Dubai Transport Integration Manual

February 2016

Contents
Introduction
RTA Director General, Chairman of the Board of
Directors Message vii
Introduction 1
Introduction 3
How to use the manual 4
Part 1 Strategic Integration 7
Part 1
Strategic Integration 8
Strategic Context 9
Strategic Integration Tool - Matrix 12
Strategic Measures Table 13
Strategic Integration Tool - Modes 14
Strategic Measures Summary 15
Part 2
RTA Key Performance Indicators 16
Part 2 Local Integration 19
Local Integration 20
Defining Routes 22
Route Types 23
Assigning Types to Defined Routes 24
Identification of public transport nodes and
Part 3
key generators 36
Local Integration Measures 32
Route v Local Measure Matrix 33
TIS Transport Integration Section Structure and
Components 34
TIS Levels and Integration Case Studies 35
Part 4
Responsibility for Design and Implementation 35
Part 3 Local Integration Measures 37
LM1 Land Use and Development 38
LM2 Footway Zone 40
LM3 Signage and Wayfinding 42
LM4 Micro-climate 44
LM5 Softscape 46
LM6 Street Furniture 48
LM7 Hardscape 50
LM8 Traffic Calming and Speed Reduction 52
LM9 Lighting 54
LM10 Pedestrian Crossings 56
LM11 Universal Access 58
LM12 Modal Interchanges 60
LM13 Pedways 62
LM14 Providing for Cyclists 64
LM15 Providing for Buses 66
LM16 Prioritised Taxis 68
LM17 Managing Cars 70
LM18 Smart Initiatives 72
LM19 Education and Communication 74
LM20 Policy 76
Part 4 Case Studies 79
Glossary 80
Case Study Sections 81
Case Study Overview 82
iv
Dubai Transport Integration Manual
Case Study 1 - Nakheel 83
CS1-1 Public Transport Inventory 84
CS1-2 Land Use and Key Attractions 86
CS1-3 Key Routes 88
CS1-4 Route Analysis and Measures 90
CS1-5 Good Practice 93
CS1-6 Issues and Opportunities 94
CS1-7 Proposals and Measures 96
CS1-8 Special Area Design Recommendation 98
CS2 Case Study 2 - Al Fahidi 99
CS2-1 Public Transport Inventory 100
CS2-2 Land Use and Key Attractions 102
CS2-3 Key Routes 104
CS2-4 Route Analysis and Measures 106
CS2-5 Good Practice 111
CS2-6 Issues and Opportunities 112
CS2-7 Proposals and Measures 114
CS2-8 Special Area Design Recommendation 116
Case Study 3 - Abu Hail 117
CS3-1 Public Transport Inventory 118
CS3-2 Land Use and Key Attractions 120
CS3-3 Key Routes 122
CS3-4 Route Analysis and Measures 124
CS3-5 Good Practice 127
CS3-6 Issues and Opportunities 128
CS3-7 Proposals and Measures 130
CS3-8 Special Area Design Recommendation 132
Dubai Transport Integration Manual

Figures and Tables

Introduction
Part 1 Strategic Integration Figures
Figure 1-1 Dubai 2020 Urban Masterplan Activity Centre Hierarchy 9
Figure 1-2 Centre Isochrones based on Dubai Metro Alignment 10
Figure 1-3 Dubai 2020 Urban Masterplan Activity Centre Hierarchy and Urban Density 11

Part 1
Part 1 Strategic Integration Tables
Table 1-1 Strategic integration tool Matrix 12
Table 1-2 Strategic Measures Table 13
Table 1-3 Strategic Measures Mode Application 14
Table 1-4 Key Performance Indicators Related to Transport Integration 17

Part 2 Local Integration Figures

Part 2
Figure 2-1 Local Integration Methodology Process Summary 20
Figure 2-2 Illustrative Local Integration Main Study Area for Station or Site 21
Figure 2-3 Illustrative Route Diagram - Potential Key Destinations and Route Types 22
Figure 2-4 Illustrative Route Matrix - Key Destinations 22
Figure 2-5 A Route - Typical Details 27
Figure 2-6 B Route - Typical Details 28
Figure 2-7 C Route - Typical Details 29

Part 3
Figure 2-8 D Route - Typical Details 30
Figure 2-9 E Route - Typical Details 31

Part 2 Local Integration Tables

Table 2-1 Route typology matrix 24
Table 2-1 Identification of public transport nodes and key generators 26
Table 2-3 Local Integration Measures 32

Part 4
Table 2-4 Local Integration Measures and Route Types 33
Table 2-5 TIS Levels and Integration Case Study Applicability 35
Table 2-6 TIS Levels and Integration Case Study Applicability 35

v
 Dubai Transport Integration Manual
Introduction
Part 1
Part 2
Part 3

His Highness Sheikh Mohammed bin Rashid Al Maktoum

Vice President and Prime Minister of the United Arab Emirates, Ruler of Dubai
Part 4

ii
Dubai Transport Integration Manual

Introduction
Part 1
Part 2
Part 3
His Highness Sheikh Hamdan bin Mohammed bin Rashid Al Maktoum
Crown Prince of Dubai

Part 4
iii
 Dubai Transport Integration Manual
Introduction
Part 1
Part 2
Part 3
Part 4

vi
Dubai Transport Integration Manual

RTA Director General, Chairman of the Board of Directors Message

The Roads and Transport Authority in Dubai (RTA) is established with the
vision of safe and smooth transport for all. Dubai is one of the fastest growing
cities in the world today, and it is the RTA’s responsibility to provide an effective
and reliable transport system throughout the Emirate. RTA also works with
other entities to ensure that Dubai is connected with neighbouring Emirates
and countries, so planning and providing for a truly integrated transport
system becomes even more important. Integration is high on the agenda for
Introduction
The DTIM acts as a guide for transport practitioners within the RTA and other
government sectors, as well as to private developers. The manual provides
guidelines on the integration items to be considered during the development
stage of a project, at detailed design and construction stages. In addition
to promoting better and more sustainable transport inter-connectivity, it
encourages better land use planning within the city as it addresses the concept
of integration from a strategic, city-wide point of view, and carries that through

RTA, as RTA’s mission includes providing integrated transport solutions and
one of RTA’s goals is an “integrated Dubai”.
As part of RTA’s continuous improvement efforts for providing an enhanced
quality of the built environment in Dubai, we seek to enhance connectivity
and accessibility to transport nodes as well as to main attractions. Apart from
its metro system, which is the first urban train network in the Middle East, the
RTA is also responsible for a tram system, a large and advanced bus network,
marine transport in the form of ferries, water taxis and abras, and an extensive
Part 1
to the local level, where local integration measures can be applied.
Based on the above, we encourage all developers to adhere to the guidelines
to ensure seamless connectivity and smooth transportation for all, using both
public transport modes and non-motorized modes. Providing for the final
connections of a journey contributes a lot to the community. For example,
a pedestrian connection between a metro and one of the main shopping
activities has increased riders on the metro by about 60% in just one year!

Part 2
As it is said, “little things matter”.
road taxi system. The rapid expansion of the city has meant that these different
modes of transportation, although manifold, are not always well integrated. Eng. Mattar Al Tayer
Therefore, the RTA’s Strategic Planning Department (SPD), which is responsible RTA Director General and Chairman of the Board of Directors
for an array of initiatives, places an emphasis on integration and ensures that its
goals are oriented towards transport integration.
In an effort to promote inter-modal connectivity and to enhance the passenger
experience on the public transport system, we have identified the value of

Part 3
producing guidelines that will enhance transport integration for existing urban
environments as well as proposed developments in Dubai. In light of our vision
of seamless transportation in Dubai, we have developed the Dubai Transport
Integration Manual (DTIM), and we are pleased to state that this document will
help immensely towards achieving our transport integration goals.

Part 4
vii
Introduction Part 1 Part 2 Part 3 Part 4
Dubai Transport Integration Manual

Introduction
Introduction
RTA Vision

Part 1
Safe and smooth transport for all

RTA Mission
Develop integrated and sustainable transportation systems

Part 2
and provide distinguished services to all stakeholders to
support Dubai’s comprehensive growth plans through
preparing policies and legislations, adapting technologies
and innovative approaches, and implementing world-class
practices and Standards.

Part 3
Part 4
1
Dubai Transport Integration Manual

2
Introduction Part 1 Part 2 Part 3 Part 4
Dubai Transport Integration Manual
Introduction
The primary purpose of the Dubai Transport
Integration Manual (DTIM) is to achieve better
transport integration. Movement integration is
considered between not only public transport
modes but for all travel demand, in order to
increase travel choice and reduce everyday
dependence on the private car.
The development of the DTIM directly responds to
both RTA’s vision of “safe and smooth transport for
all” and RTA’s mission to “develop integrated and
sustainable transportation systems”.
The following points drawn from the RTA’s goals
and objectives are embodied within the DTIM:
-- Objective 2.1: Enhance integration between
transportation planning and urban planning
-- Objective 2.2: Make roads and transport systems
friendly for all
-- Objective 4.1: Encourage public transport
-- Objective 4.2: Provide an effective and
convenient network and systems for roads and
public transport
-- Objective 4.3: Manage travel demand and
congestion.
Dubai today has an extensive multi-modal public
transport network, however, there is still heavy
reliance on the private car. One reason for this is
that access to public transport is inconsistent or
difficult, and integration between modes disjointed,
particularly at the start and end of a whole journey.
In addition, with the lack of high quality pedestrian
networks, the summer climate forces the majority of
the population (employment and residents) to rely
on private vehicles to maintain thermal comfort.
The planning approval process has also historically
been geared to considering the needs and impacts
of private vehicles, however this imbalance is
changing.
The DTIM seeks to:
-- emphasise the importance for non-motorised
provision in the development planning process
-- inform the planning of coordinated transport
networks
-- improve the planning of developments
-- provide measures and case studies to improve
public transport integration
The creation of a transport integration manual
for Dubai is unique as it brings together both
existing RTA guidance, global best practice,
and methodologies for analysis and design/
implementation together in one place to address
the integration of public transport and non-
motorised modes. It is intended to be a first
reference that ‘signposts’ other, more detailed
available guidance available from RTA.
This manual will help the planning process and
the implementation of design for public transport
in Dubai, particularly if provided as a resource for
developers and their planning and design teams,
to inform the earliest stages of the development
design process.
RTA envisages the guidance in the DTIM to be
applied by developers. It will also be used in-
house by RTA to inform investment in upgrades of
existing public infrastructure.
3
Introduction
The manual’s main uses are:
-- as part of the strategic design process for
new public transport corridors/services in the
planning of large-scale new developments
-- to open a dialogue with developers as to how
car dependency can be reduced
-- to guide appropriate provision levels for public
Part 1
transport services and infrastructure
-- to improve access to and provision of public
transport and non-motorised modes of transport
-- to contribute to improvement schemes
-- to facilitate seamless, door-to door journeys
The manual contains four main parts following this
Part 2
introduction:
Part 1 - Strategic Integration
The methodology and measures for strategic
integration
Part 3
Part 2 - Local Integration
The methodology and street types for local
integration
Part 3 - Local Integration Measures
The measures for local integration
Part 4
Part 4 - Case Studies
Case studies, demonstrating the application
of local integration
 Dubai Transport Integration Manual

How to use the manual 1 SM 2 SM

Introduction

Strategic
Integration
Route-map
Part 1

Establish density - define the site Establish location - in relation to the nearest
in terms of persons / hectare existing or proposed main public transport stations
Part 1 (residents and employees) e.g. Dubai Metro or bus interchange station
Part 2

1 LM 2 LM

Local 1 2 3 1
Part 3

A 3 3 3
Integration B E 1 2
Route-map C D A 2
A B C A
Part 4

Origins and Destinations -

Define matrix of connections
identifying key attractions and
and route functions
Part 2 generators of travel

4
Dubai Transport Integration Manual
3 SM
Check strategic integration matrix
Establish Strategic Measures
3 LM
Define a hierarchy of routes
4 SM 5 SM
Introduction
Part 1
Identify strategic recommendations
Develop strategies for implementation
and requirements.
Part 2
4 LM 5 LM
Part 3
Part 4
Identify Local Measures relevant
Present and discuss with RTA in TIS
to upgrade route for its proposed type
consultation/application process
and function
5
Introduction Part 1 Part 2 Part 3 Part 4
Dubai Transport Integration Manual

Introduction
Part 1 Strategic Integration
Part 1 describes the methodology and use of a tool to

Part 1
provide a high-level, strategic assessment of a site’s
potential for public transport integration, and describes
some high level measures that may be considered to
reduce car dependency.
The tool is provided for both developers and the RTA,
the use of the tool is considered important in relation to

Part 2
existing and future master plans, to enhance land use and
transport integration for the benefit of the city.

Part 3
Part 4
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 Dubai Transport Integration Manual

Strategic Integration
Introduction

The Dubai Transport Integration Manual (DTIM)
seeks to achieve better provision for transport
integration to and between not only public
transport modes but for all travel demand
including pedestrians and cyclists, in order to
increase travel choice and reduce everyday
dependence on the private car.
Part 1
Based on this, requirements and recommendations
for both the provision of public transport and
restraint on the private car in order to reduce the
car dependency of development are provided.
These are to be considered by developers in
consultation with RTA.
This strategic integration tool provides a means
This strategic integration tool methodology
is intended for use at the local level with the
methodology, process and application of local
integration measures described in Part 3 of the
DTIM, and demonstrated in the case studies in Part
4.
The DTIM acts as a central reference for developers

This section describes the strategic integration
tool, a high-level assessment framework and
allied components that promote the integration of
access and provision of journey route and mode
choice.
The strategic integration tool provides a
methodology for use in the assessment of
Part 2
by which sites may be characterised as typically
being more or less likely to have higher levels of car
dependency, based on their proposed location and
density.
The requirements and recommendations are not
intended to be prescriptive, as every development
and site has a unique set of circumstances,
and the RTA, for use early in the planning stage
for all new developments. The methodologies and
processes should form part of the discussion with
and reporting to the RTA through the development
approval process.

development sites’ accessibility by public transport opportunities and constraints. However, the manual
and non-motorised modes. provides a starting point for developers to actively
engage with the RTA in the planning and approval
The tool is an important matter for consideration in
process, in order to deliver a development that
the development process, to enhance land use and
promotes mode and route choice.
transport integration for the benefit of the city.
Higher levels of car dependency occur when
The strategic integration tool is a simple two-step
there is less choice of alternative modes or routes.
process used to assess a site’s proposed density of
Part 3

Provision of public transport and car restraint

development (persons/hectare), and site location
measures achieve increased mode choice, and
in proximity to high capacity public transport
hence support the city-wide aspiration to reach
(Dubai Metro or main public transport stations,
mode share targets for public transport use of 20%
such as for bus or marine) in order to broadly asses
by 2020 and 30% by 2030.
and categorise the likelihood of car dependency.
Part 4

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Dubai Transport Integration Manual

Strategic Context

Introduction
By linking public transport provision in a The plan contains categorisations that are useful
standardised way to the local concept and local in the development of the DTIM as they provide a
Metropolitan Zone
area planning hierarchy and strategy, public measure and definition of the city’s density linked
transport planning can be better integrated, and through to current Dubai Municipality definitions. 500,000 residents
support growth strategies more efficiently. This provides an approximate order of “magnitude
guidance.”
This context is useful as it provides a standardised
and localised mechanism by which to assess the Metropolitan Zone Multi District

Part 1
city. This provides a basis for developing and
-- 500,000 residents at 10km radius 100,000 - 300,000
guiding strategies for forward planning. The 10 km
residents
allocation of development land and future growth Multi District
strategies are likely to continue to follow similar
-- 100,000 – 300,000 residents at 5km radius

5
criteria.

km
The current plan frameworks are directed at District
the planning of a “compact city” within defined -- 30,000 – 50,000 residents at 2km radius

Part 2
geographic limits to increase existing overall
development densities, promoting efficiencies of Community
provision, operation and energy use.
-- 10,000 - 15,000 residents at 800m radius
The Dubai 2020 Urban Masterplan is the most
recent strategic guidance for the city. It brings Neighbourhood
together planning frameworks for different aspects -- up to 5,000 residents at 400m radius
of urban development including provisions for

Part 3
schools, healthcare, green space, utilities, housing, The Dubai 2020 Urban Masterplan places Dubai District 30,000 - 50,000
2 km
energy, water, waste and transport to support Municipality community facilities provision residents
planned growth for the city. categories within these bands and defines
population density ranges:
Criteria developed by Dubai Municipality to 800 m
describe a hierarchy of activity centres for -- Low density: <70 persons/ha
Community Facilities are closely related to those Community 10,000 - 15,000
-- Medium density: 70-220 persons/ha
residents
developed for the Dubai Urban Master plan. -- High density: >220 persons/ha
400 m

Part 4
The strategic integration tool has adopted these Neighbourhood up to 5,000
definitions to help inform the forward strategic residents
planning of public transport in Dubai. Figure 1-1
Dubai 2020 Urban Masterplan Activity Centre Hierarchy

9
 Dubai Transport Integration Manual

Based on the categorisations of area for Dubai

centres as described above, this figure shows a
Introduction

spatial plan of the city against the 2, 5 and 10km

radii categories in relation to Dubai Metro stations.

Metropolitan Zone
-- 10km radius

Multi District
-- 5km radius
Part 1

District, Community and Neighbourhood

-- 2km radius and under
Part 2
Part 3
Part 4

Figure 1-2
Centre Isochrones based on Dubai Metro Alignment

10
Dubai Transport Integration Manual

The radial distance bandwidths for Metropolitan,

Multi-District, District and smaller centres have

Introduction
been overlaid with current RTA data for population
data.
The relationship between high concentrations of
employment and residential density and Dubai
Metro stations is clear, and generally consistent.
This map shows density generally decreasing as
the radial distance from metro stations increases.
The likelihood of a development’s car dependency

Part 1
also increases at a strategic level.
The strategic integration tool uses this
methodology to assess a development site in terms
of the likely required and recommended responses
to the provision of public transport, in order to
reduce that dependency, and increase travel
choice.

Part 2
Part 3
Part 4
Figure 1-3
Dubai 2020 Urban Masterplan Activity Centre Hierarchy and Urban Density

11
 Dubai Transport Integration Manual

Strategic Integration Tool - Matrix

Introduction

The strategic integration tool can be used to

Threshold Density* Distance from Primary Transit Node**
evaluate a development in terms of its likely Step 1 Establish site density - defining
dependence on the private car. the development in terms of Persons/Ha <2km 2-5km 5-10km >10km
persons / hectare (residents &
=<70
This prompts a discussion between the RTA and employees) in relation to the
developers. Developers’ plans to address this whole affection plan plot area 70-220
issue can be evaluated against recommendations
>220
and requirements, and a choice of modes or a
Part 1

reduction in the need to travel may be planned in Table 1-1

at an early stage.
The strategic integration tool may also be used as a
means of applying policy, by setting out minimum
levels of mode share split for non-motorised trips in
order to meet targets for mode shares across the
city.
Part 2
Step 2 Establish location - in relation to
Strategic integration tool Matrix
the nearest existing or proposed
* Densities in coordination with the Community Facilites Planning Standards
radial distance to main public
from DM
transport station (Refer to map ** Radial distance is measured from the plot affection plan boundaries
page 10)

The tool may also be used, at high-level, to assess Step 3 Check strategic integration
tool matrix for Strategic
and monitor the performance of developers (in
Measure requirements and
terms of car dependency) across the city, as they
recommendations
pass through the system.

Step 4 Refer to strategic integration

Part 3

tool’s strategic Measures Table

for relevant requirements and
recommendations.

Step 5 Develop strategies for

implementation
Part 4

12
Dubai Transport Integration Manual

Strategic Integration Tool - Strategic Measures Table

Introduction
Strategic Category
Strategic Integration Measures

Land Use Integration

SM1 Reduce external trips - provide a mix of land uses & social provision P P P PP
SM2 Develop “Transit Oriented Development ” PP P N.A. N.A.

Part 1
Provision for public transport modes

SM3 Provide or contribute to feeder public transport service PP PP P N.A.

SM4 Public transport within site PP PP PP PP

SM5 Extension of public transport to site PP PP P P
SM6 Ensure road network is designed for public transport on agreed routes P P P N.A.

Part 2
SM7 Safeguard routes for public transport* P P P P
SM8 Public transport priority* P P P P
Transport Integration on-site

SM9 Park and Ride provision to public transport nodes PP P N.A. N.A.

SM10 Linkages to or extension of Cycle Master plan Network P P P P

Part 3
SM11 Car sharing schemes PP P P P
Key:
SM12 Flexible working hours P P P P
PP Mandatory
SM13 Reduced parking provision PP P N.A. N.A.
P Advisory
SM14 Increased parking charges PP P N.A. N.A.
N.A. Non Applicable
SM15 DTIM Local Integration analysis and provision (see LM1 - 20 at Part 3) PP PP PP PP

Part 4
* RTA-led initiative
Table 1-2
Strategic Measures Table

13
 Dubai Transport Integration Manual

Strategic Integration Tool - Modes

Introduction

The Strategic Integration Measures (SM1-SM15)

capture site and transport planning measures
across all available modes of transport,
summarised in the below table. These are not
exclusive, and it is recognised other innovations
and strategic measure initiatives can be applied
in creating mode, journey and route choice.
Part 1

The relevance of these measures to individual

development sites and masterplans should be
discussed with the RTA.

