 1 .Om intervals
,;jJ'J .wit,hi,n ~a:S~,typeof ·,rt?aterial. .-", . ' ,
~

L... "

Butk disturbed samples of at least BORg weight shall be taken'in cohesive materials as directed

( by the Engineer at a' change' of. strata and· not greater than 1.Om triterv'als within ea~h type of
1
j, '
~ .. ~ .. material. One small disturbed sampt.e shalf be taken' between each two successive ,bulk
disturbed samples. The samples shalf. be sealed, tiansported, protected and stored such that
no change in' moisture content and soil structure occurs.
u
Suriace samples shaH b~ bulk disturbed samples of at least 80 kg weight and these shall be
taken in accordance with the recommendations given in as 5930.

u
Samples of groundwater of at least one litre shall be taken and the level at which water is struck
and standing water (e~els shaH be observed and recorded
t

U
12 All laboratory testing shall be carried out in accordance with the relevant procedures given in BS
1377:' 1990, Testing of Soils, save that the method for bOth compaction tests and recompaction
of sampfesof the CSR test, which shalf be in accordance with Central Materials Laboratory
J
method of test CML 12..97 and CML 10-97.

Soil and groundwater samples shall be analysed for the following:

U
•
•
sulphates
chlorides
• pH
• grading / classification (as appropriate)
 QATAR HIGHWAY DESIGN 'MANUAL .APPENDIX B

. For ~ach. trial pit and borehole t soJI samples -shall be tested at each change in strata, with a
minimum of 2 tests in the overburden above the rock. .. . .

·Detai~ed eflgineeringJogs, shal~.be·submittedt in accordance with QCS Section 3.

13 The Contractor shall submit daily allocation sheets and preliminary logs and test results in

accordance with QCS Sec;;tion 3 .Clauses '.1.6.1, 1.4.1 and 1.4.3.

; . .

As soon as possible after the completion of the Laboratory Testing, the Contractor shalf submit
5 copi~s of his factual and interpretative repo·rt, prepared in accordance with .QCS Section 3
Clause·. 1.. 4.5.

14 The -Contractor shall. take all reasonable precautions to safeguard all existing on-site services.

The CpntractorwiU ,.bE;'held liable for any damage to such services which may be attributable to

his ·negli9~n~e. J3:~fert~QCS Section 3 Clause 1.6.6.

15 The Contractor will be expected to carry out the on-site works expeditiously and in one visit

16 . The·· Contracto[.shaJl g.ivea. m.inimum of 48 'hours noti.c~ ,jn' writing" tQ thra J;ngi.De~t, before he

commences any work on site.. . .

,
- . -

. The Cqntraetor...i~ to ca.rry out the works to e entire sati~factjon.of .the ;.E.n·g,in.eEJt,.. an~. is to 'work; tr ,".4.
. .
.. , in such a way that no inconvenience is caused to other contractors, statutorY'undertakers or the
.
.... i
'-:-'..,
~:.,. \,

,.; ••1:1""'.-;'
:.. general public who may be in the locality.· . .f
[
:/~~~:~~.~~~Z:.;- .' The responsibility for obtaining Roa~Opening Permits' and the like shall be upon the Consultant,.
who ~h~U.a9t:tere;~.Qanthe. requirements of any authority.. .
" ' . - ' , .. -.~ .• ·-.· •. ,.:._.. :. ••. I ' .•.
. .
"""-"~'" ,>.~_ ',

The Consuitant ~hall allo~ in his fee submission for; allrequiren:tentsofQCS S~ction 3 Clause
; , '·,._.__ ~I_ '''~>~·'':.I., __ L \~,. -,~.,~ ~'.'·"I,":-"": .,.. ..•. <.., '.1"' .- • . -~.' .~,., "., ,~'.

I
... ·t.6~l:·:·incJ:uc#qg.;t.'1af1d·.excavation to.·: d~termi·ne.·,the· presenoe 'of utUity:·llnes prior to the
commencement 01 mach'antesJ excavation. . " .
• • • < . , • •

17 .Jn~~Je:q~~cj,Jrj~pits, tt:ll Consultant soa/l under1ak~ tests todeterrnil)e thesl,Jit,abUityof the i

s~b~'.r.~la: to ·,p.j~'$ip,~te ,~~ter. .The r.esults:' 'of '~hes,e.·te~ts .s.b~U:· be."teport~d. ~M',~utjnse.d in the
c;t~$19.f1 ,.ofsto.I"rB':V,at'r s.oakaways, posi~ive. dl11inagesystems .or wat~rgroLJl'1c;j ..r..ne!s>y~t$ms. Th.e l
d~ign.of·soakaw·ays,sMan.bejn 'aC"co:'rd~_nce the cu'rrent CEO" design practic.earid. 'BRE Digest
.365, modified as appro~riatefor local conditions. . . . . . .

18 The' I·ocation 'of utUiiy 'iine's er.lcountered 'in the excavation shaH be log·g;e.d.and their .condition

·nqted.·Wheh trial pits are specified in the. Project Brief for utilities 'focafioh and condition

5UlV~YS, the·;Con.~~ttar,tt~h,aH ensure that ,a repres~ntativ~ of each utility cqmpaoy' is present to

'confirm th~re.spor:1sibiHtyoftt1e app~ratus encountered~,. . . ' . . .

i
t
l

I,
1
. f
I.

.__ ... __.... ,.,."..,