Strategic Measure SM1 SM2 SM3 SM4 SM5 SM6 SM7 SM8 SM9 SM10 SM11 SM12 SM13 SM14 SM15

• • • • • • • • • • • • •
Part 2

Public Transport*

Walking
• • • •
Cycling
• • • • •
Car (driver or passenger)
• • • • • •
Part 3

Taxi
• • • • •
* includes: Bus, Tram, Metro, Marine and suggested future transport systems such as cable car and PRT
Part 4

Table 1-3
Strategic Measures Mode Application

14
Dubai Transport Integration Manual
Strategic Integration Tool - Strategic Measures Summary
Land Use Integration SM1-2
SM1 Reduce external trips
By providing on-site access to services such
as schools and healthcare, and co-locating
shopping, residential and employment uses
within a development, the need for travel is
reduced.
At a strategic level, the planning of larger
masterplan sites to take account of everyday
needs, for example by providing for local
shopping, walking, cycling and public
transport use can be promoted, and the need
to travel can be reduced.
The provision of shops and services and local
access to these is considered in Part 3 of the
manual.
Develop “Transit Oriented
SM2
Development”
Development sites close to existing or
proposed transport interchanges or
stations should examine the provision of
“Transit Oriented Development”. Planning
principles including higher densities of
development, mixed retail, residential and
employment uses, and the direct integration
of development with public transport.
Provision for Public Transport Modes SM3-8
SM3 Provide or contribute to feeder public transport service
Provision of transport between the development and existing services
or main transport modes outside the development (e.g. Shuttle buses).
SM4 Public transport within site
Careful consideration should be given to public transport routes within
a development in consultation with the RTA, in order that whole-route
services are provided efficiently. Public transport versus car journey
time is critical in determining mode choice. As with most Strategic and
Local guidance, recommendations and requirements for provision are
available from the RTA.
SM5 Extension of public transport to site
Where sufficient demand can provide for viable public transport
services, the extension of existing routes to serve a development and
provide journey choice should be provided. Without provision there is
no mode choice.
Ensure road network is designed for public transport
SM6
on agreed routes
New developments should provide for and future-proof road networks
to allow for the introduction of bus and other public transport services
that shares road space with general traffic, including stops, and
pedestrian routes to stops.
SM7 Safeguard routes for public transport*
Developers should safeguard the future development of the city’s
segregated public transport system, for example in providing for Dubai
Tram or Metro lines.
SM8 Public Transport priority*
Where viable, the introduction of or future proofing for bus/transit
lanes and priority should be considered for key routes and at key
junctions.
15
Introduction
Transport Integration On-Site SM9-15
SM9 Park and Ride provision to public transport nodes
Park and Ride facilities at nearest public transport interchanges should
be considered and provided to create an interchange location between
private vehicle and public transport.
Part 1
SM10 Linkages to or extension of Cycle Masterplan Network
Provision for cyclists within development sites and external linkages to
the Dubai Cycling Network should be provided.
SM11 Car sharing schemes
The operation of car sharing schemes may be viable for individual or
collective neighbourhoods developments particularly when organised
via an owner/operator ‘Estate Management’ body.
Part 2
SM12 Flexible working hours
Reducing the peak hour burden of journeys on the transport system
through enabling flexible working practices can reduce car parking
requirements as well as being of wider benefit to the city.
SM13 Reduced parking provision
Part 3
Reductions in daily use parking provision for developments closer to
transport nodes should be considered, representing a development
cost saving and encouraging public transport use.
SM14 Increased parking charges
An RTA-led initiative, parking regimes can encourage the use of public
transport by increasing the cost of the use of the car.
Part 4
SM15 DTIM Local Integration analysis and provision
All development is expected to apply Part 2 of the Dubai Transport
Integration Manual in the planning of new development. Much of the
guidance summarised here is expanded on in Part 2 of the manual.
 Dubai Transport Integration Manual

RTA Key Performance Indicators

Introduction

The successful implementation of the elements of

RTA masterplans for each mode and the detailed
measures to promote strategic transport goals
need to be monitored and enforced to ensure
success.
Table 1-4 describes suggested aspirational targets
as key performance indicators (KPI) that could be
Part 1

used:
-- in mode masterplan development
-- mode masterplan implementation
-- post-implementation monitoring

As noted, implementation of these KPIs will be the

responsibility of RTA agencies.
Part 2
Part 3
Part 4

16
Dubai Transport Integration Manual

Introduction
No. Transport Integration Performance Indicator Scope of KPI Objective of KPI Target Responsibility of
Measure Measure (RTA)
1 Average Waiting Time in peak periods for All metro stations To promote schedule integration All times excluding transfer time PBD – PTA
inter-modal PT Transfer Transfer within one mode (e.g. bus to from platform to platform Rail Operations
transfer between bus, metro, tram and marine bus) Metro & Metro: 3 min Marine Department - PTA
Key tram, bus and marine stations Metro & bus: 3 min
Metro & tram: 3 min

Part 1
Metro & marine: 3min
Bus & Bus: 4 min
Bus & tram: 4 min
Bus & marine: 4 min
Marine & tram: 4 min
2 Availability of non-PT interchange All metro stations and key bus and Provision of appropriate infrastructure Available within 500m of metro TRA - Traffic & Roads
infrastructure at PT stations marine stations station Department

Part 2
PT to other vehicular mode transfer PBD – PTA
infrastructure - Applies to bus waiting areas, Rail operations
taxi points, car drop-off areas, cycling stands,
Marine Department – PTA
park and ride facility
3 Availability of infrastructure for non-motorized All metro stations and key bus and Provision of appropriate infrastructure Available within 1km of a station PTA – PBD
transport marine stations and covering at least 70% of the Rail operations
Wider area non-motorized infrastructure surrounding area
Marine Department - PTA
e.g. bicycle path/lanes, continuous step free
footways

Part 3
4 Availability of Transport Infrastructure Cover up to 1km radius for metro Measure availability of sufficient PT Available within 1km of a station PBD – PTA
provisions around a station stations routes around a metro station as well as and covering at least 70% of the TRA
other modes (e.g. car sharing) surrounding area
5 Printed Passenger Information Applies to all metro stations & stops Ensure information to transferring 85% compliance PBD –PTA
For connecting modes inside and around passengers is up to date and correct Rail operations
a public transport station (route maps of Marine Department – PTA
communities, Bus Schedules, etc..)
6 Passenger Information in digital journey Applies to all metro stations & stops Ensure information to transferring 100% compliance PBD –PTA

Part 4
planner (digital, web, RTPI) passengers is up to date and correct
7 Passenger Satisfaction of Integration Metro, tram, bus and marine users Ensure customers are satisfied 80% DCP

Table 1-4
Key Performance Indicators Related to Transport Integration

17
Introduction Part 1 Part 2 Part 3 Part 4
Dubai Transport Integration Manual

Introduction
Part 2 Local Integration
Part 2 describes the methodology for defining routes, route types and Local

Part 1
Measures to be applied to route types.
Part 2 is for the use of both developers and the RTA, according to a
development’s TIS Level.

Local Integration Local Integration

Part 2
TIS Level Category
Design Responsibility Implementation Responsibility

TIS 1 RTA RTA

TIS 2 Developer RTA

Part 3
TIS 3 Developer Developer

Part 4
19

Local Integration
Introduction
The Dubai Transport Integration Manual (DTIM)
seeks primarily to achieve better provision for
pedestrian and cycling movement between not
only public transport modes but for all travel
demand, in order to increase travel choice and
reduce dependence on the private car.
This section of the DTIM introduces a methodology
Part 1
and process for better integrating public transport
modes and other key attractors and generators of
travel generation to each other at the local scale
(up to 2km catchment), for pedestrian and cycling
access and movement.
The methodology presents steps for the
assessment of key generators and destinations
Part 2
for travel in a study area, the steps required to
determine routes to and between these, and the
application to these routes through a tool-kit of
Measures - standards and recommendations for
provision.
Routes and measures apply to both existing
facilities and provisions for future transport and
Part 3
land use developments, to create fully integrated
developments in terms of public transport and
non-motorised travel provision. Measures are
focused into key topics such as Wayfinding,
Softscape, Micro-climate, and bring together
existing RTA guidance and other selected best
practice information and examples to provide a
central reference resource.
Part 4
The methodology follows a general process as set
out below:
-- E
stablish requirements - defining the local area
in terms of travel demands and generation
-- Define need and ambition - by using a clear
rationale, a hierarchy of routes and spaces can
be identified to achieve better integration
-- Applying the methodology - by identifying
interventions required to fulfil each route’s
function in the hierarchy a framework and
priority for implementation can be established.
Establish requirements
Define need and ambition
Applying the methodology
Figure 2-1
Local Integration Methodology Process Summary
20
Dubai Transport Integration Manual
The DTIM also provides three case studies
conducted for the study in different locations
in Dubai. The case studies illustrate the process
as worked examples, providing on-the-ground
application of the process and the Measures. The
case studies have been used in the development of
the DTIM to refine the methodology.
It is envisaged the methodology and case study
structure and format, with reference to the
Measures, is used as a reference for developers
early in the planning stage for new developments.
It should also form part of the discussion with and
reporting to the RTA through the development
approval process.
The following sections deal in turn with the process
tasks expanded from the main headings above:
1. Origins and Destinations - identifying key
attractions and generators of travel.
2. Route Types - route types and function.
3. Defining Routes - identifying routes to and
between key attractions and generators;
establishing a hierarchy of routes and route
function.
4. Measures and Route Type - identifying
interventions (the Measures) relevant to route
type in order to fulfil their function in the route
hierarchy.
Dubai Transport Integration Manual

The underlying process for providing better
transport integration through the application of
Strategic Measures and Local Measures, is the
creation of a hierarchy of routes that provide
increased options for travel choices.
This hierarchy should be based on the evident
demand for movement to, from and between
Introduction
2. Other significant attractions and travel Typical examples of key attractions and generators
generators in a wider catchment (nominally 1.5 include:
km), to be agreed in conjunction with RTA.
In the case of a large public transport node such Dubai Metro stations
as a metro, rail or bus station, multiple locations
for the 500m study area may be appropriate if Bus stops and bus stations
multiple entrances are provided.

Part 1
key attractors and significant generators of trip In the case of a development site, the 500m study
Dubai Tram stops
demand, and the ambition that better integration zone should extend from the plot Affection Plan
seeks to achieve. boundaries in all directions. The entirety of the site
within the Affection Plan boundary must also be Water transport stations
The identification of key travel generating
attractions and generators is undertaken for an considered.
Major retail centres (such as Malls, Souqs
integration study area, defined in two parts: The list of typical key attractors and generators to and significant shopping streets or local
1. Key attractions and travel generators that lie be considered in the assessment presented here centres)

Part 2
within 500m (approximately 5 minutes’ walk) of is not exhaustive. They should be considered on a
a site or public transport node; and case-by-case basis to be agreed with RTA. Tourist and leisure destinations

Employment locations

0m
50
0m

50
Major Road Corridor (Barrier)

Mosques (all mosques)

0m

Part 3
50

Hotels
500m Development
Main Station
and/or opportunity
Exit/
site to be considered Hospitals
50 0m 50
0m
Entrance

Schools, colleges, universities

Part 4
Parks and open spaces
50 0m

Figure 2-2
Major high-density residential
Illustrative Local Integration Main Study Area for Station or Site

21
 Dubai Transport Integration Manual

Defining Routes
Introduction

Once key attractors and generators have been A Route

identified and agreed, the pedestrian and cycling
To connect Metro to Bus and other Modes;
route requirements should be defined, based on
integrates key attractions, and provides for delivery
an assessment of linked key attractions. For the
of cycling links ideally integrating to Dubai Cycling
routes to be provided in a coherent manner a
Masterplan network
clear rationale has been established, that remains
flexible enough to be applied in context, to a B Route
Part 1

variety of conditions and circumstances. To connect Metro to Bus and other Modes; inte-
The underlying principle for integrating various grates key attractions
generators and attractors is an assessment of the
type of connection desired against the opportunity
for provision.
C Route
Figures 2-3 and 2-4 provide a schematic overview
of what this analysis should yield: To feed into the B route type; runs along busy
Part 2

corridors
-- The key attractors and main generators are
identified
Figure 2-3
-- A link network matrix is developed to identify Illustrative Route Diagram - Potential Key Destinations and Route Types
key routes. D Route
To be a supplementary provision feeding into A
It should be noted that the central attractor or
and B route types
generator does not need to be exclusively public
1 2 3 1
Part 3

transport related, but should be dependent on the

case at hand. The route segment part of the Matrix
indicates where it is possible to apply measures A 3 3 3

Route Segment ID
E Route
along a route.
To represent existing links adjacent to but not part
The route proposals are based on two main factors: B E 1 2 of key routes that provide minimum standards
-- Spatial and physical context opportunities and C D A 2
constraints (existing barriers, land-uses, corridor
Part 4

dimensions, route attractiveness, convenience or A B C A

other factor e.g.., availability of shading)
Proposed Route Type
-- Desired non-motorised movement flows Figure 2-4
between key attractors and generators. Illustrative Route Matrix - Key Destinations

22
Dubai Transport Integration Manual
Route Types
Following the definition of key attractors,
generators and links which define key starts
and ends of a route, in order to help define
the hierarchy of routes the manual provides
five main route tiers. These are comprised of
a range of components of design treatments
and requirements.
At the highest level (A Type) the route
hierarchy components include provision for
cyclists. Basic provision to be applied to
existing links that were joined to but not part
of the key route network is specified at the
lowest level (E Type).
The following section provides an illustrative
overview of how route components can
be applied. The overview also provides
a precursor of which Local Integration
Measures are required and how they and
their requirement may be interpreted and
implemented.
It can be seen from the case study examples
in Part 4 of the manual that the application
of measures and route type is in areas where
route types are ‘retro-fitted’ to the urban
environment that the routes and route types
chosen play to the available opportunities and
constraints presented in each location. To this
end, the guidance on route type components
is intended to be illustrative rather than
prescriptive in terms of layout.
Introduction
A Route
This type provides a safe, shaded and level route
with clear definition of space and a separate cycle
path provision
B Route
Part 1
This type provides the same level of safety and
comfort as the A route (above), though without a
separate cycle path, and forms the basis of a high-
quality pedestrian priority environment
C Route
This type prioritises pedestrians over vehicles and
Part 2
ensures a safe and comfortable environment for all
non-motorised modes of movement
D Route
This type provides a pedestrian route that is fit
for purpose with appropriate dimensioning and is
obstacle free
Part 3
E Route
This type consists of existing links adjacent to
but not part of key routes that provides minimum
standards in order to achieve primarily safe
pedestrian environment
Part 4
Note: Route types can be applied independent of
other transport ROWs, and to either one or both
sides of ROW corridors as appropriate to local
context.
23
 Dubai Transport Integration Manual

Assigning Types to Defined Routes

Introduction

Table 2-1 is an example of a Route Typology Matrix. TIS applicants are advised to refer to the latest guideline, as contained in the Transport Integration and
Connectivity Plan (TICP) Manual, as described further at page 34.

Schools, Colleges
Malls / Shopping

Tourist/leisure destinations and Public

& Universities
Employment

Residential
Mosques

Location

Hospital
centres

Souqs

Hotel
Part 1

Water Transport Station

Conventional Bus Stop

> 210,000 sqm (G11)

< 70,000 sqm (G13)

> 31,000 sqm (G15)

< 171,800 sqm (G4)
> 171,800 sqm (G3)
< 171,800 sqm (G2)

> 2,000 units (G9)

> 72,000 sqm (G7)
> 171,800 sqm (G1)

70,000 - 210,000
700 - 2,000 units
Express Bus Stop

24,000 - 72,000
Rail Station*

Jumma (G5)
Bus Station

Daily (G6)

sqm (G12)
sqm (G8)

Spaces**
All (G14)
(G10)
Part 2

PT3

PT5
PT2

PT4

G10

G14

G16
G15
G13
G12
PT1

G11
G4

G6

G9
G8
G3

G5
G2

G7
G1

PT1 B B B B B A B A B B C A B A B B B C B A A

PT2 B B B B A B A B B C A B A B B B C B A A

PT3 B D D C D D D C D C D D D D D D C C C

PT4 C C B C C C B C B C C C C C C B B B
Part 3

PT5 B B B B B B C B B B B B B C B B B

G1 A B A B B C B B A B B B C B A A

G2 C B C B C B B B B B C C B B B

G3 A B B C B B A B B B C B A A

G4 C B C B B B B B C C B B B

G5 B C B B B B B B C B B B
Part 4

G6 C B B C C C C C C C C

Table 2-1a Route Typology Matrix

*Rail stations include, for example metro stations, tram stations, light rail stations, high-speed rail stations
**This include water parks, public spaces, cinemas, theatres, playgrounds, stadiums and other similar public uses

24
 G7

G9
G8

G11

G15
G13
G12

G16
G14
G10
PT1 Rail Station*

PT2 Bus Station

Table 2-1b Route Typology Matrix

PT3 Conventional Bus Stop
Dubai Transport Integration Manual

PT4 Express Bus Stop

PT5 Water Transport Station

G1 > 171,800 sqm (G1)

Malls / Shopping
centres
G2 < 171,800 sqm (G2)

G3 > 171,800 sqm (G3)

Souqs

*Rail stations include, for example metro stations, tram stations, light rail stations, high-speed rail stations
G4 < 171,800 sqm (G4)

**This include water parks, public spaces, cinemas, theatres, playgrounds, stadiums and other similar public uses
G5 Jumma (G5)

25
Mosques

G6 Daily (G6)
B

G7 > 72,000 sqm (G7)

Employment
Location
24,000 - 72,000
C
C

G8
sqm (G8)
B

C
A

G9 > 2,000 units (G9)

Residential
700 - 2,000 units
C
C
B

G10
(G10)
E
E
E
E
E

G11 > 210,000 sqm (G11)

70,000 - 210,000
E
E
E
E
E
E

G12 Hotel
sqm (G12)
E
E
E
E
E
E
E

G13 < 70,000 sqm (G13)

C
C
C
B

C
B
C
C

G14 All (G14) Hospital

Schools, Colleges
E
E
E
E
E

C
C
B
A

G15 > 31,000 sqm (G15)

& Universities

Tourist/leisure destinations and Public

B
B
B
B
B

D
D
C
C

G16
Spaces**

Part 4 Part 3 Part 2 Part 1 Introduction

 Dubai Transport Integration Manual

Identification of public transport nodes and key generators

Introduction

Code Key Generators / Public Transport Nodes TIS Level 2 TIS Level 3

PT1 Rail station (e.g. metro, tram, light rail, high-speed rail)

PT2 Bus station

Identify PT nodes within borders of development and up to 500m from the
PT3 Conventional bus stop
borders of the development
PT4 Express bus stop
Part 1

PT5 Water transport station

G1 > 171,800sqm
Malls / Shopping centre
G2 < 171,800 sqm

G3 > 171,800 sqm

Souq
G4 < 171,800 sqm
Part 2

G5 Jumma
Mosque
G6 Daily

G7 > 72,000 sqm

Employment location Identify key generators within
G8 24,000 - 72,000 sqm Identify key generators within borders of the development
borders of development only and up to 500m from the
G9 > 2,000 units
Residential borders of the development
G10 700 - 2,000 units
Part 3

G11 > 210,000 sqm

G12 Hotel 70,000 - 210,000 sqm

G13 < 70,000

G14 Hospital All

G15 Schools, Colleges & Universities > 31,000 sqm

Part 4

G16 Tourist/leisure destinations and Public Spaces*

Table 2-2
Identification of public transport nodes and key generators
* This includes water parks, public spaces, cinemas, theatres, playgrounds, stadiums and other similar public uses

26
Dubai Transport Integration Manual

A Route Typical Details

Introduction
Provides a safe, shaded and level route with clear definition
of space and a separate cycle path. Can connect major Public
transport modes, integrates key attractions and, where possible
links to and extends Dubai Cycling Masterplan network.
Integration ROW minimum = 2x6.1m*

P LM1 Land Use and Development

Part 1
PP LM2 Footway Zones (2x4.3m)
PP LM3 Signage & Wayfinding Frontage Zone Through Cycle Furnishing Through
Zone Path Zone Zone
PP LM4 Micro-climate Furnishing Cycle Frontage
Zone Path Zone
PP LM5 Softscape
P LM6 Street Furniture
P LM7 Hardscape

Part 2
PP LM8 Traffic Calming and Speed Reduction
PP LM9 Lighting
P LM10 Pedestrian Crossings
PP LM11 Universal Access
P LM12 Modal interchanges**

Part 3
8 LM13 Pedways**

PP LM14 Providing for Cyclists (2x1.8m)***

P LM15 Providing for Buses

P LM16 Prioritised Taxi Key:

P LM17 Managing Cars PP Must provide

Furnishing Through

Part 4
Frontage Zone Through Cycle
P LM18 Smart Initiatives P Must consider
Zone Zone
Zone Path
8 Can consider Furnishing Cycle Frontage
P LM19 Education and Communication** Zone Path Zone
P LM20 Policy** O Optional Figure 2-5
A Route - Typical Details
* where route type applies to both sides of a ROW corridor
** to be considered on merit
*** based on Dubai Bicycle Master Plan (Major Collector)
27
 Dubai Transport Integration Manual

B Route Typical Details

Introduction

Provides the same level of safety and comfort as the A

route, though without a separate cycle path. Connects
major Public transport modes and integrates key
attractions.
Integration ROW minimum = 2x4.3m*

P LM1 Land Use and Development

Part 1

PP LM2 Footway Zones (2x4.3m)

PP LM3 Signage & Wayfinding Frontage Zone Through Furnishing Furnishing Through
Zone Zone Zone Zone
PP LM4 Micro-climate Frontage
Zone
PP LM5 Softscape
P LM6 Street Furniture
P LM7 Hardscape
Part 2

PP LM8 Traffic Calming and Speed Reduction

PP LM9 Lighting
P LM10 Pedestrian Crossings
PP LM11 Universal Access
P LM12 Modal interchanges**
Part 3

8 LM13 Pedways**
P LM14 Providing for Cyclists
P LM15 Providing for Buses
P LM16 Prioritised Taxi
P LM17 Managing Cars Key:

P Smart Initiatives PP Must provide Furnishing Through

Part 4

LM18 Frontage Zone Through Furnishing

Zone Zone Zone Zone
P Must consider
P LM19 Education and Communication** Frontage
8 Can consider Zone
P LM20 Policy** Figure 2-6
O Optional
B Route - Typical Details

* where route type applies to both sides of a ROW corridor

** to be considered on merit 28
Dubai Transport Integration Manual

C Route Typical Details

Introduction
Prioritises pedestrians over vehicles and ensures a safe
and comfortable environment for all non-motorised
modes of movement and connects higher with lower
route types.
Integration ROW minimum = 2x4m*

P LM1 Land Use and Development

Part 1
PP LM2 Footway Zones (2x4.0m)
8 LM3 Signage & Wayfinding
8 LM4 Micro-climate
8 LM5 Softscape
Through Furnishing Furnishing Through
P LM6 Street Furniture Zone Zone
Zone Zone
Hardscape Frontage
P LM7

Part 2
Zone
P LM8 Traffic Calming and Speed Reduction
P LM9 Lighting
P LM10 Pedestrian Crossings
PP LM11 Universal Access
P LM12 Modal interchanges**

Part 3
8 LM13 Pedways**
8 LM14 Providing for Cyclists
8 LM15 Providing for Buses
8 LM16 Prioritised Taxi
Managing Cars Key:
8 LM17

Smart Initiatives PP Must provide

Part 4
8 LM18
P Must consider
8 LM19 Education and Communication**
Through Furnishing Furnishing Through
8 Can consider
8 LM20 Policy** Figure 2-7 Zone Zone Zone Zone
O Optional Frontage
C Route - Typical Details
Zone
* where route type applies to both sides of a ROW corridor
** to be considered on merit 29
 Dubai Transport Integration Manual

D Route Typical Details

Introduction

Provides a pedestrian route that is fit for purpose with

appropriate dimensioning, obstacle free and feeds into
A B and C route types.
Integration ROW minimum = 2x3.6m*

8 LM1 Land Use and Development

Part 1

PP LM2 Footway Zones (2x3.6m)

8 LM3 Signage & Wayfinding
O LM4 Micro-climate
O LM5 Softscape
Through Through
8 LM6 Street Furniture Zone Zone
Frontage Furnishing Furnishing
Part 2

P LM7 Hardscape Zone Zone Zone

P LM8 Traffic Calming and Speed Reduction
P LM9 Lighting
8 LM10 Pedestrian Crossings
P LM11 Universal Access
P LM12 Modal interchanges**
Part 3

8 LM13 Pedways**
8 LM14 Providing for Cyclists
8 LM15 Providing for Buses
8 LM16 Prioritised Taxi
Key:
8 LM17 Managing Cars
PP Must provide
Part 4

8 LM18 Smart Initiatives

P Must consider
8 LM19 Education and Communication** 8 Can consider Through Through
Figure 2-8 Zone Zone
8 LM20 Policy** O Optional Frontage Furnishing Furnishing
D Route - Typical Details
Zone Zone Zone
* where route type applies to both sides of a ROW corridor
** to be considered on merit 30
Dubai Transport Integration Manual

E Route Typical Details

Introduction
Existing links adjacent to, but not part of key routes
that provides minimum standards in order to achieve
primarily safe pedestrian environment, linking to but
not part of key routes types.
Integration ROW minimum = 2x3.6m*

8 LM1 Land Use and Development

Part 1
PP LM2 Footway Zones (2x3.6m)
O LM3 Signage & Wayfinding
O LM4 Micro-climate
O LM5 Softscape
Through Through
O LM6 Street Furniture Zone Zone
Furnishing Furnishing

Part 2
P LM7 Hardscape Zone Zone
P LM8 Traffic Calming and Speed Reduction
P LM9 Lighting
8 LM10 Pedestrian Crossings
8 LM11 Universal Access
8 LM12 Modal interchanges**

Part 3
8 LM13 Pedways**
8 LM14 Providing for Cyclists
O LM15 Providing for Buses
O LM16 Prioritised Taxi
Key:
8 LM17 Managing Cars
PP Must provide

Part 4
O LM18 Smart Initiatives P Must consider

8 LM19 Education and Communication** 8 Can consider Through Through

Figure 2-9 Zone Zone
8 LM20 Policy** O Optional Furnishing Furnishing
E Route - Typical Details
Zone Zone
* where route type applies to both sides of a ROW corridor
** to be considered on merit 31
 Dubai Transport Integration Manual

Local Integration Measures

Introduction

Local Integration Measures (LM1-LM20) are The relevance of these measures to individual format to inform the design process and contribute
provided to capture local interventions across all development sites and masterplans should be to the creation of a valued, efficient and vibrant
available modes of transport, infrastructure, the discussed with the RTA. public realm in Dubai.
public realm and policy, as summarised in the
Local Integration Measures relate to each route The overview below gives an indication of each
below table.
type, the rest of the public realm, and other Measure’s grouping.
These are not exclusive, and it is recognised other measures such as policy. These have been devised
innovations and strategic measure initiatives can be as a means of bringing together existing guidance
Part 1

applied in creating mode, journey and route choice. and best practice in an easily digestible reference

LM1 LM2 LM3 LM4 LM5 LM6 LM7 LM8 LM9 LM10 LM11 LM12 LM13 LM14 LM15 LM16 LM17 LM18 LM19 LM20

Traffic Calming and Speed Reduction

Part 2

Education and Communication*

Road/Rail Pedestrian Crossings
Land Use and Development

Signage & Way finding

Providing for Cyclists

Modal interchanges*

Providing for Buses

Universal access

Smart Initiatives
Street Furniture
Footway zones

Managing Cars
Prioritised Taxi
Micro-climate

Hardscape
Softscape

Pedways*
Lighting

Policy*
Part 3

Grouping

Public Realm & Design

• • • • • • • • • • • •
Infrastructure
• • • • • • • • • • • • • • •
Mode
• • • • • • • • • • • •
Planning
• • • • • • •
Part 4

Technology
• •
Engagement
•
Policy
• • • •
Table 2-3
Local Integration Measures
32
Dubai Transport Integration Manual

Route v Local Measure Matrix * to be considered on their own merit

Introduction
This matrix has been developed to introduce
LM1 LM2 LM3 LM4 LM5 LM6 LM7 LM8 LM9 LM10 LM11 LM12 LM13 LM14 LM15 LM16 LM17 LM18 LM19 LM20
and link the ’tool-kit’ of Local Measures relevant
to each street type. It is intended to assist in the
identification of route opportunities and determine
the level of provision applicable to each.

Traffic Calming and Speed Reduction

The matrix identifies the measures that must be

Education and Communication*

provided, considered, are optional to achieve the

Part 1
Land Use and Development
ideal each route type. The matrix provides a cross-

Signage & Way finding

reference tool, guiding design decision making

Providing for Cyclists

Pedestrian Crossings

Modal interchanges*

Providing for Buses

when route types are assigned.

Universal access

Smart Initiatives
Street Furniture
Footway zones

Managing Cars
Prioritised Taxi
Micro-climate
Route Type

Hardscape
Softscape

Pedways*
Lighting

Policy*

Part 2
A P PP PP PP PP P P PP PP P PP P 8 PP P P P P P P
Measure List:
B P PP PP PP PP P P PP PP P PP P 8 P P P P P P P
PP Must provide

P Must consider
C P PP 8 8 8 P P P P P PP P 8 8 8 8 8 8 8 8

8 Can consider D 8 PP 8 O O 8 P P P 8 P P 8 8 8 8 8 8 8 8

Part 3
O Optional E 8 PP O O O O P P P 8 8 8 8 8 O O 8 O 8 8

Table 2-4
Local Integration Measures and Route Types

Part 4
33

Transport Integration and Connectivity Plan Manual
Introduction
Summary
The Transport Integration Connectivity Plan
(TICP) Manual has been developed to translate
DTIM guidelines into the TIS process. It sets
out the integration requirements that are to be
satisfied during the TIS process and presents the
requirements for the preparation of a Transport
Part 1
Integration and Connectivity Plan (TICP) for
development projects.
More specifically, the TICP manual provides a
set of criteria for assessment purposes, and
demonstrates steps to be taken by the applicant
per each TIS level for integration requirements. The
TICP manual focuses on integration requirements
Part 2
during the TIS process and ultimately guides the
developer towards reserving the appropriate ROW
so that there is better integration and connectivity
between public transport nodes and key land uses
or generators.
Part 3
Part 4
Dubai Transport Integration Manual
Process
The TICP manual translates the recommendations
of the DTIM into a 5 step process to be followed for
each TIS application
Step 1
Identify public transport nodes
Step 2
Identify key land use activities / key generators
Step 3
Identify routes between the identified public
transport nodes and key generators
Step 4
Assign route typologies to the identified routes
(see example on page 24)
Step 5
Reserve the ROW for each identified route, based
on the selected route typologies
Requirement
A TICP is required for a TIS Level 2 and Level 3
34
Dubai Transport Integration Manual

TIS Levels and Integration Case Studies

Introduction
Peak Hour Case Study Strategic
TIS Level Generator (trips) Coverage Measures Local Measures Justification

TIS Level 1 l50 to 500 Site layout, Excludes As appropriate to All development has a contribution to make to the public realm
immediate site strategic site, to consider adjacent to its site
environs and to measures See opposite table All development should be responsible for enabling public transport
address key routes access and non-motorised first-last km travel
to public transport
‘Small scale’ incremental change contributes to local enhancement

Part 1
and wider-scale change over time

TIS Level 2 500 to 1,500 full case study All, as agreed As appropriate to Provides an opportunity for significant contribution to enabling
with RTA site to consider all journey choice and placemaking

TIS Level 3 more than 1,500 full case study All, as agreed As appropriate to Provides an opportunity for significant contribution to enabling
with RTA site to consider all journey choice and placemaking

Table 2-5

Part 2
TIS Levels and Integration Case Study Applicability

Responsibility for Design and Implementation

Local Integration Local Integration
TIS Level Category TICP requirement
Design Responsibility Implementation Responsibility

Part 3
TIS 1 RTA RTA Does not require a TICP

TIS 2 Developer to identify requirements RTA Requires a TICP

TIS 3A
Developer to identify requirements RTA Requires a TICP
(1,500 - 30,000 trips)

TIS 3B

Part 4
Developer Developer Requires a TICP
(more than 30,000 trips)

Table 2-6
TIS Levels and Integration Case Study Applicability

35
Introduction Part 1 Part 2 Part 3 Part 4
Dubai Transport Integration Manual

Introduction
Part 3 Local Integration Measures
Part 3 describes Local Integration Measures to be applied to the route types

Part 1
which are defined in Part 2.
The criteria for the application of Local Measures is shown in Table 2-4.
The first page of each Measure provides a descriptive overview, followed by key
transport integration goals and an overview of implementation good practice
guidance.

Part 2
The second page shows other related Local Integration Measures, relevant RTA
reference guidance, further selected reading, and two selected benchmark
reference case studies.

Part 3
Part 4
37
 Dubai Transport Integration Manual

LM1 Land Use and Development

Introduction

Goal for transport integration
-- Provide pedestrians with easy access to
attractions and transit nodes that address desire
lines
-- Safeguard and provide for integration for
alternative and potential future connections and
modes (e.g. motorcycle, cable car, PRT)
Part 1
-- Introduce pocket parks along the pedestrian and
cycling networks to create a quality pedestrian
experience
-- Promote passive surveillance and active
frontages
-- Create a network of pedestrian routes to ensure
seamless and universal accessibility

-- Encourage non-motorized transport, such as -- P

walking and cycling activities
-- Reduce risk of accidents through creating a
prioritised pedestrian active public realm
Summary guidelines for implementation
Planning
Part 2
rioritise locally and responsibly-sourced
furniture and materials that are durable and of
good quality
-- Consider introducing retail and commercial uses
within pedways
-- Utilise building frontage and active shading
measures to accommodate warm weather

-- Plan for mixed land uses that include retail conditions

and commercial components at street level, -- Consider building design in relation to micro-
Type providing active street frontage climatic conditions
-- Ensure that the land use mix creates a quality
Development planning
urban experience for pedestrians
Description -- Ensure that the land use plan allow for a public
realm that accommodate multi-modal streets
Part 3

Effective land use and development planning is

key to the provision of a high quality pedestrian
environment that addresses pedestrian routes and
integrates public transport. Through considered
provision for pedestrians and cyclists within and
between development parcels and key destinations
including public transport, the use of public spaces
and non-motorised mode will occur.
Part 4
-- Locate amenities and attractions within close
proximity to transport nodes
-- Engage with RTA in early planning stages to
examine optimal public transport routes
Design
-- Design engaging public spaces that promote

social activity and reflect local identity

-- Provide active street frontage
-- Co-locate active land uses and transport nodes

38
Dubai Transport Integration Manual
LM1 Land Use and Development
Key relevant Integration Measures
-- LM2 Footway Zone
-- LM6 Street Furniture
-- LM12 Modal Interchanges
-- LM13 Pedways
-- LM18 Smart Initiatives
RTA references for detailed guidance
-- Dubai Bus Network Manual, RTA, UAE, 2015
-- Dubai Rail Planning and Design Guidelines, RTA,
UAE, 2012
Suggested further reading
-- Abu Dhabi Urban Street Design Manual, Abu
Dhabi Urban Planning council, UAE, 2012
-- Mobility Hub Guidelines, Metrolinx – Government
of Ontario, Canada, 2011
-- Transit Sustainability Guidelines, American
Public Transportation Association, USA, 2011
-- Transit-Oriented Communities Design
Guidelines, Translink, Canada, 2012
-- Design Manual for Urban Roads and Streets,
Department of Transport, Tourism and Sport and
the Department of Environment, UK, 2013
-- Transit Passenger Facility Design Guidelines,
Translink, Canada, 2011
39
Introduction
Central St Giles, London, UK
Covering a 1 ha central London site three buildings
comprising high-density mixed-use development
with active retail space at ground level and a new
public plaza have been developed adjacent to a
new station on the new high capacity underground
Crossrail line.
Part 1
By taking advantage of a redevelopment
opportunity in this highly accessible location, and
orienting the site planning to maximise pedestrian
flow through the development, a high-value
scheme has been realised.
Part 2
Co-operative Master Plan, Manchester, UK
The scheme will act as a major catalyst for
investment, regeneration and job creation in the
area.
Part 3
Green transport systems are integral to the scheme
planning with the aim of making cycling, walking
and public transport the preferred options.
To improve the quality of the public realm, the
project carefully integrates the site’s historic
features and addresses the pre-existing street
pattern to maximise pedestrian legibility and direct
Part 4
routes.
 Dubai Transport Integration Manual

LM2 Footway Zone

Introduction

Goal for transport integration -- Use width standards in the Pedestrian Safety
and Mobility Action Plan for Dubai and the
-- Encourage the use of public transport by
standard cross section (R.O.W.) as referenced
pedestrians through creating a quality public
below
realm environment
Furnishing Zone
-- Provide easily accessible, direct, continuous and
safe footways -- On footways of 3+m, the furnishing zone should
be a minimum of 1.2m wide in order to create a
-- Allow easier access to landmarks, transport
Part 1

buffer between pedestrians and vehicles

nodes and attractions
-- W
ider zones should be considered when
-- Increase pedestrian activity
providing planting and seating areas or
-- Increase pedestrian safety gathering points
Summary guidelines for implementation -- P
rovide seating at regular intervals ensuring this
is tied to the provision of shade trees or other
General Guidance
shading structures
Part 2

Frontage Zone Through Furnishing -- Consider the maximum

Furnishing Through and minimum widths
Zone Zone Zonefor footway
available Zone zones to take account of Through Zone
factors such as: Frontage -- Maintain the continuity of the Through Zone
Zone
Type »» pedestrian volumes -- Ensure Through Zone is obstacle free
Infrastructure »» vehicle flows -- Minimise Through Zone grade-level variations in
»» loading activity relation to route type
Description
-- Consider introducing amenities and facilities -- Provide a minimum of 1.8m width to provide for
Part 3

The footways should be clearly demarcated into two people to walk comfortably side by side
three zones comprising: such as seating, lighting and landscaping
-- Ensure that footways consider the needs of the -- A wider Through Zone will be appropriate in
-- Furnishing Zone: is located between the kerb areas with higher pedestrian volumes or active
disabled groups and allow for universal access
and the through zone, and creates an important frontage zones e.g. café seating
to the footways
buffer between pedestrians and vehicles
-- Design Footway Zones to ensure thermally Frontage Zone
-- Through Zone: is dedicated for pedestrian
comfortable micro-climate by introducing
movement -- Provide a minimum of 0.6m Frontage Zone
shading, vegetation and passive cooling
Part 4

-- Frontage Zone: is the space between the
property line and the through zone
These zones contribute significantly to the
pedestrian experience by organising the footway
to provide a legible and efficient use of the space.
strategies -- Utilise the Frontage Zone to create active
footpath through introducing commercial uses
-- Consider introducing design elements such as
public art and pocket parks -- Use different finish material for Frontage Zone to
distinguish clearly from Through Zone
-- Ensure transit stops are accommodated without
compromising the Through Zone
40
Dubai Transport Integration Manual
LM2 Footway Zone
Key relevant Integration Measures
-- LM1 Land Use and Development
-- LM3 Signage and Wayfinding
-- LM4 Micro-climate
-- LM5 Softscape
-- LM6 Street Furniture
-- LM7 Hardscape
-- LM11 Universal Access
RTA references for detailed guidance
-- Pedestrian Safety and Mobility Action Plan for
Dubai, RTA, UAE,
-- Dubai Rail Planning and Design Guidelines, RTA,
UAE, 2013
-- PTA developer Guidelines: Sustainable Public
Transport- Bus Transport, RTA, UAE, 2015
-- Dubai Bus Masterplan Report, RTA, UAE, 2007
-- Dubai Smart Mobility Masterplan (existing
condition report), RTA, UAE, 2015
-- Standard cross section (R.O.W.), RTA, UAE
Suggested further reading
-- Transit Sustainability Guidelines, American
Public Transportation Association, USA, 2011
-- Integrated Public Transport Service Planning
Guidelines - Sydney Metropolitan Area,
Transport for NSW, Australia, 2013
-- Transit-Oriented Communities Design
Guidelines, Translink, Canada, 2012
-- Design Manual for Urban Roads and Streets,
Department of Transport, Tourism and Sport and
the Department of Environment, UK, 2013
41
Introduction
Sheikh Mohammed Bin Rashid Boulevard, UAE
This boulevard is a 3.5km street in the Downtown
Dubai district, connecting shopping, entertainment,
dining and hospitality attractions. It is located in
close proximity to major attractions including Burj
Khalifa and Dubai Mall.
This boulevard is designed as an attractive
Part 1
pedestrian environment with extensive active
frontage such as shops, cafés and restaurants
including seasonal outdoor dining.
Generous space provision, high quality materials
and the use of public art and landscaped spaces
create an attractive setting to encourage non-
motorized movement between attractions
Part 2
throughout the district.
Old Street Yard, London, UK
The project involved the redevelopment of an
entire block in London’s ‘Tech City’ district, with
priority given to the provision of new public open
space.
Part 3
The project improves circulation for pedestrians
and cyclists through the surrounding area, and
uses footway zone designation to demarcate space
along pedestrian desire lines to provide clear
public access and availability through the site.
Part 4

LM3 Signage and Wayfinding
Introduction
Part 1
Part 2
Type
Public Realm Design
Description
Part 3
Developing a clear signage and wayfinding system
facilitates improved accessibility and awareness
of destinations, amenities and services for both
residents and visitors. In developing a wayfinding
system, consideration should be given to the
design and placement of the signage to make it
accessible for all users, both within stations and in
the urban realm. A further key local consideration
Part 4
is the identification of walking or cycling routes
that take account of shading and crossing facilities,
as well as public transport is a key goal. Signage for
vehicles should follow TRA guidelines.
Goal for transport integration
-- Improve wayfinding and encourage more
pedestrian journeys
-- Integrate wayfinding across modes and
locations
-- Allow improved access to landmarks, transport
nodes and key destinations
-- Help identify continuous, comfortable, safe and
attractive transit routes for pedestrians and
cyclists to and from transit facilities and key
destinations
Summary guidelines for implementation
Signage Design
-- Utilise consistent design and branding for
wayfinding signage. Use colour and font to make
signage more legible.
-- Mapping should identify key routes and
destinations, all public transport stop and station
locations and other non-motorised facilities e.g.
cable car
-- Signage should be legible for all, including
persons with visual impairments and comply
with minimum font size and type requirements.
-- Mapping that faces the same way as the
user (facing ‘heads up’) make maps easier to
understand and use
-- Signage should use arrows and maps to
highlight direction of travel and locations of
transit stations, stops and key destinations
-- Signs should incorporate travel times to nearby
transit or destinations and focus on those within
42
Dubai Transport Integration Manual
500m or around 5 minute walk as well as further
afield on identified yet routes to help with
journey planning and decision making
-- Signs need to be placed at main attractions as
well within the 1.5km study area radius.
-- The use of digital information should be
considered, together with linkages to smart
technology
-- Signs should use common symbols to highlight
presence of other RTA transport facilities for
metro, bus, tram and waterbus
-- Provide wider information on the surrounding
area through use of “spider” maps to help with
connections to other destinations or transit
services within a 15 minute walk
Signage Placement
-- Place signs at regular intervals (as dictated by
the Dubai Signage Design Manual), orientated
to face pedestrians and the direction of travel
and located outside or beside transit stops
to facilitate further journey planning and
accessibility
-- Signs should be placed in the furnishing zone to
avoid creating a barrier to pedestrian and cyclist
movement or sightlines
-- Signs should be located at a height which is
visible for people to read standing, walking or
seated as per RTA guidance
-- When considering the placement of signage,
consideration should be given to the potential to
incorporate other signage such as traffic signs
etc.. to minimise signage clutter
Dubai Transport Integration Manual
LM3 Signage and Wayfinding
Key relevant Integration Measures
-- LM2 Footway Zone
-- LM6 Street Furniture
-- LM11 Universal access
-- LM18 Smart Initiatives
-- LM19 Educational and Communication
RTA references for detailed guidance
-- Guidelines for Design of Accessible Transport in
the Emirate of Dubai, RTA, UAE, 2008
-- Guidelines Planning and Design of Accessible
Infrastructure in Dubai, RTA, UAE, 2008
-- Bus Masterplan Dubai, RTA, UAE, 2007
-- Dubai Smart Mobility Masterplan (existing
condition report), RTA, UAE, 2015
-- Dubai Metro Signage Design Manual, RTA, UAE
Suggested further reading
-- PATH Planning Guidelines, Los Angeles County
Metropolitan Authority, USA, 2013
-- The Yellow Book, A prototype wayfinding
system for London, Transport for London, UK,
2007
-- Street Design Manual, New York City
Department of Transportation, USA, 2013
-- Transit-Oriented Communities Design
Guidelines, Translink, Canada, 2012
-- Design Manual for Urban Roads and Streets,
Department of Transport, Tourism and Sport and
the Department of Environment, UK, 2013
43
Introduction
Legible London, UK
Legible London is a wayfinding system designed
and implemented to help pedestrians find their
way around London.
The maps display journey times by showing 15
minute and 5 minute ‘walking circles’ and uses
‘heads-up’ maps orientated in the direction the
Part 1
user is looking.
At stations, signage is integrated with station signs
to minimise street furniture clutter.
Transport for London are prototyping the
integration of touch screen digital technology to
integrate interactive maps and other real time
Part 2
information services.
WalkNYC, New York City, USA
New York City’s system for pedestrian wayfinding
uses standard graphics and icons to encourage
public transport use and walking and through the
provision of directional information across modes.
Part 3
The system was developed as a response to a lack
of directional signage for pedestrians in contrast to
that provided for cars.
A cost-benefit assessment of the scheme centred
on the time savings to business through improved
journey times, and the scheme has broadened
Part 4
the reach of visitors and residents by opening up
new quarters of the city by presenting a trusted
wayfinding mechanism.

LM4 Micro-climate
Introduction
Goal for transport integration
-- Encourage walking and cycling within different
community areas and between transport nodes
and surrounding communities
-- Provide pedestrians and cyclists with thermally
comfortable experience
Part 1
Summary guidelines for implementation
Strategies
-- Provide shading elements along the primary
pedestrian and cycling networks within
neighbourhoods and the networks that connect
the transport nodes with their surrounding
communities
Part 2
-- Locate pedestrian and cycling routes such that
the utilisation of surrounding buildings shadow
cast is maximised
Type
-- Utilise trees and/or structural elements as
Public realm design shading means for pedestrian and cycling
networks
Description
-- Orient buildings to utilise shading and take
Part 3
Providing a thermally comfortable environment is
advantage of prevailing winds, orientation is a
a critical factor in promoting walking and cycling.
reflection of good design and not a mandatory
This is also essential to encourage people to walk
requirement
or cycle to access transport nodes within their
neighbourhoods and communities. The various -- Orient pedestrian and cycling routes taking into
account the wind direction to utilise the breeze
design elements that contribute to improving the
for creating a more pleasant micro-climate
public realm’s micro-climate conditions should be
carefully considered for all pedestrian routes.
Part 4
44
Dubai Transport Integration Manual
Design
-- Based on best practice (LEED Guidance USA),
it is recommended that at least 75% of the
footway through zone is shaded during the
hours 10:00AM to 3:00PM on the days June, 21st
(solstice) and March, 21st (equinox)
-- Provide shading for street seating and transport
stops as well as within pocket parks along routes
-- Consider building placement or design to
provide passive shading or active shading via
galleries, awnings etc.. for internal and external
routes
-- Consider provision of shading structures e.g.
pergolas where planting is not viable
-- Consider using evaporative cooling strategies to
improve the thermal conditions of the pedestrian
and cycling networks by providing water
features
-- Specify finish materials that have a minimum
Solar Reflectance Index (SRI) of 29 for pavement
and 78 for shading structures to minimise the
Heat Island effect (LEED Guidance USA)
-- Priorities locally and responsibly-sourced
shading structures and materials that are
durable and tolerant of the local climate
conditions
-- Prioritise shading plant species that are native /
adaptive, saline-tolerant and have low irrigation
demand
-- Ensure that the shading elements and vegetation
blend with the surrounding environment and
contribute to placemaking
Dubai Transport Integration Manual

LM4 Micro-climate

Introduction
Key relevant Integration Measures Clarke Quay, Singapore
-- LM1 Land Use Development Clarke Quay is a unique riverside mall with covered
-- LM2 Footway Zone streets and outdoor spaces, creating a seamless,
comfortable space for visitors, in Singapore’s hot
-- LM5 Softscape
and humid climate.
-- LM6 Street Furniture
A fabric canopy was designed that sits above the
-- LM7 Hardscape
mall’s pedestrian walkways. Made of resilient and

RTA references for detailed guidance
-- Pedestrian Safety and Mobility Action Plan for
Dubai, RTA, UAE
-- Green Building Regulations and Specifications,
RTA, UAE
Suggested further reading
Part 1
recyclable material, it deflects heat and diffuses
sunlight – reducing the ambient temperature and
the need for artificial lighting in the day. In addition,
air blowers are installed to expand the passage of
breezes from the river into the mall.
The result is an ‘urban forest’ in the heart of the
city that is as comfortable as an air-conditioned

-- Abu Dhabi Urban Street Design Manual, Abu
Dhabi Urban Planning council, UAE, 2012
-- Mobility Hub Guidelines, Metrolinx – Government
of Ontario, Canada, 2011
-- Transit Passenger Facility Design Guidelines,
Translink, Canada, 2011
Part 2
glass covered atrium, and more energy-efficient.
Marina Bay Waterfront Promenade, Singapore
Singapore’s tropical climate, outdoor areas are
often of limited use due to the harsh sun and high
humidity.

-- Manual for Streets, Department for Transport,
UK, 2007
-- Transit-Oriented Communities Design
Guidelines, Translink, Canada, 2012
-- LEED, Leadership in Energy & Environmental
Design Guidance USA 2015
Part 3
To address this, street furniture and structures
designed to help to reduce the ambient
temperature and humidity levels were installed.
This includes a 250m-long street sculpture with
cooling misters.

Part 4
45
 Dubai Transport Integration Manual

LM5 Softscape
Introduction

Goal for transport integration Urban Experience

-- Encourage the use of public transport by
pedestrians
-- Improve the quality of the public realm
-- Create legible and clearly defined footway
zones, facilities and public spaces
Part 1
-- Utilise softscape to create engaging and locally
distinct environments for the public spaces to
promote social activity and reflect local identity
-- Introduce pocket parks along the pedestrian
and cycling networks and ensure these have
the appropriate plant species to create a quality

-- E
ncourage more pedestrian trips and encourage experience
connections to main attractions by pedestrians
-- Consider using highest water demand landscape
-- Contribute to the thermal comfort of pedestrian treatments within higher intensity usage areas,
networks such as primary routes, where they will have the
most visual impact and provide most amenity,
Summary guidelines for implementation
while lower water demanding landscapes should
Function and Synergy be provided in areas of lower functional intensity
Part 2

-- P
rioritise shading and softscape design such as secondary and tertiary routes
strategies
Irrigation
-- Apply a planting theme to assist in defining
Type walking and cycling routes to aid wayfinding -- Select native and/or adaptive plant species that
are drought tolerant and have irrigation demand
Public realm design -- Ensure softscape design contributes to a thermal
less than 4 l/sq.m (LEED Guidance USA)
comfort strategy in the public realm with
Description particular regard to shading and evaporative -- Specify efficient irrigation methods and
appropriate water monitoring scheme for
Part 3

The introduction of variety of intensity and type cooling

of softscape species is key element in creating a
pleasant walking environment and public realm
experience, by providing visual amenity, framing
and demarcating public space and contributing to
shading and micro-climatic enhancement.
Softscape
-- Ensure that the softscape design contributes
to the legibility of public realm spaces and
addresses security considerations such as
maintaining clear lines of sight and allowing for
passive surveillance

Existing relevant RTA guidance is noted opposite. -- Utilise vegetation to create a buffer between
footway zone and surrounding roads and
Part 4

parking surfaces and/or buildings

46
Dubai Transport Integration Manual
LM5 Softscape
Key relevant Integration Measures
-- LM2 Footway Zone
-- LM4 Micro-climate
-- LM6 Street Furniture
-- LM7 Hardscape
-- LM17 Managing Cars
RTA references for detailed guidance
-- Pedestrian Safety and Mobility Action Plan for
Dubai, RTA, UAE,
-- Dubai Smart Mobility Masterplan (existing
condition report), RTA, UAE, 2015
Suggested further reading
-- Abu Dhabi Urban Street Design Manual, Abu
Dhabi Urban Planning council, UAE, 2012
-- Transit Sustainability Guidelines, American
Public Transportation Association, USA, 2011
-- Manual for Streets, Department of Transport,
UK, 2007
-- Transit-Oriented Communities Design
Guidelines, Translink, Canada, 2012
-- Design Manual for Urban Roads and Streets,
Department of Transport, Tourism and Sport and
the Department of Environment, UK, 2013
-- T
ransit Passenger Facility Design Guidelines,
Translink, Canada, 2011
-- LEED, Leadership in Energy & Environmental
Design Guidance USA 2015
47
Introduction
Greener Grangetown, Cardiff, UK
A series of softscape measures were identified with
the aim of improving community engagement and
connecting the urban realm of the city with the
surrounding landscape and seaside location.
The design used softscape elements to provide
green links through the city, river, bay and green
Part 1
spaces and provide engaging pedestrian footways,
resulting in an enhanced public realm.
Part 2
St Peter’s Square Redevelopment, Manchester,
UK
The redevelopment of the square is part of a
city centre regeneration programme, which
Part 3
incorporates a new a tram crossing.
The softscape was designed to create an engaging
public realm and improve the quality of the
surrounding pedestrian network.
Trees and shrubs were introduced to create
shaded seating areas, while previous groundcover
materials contributed to a Sustainable Urban
Part 4
Drainage System (SUDS) design.
 Dubai Transport Integration Manual

LM6 Street Furniture

Introduction

Goal for transport integration Selection and Design

-- Reduce clutter, encourage walking and cycling
within communities, between transport nodes
and key attractions and destinations
-- Provide appropriate and coordinated
information e.g. signage, and amenity e.g.
seating, public art
Part 1
-- Street furniture should ideally be designed in
order to blend with and enhance overall public
realm design
-- Ensure all street furniture items are located in
areas that are not prone to damage by vehicles
-- T
he design selection of street furniture

-- Improve and contribute to placemaking and the
quality of the public realm
Summary guidelines for implementation
Placement
-- Street furniture should be provided within the
furnishing zone at regular intervals (200m
Part 2
components should take account of:
»» maintenance requirements
»» climatic tolerance
»» locally and responsibly-sourced materials
»» finish materials that have a minimum Solar
Reflectance Index (SRI) of 29 (LEED Guidance
USA)

or closer), or within the frontage zone if the

furnishing zone is too narrow to accommodate
the street furniture
Type
-- Ensure that the street furniture does not
Public realm design obstruct the footway clear zone
Description -- Optimise the number of street furniture items to
avoid cluttering the highway
Part 3

Street furniture elements can fulfil an aesthetic

as well a functional purpose, both of which are
important to encourage walking, cycling and
creating a sense of place. Various strategies should
be considered such as the dual use of traffic
control furniture and public art. Uncoordinated or
ineffective placement will cause conflicts and visual
and physical clutter. Street furniture placement
Part 4
-- Maintain the balance between the different
street furniture items and provide the
appropriate mix to serve various pedestrian
needs
-- T
he placement of street furniture must take
account of:
»» pedestrian flow

should be coordinated with the provision of shaded »» available footway width

areas using a combination of both natural and
»» requirements for parking and loading
man-made treatments to enhance the use of open
spaces.

48
Dubai Transport Integration Manual
LM6 Street Furniture
Key relevant Integration Measures
-- LM2 Footway Zone
-- LM3 Signage and Wayfinding
-- LM5 Softscape
-- LM7 Hardscape
-- LM13 Pedways
-- LM18 Smart Initiatives
RTA references for detailed guidance
-- Pedestrian Safety and Mobility Action Plan for
Dubai, RTA, UAE,
-- Dubai Smart Mobility Masterplan (existing
condition report), RTA, UAE, 2015
Suggested further reading
-- Abu Dhabi Urban Street Design Manual, Abu
Dhabi Urban Planning council, UAE, 2012
-- Streetscape Guidance Manual, TFL, UK, 2009
-- Transit Sustainability Guidelines, American
Public Transportation Association, USA, 2011
-- Manual for Streets, Department of Transport,
UK, 2007
-- Transit-Oriented Communities Design
Guidelines, Translink, Canada, 2012
-- Design Manual for Urban Roads and Streets,
Department of Transport, Tourism and Sport and
the Department of Environment, UK, 2013
-- LEED, Leadership in Energy & Environmental
Design Guidance USA 2015
49
Introduction
King Street Reconstruction, Ontario, Canada
This pedestrian-oriented design is achieved
through the provision of increased footway width,
high quality street furniture, rolled kerbs and
removable bollards.
A key street corner used as a meeting point has
been refurbished with additional benches and
Part 1
public art to become an attractive, interactive
public space for programmed events.
The combination of bright street lights, planters
containing recessed lighting, and street trees
illuminated by uplighting has contributed to an
environment where people feel comfortable
walking at night.
Part 2
Leicester Square Refurbishment, London, UK
Leicester Square is a largely pedestrian space and
a visitor attraction.
The refurbishment of the space incorporated
Part 3
integrated paving across the square, it’s gardens
and side streets to unify the space visually, as well
as providing a granite ribbon around the square
creating a new tier of seating for visitors to stop
and enjoy the setting.
Enhancing both the visual setting and the amenity
of the space has been seamlessly accomplished
Part 4
through this simple and effective scheme.

LM7 Hardscape
Introduction
Part 1
Part 2
Type
Public realm design
Description
Part 3
The hardscape element of the public realm plays
both a functional and aesthetic in the creation
of a safe and comfortable surface treatment for
people, and in improving the quality of the public
realm. A careful design can create synergies
between hardscape elements and other public
realm features providing a unified and legible
environment that encourages the use and
Part 4
occupation of public space.
The introduction of water features and street
furniture can contribute to thermal cooling and
placemaking often providing for commercial and
placemaking opportunities.
Dubai Transport Integration Manual
Goal for transport integration Material Selection
-- Create durable level and clearly defined -- Ensure the selected hardscape finishes and
connections for pedestrians and cyclists surfaces consider pedestrian safety
-- Facilitate the pedestrian journey, linking and key -- Consider locally and responsibly-sourced
attractions to destinations materials that are durable, have low-embodied
energy and are tolerant of the local climate
-- Facilitate safe and comfortable streetscape
conditions
-- Assist in wayfinding and Inclusive Design
-- Consider using hardscape materials that
principles
increase permeability and reduce surface water
-- Create an aesthetically appealing environment runoff
-- Provide ‘start-to-finish’ continuous access -- Choose materials and finishes that ensure
longevity of the project and require minimum
Summary guidelines for implementation
maintenance
-- Implementation should reference existing RTA
-- Specify finish materials that have a minimum
guidance in the Pedestrian Safety and Mobility
Solar Reflectance Index (SRI) of 29 for pavement
Action Plan for Dubai as well as other best
(LEED Guidance USA)
practice
-- Consider using materials that have standard or
Function
widely recognised construction techniques
-- Use contrasting textures, patterns and colours to
differentiate between vehicular, pedestrian and
shared surface areas, to assist wayfinding and
route definition
-- Utilise hardscape finishes to clearly define
different footway zones and links to surrounding
transit nodes and facilities
-- Design hardscape elements to provide coherent
public realm design, and blend with the
surrounding architectural style
-- Consider using hardscape elements such as
steps, planters and plinths for creating public art
opportunities
50
Dubai Transport Integration Manual

LM7 Hardscape

Introduction
Key relevant Integration Measures Regents Place Master Plan, London, UK
-- LM2 Footway Zone The design provided a continuous pedestrian
-- LM4 Micro-climate environment, high quality paving, and bespoke
street furniture to provide a unified ‘look and feel’
-- LM5 Softscape
for the area including the development’s name.
-- LM6 Street Furniture
Street furniture has been carefully designed to
-- LM11 Universal Access
serve multiple purposes, such as planters that

-- LM17 Managing Cars
RTA references for detailed guidance
-- Pedestrian Safety and Mobility Action Plan for
Dubai, RTA, UAE
-- Dubai Smart Mobility Masterplan (existing
condition report), RTA, UAE, 2015
Part 1
provide raised street tree planters where tree pits
were not possible that also provide both public
seating and wayfinding signage.
The ‘branding’ of this private development that
allows public access also provides the area with an
identity that aids wayfinding, sense of place and
development land value.

Suggested further reading
-- Abu Dhabi Urban Street Design Manual, Abu
Dhabi Urban Planning council, UAE, 2012
-- Transit Sustainability Guidelines, American
Public Transportation Association, USA, 2011
-- Manual for Streets, Department of Transport,
Part 2
Letchworth Street-Scene Improvements, UK
The project to created a family-friendly, accessible
Street-scene, linking two new shopping centres
in Letchworth town centre. The original street
link was cluttered, tired-looking and confusing,

Part 3
UK, 2007
especially for motorists.
-- Transit-Oriented Communities Design
Guidelines, Translink, Canada, 2012 Spaces have been opened up for public use, and
the area is aesthetically far more pleasing with
-- Design Manual for Urban Roads and Streets,
stone surfaces and bespoke features such as water
Department of Transport, Tourism and Sport and
fountains and planting.
the Department of Environment, UK, 2013
-- LEED, Leadership in Energy & Environmental

Part 4
Design Guidance USA 2015

51

LM8 Traffic Calming and Speed Reduction
Introduction
Part 1
Part 2
Type
Infrastructure
Description
Part 3
Providing a safe environment for road and
pedestrian users is essential for creating a more
attractive public realm, and encouraging walking
and cycling. The introduction of infrastructure
traffic calming measures at key locations will help
reduce traffic speeds and promote safer routes
for all users between transport facilities and key
destinations.
Part 4
Particularly appropriate in residential areas, traffic
calming can achieved in urban areas which can also
regulate traffic flow better between junctions.
Goal for transport integration
-- Reduce vehicle speeds
-- Reduce conflicts between vehicles, cyclists and
pedestrians
-- Provide safe pedestrian and cyclist routes to and
from transport facilities and key destinations
-- Encourage walking and cycling
Summary guidelines for implementation
-- The catchment area for the consideration and
provision of these measures is within the study
area and dependent on opportunities along key
routes
-- The type of crossing or calming measure
that can / should be used is to be decided in
conjunction with RTA
-- Create narrower road lanes to cause motorists
to reduce speeds, creating a safer road
environment
-- Consider introducing traffic islands and
pedestrian refuges, with hatched road markings,
to narrow effective road width and prevent
overtaking
-- Introduce vertical deflectors at appropriate
locations along key pedestrian and cyclist routes
including speed humps, speed tables, raised
crossings and raised junctions to reduce traffic
speeds and increase driver awareness of other
road users
-- Provide clear signage to advise motorists that
speed humps, raised tables and crossings are
present
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Dubai Transport Integration Manual
-- Introduce horizontal deflectors such as chicanes
and medians to slow traffic and provide more
space for landscaping, pedestrian and cyclist
facilities in the middle of the road
-- Reducing corner radii will promote slower
vehicle cornering and increase safety for on-
street cyclists and pedestrians by reducing the
risk of high speed turns. Corner radii should
be designed with a minimum 2m radius and
maximum 5m radius
-- Raised tables should be considered at side roads
and vehicle crossovers to maintain pedestrian
step-free access and encourage drivers to give
priority. “The Pedestrian Safety & Mobility Action
Plan for Dubai” should be referred to
-- Curb extensions should be used to provide
additional space for on-street parking bays,
space for cycle lanes or landscaping
-- Gateways should be used at entrances to low
speed, shared streets to slow entering vehicles
and discourage vehicle through traffic. Other
measures should used along with the gateway
including kerb extensions and a raised crossings,
to give priority to pedestrians
Dubai Transport Integration Manual
LM8 Traffic Calming and Speed Reduction
Key relevant Integration Measures
-- LM2 Footway Zone
-- LM6 Street Furniture
-- LM7 Hardscape
-- LM10 Pedestrian Crossings
-- LM18 Smart Initiatives
RTA references for detailed guidance
-- Traffic Calming Devices Manual, RTA, Dubai,
UAE
-- Guidelines for Design of Accessible Transport in
the Emirate of Dubai, RTA, UAE, 2008
-- Pedestrian Safety and Mobility Action Plan for
Dubai
Suggested further reading
-- Transit Sustainability Guidelines, American
Public Transportation Association, USA, 2011
-- Street Design Manual, NYC Department for
Transport, USA, 2013
-- Manual for Streets, Department for Transport,
2007
-- Abu Dhabi Walking and Cycling Master Plan,
Abu Dhabi Department of Transport, UAE
-- Abu Dhabi Urban Street Design Manual, Abu
Dhabi Urban Planning Council, UAE
-- PATH Planning Guidelines, Los Angeles County
Metropolitan Authority, USA, 2013
-- Street Design Manual (New York City -
Department of Transport)
-- Traffic calming measures for bus routes,
Transport for London, UK, 2005
53
Introduction
Downtown Brooklyn Traffic Calming, NY, USA
One of the largest traffic calming strategies in
North America for the neighbourhood around
downtown Brooklyn to create safer, more walkable
streets.
The project redefined the streets of Downtown
Brooklyn as places for people, not just cars.
Part 1
Enhanced crossings, kerb extensions, narrower
travel lanes, and bicycle facilities were all
introduced through a collaborative planning
process with the local community.
Part 2
Exhibition Road, London, UK
This concept of this shared space scheme in central
London was underpinned by careful assessment
of the performance of the link in terms of traffic
capacity. Once a dual-2 link with parking along
Part 3
its length, analysis showed that the traffic volume
could be served by a single carriageway in either
direction were other vehicular activities removed.
Give the large volumes of visitors to museums
along this road, a shared surface scheme was
developed - removing level changes and road
markings changes the balance of priorities
Part 4
and drivers negotiate access at lower speeds.
Operational for a number of years the scheme is
celebrated as a success and is the UK’s largest
shared surface scheme.

LM9 Lighting
Introduction
Part 1
Part 2
Type
Public realm design
Description
Part 3
Lighting for pedestrians is essential to facilitate the
movement of people in the hours of darkness and
promote safety and personal security.
Quality lighting can create a safe environment for
pedestrians and transport users to easily navigate
in low light conditions and enhance the amenity
of public spaces, encouraging movement and
enjoyment at night.
Part 4
Lighting can be used to add visual character to the
streetscape by highlighting interesting building
façades, art work and monuments. Creating an
improved journey experience for pedestrians and
public transport users and encouraging people to
use public space in the hours of darkness.
Goal for transport integration
-- Providing a safe environment for pedestrians
and transport users in the hours of darkness
-- Encouraging the use of public transport facilities
-- Improving the attractiveness of public spaces
Summary guidelines for implementation
-- Ensure that illumination levels in the public
realm and within transit stations are within the
recommended levels, as detailed in international
standards such as IESNA
-- Entrances to transport stations and buildings or
at stairs, ramps or crossings should be well lit to
enable safe usage of the facilities and increase
visibility.
-- Lights should be provided at even walking
distances along paths to ensure even and
adequate visibility for pedestrians, cyclists or
other transport users
-- Developers should coordinate the design of
lighting in terms of style and material to fit in
with local streetscape furniture or district styling
-- Height of street lighting columns should be
consistent and should consider the surrounding
land uses, street furniture and street frontage
-- All lighting should be non-glare and minimise
the creation of shadow or reflection
-- Lighting should be shielded to limit light spill to
the sky
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Dubai Transport Integration Manual
-- Consider the use of energy efficient lights and
the potential for the use of motion activated
lights if appropriate for the area
-- Lighting design should be integrated with
wayfinding and signage design and placement
-- Select low-glare materials and finishes for
signage and street furniture
-- Ensure that lighting placement and illumination
levels do not obstruct, or cause reflections on,
the street surveillance equipment vision such as
CCTV cameras
-- Consider reducing non-essential lighting BU
levels at least 30% after transit stations closing
hours to reduce energy consumption and
minimise environmental impact
-- Consider using high light-reflectance matte
finishes to diffuse light better, improve
brightness and minimise energy consumption
-- Consider utilising daylighting strategies such as
building orientation, windows locations and sizes
and incorporating skylights, to illuminate transit
facilities during the day
-- International guidelines for the lux rating of
lighting by application type should be used
Dubai Transport Integration Manual

LM9 Lighting

Introduction
Key relevant integration measures Tyndall Street Footbridge, Cardiff, UK
-- LM3 Signage & Wayfinding The bridge was designed as an all access
-- LM5 Softscape footbridge to provide access across a railway for
pedestrians, cyclists and wheelchair users, and has
-- LM6 Street furniture
become a key element in the regeneration of an
-- LM7 Hardscape area of Cardiff city centre.
-- LM11 Universal Access
The design of the bridge and in particular the

-- LM12 Modal Interchanges
RTA references for detailed guidance
-- Guidelines for Design of Accessible Transport in
the Emirate of Dubai, RTA, UAE, 2008
Suggested further reading
-- Abu Dhabi Urban Street Design Manual, Abu
Part 1
use of lighting together with the use of different
materials, complements the design to create
a simple but pleasing solution to facilitate and
encourage pedestrian movement at night. The
use of quality lighting provides an open feel to the
footbridge, creates a visual attraction in itself that
aides wayfinding.

Dhabi Urban Planning council, UAE, 2012
-- PATH Planning Guidelines, Los Angeles
metropolitan Transportation Authority, USA,
2013
-- Streetscape Guidance, TfL, 2005
Part 2
Grote Markstraat, Den Haag, Netherlands
As a part of a redevelopment plan in the city
centre, lighting elements were designed as public
art floating above the three main junctions of the
street.

Part 3
Uniting form and function, structure and lighting,
the scheme is also an example of interactive
architecture. The chandeliers connect the public
to the environment, as the lighting responds to the
direction, velocity and quantity of people on the
street. The scheme creates a sense of arrival and
identity for the district.

Part 4
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 Dubai Transport Integration Manual

LM10 Pedestrian Crossings

Introduction

Goal for transport integration -- Provide crossing points along desire lines to
ensure convenient pedestrian accessibility
-- Prioritise for pedestrian and cycling modes of
according to opportunity
transport on direct routes
-- A ‘rule of thumb’ guideline for placement
-- Provide continuous and safe routes to
intervals is 200m, dependent on opportunity,
encourage non-motorised trips
demand and constraints of road capacity
-- Prevent communities and neighbourhoods from however detailed requirements are provided in
fragmenting along roads and transit corridors
Part 1

the Pedestrian Safety and Mobility Action Plan

-- Improve safety for Dubai
-- Ensure that pedestrian movement at crossing is
Summary guidelines for implementation
direct and avoid staggered crossings
-- Ensure crossing points link pedestrian and cycle
-- Consider providing refuge islands where streets
routes and match desire lines where possible
are wide and/or walking distances may be
-- Examine opportunities to provide shading at difficult to cover in single pedestrian movement
Part 2

pedestrian waiting areas

-- Consider reducing the size of the corner radii
-- Provide marked crossings to enhance visual to 5m to promote lower vehicle speeds and
presence and alert drivers reduced crossing distances
Type -- Remove obstacles to enhance driver visibility of
Public realm and infrastructure pedestrians in crossing vicinity
-- Use traffic lights that are equipped with features
Description to assist hearing and sight impaired pedestrians
Part 3

Pedestrian crossings that are integrated with to use without further assistance
the surrounding pedestrian network, taking into -- Provide lighting at crossings for night visibility
account desire lines and the need for universal
-- RTA Guidance for accessible design guidelines
access, provide safe and continuous routes for
should be adhered to in all crossing design
pedestrians and cyclists. Extensive RTA guidance
preparation -dropped kerbs and tactile surfacing
is available and must be adhered to in crossing
are provided at all crossings if raised crossings
provision.
are not provided
Part 4

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Dubai Transport Integration Manual
LM10 Pedestrian Crossings
Key relevant Integration Measures
-- LM2 Footway Zones
-- LM3 Signage and Wayfinding
-- LM6 Street Furniture
-- LM8 Traffic Calming and Speed Reduction
-- LM11 Universal Access
-- LM17 Managing Cars
RTA references for detailed guidance
-- Dubai Pedestrian and Cyclist Design Manual,
RTA, UAE
-- Pedestrian Safety and Mobility Action Plan for
Dubai, RTA, UAE
-- Guidelines for the Planning and Design of
Accessible Infrastructure in the Emirate of Dubai,
RTA, UAE, 2008
Suggested further reading
-- Transit Sustainability Guidelines, American
Public Transportation Association, USA, 2011
-- Guidelines for Providing Access to Public
Transportation Stations, National Academy of
Sciences. USA, 2012
-- Transit-Oriented Communities Design
Guidelines, Translink, Canada, 2012
-- Design Manual for Urban Roads and Streets,
Department of Transport, Tourism and Sport and
the Department of Environment, UK, 2013
-- Manual for Streets, Department for Transport,
UK, 2007
57
Introduction
Belgrave Road, Leicester, UK
The design improves pedestrian priority along
the road through implementation of a low-speed
environment whilst maintaining vehicular capacity
and including the needs of vulnerable highway
users.
Urban realm improvements a are design priority,
Part 1
including reducing clutter, creating more shop
frontage space, encouraging increased dwell time
and improved amenity value.
Part 2
Oxford Circus Pedestrian Crossing, London, UK
The scheme features an innovative diagonal
‘scramble crossing’ arrangement due to the very
high pedestrian and vehicle demand.
Part 3
The junction is dominated by pedestrians and is
extremely busy at most times of the day.
At the busiest times, over 40,000 pedestrians
pass through the junction which includes those
accessing the London Underground station.
The new diagonal crossings are the centrepiece of
the scheme and average walk times through the
Part 4
junction and pedestrian congestion were reduced
allowing many pedestrians to undertake a single
crossing movement rather than use two.
 Dubai Transport Integration Manual

LM11 Universal Access

Introduction

Goal for transport integration -- Provide step-free access at transit facilities

-- Provide inclusive transit facilities and public -- Design the entrances of the public amenities and
realm transport facilities to be easily accessed by the
disabled
Summary guidelines for implementation -- Provide appropriate wayfinding and signage
Footway Design for the disabled and that can respond to their
-- Design footway zones and pedways to be direct, different needs including visual, audio and
Part 1

obstacle-free, step-free and safe for the disabled tactile interfaces

-- Key routes should adhere to accessible
infrastructure guidelines
-- Provide ramps, handrails and escalators and/or
lifts where level changes are unavoidable
-- Consider sufficient width to cater for
Part 2
-- Provide drop-off areas and dedicated on-street,
off-street and Park and Ride parking spaces
for the disabled and ensure these are located
close to entrances and directly connected to the
community facilities and transit nodes
-- Ensure parking and crossings are appropriately

wheelchairs and disabled persons’ movement

designed against existing guidance
and manoeuvring
-- Ensure smart technologies provide for the
-- Utilise surface treatments and tactile surfaces to
disabled, in particular audio and visual
Type provide legible footways, crossings and facilities
impairment
considering the different needs of the disabled
Public realm and facilities design
Facilities Design
Description
-- Ensure 500 meters around public transport
Part 3

Providing access for all the community groups

including the disabled is essential. RTA has
prepared extensive guidance for different modes
and facilities which should be referred to and
considered as necessary to create an inclusive
public realm and transit infrastructure.
Part 4
nodes and main attractions are barrier-free and
follow the below and referenced guidance for
provision on key routes
-- Ensure that universal design principles are used
to inform the design of all transit facilities
-- Ensure that transit station spaces are barrier-free
and include redundancies in their design to offer

multiple alternatives for disabled people

-- Consider providing passenger assistance
through stations attendants with accessibility
training

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Dubai Transport Integration Manual
LM11 Universal Access
Key relevant Integration Measures
-- LM2 Footway Zone
-- LM3 Signage and Wayfinding
-- LM6 Street Furniture
-- LM13 Pedways
-- LM15 Providing for Buses
-- LM18 Smart Initiatives
RTA references for detailed guidance
-- Guidelines Planning and Design of Accessible
Infrastructure in the Emirate of Dubai, RTA, UAE,
2008
Suggested further reading
-- Manual for Streets, Department of Transport,
UK, 2007
-- Abu Dhabi Urban Street Design Manual, Abu
Dhabi Urban Planning council, UAE, 2012
-- Mobility Hub Guidelines, Metrolinx – Government
of Ontario, Canada, 2011
-- Design of On-street Transit Stops and Access
from Surrounding Areas, American Public
Transportation Association, USA, 2012
-- Integrating Land Use And Transport, NSW
Department of Urban Affairs and Planning,
Australia, 2001
59
Introduction
Clapham Station, London, UK
Major works at Clapham Junction Station
were undertaken as part of the Department
for Transports “Access for All” Programme; a
nationwide undertaking to provide step free access
to all parts of the UK rail network.
The interchange previously relied on stairs for
Part 1
interchange.
The design response to decreasing interchange
time, pedestrian connection and providing
universal access was high-capacity lifts and
elevated walkways.
Part 2
Translink - Access Transit Project, Canada
The Project reviewed every aspect of the entire
transit system that affects people’s travel choices,
including physical barriers, information and service
supply.
Part 3
As a part of Access Transit, TransLink reviewed
the entire transit fleet of vehicles and facilities
to ensure that these allow for universal access
and cater for the different needs of the impaired
passengers.
Based on the assessment’s findings, TransLink
Part 4
developed and adopted Universal Accessibility
Guidelines, and has been working towards the
implementation of those guidelines on all new
transit vehicles, new and existing bus stops,
stations, rail lines, and transit terminals.

LM12 Modal Interchanges
Introduction
Part 1
Part 2
Type
Public realm design and operation
Description
Part 3
Integrating different transit modes and providing
clear and legible routes for pedestrians to access
these is essential for creating an effective and
convenient public transit network. As such,
facilities designed to serve as modal interchanges
should allow for seamless integration between
different transit modes, and also be integrated
within the public realm to provide for pedestrian
Part 4
amenity. Modal interchanges are key opportunity
areas to create unique places that can also provide
commercial opportunities.
Goal for transport integration
-- Provide users with convenient access between
public transport systems and nodes
-- Improve the quality of transit services and
facilities
-- M
inimize walking time and provide direct
connections in interchange design
-- Minimize ‘transfer penalties’ by providing direct,
legible routes and clear sight lines
-- Create opportunities for revenue generation
(e.g. kiosks) through land value capture and
placemaking
-- Provide commuters with convenient access
between main nodes and attractions
-- Create unique integrated public spaces
Summary guidelines for implementation
Mode Provision
-- Demand for different modes should be assessed
with RTA
-- Identify the need for internal systems to support
main public transport nodes provided by RTA
Facilities Design
-- Integrate cycle network and provision for
cyclists e.g. cycle lanes, bicycle racks to modal
interchanges
-- Assess needs and opportunities to integrate
other last mile networks and mode parking
provision to modal interchanges (taxis, car
sharing, motorbikes, and other new modes e.g.
electric vehicles, cable cars).
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Dubai Transport Integration Manual
-- Ensure that all modal interchanges and
surrounding facilities provide universal access
-- Ensure primary pedestrian networks are shaded
and modal interchanges are designed to
maintain thermally comfortable environment
-- Integrate retail and commercial components to
offer users better experience, generate revenue,
and capture land value
-- Location of facilities should be considered to
minimise interchange distances and provide
clear routing between modes
-- Public realm enhancements should be
considered a priority for interchange such as
seating, waiting and shading
Operations
-- Seamless ticketing systems, and other smart
technologies e.g. Real Time Passenger
Information including provision of service
timings across modes and smart-phone apps
can improve the level of service within modal
interchanges and to offer a quality experience
-- Examine potential for synchronisation of public
transport services to minimise waiting time,
accounting for interchange time
Managing Vehicles
-- co-locate stops/stations with car and taxi drop-
off points, car sharing areas and parking spaces
for cars, cycles and motorcycles
-- Ensure that on-street parking does not interrupt
transit operations, pedestrian routes or sightlines
through careful parking placement
Dubai Transport Integration Manual
LM12 Modal Interchanges
Key relevant Integration Measures
-- LM1 Land Use and Development
-- LM2 Footway Zone
-- LM3 Signage and Wayfinding
-- LM4 Micro-climate
-- LM6 Street Furniture
-- LM13 Pedways
RTA references for detailed guidance
-- Dubai Rail Planning and Design Guidelines, RTA,
UAE, 2013
-- PTA developer Guidelines: Sustainable Public
Transport- Bus Transport, RTA, UAE, 2015
-- Dubai Bus Masterplan Report, RTA, UAE, 2007
-- Dubai Bicycle Master Plan, RTA, UAE, 2008
-- Dubai Smart Mobility Masterplan (existing
condition report), RTA, UAE, 2015
Suggested further reading
-- Transit Sustainability Guidelines, American
Public Transportation Association, USA, 2011
-- Integrated Public Transport Service Planning
Guidelines - Sydney Metropolitan Area,
Transport for NSW, Australia, 2013
-- Transit Passenger Facility Design Guidelines,
Translink, Canada, 2011
-- Integrating Land Use And Transport, NSW
Department of Urban Affairs and Planning,
Australia, 2001
61
Introduction
Coleshill Parkway Multi-modal Interchange, UK
The aim of the project was to develop a high-
quality public transport interchange to improve
access to the national rail network, integrate
bus and rail services and enhance transport
connections with Birmingham International Airport
and the National Exhibition Centre.
Part 1
Coleshill Parkway has contributed to a reduction in
traffic congestion on the local road network, with
approximately 450,000 vehicle km removed in the
first year of operation.
Part 2
Barnsley Interchange, Yorkshire, UK
This new transport interchange delivered as part
of the Remaking Barnsley Master plan, and was
a key project designed to improve sub-regional
connectivity.
Part 3
The Interchange has provided an easy access
‘gateway’ into the town, as well as incorporating
both rail and bus links. By consolidation an existing
bus stations the interchange has made way for
a new distributor road to ease traffic congestion
forming a key element of the overall transport
strategy.
Part 4
 Dubai Transport Integration Manual

LM13 Pedways
Introduction

Goal for transport integration
-- Encourage walking through providing
convenient access to surrounding developments
and transit nodes
-- Provide segregated and climatic controlled
environment to enhance pedestrian connections,
amenity and comfort
Part 1
-- Provide clear and universally legible wayfinding
signage and route maps covering the various
transit modes
Indoor Environment
-- Ensure that pedways have active surveillance
and means of communication for security and

-- Provide direct and convenient pedestrian
connections
-- Decrease pedestrian delay
Summary guidelines for implementation
Accessibility and Legibility
Part 2
safety alerts
-- Design pedways to be well-lit, and consider
providing visual access to the surrounding
environment when possible
-- Design pedways to be well-ventilated and to
have good indoor air quality
-- Prioritise passive design strategies such as a

-- Ensure that pedways are seamlessly integrated
with the surrounding at-grade pedestrian
networks and public transport nodes
Type -- provide pedestrian access for destinations within
the study area
Public realm design
-- Ramps that comply with accessibility standards
Description should be considered over stairs
Part 3
well-insulated envelope, shaded openings and
natural ventilation, in the case of closed pedways
-- Consider provision of seating in longer pedway
environments. This should be provided at regular
intervals (200m or closer)
-- Ensure that selected active systems have high
energy efficiency

Pedways are complementary pedestrian network.
They are a key measure that can bridge wide or
complex road junctions and other obstacles where
an at-grade solution is not workable. They can also
assist in providing direct pedestrian access that
aides shading and incorporates passive and active
cooling systems. Their implementation can connect
key locations and transit nodes together to create
Part 4
-- Design pedways to have clear, direct and -- Consider introducing retail and commercial uses
continuous routes, and ensure they have within the pedway environment
the appropriate width and height to offer a
convenient level of service
-- Consider providing cycling facilities to enable
cyclist to use pedways
-- Ensure pedways have emergency exists for
emergency cases

direct, continuous and convenient pedestrian

accessibility. -- Avoid designing pedways with sharp turns,
hidden side spaces or steep gradients
-- Design pedways to allow access for the disabled

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Dubai Transport Integration Manual

LM13 Pedways

Introduction
Key relevant Integration Measures Zaragoza Expo 2008 Pavilion Bridge, Spain
-- LM3 Signage and Wayfinding The bridge was designed to create the main entry
-- LM11 Universal Access point to the water-themed Zaragoza Expo site.
-- LM1 Land Use Development The internal space is divided into four distinct
-- LM18 Smart Initiatives pods, each containing an exhibition which run
parallel to a main pedestrian path along the length
-- LM9 Lighting
of the bridge.

RTA references for detailed guidance
-- Dubai Pedways Development Strategy, RTA,
UAE, 2012
-- Pedestrian Safety and Mobility Action plan for
Dubai, RTA, UAE
-- Dubai Pedestrian and Cyclist Design Manual,
Part 1
A thermally regulated environment has been
maintained using passive and low-energy cooling
strategies such as natural ventilation, natural light
and by limiting unwanted solar gains.

Part 2
RTA, UAE

Suggested further reading

-- Design Guidelines for PATH and Other Climate-
Controlled Pedestrian Networks, City of Toronto,
Toronto, Canada, 2012
PATH, Toronto, Canada
PATH is downtown Toronto’s pedway which
links 30 kilometres of shopping, services and
entertainment, mostly underground, it has recently
added elevated pedway segments.

Part 3
The system facilitates pedestrian linkages to public
transit, accommodating more than 200,000
business-day commuters, and thousands of
additional tourists and residents on route to sports
and cultural events.

Part 4
63

LM14 Providing for Cyclists
Introduction
Part 1
Part 2
Type
Infrastructure and Public Realm Design
Description
Part 3
Providing for cyclists through infrastructure and
facilities such as cycle lanes, parking/racks and
bicycle rental will encourage cycling as a safe and
sustainable mode of transportation.
Ensuring a continuous network of cycling links is a
strategic goal for the RTA and opportunities should
be identified at an early planning stage.
Part 4
Goal for transport integration
-- Promote cycling and encourage more trips by
bicycle
-- Provide more cycling routes and better facilities
to extend the network
-- Encourage use of cycling as first/last mode of
transport
-- Improve integration with other transport modes
Summary guidelines for implementation
Cycle paths
-- Provide off-road, raised cycle paths with a
typical width of 3m (minimum width of 2m) to
physically separate cyclists from vehicular traffic
where traffic volumes and speeds are high to
increase cyclist safety
-- On-road cycle lanes should be a minimum width
of 1.5m to allow cyclists to safely manoeuvre
around gullies or other hazards
-- Provide a buffer between cycle tracks/lanes
and vehicle traffic and parking bays to prevent
blocking and conflict in door opening zones
-- Use varied pavement finishes, low kerbs, painted
lines or colour to provide visual and physical
separation from vehicle traffic and pedestrian
footways
-- Provide smooth surfacing and avoid steep
gradients
-- Provide clear signage and pavement markings
to highlight presence of cyclists, and wayfinding
signage to encourage connectivity
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Dubai Transport Integration Manual
-- Traffic calming measures should be
implemented to reduce vehicle speeds and
cutting across cyclists at junctions
-- Consider providing contraflow lanes along
low traffic and low-speed one-way streets to
encourage connectivity and minimise journey
length
Cycle Parking and Rental Facilities
-- Provision should follow Dubai Bicycle Masterplan
standards
-- Bike racks and public bike rental facilities should
be provided next to public transport stops/
stations and at key destinations to encourage
cycling
-- Benchmarking research suggests the best way
of determining demand is to survey all existing
and potential users, however demand can be
addressed for a shopping street for example by
providing facilities at key destinations
-- Observation of cycle use and informal cycle
parking locations and numbers can also help in
quantifying the needs for cycle parking
-- Bicycle racks and public bicycle rental facilities
should not block pedestrian routes and be
provided in the furnishing zone or specially
designated area. Bike racks should be visible
from the street and well lit
Dubai Transport Integration Manual

LM14 Providing for Cyclists

Introduction
Key relevant Integration Measures Copenhagen Cycle Lanes, Denmark
-- LM3 Signage and Wayfinding Copenhagen has over 400km of paths spread
-- LM4 Micro-climate across the city, providing safe cycle routes through
the introduction of good design and is recognised
-- LM6 Street Furniture
as one of the most cycle friendly cities in Europe.
-- LM12 Modal Interchanges
Cycle tracks in Copenhagen are typically one
-- LM17 Managing Cars
directional, located on each side of the street.

Part 1
-- LM18 Smart Initiatives Lanes are separated from traffic and pedestrians
using kerbs.
RTA references for detailed guidance
At intersections and junctions, cycle lanes are
-- Dubai Bicycle Master plan, RTA, UAE
highlighted to traffic through the use of blue
-- Pedestrian Safety and Mobility Action plan for
asphalt and cyclist traffic lights, increasing
Dubai, RTA, UAE
awareness and safety.
-- Dubai Pedestrian and Cyclist Design Manual,

Part 2
RTA, UAE

Suggested further reading

Bicycle Infrastructure Improvements, Victoria,
-- Abu Dhabi Urban Street Design Manual, Abu
Canada
Dhabi Urban Planning council, UAE, 2012
The project aims to introducing cycling in all road
-- London Cycling Design Standards, Transport for
projects, taking into consideration providing
London, UK

-- Manual for Streets, Department of Transport,
UK, 2007
-- Transit Sustainability Guidelines, American
Public Transportation Association, USA, 2011
-- Transit Passenger Facility Design Guidelines,
Translink, Canada, 2011
-- Street Design Manual, NYC Department of
Part 3
routes for cyclists, removing potential hazards and
installing cycling infrastructure.
The improvement schemes include adding new
cycling routes and parking around rail and other
transit stations, dedicating cycling routes along
existing bridges and creating priority lanes,
and improving road surfaces and traffic signal
equipment.

Part 4
Transport, USA
-- Transit-Oriented Communities Design
Guidelines, Translink, Canada, 2012

65
 Dubai Transport Integration Manual

LM15 Providing for Buses

Introduction

Goal for transport integration
-- Increase bus patronage
-- Increase bus provision and priority
-- Provide pedestrian access to bus services from
all developments to increase journey and route
choice
Part 1
-- Tactile paving and hardscape (Ref: LM7 and
LM11) should be used to separate the shelter
from shared space and boarding and alighting
zones
-- Kerb extensions may be used to increase
pedestrian shared space and locate shelters out
of the through zone if space is limited

-- Improve journey times and reliability

Summary guidelines for implementation
Bus Stops and Waiting Areas
-- Bus stops should be spaced at 500m intervals or
less according to the land use and demand of an
area, in consultation with RTA
Part 2
Bus Lanes and Signal Priority
-- Use signage and painted road surfacing to
advise road users of bus-only lanes in operation
-- Bus lanes should be provided in conjunction with
car management measures (Ref: LM17)

-- Bus stops should be located close to nodes of

activity such as community amenities
-- Provision of a bus shelter or stop pole should
Type align with RTA guidance on route and passenger
Infrastructure and public realm design demand and be consistent across the bus
network
Description -- Shelters should be placed in the Furnishing Zone
Part 3

Improved bus facilities to increase the quality and
attractiveness of bus services and support a multi-
modal transport system.
Detailed RTA guidance is available that should
be considered at early planning stages for
development. Buses provide a key element in
public transport integration and good access to
bus stops and position of routes should be integral
Part 4
or Frontage Zone (Ref: LM2) to avoid impeding
pedestrian movement in the through zone
-- Shelters should provide adequate shading from
the sun during daylight hours and lighting at
night
-- Shelters and bus stop poles should provide
information on bus arrival times, routes,
interchange times and locations, local mapping

to design. and wayfinding information

66
Dubai Transport Integration Manual

LM15 Providing for Buses

Introduction
Key relevant Integration Measures Quality Contract Scheme and Bus Interchange,
-- LM1 Land Use and Development Bristol, UK
-- LM3 Signage and Wayfinding The bus interchange serves the railway station and
the wider adjacent commercial zone.
-- LM4 Micro-climate
-- LM12 Modal Interchanges By providing ‘door-to-door’ access the scheme has
-- LM17 Managing Cars reduced car and taxi use, local congestion, and has

Part 1
increased rail and bus passenger demands.
RTA references for detailed guidance
-- Dubai Bus Masterplan Report, RTA, UAE, 2007
-- Guidelines for Design of Accessible Transport in
the Emirate of Dubai, RTA, UAE, 2008

Suggested further reading

Part 2
-- Design Manual for Urban Roads and Streets,
Department of Transport, Tourism and Sport and
the Department of Environment, UK, 2013
Cross Rhyl Bus Partnership, UK
-- Transit Sustainability Guidelines, American
Public Transportation Association, USA, 2011 Changes to the local and regional bus networks
were developed to increase the value and utility
-- Transit Passenger Facility Design Guidelines,
of bus services to the local population through the
Translink, Canada, 2011
provision of improved public transport access.

-- Accessible bus stop design guidance – Bus
Priority Team technical advice note BP/106,
Transport for London, UK, 2006
-- Street Design Manual, NYC DoT, USA
-- PATH Planning Guidelines, Los Angeles County
Metropolitan Transport Authority, USA
-- Manual for Streets, Department of Transport,
Part 3
The partnership approach between planning
authorities and bus operators was set up to provide
bus stop infrastructure and bus priority measures
together with a revised route network which
improves commercial viability, journey times and
accessibility to key facilities.

Part 4
Proposals and priorities for change were informed
UK, 2007
by stakeholder engagement and survey work.
-- Transit-Oriented Communities Design
Guidelines, Translink, Canada, 2012

67
 Dubai Transport Integration Manual

LM16 Prioritised Taxis

Introduction

Goal for transport integration -- Shelters and waiting areas should provide
adequate shading during daylight hours, and
-- Improve the integration between taxis and other
lighting at night for safety of users
transport modes to offer wider multi-modal
transport options -- Taxi ranks should be clearly signed to provide
easy navigation and wayfinding
-- Reduce impact of taxis on road traffic
congestion and queuing -- To minimise vehicle conflicts in the pick up area
between taxis entering and departing from taxi
-- Improve user experience by providing better taxi
Part 1

ranks, routes should be defined and marked

rank facilities
Summary guidelines for implementation
-- Taxi ranks should be provided at significant
transport interchanges, stations and key
destinations (retail centres, tourist attractions,
stadiums and other areas of interest)
Part 2
clearly
-- Should an area have multiple ranks, raised
crossings or drop kerbs should be used to
provide safe accessible crossing points
-- Attendants should be used at large ranks to
direct the flow of traffic and passengers

-- Taxi ranks should be designed to provide

designated off road waiting areas and clear
routes to pick up locations which avoid impeding
Type
the movement of vehicle traffic
Infrastructure and public realm design -- Taxi ranks should have a separate drop off points
and pick up areas where possible
Description
-- Drop-off points should be located as close as
Part 3

Taxis form a key part of public transport provision

and should be designed for and considered by
developers to provide improved access to and
from transit facilities and users destinations.
In conjunction with public transport and walking,
the use of taxis reduces the volume of cars in the
road and the need for priority parking facilities.
Part 4
possible to transport facilities, or key entrance
points
-- Where bus lanes are present, access to the bus
lane by taxi should be identified through the use
of signage including any access restrictions such
as hours of operation
-- Waiting areas should not impede pedestrian

movement and should be accessible to

wheelchair and limited mobility users

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Dubai Transport Integration Manual
LM16 Prioritised Taxis
Key relevant Integration Measures
-- LM3 Signage and wayfinding
-- LM6 Street Furniture
-- LM12 Modal interchanges
-- LM17 Managing Cars
-- LM18 Smart Initiatives
RTA references for detailed guidance
-- Pedestrian Safety and Mobility Action Plan for
Dubai, RTA, UAE,
-- Dubai Smart Mobility Masterplan (existing
condition report), RTA, UAE, 2015
Suggested further reading
-- Taxi ranks at major interchanges - Best practice
guidelines, Transport for London, UK, 2003
-- Streetscape Guidance Manual, TFL, UK, 2009
-- Transit Sustainability Guidelines, American
Public Transportation Association, USA, 2011
-- Manual for Streets, Department of Transport,
UK, 2007
-- Transit-Oriented Communities Design
Guidelines, Translink, Canada, 2012
-- Design Manual for Urban Roads and Streets,
Department of Transport, Tourism and Sport and
the Department of Environment, UK, 2013
-- Transit Passenger Facility Design Guidelines,
Translink, Canada, 2011
69
Introduction
Kings Cross Station Prioritised Taxis
An integrated taxi strategy forms a key component
in the design of the road adjacent to this station,
with linked taxi drop-off and pickup zones and
pedestrian crossings located outside the station
which provides shade and cover for waiting
passengers.
Part 1
Providing a dedicated facility has improved
efficiency and access, removing taxi circulation
activity from the main flow of general traffic and
increasing the road’s capacity whilst at the same
time increasing space on the footway.
Part 2
Paddington Station Prioritised Taxis
The catalyst for the project was a requirement to
move taxis serving the station to enable a new
Crossrail station to be built.
Part 3
The new taxi facility is under cover, links to
strategic routes, provides space for future growth
in passenger numbers, enhanced quality of access,
interchange and ambience. Access to the mainline
station is made via lifts and escalators.
Part 4
 Dubai Transport Integration Manual

LM17 Managing Cars

Introduction

Goal for transport integration
-- Provide coherent parking provision that takes
account of different highway users
-- Maintaining a pleasant and safe walking and
cycling routes within different community areas
and between transport nodes and surrounding
communities
Part 1
-- Provide off-street parking facilities that are
landscaped and do not obstruct surrounding
pedestrian and cycling networks
-- Consider use of parallel parking in preference
to angled parking to increase space for shade,
planting and pedestrians

-- Provides convenient facilities for motorists to
access transit nodes
Summary guidelines for implementation
Design
-- Optimise the number of on-street parking lots
and locate these such that pedestrian or cycling
Part 2
Operations
-- Implement management and enforcement plans
to minimise spill-over parking at transit stations
-- Provide pricing mechanisms to manage demand
for on-street parking at transport nodes
-- Design off-street parking to have clearly marked
direct, continuous and safe pedestrian access

routes and sightlines are not disconnected or routes to its surroundings

obstructed -- Implement shared parking schemes to minimise
-- Organise parking in order that it does not split demand for off-street parking and optimise the
Type
pedestrian spaces/ footways where possible use of land within the community
Public realm design
-- Provide a clearly marked direct, continuous and -- Provide prioritised and/or dedicated parking
Description safe pedestrian access routes between parking spaces that are close to attractions for the
areas and transport nodes disabled, car share schemes, electric vehicles
Part 3

Managing road space within the public realm is key
to creating a convenient and safe pedestrian and
cycling network within communities. By actively
managing road space through measures such as
bus lanes and shared taxi and ‘high occupancy’
vehicle lanes, travel time benefits can be delivered
to the greatest number of users.
and low-emission vehicles
-- Utilise on-street parking to create a buffer
between the pedestrian and cycling routes and
the vehicles on street
-- Ensure that on-street parking does not interrupt
transit operations through careful parking
placement

The following guidelines address on-street and off- -- Avoid creating large surface parking areas. If
Part 4

street parking, Park and Ride parking, dedicated provided, ensure pedestrian routes are clearly
and preferred parking. marked direct, continuous, shaded and step-free

70
Dubai Transport Integration Manual
LM17 Managing Cars
Key relevant Integration Measures
-- LM2 Footway Zone
-- LM3 Signage and Wayfinding
-- LM4 Universal Access
-- LM7 Hardscape
-- LM16 Prioritised Taxi
RTA references for detailed guidance
-- Guidelines Planning and Design of Accessible
Infrastructure in the Emirate of Dubai, RTA, UAE,
2008
-- Dubai Smart Mobility Masterplan, RTA, UAE,
2015
Suggested further reading
-- Transit Sustainability Guidelines, American
Public Transportation Association, USA, 2011
-- Guidelines for Providing Access to Public
Transportation Stations, National Academy of
Sciences. USA, 2012
-- Transit Passenger Facility Design Guidelines,
Translink, Canada, 2011
-- Integrating Land Use And Transport, NSW
Department of Urban Affairs and Planning,
Australia, 2001
-- Transit-Oriented Communities Design
Guidelines, Translink, Canada, 2012
-- Design Manual for Urban Roads and Streets,
Department of Transport, UK, 2013
-- Manual for Streets, Department for Transport,
UK, 2007
71
Introduction
York Park and Ride, UK
Park and Ride schemes can be operated with other
car management measures such as parking charge
regimes, limited car access or tolls. In this case, the
majority of main radial corridors are now served by
park and ride feeder bus services.
The location of sites is adjacent to intercity routes,
Part 1
minimising delays for car drivers. Articulated
vehicles are used on some routes to support high
commuting flows. Some priority measures have
been introduced.
Free parking is available, with competitively
priced fares compared with the cost of city centre
parking. In parallel, the City Council has enforced a
Part 2
number of demand management measures.
The Beach, JBR, Dubai, UAE
This linear seafront retail and entertainment
development located on ‘The Walk’ in Dubai
Marina enhances the pedestrian environment in the
vicinity of The Walk and integrates with the Dubai
Part 3
Tram.
By providing underground parking spaces to
replace the at-grade parking previously on-
site, with new access points at either end of the
developments to improves pedestrian and car
access and congestion in the local and wider area
is eased.
Part 4

LM18 Smart Initiatives
Introduction
Part 1
Part 2
Type
Technology
Description
Part 3
Smart technology can support and enhance user
experience of transport systems and provide better
integration between transport services. Integration
of Smart technology enables passengers to plan
journeys in real time and promotes the use of
alternative transport modes. Some guidelines are
presented below with further details on information
provision type and coverage available in the RTA
Part 4
Key Performance Indicators section of Part 1 of the
Manual.
ITS manages traffic congestion and incidents on
the road network by using advanced systems.
Examples of Smart initiatives from ITS include
the App “Smart Drive” which is an on-board
navigation application which informs road users
of congestion, roadworks and accidents and can
reroute their trip automatically, and the Freeway
Management System using Dynamic Message
Signs and Lane Speed Control Signs, which have
been implemented in Dubai since 2007.
Goal for transport integration
-- Increase ease of use of transport services and
improve journey planning
-- Improve integration between transport modes
and offer better travel choice
-- Encourage more sustainable travel choices and
reduce car usage
Summary guidelines for implementation
Real Time Information
-- Provide real time information at transit stops and
stations to advise of arrival and departure times,
interchange times
-- Information needs to be integrated across the
transport network
-- Provide access to real time transit arrival and
departure times online and via mobile apps to
enable passengers to plan travel in real time
Variable Message Signage (VMS)
-- Provide VMS to alert travellers of journey times,
delays, incidents, safety or advanced notice
alerts. RTA’s aspiration is for this to apply to all
metro stations and stops
72
Dubai Transport Integration Manual
Wayfinding Information System
-- Provide wayfinding signage to improve
navigation and awareness of the proximity of
transit facilities, key destinations and journey
times for pedestrians and cyclists to transport
facilities and key destinations to cover up to 1km
radius for metro stations
-- Use mapping and clear signage at regular
locations to enable easy navigation
-- Consider integration of technology to provide
mobile wayfinding
Car Sharing
-- Facilitate car sharing through development of
car sharing mobile device apps
-- Consider provision of ‘grab and go’ vehicles at
transit stations, developments or key attractions
to reduce the need for private vehicles
Integrated payment and ticketing
-- Provide integrated smart payment and ticketing
at stations and stops to enable passengers to
benefit from faster, easier payment services
Electric vehicle charging
-- Where possible consider providing electric
vehicle charging points within car parks or
designated parking bays within developments,
stations or at key attractions to promote the use
of Electric Vehicles.
-- Consider providing electric car sharing initiatives
to reduce vehicle emissions and promote
sustainable transport modes (Reference:
Mobility Berlin)
Dubai Transport Integration Manual
LM18 Smart Initiatives
Help Points and Universal Access
-- P
rovide help points at stations and high demand
transit stops to provide audio information for
those with audio visual impairments
Key relevant Integration Measures
-- LM3 Signage and Wayfinding
-- LM6 Street Furniture
-- LM11 Universal Access
-- LM17 Managing Cars
-- LM19 Education and Communication
RTA references for detailed guidance
-- Guidelines for Design of Accessible Transport in
the Emirate of Dubai, RTA, UAE, 2008
-- Dubai Smart Mobility Masterplan (existing
condition report), RTA, UAE, 2015
Suggested further reading
-- Street Design Manual, NYC DoT, USA
-- PATH Planning Guidelines, Los Angeles County
Metropolitan Transport Authority, USA
-- Guidelines for Use of Variable Message Signs
(VMS), New York State Throughway Authority,
USA, 2011
-- Urban Mobility in the Smart City Age, Arup, The
Climate Group, Schneider Electric, 2014
-- Mobility Hub Guidelines, Metrolinx – Government
of Ontario, Canada, 2011
73
Introduction
Leeds City Bus Station CCTV Blind Spot, UK
This project involved developing a suitable
technological solution to the issue of blind spots in
driver’s field of view when reversing. The system
alleviates the issue in parking bays for buses and
intrinsically improves safety at the site.
This CCTV based system provides real-time
Part 1
images on monitors located in front of the bays,
which provides drivers images of the area behind
them. The technological solution eases potential
issues with passenger movements behind the bays
through increasing the driver’s visibility.
Part 2
Smart Streets, Pittsburgh, Pennsylvania, USA
This scheme fuses information technologies, art
and urban design to create identity and a sense of
place in the neighbourhoods.
Part 3
Improvements in the areas of technology, art
and street design were driven from the overall
wayfinding framework approach.
The wayfinding strategy identified how wayfinding
can operate at a regional, community and local
neighbourhood levels to create unique and
identifiable brands for both neighbourhoods.
Part 4

LM19 Education and Communication
Introduction
Part 1
Part 2
Type
Public realm design and operation
Description
Part 3
The public realm is an effective medium for
reaching out to the various community groups
and delivering different kinds of awareness
messages, community announcements and
publicity bulletins. This type of messages improve
the urban quality of the pedestrian and cycling
networks, and strengthen the sense of belonging in
the community. Hence, designers must realise this
Part 4
potential and integrate it within the public realm
design.
Dubai Transport Integration Manual
Goal for transport integration benefits of walking and cycling, including
economic, health and environmental benefits
-- Provide awareness medium to encourage
walking, cycling and public transport use -- Employ boards and screens to announce
awareness campaigns, school events,
-- Create a sense of collective responsibility within
community activities, societal events and local
the community
job opportunities
-- Engage the community members and promote
-- Consider using the boards and screens to
behavioural change
display real time parameters on public transport
-- Improve the urban quality of the public realm such as saved carbon emissions and reduced
-- Generate revenue sources for developers and time delays
transport authorities from publicity
Summary guidelines for implementation
Design
-- Place any education and communication boards
and screens within the furnishing zone, or the
frontage zone if the furnishing zone is too
narrow to accommodate these
-- Optimise the number of boards and screens to
avoid cluttering the footway and maintain the
balance between the different street furniture
items
-- Provide information at locations such as car
parks to ensure targeted approach to gaining
increased public transport mode share
Operation
-- Consider using the wayfinding screens and
trip information bulletins for education and
communication purposes to reduce the number
of boards and screens on street
-- Utilise the boards and screens to spread
awareness in the community about the various
74
Dubai Transport Integration Manual
LM19 Education and Communication
Key relevant Integration Measures
-- LM1 Land Use and Development
-- LM2 Footway Zone
-- LM3 Signage and Wayfinding
-- LM6 Street Furniture
-- LM11 Universal Access
RTA references for detailed guidance
-- Pedestrian Safety and Mobility Action Plan for
Dubai, RTA, UAE,
-- Dubai Smart Mobility Masterplan (existing
condition report), RTA, UAE, 2015
Suggested further reading
-- Transit-Oriented Communities Design
Guidelines, Translink, Canada, 2012
-- Guidelines for Use of Variable Message Signs
(VMS), New York State Throughway Authority,
USA, 2011
-- Urban Mobility in the Smart City Age, Arup, The
Climate Group, Schneider Electric, 2014
-- Mobility Hub Guidelines, Metrolinx - Government
of Ontario, Canada, 2011
75
Introduction
Barcelona Metropolitan Transport, Spain
MouTV is an innovative video broadcasting system
with almost 3,000 broadcasting points, which
ensures hundreds of thousands of viewers amongst
public transport passengers.
MouTV screens area found in some fifty metro
stations, on a hundred or so trains, in four customer
Part 1
information and service centres and on eighty-odd
buses with on-board monitors.
MouTV provides information on public transport,
current news on a variety of topics and other
service information about the city. It also includes
advertising in various formats and of varying
length.
Part 2
Bernal Heights Traffic Calming, CA, USA
An outreach programme was developed to identify
issues of concern of a local community regarding
road traffic issues and developing traffic calming
solutions to address the issues raised.
Part 3
The community outreach effort developed and
managed through newsletters, exhibitions, videos
and a website.
The study involves an information gathering
exercise to identify issues and objectives for
traffic calming engaging residents and workers to
Part 4
develop an inclusive an shared strategy.
 Dubai Transport Integration Manual

LM20 Policy
Introduction

Goal for transport integration Electric Vehicle Promotion

-- Reduce dependency on private vehicles by
discouraging low occupancy private vehicles
and providing attractive alternatives
-- Encourage travellers to use public transport, car
share/pool and invest in electric vehicles
Part 1
-- EV charging points must be provided at
designated parking bays within development car
parks, stations and at key destinations
User Charging
-- Apply Road User Charging at key roads and

Summary guidelines for implementation bridges to discourage the use of private vehicles
and re-allocate road space to public transport
Parking Strategies
systems
-- Consider the use of a parking permit scheme
-- Apply Congestion User Charging as means to
for new developments to limit the amount of
manage traffic at peak hours and encourage
parking available
reliance on public transport
-- Provide free or reduced rate reserved parking
spaces for car pooling and high occupancy
Part 2

vehicles to encourage car sharing

-- Smart parking uses demand-responsive pricing
Type to open up spaces, reduce circling and double
parking in congested areas. Parking fees can
Policy, Infrastructure and Technology vary by time of day, day of the week and by
location to achieve the right level of occupancy.
Description
Part 3

Introducing policies, plans and initiatives to Car Share

encourage the use of multi-modal transport and
reduce dependence on private vehicles is key to
ensuring continued growth of public transport use.
Initiatives and technologies such as promoting
electric vehicles, car share scheme and travel plans
and other initiatives can be considered.
Part 4
-- Consider promotion of car sharing at the
community or organisation level through use of
mobile apps
Travel Plans
-- Developers should consider developing a travel
plan for new developments to help identify

parking strategies and promote other transport

modes including public transport, shuttle buses,
car share and cycling

76
Dubai Transport Integration Manual
LM20 Policy
Key relevant Integration Measures
-- LM3 Signage and Wayfinding
-- LM15 Better Bus
-- LM16 Prioritised Taxi
-- LM17 Managing Cars
-- LM19 Education and Communication
RTA references for further guidance
-- Guidelines Planning and Design of Accessible
Infrastructure in the Emirate of Dubai, RTA, UAE,
2008
-- Dubai Smart Mobility Master Plan (existing
condition report), RTA, UAE, 2015
Suggested further reading
-- Transit Sustainability Guidelines, American
Public Transportation Association, USA, 2011
-- Guidelines for Providing Access to Public
Transportation Stations, National Academy of
Sciences. USA, 2012
-- Transit Passenger Facility Design Guidelines,
Translink, Canada, 2011
-- Integrating Land Use And Transport, NSW
Department of Urban Affairs and Planning,
Australia, 2001
-- Design Manual for Urban Roads and Streets,
Department of Transport, UK, 2013
-- Manual for Streets, Department for Transport,
UK, 2007
-- Urban Mobility in the Smart City Age, Arup, The
Climate Group, Schneider Electric, 2014
77
Introduction
University of Warwick Master Plan, UK
The project included the development of a
comprehensive transport strategy for this complex
scheme.
The assessment of transport impacts and
development of a travel plan to support the Master
Part 1
plan were key elements, as these significantly
contributed to the development of this car share
scheme.
The Travel Plan has been recognised as one of the
best in the UK.
Part 2
Coventry and Birmingham Low Emission Dem-
onstrators (CABLED), UK
The CABLED project was one of eight projects
that formed part of the Technology Strategy
Part 3
Board’s Ultra Low Carbon Vehicle Demonstrator
programme.
The study aimed to demonstrate that ultra low
carbon vehicles are a practical alternative to
conventional cars in the urban environment. To
achieve this, 110 vehicles from six manufacturers
were trialled for 12 months on the streets of the
cities.
Part 4
Introduction Part 1 Part 2 Part 3 Part 4
Dubai Transport Integration Manual

Introduction
Part 4 Case Studies
The case study examples in Part 4 illustrate the application of measures

Part 1
and route type is in areas where route types are ‘retro-fitted’ to the urban
environment.
The guidance on route type components is intended to be illustrative rather
than prescriptive in terms of layout, in the context of the methodology, process
and application of local integration measures described in Parts 2 and 3.

Part 2
Routes and route types chosen play to the available opportunities and
constraints presented in each location.

Part 3
Part 4
79
 Dubai Transport Integration Manual

Glossary
Introduction

Case Study Key

The annotations in the case studies adhere to G1, G2 etc. Good Practice. Key
the following naming convention, to differentiate Refers to examples of good practice for use in a
between items. Case Study. Refer to the Case Studies for examples
pages 93, 111, 127 Bus Station Light Industry
Prefix
SM1, SM2 etc. Strategic Measure. I1, I2 etc. Issue and Opportunity.
Part 1

Refers to a Strategic Measure identified for a Refers to examples of issues and opportunities for
or along a route, for use in a Case Study. Refer to Bus Stop Hospital
development with the strategic integration tool.
Refer to pages 13-15 the Case Studies for examples pages 94-95, 112-113,
128-129
LM2, LM2 etc. Local Measure.
Metro Station Shopping
P1, P2 etc. Proposal.
Refers to a Local Measure identified for a route/
route type for use in a case study or integration Refers to specific proposal for improvement for or
Part 2

assessment. Refer to pages 38-77 along a route, for use in a Case Study. Refer to the
Open Space/
Case Studies for examples pages 96, 114, 130 Tram Station
Park
S1,S2 etc. Segments.
Refers to route Segments that begin and end at Marine
Locations, or other higher type route segments. Transport Museum
Refer for the Case Studies for examples pages 90, Station
106, 124
Airport
Part 3

L1, L2 etc. Location. Heritage

Terminal
Refers to a key attraction and generator which
determines a route start or end point, identified
uniquely for each case study area. Refer to the Residential Offices
Case Studies for examples pages 89, 105, 123

Hotel Restaurant
Part 4

Education Police HQ

80
Dubai Transport Integration Manual

Case Study Sections

Introduction
CS1-1 Public Transport Inventory CS1-6 Issues and Opportunities
This section provides a map layout and photographic record of public transport This section provides an annotated photographic record of issues and
facilities and routes in and around the study area. opportunities in the study area and along identified routes.

CS1-2 Land Use and Key Attractions CS1-7 Proposals and Measures
This section provides a map layout and photographic record of proposals
This section provides a location map and photographic record of key locations

Part 1
(numbered P1, P2 etc..) and corresponding measures along identified key
in and around the study area. Key locations are numbered and given the prefix
routes in the study area.
L1, L2 etc..

CS1-3 Key Routes CS1-8 Special Area Design Recommendation

This section provides a map layout and photographic record of proposals
This section provides a geographic map and a schematic map of routes and
(numbered P1, P2 etc..) and corresponding measures along identified key
route segments. An accompanying matrix is constructed to illustrate proposed
routes in the study area.

Part 2
route type (A-E) and the corresponding route segments, numbered S1, S2 etc...

CS1-4 Route Analysis and Measures

This section provides the schematic map developed above, highlighted by
route to describe in more detail the existing conditions, opportunities and
measures required to achieve the route type identified above.

Part 3
CS1-5 Good Practice
This section provides an annotated photographic record of current good
practice along identified routes.

Part 4
81
 Dubai Transport Integration Manual

Case Study Overview

Introduction

N
Part 1
Part 2
Part 3

-- Above ground Dubai Metro
station spanning Sheikh Zayed
Road
-- Located in an area of high
and low density mixed-use
development
Part 4
-- Underground Dubai Metro station
on periphery of historic centre of
Dubai
-- High density mixed-use area
predominantly residential and
tourist accommodation, small
-- Above ground Dubai Metro
station with a bus terminal
adjacent
-- In near proximity to DXB Airport
Terminal 2
-- Located in an area of mixed-

-- In close proximity to the Dubai business and retail use, with medium density
Tram -- Close to key tourist attractions residential areas, surrounded by
and marine transport facilities commercial and light industry

82
Dubai Transport Integration Manual

LM20
CS1 Case Study 1 - Nakheel

Introduction
The Palm

ad
Ro
Jumeirah TECOM N

d
h

oa
ou

R
uf

ed
lS

ay
A

Z
kh
ei
The Greens

Sh
Dubai
Media

Part 1
City

Emirates

Part 2
Golf Club
Dubai
Marina

JBR JLT The Lakes

Nakheel metro station in Media City was
selected for having a mix of high and low density
development and a range of land uses in addition
to its close proximity to the Dubai Tram. The area
is also served by several bus routes, and includes
controlled short-term car parking areas.
Part 3
The adjacent area on the southern side of Sheikh Dubai Metro (Red)
Zayed Road is dominated by the Emirates Golf
Dubai Tram
Club, with its entrance adjacent to the metro
entrance. Case study area
Residential and commercial land uses at The
Greens and Emaar Business Park are over 500m

Part 4
The land uses on the northern side of Sheikh Zayed away.
Road include commercial, residential, hospitality,
entertainment and education. The area is also well
served by cafés, restaurants and shops. There is
high weekday demand for transit services.

83
 Dubai Transport Integration Manual
CS1-1 Public Transport Inventory
Introduction
Metro
Nakheel Metro station is
an above ground station
on the Red Line with exits
on both sides of Sheikh
Zayed Road. The northern
exit leads directly to
Part 1
the adjacent American
University of Dubai via a
car park.
Metro
The southern exit leads to
the Emirates Golf Course.
Part 2
Both exits are provided
with a vehicle drop-off
point.
Part 3
Bus
Three bus routes serve
the study area, one route
was rerouted to serve the
metro station northern
entrance when the line
Part 4
was opened.
84
Tram
Three tram stations
are located around the
area 800m or around 10
minutes’ walk from the
Dubai Metro station. The
combined catchment area
for the tram and metro
station in the area cover
the majority of media city.
Cycle
There is a cycle lane
running parallel to the
Dubai Tram route.
Some cycle rack parking
is currently provided next
to the tram station while
none is provided next to
the metro station. The
American University’s
fence next to the station’s
exit is used for informal
cycle parking.
Some local hotels
encourage cycling by
providing bicycles for hire.
Dubai Transport Integration Manual

CS1-1 Public Transport Inventory

LM20

Introduction
Public Transport in the study area and environs
comprises:

ad
Ro
h
ou
1. Metro
uf
lS
A
Media City (Tram)
The catchment area for the Nakheel (Red Line)
84
metro station is shown as centred on the main
station building, as well as the station entrance to
85
A

the over-bridge. Where passengers enter and leave

Part 1
bo
ut

the station.
5
m

Abou
in

2. Bus
ut
es

t 5 min
w

Three bus routes serve the site with multiple bus

al
k

stops distributed throughout.

Mina

utes w
Seyahi
3. Tram

Part 2
alk There are three Tram stations within close
k
al proximity.
w
es
ut
in 4. Cycle
m
t5
ou An off-road cycle path is provided adjacent the
Ab
Dubai Tram route
PT inventory
PT inventory
d Legend
Ro
a
Emirates Legend
83 d
ye Golf Club

Part 3
Za Abovergound Metro Station Metro line
kh Abovergound Metro Station Metro line
ei
Sh Tram route
Bus Stop Tram route
Bus Stop
Cycling lane (existing)
Cycling lane (existing)
Tram Station
Tram Station Metro catchment (500m)
Marina Metro catchment (500m)
Towers
Cycle Parking Other catchment (500m)
Cycle Parking Other catchment (500m)

85 Car Park
Car Park
Bus routes

Part 4
Bus routes
Ghubaiba,
83 Ghubaiba,
83 Nakheel Metro Station
Nakheel Metro Station
Al Quoz, Al Khail Gate 1,
84 Al Quoz, Al Khail Gate 1,
84 JBR station 2
0 50 100 200m
JBR station 2
0 50 100 200m
Dubai Internet City, N
85 Dubai Internet City,2 N
85 Discovery Garden
Discovery Garden 2

85
 Dubai Transport Integration Manual

CS1-2 Land Use and Key Attractions

Introduction

Hotels Media City offices/studios Low density residential

Part 1

Banks Internet City High density office/residential buildings

Part 2
Part 3

American University of Dubai Emirates Golf Club Dubai Media City Park/Amphitheatre
Part 4

86
Dubai Transport Integration Manual

CS1-2 Land Use and Key Attractions

LM20

Introduction
Land uses and key attractions around the site

ad
consist of:

Ro
h
ou
L1 -- Nakheel Metro Station
uf
lS
A

Media City (Tram) L2 -- Media City Tram Station

L2 L6 L3 -- Dubai Internet City
L4 -- Dubai Media City Park/Amphitheatre

Part 1
L3 L5 -- Hotel, offices, cafés and restaurants
L6 -- Dubai Media City hotels/office uses

Abou
L4 L7 -- Mina Seyahi Tram Station

t 5 min
-- High density office building
American
Mina University of -- Low density residential

utes w
Seyahi Dubai
L7 -- American University of Dubai

Part 2
alk
k -- Emirates Golf Club
al
w -- Banks
es
L5 ut
in -- Empty development land
m
t5
bou
L1 A

ad
Land Use
Ro Emirates
Legend
d
ye Golf Club

Part 3
Za
i kh
he Medium Density
S Abovergound Metro Station
Residential

Offices Tram Station

Marina
Towers Commercial Shopping, cafes, restaurants

Civic Metro line

Tram route
Utilities

Part 4
Cycling lane (existing)
Education Metro catchment (500m)

Hotel
0 50 100 200m
Bank N

87
 Dubai Transport Integration Manual

CS1-3 Key Routes

Introduction

L1 Nakheel Metro Station

L2 Media City Tram Station

L3 Dubai Internet City

L4 Dubai Media City Amphitheatre

L5 Hotel, offices, cafés restaurants

L6 Dubai Media City hotels/office

L7 Mina Seyahi Tram Station

L6
Part 1

L2
S9

S4
S13, S14,
L1 Nakheel Metro Station S1 -S4 S1, S10 S1-S3 S1, S2, S9 S1-S4, S15 S15 S3
S6 L3
L4
S10, S4, S8,
L2 Media City Tram Station A S4 S4, S3, S9 S15
S2-S4 S6
S2
S7 S5

Route Segment ID
S8
Part 2

S10, S2, S3, S2, S10, S2, S10, S2-

L3 Dubai Internet City A/B B/A S10
S3 S5, S6 S9 S4, S15

L4 Dubai Media City Amphitheatre A A A/B S6, S8 S3, S9 S4, S15

L7 S6
S6, S7,
L5 Hotel, offices, cafés restaurants B A/B A/B A/B S6, S5, S9 S11 S1
S15 S14

S9, S3, S4, S12

L6 Dubai Media City hotels/office A/B A/B B A/B A/B
Part 3

S15 L5
S13

L7 Mina Seyahi Tram Station A A A/B A/B A/B A/B

L1

Proposed Route Type

Part 4

88
Dubai Transport Integration Manual

CS1-3 Key Routes

LM20

Introduction
Proposed key integration routes are identified in a

ad
hierarchy (see Part 2: Local Integration).

Ro
h
ou
These routes link main attractions and public
uf
lS
A

Media City (Tram) transport stations to facilitate, encourage and

L2 L6 improve pedestrian access and use. Several key
locations are further described through images and
a list of recommended measures.

Part 1
L3
The routes selection is based on site visits,
pedestrian behaviour observation for desire lines,
L4 and through a workshop session with the RTA
team.
Mina The network of routes is provided in a schematic
Seyahi
L7 diagram and matrix indicating network segments
between destinations in the right hand half and

Part 2
required/proposed route type to achieve via local
integration measures is to the left hand half.
L5

L1

ad Main Routes
Ro Emirates
ye
d Golf Club Legend

Part 3
Za
ikh outside 500m within 500m
She

A Route A Route Cycle Parking

Marina B Route B Route Bus Stop

Towers
C Route C Route Abovergound Metro Station

D Route D Route Tram Station

Part 4
Metro line

Tram route

Cycling lane (existing) 0 50 100 200m

Metro catchment (500m) N

89
 Dubai Transport Integration Manual

CS1-4 Route Analysis and Measures

Introduction

From Location L1 Nakheel Metro Station L6

L2 Dubai Media City Tram station (north of American

To Location
University of Dubai)
L2
S9
Current Type Mixed B,C,D,E
S4
Proposed Type A
S15 S3
L3
This route is seen as a key opportunity for improvement in the L4
Part 1

study area, with potential to upgrade to A type incorporating

Description and Local a defined cycling route along its whole length. There is S2
S7 S5
Integration Measures considerable cycling demand in the area dues to the large S8
numbers of students. It is also a key route to integrate metro S10
and tram stations.
-- There are some good practice already in place
throughout the route, such as raised table crossing L7 S6
Part 2

through car parks with softscape components (G3 on S4) S1

S11
and a well shaded walking route with trees and a clear S14

Comments and though zone (G5 on S2).

S12
references to Good -- Various issue and opportunities were observed on site L5
S13
Practice (G), Issues and such as two signage for different public transport modes
Opportunities (I.) and places across the road without indicating location of the L1
Proposals and Measures other (I.1 on S9), or missing through zones in sidewalks
(P) by corresponding with parking, resulting in pedestrian using the road (I.9 on
Part 3

route segment (RS) S1 and I.10 on S2).

-- Proposals and measures are recommended on sections
and areas along the route segments as necessary. Like
adding seating and art to liven up wall flanked street (P3
on S2).
Sub-destination L3 Dubai Internet City
Proposed Type B
Part 4

An existing route type B exists within the site in a private establishment

Sub-destination L6 Dubai Media City Offices
(American University of Dubai) that can be a great addition to the pedestrian
Proposed Type A,B,C
network and connects RS2 and RS14 (see P6)

90
Dubai Transport Integration Manual

CS1-4 Route Analysis and Measures

Introduction
From Location L1 Nakheel Metro Station L6

L2 Dubai Media City Tram station (south of American

To Location
University of Dubai)
L2
S9
Current Type Mixed B,C,D,E
S4
Proposed Type B
S15 S3
L3
Description and Local This route is seen as a key opportunity for improvement in the L4

Part 1
Integration Measures study area, with potential to upgrade to B type
S2
S7 S5
-- There are some good practice already in place throughout S8
the route, such as the public space configuration in front S10

of Media One hotel with street furniture and softscape

(G1 on S6), the multi modal signs or multi route signs for
a single public transport station (G2 on S6) and the cafés S6
L7
and restaurants with outdoors seating areas that help

Part 2
S11 S1
simulate public and pedestrian environments (G4 on S6). S14

Comments and -- Various issue were observed on site such as unnecessary S12
references to Good site boundaries fragmenting public realm (I.4 on S12). L5
S13
Practice (G), Issues and -- Metro station entrance obstructed from pedestrian flow
Opportunities (I.) and by car park fence (I.6 on S13). L1
Proposals and Measures
-- Small level variations in footways prevent universal access
(P) by corresponding

Part 3
(I.7 on S6).
route segment (RS)
-- Short walls of existing structures providing insufficient
shading (I.5 on S14).
-- Low hanging trees obstructing through zones (I.11 on S14).
-- A small landscaped route through public ream (the
amphitheatre) is a great opportunity to guide pedestrians
through and requires less investments to upgrade (I.3 on

Part 4
S8).

91
 Dubai Transport Integration Manual

CS1-4 Route Analysis and Measures

Introduction

L6
-- Proposals and measures are recommended on sections
and areas along the route segments as necessary.
-- Increase shade provision and adding softscape and cycle L2
S9
lanes to upgrade existing wide path composed of only a
through zone (P1 on S14). S4
Comments and
S15 S3
references to Good -- Create a pedestrian prioritised path through a car park by L3
L4
Part 1

Practice (G), Issues and adding raised table crossings, speed reduction measures,
Opportunities (I.) and shade and signage (P2 on S13). S2
S7 S5
Proposals and Measures -- Enhance public realm at an existing public transport S8
(P) by corresponding station location with a separate cycle path by adding S10
route segment (RS) shading, street furniture, etc. to integrate it with the
existing urban fabric (P4 on S15).
-- Rearrange Footway zones to give pedestrians priority L7 S6
Part 2

through zones and good softscape utilisation on existing S11 S1

wide paths (P5 on S5) S14

S12
Sub-destination L4 Dubai Media City Park/Amphitheatre
L5
Proposed Type B S13

Sub-destination L5 hotel, offices, café and restaurant street frontage

L1
Proposed Type B,C
Sub-destination L7 Mina Seyahi Tram station
Part 3

Proposed Type B
Part 4

92
Dubai Transport Integration Manual
CS1-5 Good Practice
LM20
G1 Street furniture and
landscaping extends
to the site boundary,
extending the public
realm, providing amenity.
Contributes to the look
and feel of the street,
connects pedestrians
and encourages walking
access.
G2 G2 Signs show route options
for the same destination,
allowing route choice
based on other factors
e.g. sun path at time of
journey to take advantage
of building shading.
Mode choice signage also
provided.
G3 Raised table crossings
provide dual purpose of
traffic calming measure to
prioritise pedestrians and
step-free pedestrian and
disabled access. This route
is also shaded.
93
Introduction
G4 G4 Cafés and restaurants
provide seating within
pedestrian realm. Visual
interest and amenity
contribute to an active and
vibrant street-scene.
Part 1
G5 Main walking route is
well shaded by trees and
wall. Wide, obstacle-
Part 2
free pedestrian path is
maintained throughout.
Parking creates a buffer
between the carriageway
and footpath.
Potential for further
Part 3
enhancement of this route
that both ‘signposts’
pedestrians, provides a
visual amenity, and acts
as a poster for the use (in
this case the American
University). See Measures
Part 4
and Proposals sheet
below.
 Dubai Transport Integration Manual

CS1-6 Issues and Opportunities

Introduction

I.1 I.1 I.1 Two separate sign groups are present in the area

ad
Ro
for Dubai Metro and Dubai Tram. These should be

ouh
uf
lS
A
Media City (Tram)

integrated to promote route and mode choice for

journeys.
Both signs’ location is indicated tot he left by a red
circle.
Mina
Seyahi
Part 1

ad
Ro Emirates
d
ye Golf Club
Za
h

The direction/walking time (in minutes) for other

ik
he
I.2 I.2 S

Marina
Towers
mode interchanges on the maps should be within
the stations. Metro station and Tram station
Part 2

currently only identify nearby bus routes

This can help pedestrians plan full journeys or
take advantage of the information presented e.g.
arriving by metro and walking to an office building
close by, then having lunch at a cafeteria further
ahead - at which point the pedestrian will be closer
to the tram and may choose this route instead of
Part 3

returning to the metro.

Part 4

Map at Tram station Map at Metro station

94
Dubai Transport Integration Manual

CS1-6 Issues and Opportunities

LM20

Introduction
Signpost station link via landscaped public realm Remove site boundary wall to create shared space Insufficient wall heigh does not provide enough shade
I.3 I.4 I.5

Part 1
Station entrance obstructed by car park fence, coordinate Small variation in footway levels do not allow for universal access, easy to amend through ramp provision
with owner to remove gate or a section of it. I.7 I.7 I.7

I.6

Part 2
Part 3
Use shade planting on pedestrian route Rationalise parking to create shaded footway Use pergola to provide clear footway and amenity
I.8 I.9 I.10 I.11

Part 4
95
 Dubai Transport Integration Manual

CS1-7 Proposals and Measures

Introduction

P1 -- M4: Micro-climate P4 -- LM4: Micro-climate

(shading) (shading)
-- M5: Softscape -- LM6: Street furniture
-- M11: Universal access -- LM11: Universal Access
-- M14: Providing for -- LM19: Education and
Cyclists Communication
Part 1

-- M17: Managing Cars -- LM18: Smart Initiatives

P2 P5 -- LM2: Footway Zones

-- LM3: Signage and Way
-- LM3: Signage and Way
finding
finding
Part 2

-- LM4: Micro-climate
-- LM6: Street Furniture
(shading)
-- LM7: Hardscape
-- LM8: Speed reduction
-- LM11: Universal access
-- LM10: Pedestrian
Crossing -- LM14: Providing for
Cyclists (cycle lane)
Part 3

P3 Add a few seating benches P6 P6 Shaded, private path

along the path. Liven up with seating through the
the wall by encouraging university already in place
AUD art students to use (route type B). Potential to
the wall space for art open for pubic access.
projects and enhance the
visual aesthetics. It can
Part 4

also be used to project/

advertise AUD activities
and fairs during the year.

96
Dubai Transport Integration Manual

CS1-7 Proposals and Measures

Introduction
Proposed key integration routes are identified on a

ad
hierarchy (see methodology section; street type).

Ro
h
ou
These key routes link main attractions and
uf
lS
A

Media City (Tram) Public Transport stations to encourage and

ease pedestrian flow. Selected locations are
P4
further described through images and a list of
recommended measures opposite.

Part 1
P5

P3

Mina
Seyahi P6

Part 2
P1
P2

ad Main Routes
Ro Emirates
ye
d Golf Club Legend

Part 3
Za
ikh outside 500m within 500m
She

A Route A Route Cycle Parking

Marina B Route B Route Bus Stop

Towers
C Route C Route Abovergound Metro Station

D Route D Route Tram Station

Part 4
Metro line

Tram route

Cycling lane (existing) 0 50 100 200m

Metro catchment (500m) N

97
 Dubai Transport Integration Manual

CS1-8 Special Area Design Recommendation

Introduction

ad
Ro
h
ou
uf
lS

Section A-A existing

A

Media City (Tram) Legend 0 10 20 50m

N

Special Area

Bus Stop

B
Mina
Seyahi
C
Part 1

Furnishing Zone Parking Carriageway A Through Furnishing Parking Carriageway

C
Zone Zone
Manouvering/
A on-street walk zone

ad

Further Studies were conducted on this particular

ye
d
Ro Emirates
Golf Club Section C-C existing Section B-B existing
Za
h
section of the site. Sections AA and B-B both need
Sh
ei
k

to be upgraded to A type route and share similar

Part 2

dimensions (see sections to the right).

Marina
Towers

Section C-C should carry through route type A and

allow for pedestrian and cycle priority crossing,
a raised table was recommended along other re-
dimensioning of existing sidewalks (see section C-C
and section C-C improved to the right). Furnishing Zone Parking Carriageway
Furnishing Bus Layby Carriageway Bus Layby Furnishing Media City Through Furnishing Cycle Parking Carriageway
Part 3

Zone Zone Amphitheatre Zone Zone Path

Through Through
Zone Zone

Section C-C improved Sections A-A & B-B improved

Part 4

Furnishing Bus Layby Carriageway Bus Layby Furnishing Media City Through Furnishing Cycle Parking Carriageway
Zone Furnishing Cycle Furnishing Bus Layby Carriageway Bus Layby Amphitheatre
Zone Furnishing Media City Zone Zone Path
ZoneThrough
Path Zone Through Zone Amphitheatre
Zone Through Zone
Raised Through
Zone Table Zone
98
Dubai Transport Integration Manual

CS2 Case Study 2 - Al Fahidi

Introduction
Port Rashid Al Rigga N
Al Sabkha
Al Ras

Deira
Dubai

Part 1
Maritime Bur Dubai
City
D
ub
Kh
a li
ai
dB Cr
in
Al ee
W
ale k Riggat Al

d
ed Buteen

oa

Part 2
Ro

lR
ad

oo
kh
an
A
lM Creek
Park

Al Mankhool

Al Fahidi underground metro station in the historic
centre of Dubai was selected as it is a high density
and vibrant mixed-use area, and is typical of older
developed areas of Dubai.
A number of modes are represented within or close
to the study area and the station is the main metro
Part 3
The predominant land use within the catchment Dubai Metro (Red)
area is medium density residential and mixed
Dubai Metro (Green)
use (residential with commercial street frontage),
hotels, shopping complexes (such as Computer Case study area
Plaza).
Outside the immediate catchment area, main

gateway to close tourist attractions and key water
transport facilities in the Souq area to the north.
Part 4
tourist attractions are located to the north such
as; Historic Bastakiya, Old Textile market, Al
Fahidi Fort Dubai Museum, mosques, Creek-side
attractions (Souqs/Abras) and a Hindu Temple.

99
 Dubai Transport Integration Manual

CS2-1 Public Transport Inventory

Introduction

Metro Water Taxi

Al Fahidi metro station is Available around 10
an underground station minutes’ walk from the Al
on the green line. It has Fahidi metro station.
four exits, each on a
street corner of the Khalid
Bin Al Waleed Road
Part 1

and Al Mankhool Road

intersection.

Bus Water Bus and Abra

All bus routes in the area Available around 10
stop within the 500m minutes’ walk from the Al
Part 2

catchment of the metro. Fahidi metro station.

Part 3

Cycle
Large numbers of cyclists
are observed around the
site. Generally cycles
are used by a specific
demographic to deliver
Part 4
Pedway
Located on the south west
of the metro station and
helps direct pedestrian
above a high-volume,
high-speed vehicle

items and for personal corridor, accompanied

transport. No leisure or with a cycle ramp to allow
sport oriented cycling was for easier transport of
evident. bikes.

100
Dubai Transport Integration Manual

CS2-1 Public Transport Inventory

Introduction
Public Transport on site comprise of the following:
1. Al Fahidi Green Line metro station
2. Bus
Seventeen bus routes serve the site with multiple
bus stops distributed throughout, making the site
and environs a significant bus interchange location

Part 1
3. Marine Transport
Available via Water Taxi, Water Bus and Abras.
4. Cycle
5. Pedway
PT modes are further clarified on the map and

Part 2
PT inventory
photo inventory.
Legend
C7-1
91
C1 Bus routes
Undergound Metro Station 91 Ghubaiba, Jebel Ali

Bus Stop Wafi residences,

C7-1
Oud Metha Road 2
Marine Transport C1 Airport Terminal 3, Satwa

Cycle Parking Ghubaiba,

Part 3
Many
15
Quoz (Al Khail Gate2)
Car Park 83-1
Ghubaiba,
Nakheel Seaside
Metro catchment (500m) Ghubaiba,
Many
Quoz,
Kh Other catchment (500m) Business Bay Metro,
ali
dB Qusais,
in
Al Pedway Rashidiya Metro,
83-1 W
ale
ed Ras Al Khor,
15 ro
ad Metro line Nad Al Shiba,
Burjuman
Metro Faqa,
ad Marine routes

Part 4
o Station Endurance City Terminus,
olr Gold Souq bus station.
k ho Shaik Rashis Colony,
an Lamcy Plaza.
lM
A Al Karama
0 50 100 200m International City, Falcon
N Intersection.

101
 Dubai Transport Integration Manual

CS2-2 Land Use and Key Attractions

Introduction

Hotels Mosque Al Fahidi fort

Part 1

Banks Residential Old Souq

Part 2
Part 3

Commercial frontage Al Fahidi Historic Souq Old Textile market

Part 4

102
Dubai Transport Integration Manual

CS2-2 Land Use and Key Attractions

Introduction
Key routes on site are selected to link the main
identified attraction:
Hindu
Temple L1 -- Al Fahidi Metro Station
Old Textile Market L2 -- Al Mankhoul Road (N) bus interchange
L7 Bastakiya

Al L3 -- Khalid Bin Al Waleed Road (E) bus

Fahidi
Fort interchange
Dubai

Part 1
Museum L4 -- Al Mankhoul Road (S) bus interchange
L5 -- Khalid Bin Al Waleed Road (W) bus
interchange
L6 -- Burjuman Mall
L7 -- Souqs, Dubai Museum and Marine
Transport

Part 2
L2

L5

L1 Legend
Undergound Metro Station
Medium Density
Residential

Part 3
L3 Marine Transport
L4 Mixed Use
Metro line
Commercial
Metro catchment (500m)

Kh Civic Pedway
ali
dB
in
Al Hotel
W Utilities
ale
ed
ro
ad Burjuman
Mosque Bank
Metro
d

Part 4
a Station
ro
ol L6
Historic Buildings Shopping Complexes
kho
an
lM Museums
A
0 50 100 200m
Main Attractions
N

103
 Dubai Transport Integration Manual

CS2-3 Key Routes

Introduction

L1 Al Fahidi Metro Station

interchange

L2 Al Manhkoul Road (N) bus

bus interchange

L3 Khalid Bin Al Waleed Road (E)

interchange

L4 Al Manhkoul Road (S) bus

bus interchange

L5 Khalid Bin Al Waleed Road (W)

L6 Burjuman Mall

Marine Transport

L7 Souqs, Dubai Museum and

L7
Part 1

S1 S2 S5 S9
L1 Al Fahidi Metro Station S4 S11 S13
S11-S12 S3 S6 S10
S14
L2 Al Manhkoul Road (N) bus
A/B - - - S1, S4 S12, S11
interchange L5 L2
S11

Route Segment ID
Part 2

L3 Khalid Bin Al Waleed Road (E)

B - - - S17, S4 S2, S11 S12
bus interchange S10
S11
L4 Al Manhkoul Road (S) bus
B - - - S5, S4 S6, S11 S9 S1
interchange

L5 Khalid Bin Al Waleed Road (W)

B - - - S9, S4 S14, S11 L1
bus interchange S2
S6

L6 Burjuman Mall A B/A D/A B/A B/A S4, S11

Part 3

S5 S3
S18
L7 Souqs, Dubai Museum and
A B/A B/A B/A C/A A L4 S4
Marine Transport S17 S15
S8 L3
S7
Proposed Route Type S16

All bus routes serving the area pass through Location 5, therefore
Part 4

there are no routes between bus stops (L2, L3 ,L4 and L5) .
L6

104
Dubai Transport Integration Manual

CS2-3 Key Routes

Introduction
Proposed key integration routes are identified on a
hierarchy (see Part 2: Local Integration).
Hindu
Temple
These routes link main attractions and Public
Old Textile Market Transport stations to encourage and ease
L7 Bastakiya
pedestrian flow. A few locations are further
Al
Fahidi described through images and a list of
Fort
Dubai recommended measures.

Part 1
Museum

Part 2
L2

L5

L1

Main Routes

Part 3
Legend
L3
Metro line
L4
Metro catchment (500m)

outside 500m within 500m Pedway

Kh Cycle Parking
ali A Route A Route
dB
in
Al
W B Route B Route Bus Stop
ale
ed
ro
ad Burjuman
Metro C Route C Route Undergound Metro Station
d

Part 4
roa Station
o ol L6 D Route D Route Marine Transport
kh
an
lM
A
0 50 100 200m
N

105
 Dubai Transport Integration Manual

CS2-4 Route Analysis and Measures

Introduction

This recommended type A route (with Cycle path) is drawn to reinforce a

planned cycle route from the Dubai Cycle Master Plan.
The main road intersections (Khalid Bin Al Waleed and Al Mankhool) results L7
in a heavy car dominated environment and a number of pedestrian crossing
were added to guide pedestrians safely through the periods of time cars are
held back from certain direction. The new pedestrian and cyclist prioritisation
scheme (especially carrying through an A route type across) require a redesign
Part 1

of the crossing junction and adding a pedestrian/cyclist only traffic light time
where all cars are held.
One crossing is illustrated in I.3 linking S1 and S5, however, a new crossing S13
solution will upgrade all of S1-S3, S5, S6, S9-S11.
S14

L5 L2
S11
From Location L6 Burjuman
Part 2

S12
To Location L7 Souqs, Dubai Museum and Marine Transport
S10
S11
Current Type Mixed B,C,D,E
S9 S1
Proposed Type A

This route is a key pedestrian and cycle corridor linking the

L1
Metro station to the marine public transport, souqs, Dubai S6 S2
museum and Al Fahidi fort lying to the North as well as
Description and Local
Part 3

S5 S3
Burjuman Mall and the rest of the urban fabric to the South.
Integration Measures S18
This route follows the planned cycling route from the latest
Dubai Cycle Master Plan and can be extended further as the L4 S4
S17 S15
network develops. S8 L3
S7
S16
Part 4

L6

106
Dubai Transport Integration Manual

CS2-4 Route Analysis and Measures

Introduction
From Location
L6 Burjuman
(continued)
To Location (continued) L7 Souqs, Dubai Museum and Marine Transport L7

-- There are a few Good practice on site and along the

routes that should be maintained and encouraged such
as:

Part 1
-- Cafeterias and cafés extending into public spaces livens
up pedestrian spaces (G1 on S11).
-- The addition of plants and façade design to replace blank S13
walls (G3 on S11).
S14
-- Encourage cycling as a mean of transportation by
providing secure and shaded cycle parking in a visual L5 L2
S11
appealing location and mannerism (G4 on S13).

Part 2
S12
-- Using shared surface to prioritise pedestrians and S10
Comments and S11
allowing the closely developed urban fabric to shade
references to Good S1
streets without the addition of specialised shading S9
Practice (G), Issues and
structure (G5 on S11).
Opportunities (I.) and
-- The preservation of natural elements and maximising the L1
Proposals and Measures
usage of existing features such as trees in the middle of S6 S2
(P) by corresponding
open spaces and potential park pockets within the urban
route segment (RS)

Part 3
S5 S3
fabric (G6 on S11). S18

-- Multiple issues and opportunities were observed L4 S4

throughout the site and on routes such as: S17 S15
S8 L3
-- Obstruction of pedestrian path by chains (I.1 on S5) or S7
S16
maintenance/construction gates (I.7 on S4).
-- The interruption of through zones by infrastructure
elements (e.g. drains) (I.9 on S4), incomplete design of

Part 4
universal accessibility like a dropped kerb leading to an
L6
on-street car parking (I.6 on S11).
-- The lack of dropped kerb on a thin road island in the
middle of pedestrian crossing (I.8 on S4).

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CS2-4 Route Analysis and Measures

Introduction

From Location
L6 Burjuman
(continued)
To Location (continued) L7 Souqs, Dubai Museum and Marine Transport L7

-- There are also a few incomplete attempts to enhance the

pedestrian space such as:
-- The addition of Cycle signs with no cycle oriented
Part 1

infrastructure (I.2 on S11).

-- The extension of cafeterias into public realm too close to
parked cars (I.5 on S10). S13
Comments and -- The unnecessary level change at the entrances of land S14
references to Good uses in a way requiring pedestrians and cyclist to follow a
Practice (G), Issues and car designed entrance (I.10 on S13). L5 L2
S11
Opportunities (I.) and
-- Proposals and Measures are recommended in sections
Part 2

Proposals and Measures S12

and areas along the route segments as necessary. S10
(P) by corresponding S11
Like clearly defining the footway zones, adding inter-
route segment (RS) S1
modal signage, managing micro-climate and providing S9
for cyclists (P2 on S3), Transforming an empty space
(clearly a desire line) into a proper route segment by
L1
applying hardscape, Footway Zones, softscape, lighting, S6 S2
Universal Access and cycle lanes (P5 on S4) and moving/
Part 3

S5 S3
redesigning routes by following observed desire lines the
S18
same way (P4 on S5).
L4 S4
Sub-destination L2 Al Mankhoul Road (N) bus interchange S17 S15
S8 L3
Proposed Type B S7
S16
Sub-destination L3 Khalid Bin Al Waleed Road (E) bus interchange
Proposed Type B
Part 4

Sub-destination L4 Al Mankhoul Road (S) bus interchange

Proposed Type B L6

Sub-destination L5 Khalid Bin Al Waleed Road (W) bus interchange

Proposed Type B

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Dubai Transport Integration Manual

CS2-4 Route Analysis and Measures

Introduction
From Location L2 Al Mankhoul Road (N) bus interchange
To Location L3 Khalid Bin Al Waleed Road (E) bus interchange
Current Type Mixed B,C,D,E L7

Proposed Type B

This route runs next to the main Khalid bin Al Waleed Road
then turns around the corners and follows Al Mankhool

Part 1
Description and Local Road. Its main function is to connect the 2 main bus stops
Integration Measures mentioned above to the Metro station and ensure a good
pedestrian route is provided to strengthen the integration
S13
between these public transport modes.
S14

L5 L2
S11
-- Multiple issues and opportunities were observed

Part 2
S12
throughout the site and on routes such as elements of S10
public space obstructing pedestrian path (I.4 on the S11

corner of S1 and S2). S9 S1

Comments and
-- Proposals and Measures are recommended in sections
references to Good
and areas along the route segments such as: L1
Practice (G), Issues and S2
S6
Opportunities (I.) and -- Upgrading land use and development at locations for
public space upgrade potential, through the opening

Part 3
Proposals and Measures S5 S3
(P) by corresponding of ground floor commercial usage of neighbouring S18

route segment (RS) building and spilling out food and beverage outlets to the
L4 S4
empty public space to enhance pedestrian experience S17 S15
S8 L3
and enrich public space (P6 on the corner of S1 and S7
S2), also further illustrated in the special area design S16

recommendation at page 116.

Part 4
L6

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 Dubai Transport Integration Manual

CS2-4 Route Analysis and Measures

Introduction

From Location L4 Al Mankhoul Road (S) bus interchange

To Location L5 Khalid Bin Al Waleed Road (W) bus interchange
Current Type Mixed B,C,D,E L7

Proposed Type B

This route runs next to the main Al Mankhool Road then turns
around the corners and follows Khalid Bin Al Waleed Road. Its
Part 1

Description and Local main function is to connect the 2 main bus stops mentioned
Integration Measures above to the Metro station and ensure a good pedestrian
route is provided to strengthen the integration between these
S13
public transport modes.
S14

-- Examples of good practice have been noted along the L5 L2

S11
routes that should be maintained and encouraged such as
Part 2

the design of façades and addition of art to liven up the S12

S10
public realm and replace blank walls flanking pedestrian S11
paths. (G2 on SS9)
Comments and S9 S1

references to Good -- Proposals and Measures are recommended in sections

Practice (G), Issues and and areas along the route segments:
L1
Opportunities (I.) and -- The implementation of Footway Zones, inter-modal S6 S2
Proposals and Measures signage street furniture, micro-climate management,
Part 3

(P) by corresponding S5 S3
universal accessibility and provision for cyclists (P1 on
S18
route segment (RS) S6).
L4 S4
-- Utilising existing space to support the route networks S17 S15
S8 L3
and the urban fabric by identifying empty land to create
S7
pocket parks and providing for a route enhancement (P3 S16

on S18, from the main Route Segment S6).

Part 4

L6

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Dubai Transport Integration Manual

CS2-5 Good Practice

G1 Food outlets’ informal
outdoor seating within
pedestrian realm.
Quick win: encourage
more activity to spill out
into the public realm in a
formalised approach.
Introduction
G5 Shared surfaces in the
internal routes.
Shaded most of the day
by adjoining buildings on
either side.
Flanked by commercial

Part 1
frontages. Building
entrances opens directly
onto pedestrian routes.

G2 G3 Façades design and G6 Maximise use of existing

addition of plants on blank features. This tree is
walls of development the centre of a car-free

Part 2
facing public realm pocket, provides shade, a
landmark and reference
Quick win: Blank façades
point.
facing pedestrian realm
can be enhanced by Quick win: add seating and
adding plants and art more planting to create
work. pocket park and a vibrant
human scale space.

Part 3
G4 Secure and shaded cycle
parking provided at the
entry/exit point of major
attraction and adjacent to
Dubai Cycle Masterplan
network.

Part 4
Quick win: encourage
cycling by adding cycle
parking at entrances of
medium/high density
residential buildings.

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 Dubai Transport Integration Manual

CS2-6 Issues and Opportunities

Introduction

Chains obstruct pedestrian paths Cycle signage with no cycle facilities Special opportunity area, enhance crossings
I.1 I.2 I.3
Part 1

Rail obstructing pedestrian path, replace with ramp Outdoor F&B too close to on street parking Curb drops into parked car
I.4 I.5 I.6
Part 2
Part 3

Optimal pedestrian and cycle path route blocked Road island too narrow and not universally accessible Footway zones are interrupted
I.7 I.8 I.9
Part 4

112
Dubai Transport Integration Manual

CS2-6 Issues and Opportunities

Introduction
I.10 Shading provided to cycle parking prevents bikes from
heating during the day.

Opportunities:

-- Level change too high, pedestrians are forced to

detour around car drop off area to arrive at cycle
parking. Add a ramp to end of path to create

Part 1
secondary entry point for pedestrians and cyclist away
from car drop off zone.
-- Encourage cycle hire and outdoor cafe/markets.

Part 2
Part 3
Part 4
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 Dubai Transport Integration Manual

CS2-7 Proposals and Measures

Introduction

P1 -- LM2: Footway Zone P4 -- LM2: Footway Zone

-- LM3: Inter-modal (follow desire lines)
signage (Marine -- LM4: Micro-climate
transport) (shading)
-- LM4: Micro-climate -- LM9: Lighting
(shading) -- LM11: Universal Access
-- LM6: Street Furniture
Part 1

-- LM14: Cycle parking

-- LM11: Universal access
-- LM14: Cycle lanes and
parking

P2 -- LM2: Footway Zone P5 -- LM2: Footway Zone

-- LM3: Inter-modal -- LM3: Inter-modal
signage (Marine and signage (2 metro)
Part 2

metro ) -- LM5: Softscape

-- LM4: Micro-climate -- LM7: Hardscape
(shading)
-- LM9: Lighting
-- LM5: Softscape
-- LM11: Universal access
-- LM6: Street Furniture
-- LM14: Cycle lanes and
-- LM11: Universal access parking
Part 3

-- LM14: Cycle parking

P3 -- LM1: Land use and P6 -- LM1: Land use and

development: development:
Optimal location for Prime location for outdoor
pocket park while cafe, next to existing
maintaining a footway indoor F&B location.
zone to the left side of the
High potential for linking
Part 4

side where it is shaded

underground station with
by surrounding building.
adjoining food court in
Existing bus stop and
basement of development.
Pedway nearby.

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Dubai Transport Integration Manual

CS2-7 Proposals and Measures

Introduction
Proposed key integration routes are identified on a
hierarchy (see methodology section; street type).
Hindu
Temple
These routes link main attractions and Public
Old Textile Market Transport stations to encourage and ease
Bastakiya
pedestrian flow. A few locations are further
Al
Fahidi described through images and a list of
Fort
Dubai recommended measures.

Part 1
Museum

Part 2
P6

P1 Main Routes
P3 P2

Part 3
Legend
Metro line

P4 Metro catchment (500m)

outside 500m within 500m Pedway

Kh
P5 ali
dB
A Route A Route Cycle Parking
in
Al
W B Route B Route Bus Stop
ale
ed
ro
ad Burjuman
Metro C Route C Route Undergound Metro Station
d

Part 4
roa Station
o ol D Route D Route Marine Transport
kh
an
lM
A
0 50 100 200m
N

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 Dubai Transport Integration Manual

CS2-8 Special Area Design Recommendation

Introduction

Metro
Station
Exit
Part 1

Active
commercial
frontage
Hindu
Temple

Old Textile Market

Part 2

Bastakiya

Al
Fahidi
Fort
Dubai
Museum
The corner of S1 and S2 (see pages 104-105) wayfinding and re-organised parking can liven
overlooks commercial development and poses up public space and provides an opportunity
a potential public space hub. Development of a to involve local business, land owners and the
safe and comfortable pedestrian environment community to benefit from and contribute to
adjacent to the station using shading, landscaping, improvements.
Part 3

Special Area
Raised Legend
Table
Crossing Metro line

Metro catchment (500m)

Part 4

New Special Area

cafe
Bus Stop
seating
Undergound Metro Station 0 50 100 200m
N

Kh

N
ali
dB
in
0 10 20 50 Al
W
116 ale
ed
ro

ad
ro
Dubai Transport Integration Manual

CS3 Case Study 3 - Abu Hail

Introduction
Al Waheda
N
Abu Hail
A
lQ
ud Al Ahli
sS Hor Al Anz Sporting Al Qusais
tr East

Part 1
ee Club
t

Hor Al Anz
West

Part 2
ad
Ro

Dubai
ad

International
ih
tt
lI

Airport
A

Part 3
Abu Hail metro station was selected for its current Abu Hail aboveground metro station was selected Dubai Metro (Green)
integration with a bus station and proximity to for its current integration with a bus station and
Dubai International Airport Terminal 2. proximity to Dubai International Airport Terminal 2. Case study area

The area has a mix of medium density residential The area has a mix of medium density residential
areas, surrounded by commercial and light areas, surrounded by commercial and light
industry. industry.

The station is allocated at the junction of two major
roads (Ittihad Road and Al Quds Street) resulting in
different urban fabric coexisting close to the same
metro station.
Part 4
The stations falls near the crossover of two major
roads (Ittihad Road and Al Quds Road) resulting in
different urban fabric coexisting close to the same
metro station.

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 Dubai Transport Integration Manual

CS3-1 Public Transport Inventory

Introduction

Metro Taxi Stand

Abu Hail Metro station is
an above ground station
on the green line with two
exits, each on one side of
the main road.
Part 1
A dedicated taxi stand is
available in close proximity
to the northern exit of
the station. No taxis or
pedestrians were observed
utilising it throughout site

visits.

Bus Station Pedway

Abu Hail bus station is fully Located on the north west
integrated with the metro of the metro station within
Part 2

station and shares the 500m radius, or about 5

building with the northern minutes’ walk. This enables
exit. pedestrians to cross a high
volume vehicle road safely.
Part 3

Bus Stops Cycling

Sheltered and unsheltered
bus stops are available
throughout the study
area, many falling with
the 500m radius, or about
Part 4
Large number of cyclists
were observed during
site visits. Workers from
the industrial area to the
south where the principle

5 minutes walk to the uses are. No leisure or

station. sport oriented cycling was
observed. Cycle racks are
provided at both exits of
metro station.

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Dubai Transport Integration Manual

CS3-1 Public Transport Inventory

Introduction
Public Transport on site comprise of the following:
1. Metro (see opposite)
2. Bus
Thirteen bus routes serve the site with multiple bus
stops distributed throughout.
A Major bus station is physically integrated with the

Part 1
metro station (northern exit), serving six of the bus
routes directly.
C3
3. Pedway
15
C7
Located at the north of the metro station and
E304

Al Qiyadah
PT inventory
crossing over Al Quds street.
E307A
Metro
Station
Legend

Part 2
C19
64
22
Abovegound Metro Station Metro line

Bus Stop Metro catchment (500m)

X28 Other catchment (500m)

Bus Station
Pedway
Cycle Parking

13A Police Car Park

HQ

Part 3
Bus routes
C9
C3 Al Karama C9 Satwa, Hor Al Anz

Deira City Centre,

43 15 Ghubaiba, Quoz 22
Al Nahda (Terminus 1)

C7 Wafi residences, Oud Metha rd. Lulu Village,

X28
Dubai Internet City
C10
A
Satwa (Dubai),
lQ

Deira City Centre,

d

E304
Al Jubail (Sharjah) C19
ud
oa

Qusais Industrial Area

s
Dubai
R

St
ad

International
re

Hamriya Port, GoldSouq,

ih

C10 64

Part 4
tt

Airport
t

Jumeira (Beach Park)

lI

Ras Al Khor
A

Gold Souq,
E307A Al Jubail (Sharjah) 13A
Qusais

43 Dubai Festival City, Gold Souq 0 50 100 200m

N

119
 Dubai Transport Integration Manual

CS3-2 Land Use and Key Attractions

Introduction

Residential Hospital
Part 1

Commercial frontages Light Industry

Part 2
Part 3

Open yard Shopping complexes

An organised outdoor
space for hosting various
informal activities.
Part 4

120
Dubai Transport Integration Manual

CS3-2 Land Use and Key Attractions

Introduction
Land use and key attractions around the site mainly
consist of:

L1 -- School and Residential Area

L2 -- Al Quds Street (N) Bus Stop
L3 -- Hospital 1
L4 -- Abu Hail Metro Station and Abu Hail Bus

Part 1
Station
L5 -- Industrial Area
L2 L6 -- Dubai International Airport Terminal 2
L7 -- Hospital 2, Residential Area and Hotel
L7
L8 -- Dubai Police HQ
Al Qiyadah
Metro
Station

Part 2
L1
L3

School
L4

Land Use
L8 Legend
Gas Station
Police Medium Density
HQ Abovergound Metro Station
Residential

Part 3
L5
Mixed Use Metro line

Commercial Metro catchment (500m)

Civic Pedway

Utilities
A
lQ
d

ud
oa

s
Dubai
R

St
ad

International Mosque
re
ih

Part 4
tt

Airport
t
lI
A

Hotel
L6
Health

0 50 100 200m
Education
N

121
 Dubai Transport Integration Manual

CS3-3 Key Routes

Introduction

L1 School and Residential Area

L2 Al Quds Street (N) Bus Stop

L3 Hospital 1

Hail Bus Station

L4 Abu Hail Metro Station and Abu

L5 Industrial Area

Terminal 2

L6 Dubai International Airport

Hotel

L7 Hospital 2, Residential Area and

L8 Dubai Police HQ
L2
S12

S9
Part 1

S11 L7
S13

S8, S7, S8, S8, S7,

L1 School and Residential S8, S7, S8, S7, L3 S18
S8, S16 S8, S7, S1 S1, S2, S7, S1, S1-S3, S10
Area S1, S2 S1, S2
S4, S5 S10-S12 S11, S15 S6
S16
L2 Al Quds Street (N) S2, S4, S2, S3, S1
D/C/A S2, S6 S2, S1 S2 S11, S12
Bus Stop S5 S11, S15 S2 S14

Route Segment ID
S6, S2,
Part 2

S6, S2, S6, S9, S8 S3

L3 Hospital 1 D/C A/B - S6, S2 S3, S11, S4
S4, S5 S12 S7
S15 L4
L4 Abu Hail Metro Station S1, S1-S3, L1 S15
D/C/A A - S5 S4, S2
and Abu Hail Bus Station S10-S12 S11, S15

S5
S5, S4, S5-S3, S5-S3,
L5 Industrial Area D/C/A/B A/B/D B/A/D D
S2 S11, S12 S11, S15 L8

L6 Dubai International S2, S3, S2, S3,

Part 3

D/C/A A B/A A D/C/A L5

Airport Terminal 2 S11, S12 S11, S15
S17
L7 Hospital 2, Residential S12, S11,
D/C/A/C C B/A/C A/B/C D/B/A/C A/C
Area and Hotel S15
L6

L8 Dubai Police HQ D/C/A A/C B/A/C A/C D/B/A/C A/C C

Proposed Route Type

Part 4

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Dubai Transport Integration Manual

CS3-3 Key Routes

Introduction
Proposed key integration routes are identified on a
hierarchy (see Part 2: Local Integration).
These routes link main attractions and Public
Transport stations to encourage and ease
pedestrian flow. A few locations are further
described through images and a list of
recommended measures.

Part 1
L2

L7

Al Qiyadah
Metro
Station

Part 2
L1
L3

L4

L8

Police
HQ Main Routes

Part 3
L5 Legend
Metro line
Metro catchment (500m)

outside 500m within 500m Pedway

A Route A Route Cycle Parking

A

B Route B Route
lQ
Abovegound Metro Station
d

ud
oa

s
Dubai
R

St
ad

International C Route C Route

re

Bus Station
ih

Part 4
tt

Airport
t
lI
A

L6 D Route D Route Bus Stop

0 50 100 200m
N

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 Dubai Transport Integration Manual

CS3-4 Route Analysis and Measures

Introduction

From Location L2 Al Quds Street (N) Bus stop

To Location L6 Dubai International Airport Terminal 2
Current Type B,C,D,E
L2
Proposed Type A S12

This key route extends from the southeast of the site to the S9
Part 1

north-west, running along Al Quds Street (major road), it is S11 L7

Description and Local the spine of the cycling network and connects the Metro/Bus S13

Integration Measures Stations to the hospital and other development to the north
L3 S18
as well as linking them to the light industrial area to the south S10

and Terminal 2 of Dubai International airport, to the east. S16 S6

S1
S2 S14
Part 2

S8 S3
S4
-- Throughout the site, many good practices are already in S7
L4
place.
L1 S15
-- Clearly marked pedestrian crossings equipped with
dropped kerbs and warning sights alert drivers and slow S5
traffic (G1 on the connection between S1 and S2).
L8
Comments and
-- Provision of traffic signals in multiple sizes to increase
references to Good
visibility to vehicles at different speeds and those waiting
Part 3

L5
Practice (G), Issues and
at the signal at different walking distances from the S17
Opportunities (I.) and
intersection (G2 on S1).
Proposals and Measures
-- In addition to good practice there are also many issues
(P) by corresponding L6
and opportunities along existing and possible routes such
route segment (RS)
as:
-- Shade provision through existing structure (I.2 on S1).
-- Narrow pedestrian routes caused by interruption of
Part 4

elements like utility structures (I.9 on S2) or lack of

hardscape (I.7 on S2).

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Dubai Transport Integration Manual

CS3-4 Route Analysis and Measures

Introduction
From Location
L2 Al Quds Street (N) Bus stop
(continued)
To Location (continued) L6 Dubai International Airport Terminal 2
L2
S12
-- Through zones are also interrupted by lack of flat surfaces
(I.5 on S2).
S9
-- Infrastructure elements interrupting level walking routes

Part 1
S11 L7
(I.6 on S2).
S13
-- Proposals and Measures are recommended in sections
and areas along the identified route segments as L3 S18
S10
necessary. S16 S6
Comments and
-- Rehabilitating areas of high potential adjacent to Metro/ S1
references to Good
S2
Bus stations by minimising vehicle parking (and presence) S14
Practice (G), Issues and
and adding commercial frontages, softscape and street

Part 2
S8 S3
Opportunities (I.) and S4
furniture to liven up public space (P4 on S1). S7
Proposals and Measures L4
(P) by corresponding -- Inserting pocket parks into identified small leftover L1 S15
route segment (RS) spaces on or slightly off main routes that can also
function as hubs to provide information on public S5
transport provision available within the area (P1 on S2).
L8
Other proposal types include:
-- Identification of available space on a desire line and

Part 3
L5
enforcing the Footway Zones at a good scale, pedestrian S17
lighting, street furniture, signage and micro-climate
solutions (P2 and P6 on S2).
L6

S1 (a planned cycle path for 2017 from the Dubai cycle

Sub-route
MasterPlan)
Proposed Type A

Part 4
S3 (added to extend the cycle path from S1 and meet another
Sub-route
planned cycle path for 2019)
Proposed Type A

125
 Dubai Transport Integration Manual

CS3-4 Route Analysis and Measures

Introduction

From Location L3 Hospital 1

To Location L7 Hospital 2, Residential Area and Hotel
Current Type B,C,D,E
L2
Proposed Type A, B, C S12

This route carries pedestrians/cyclists through the west

Description and Local
to east direction across a major road (Al Quds Street) and
Integration Measures S9
Part 1

passes through an elevated pedway. S11 L7

S13
-- Good practice along this route are:
S2
L3 S18
-- Raised table crossings prioritising non-motorised S10

movement (G3 on S9 ground level extension). Plants S16 S6

and trees within public realm and pedestrian routes (G4 S1

S2 S14
on S13). The scaling of architectural elements to provide
extra functions such as seating arrangements (G5 on S11).
Part 2

S8 S3
S4
-- The route has many issues and opportunities: S7
L4
-- Prime ToD location used as open car parks (I.1 on S6). L1 S15

Comments and -- Desire line or routes flanked by blank parking walls (I.3 on
references to Good S16) or passing through buildings’ car park (I.6 on S18). S5
Practice (G), Issues and
-- Opportunities to enhance the site present themselves as L8
Opportunities (I.) and
hardscape routes shaded though existing structure (I.4 on
Proposals and Measures
Part 3

S9 ground level extension) or simply by observed desire L5

(P) by corresponding S17
lines through empty lands shaded by existing structure
route segment (RS)
(adjoining buildings) with high development potential
(I.10 on S13).
L6
-- Proposals and Measures are recommended in sections
and areas along the identified route for example: Levelling
existing hardscape to create clear through zone and a
universally accessible route (P3 on S12) or transforming
Part 4

an empty plot of land to pocket park, or providing

policies to ensure new development contributes to the
urban fabric, and the route network (P5 on S16).

126
Dubai Transport Integration Manual

CS3-5 Good Practice

Introduction
G1 G1 Several pedestrian G4 Plants and trees added
crossings around the site to pedestrian paths helps
are: reclaim space from cars
and adds colour and
-- Marked
texture to the public
-- Provided with dropped space.
kerbs

Part 1
-- Have warning signs to
alert drivers

G2 G2 Traffic signals are G5 Ledges and architectural

provided at small and elements are
bigger scale to provide sometimes available at

Part 2
clear view to all cars on a scale appropriate for
the road, the ones close pedestrians to utilise, e.g.
to the signal and those far seating.
away from it.
Quick win:

Encourage developers to
integrate their frontages
with the public realm.

Part 3
G3 Raised table achieve
traffic calming as well as
safe pedestrian crossings.

Part 4
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 Dubai Transport Integration Manual

CS3-6 Issues and Opportunities

Introduction

Car Park site provides TOD potential Shade provided by existing structure (overpass) Desire line flanked by blank walls of car parks
I.1 I.2 I.3
Part 1

Pedestrians selecting routes solely based on shading Need to ensure clear surfaces for safety Desire line appears through a building’s car park
I.4 I.5 I.6
Part 2
Part 3

Footway zones too narrow despite adequate space Dropped kerbs on pedestrian crossings are not carried Some routes are interrupted by utility structures causing
I.7 through other infrastructure on the road narrow footways
I.8 I.9
Part 4

128
Dubai Transport Integration Manual

CS3-6 Issues and Opportunities

Introduction
I.10 The area in the photograph is prime route location, It is:

-- Already a desire line as observed by pedestrian use.

-- Shaded by existing building for a part of the day
with the potential for shading by future structures
developed on the empty plot to the right.
-- Wide enough to create wide pedestrian clear zone and

Part 1
cycle paths if needed.
However, there are a few challenges to this route:

-- Existing adjoining structure has a blank wall facing this

route with minimal possibilities to engage pedestrians
or provide access to/from this route.
-- The extension of this route passes through a major
road crossover and will require junction makeover to

Part 2
function properly.

Part 3
Part 4
129
 Dubai Transport Integration Manual

CS3-7 Proposals and Measures

Introduction

P1 P1 -- LM1: Pocket Park P4 -- LM1: Replace cars with

-- LM3: Signage and Way commercial frontage
Finding (kiosks)

-- LM5: Softscape -- LM1: Add cafés and

restaurants to liven up
-- LM6: Street furniture
area
-- LM9: Lighting
-- LM5: Softscape
Part 1

-- LM14: Bike rack

-- LM6: Street Furniture
-- LM19: Education and
It has the potential to
Communication
become meeting point.

P2 -- LM1: Land Use and P5 -- LM1: For empty land

Development -- LM2: Footway Zones
-- LM3: Signage and Way -- LM5: Softscape
Part 2

finding
-- LM6: Street Furniture
-- LM4: Micro-climate
-- LM14: provide bike rack
-- LM5: Softscape
-- LM16: Prioritised Taxi
-- LM6: Street Furniture
-- LM20: Policy to guide
-- LM9: Lighting future development in
-- LM14: Cycle lanes open area to develop
Part 3

-- LM18: Smart Initiatives within community

P3 -- LM2: Footway Zone P6 -- LM2: Footway Zones

-- LM3: Signage and Way -- LM3: Signage and Way
finding finding
-- LM9: Lighting -- LM4: Micro-climate
-- LM11: Universal Access -- LM5: Softscape
-- LM17: Managing cars -- LM6: Street Furniture
Part 4

(on street parking) -- LM9: Lighting

-- LM11: Universal Access
-- LM14: Add cycle lane

130
Dubai Transport Integration Manual

CS3-7 Proposals and Measures

Introduction
Proposed key integration routes are identified on a
hierarchy (see methodology section; street type).
These routes link main attractions and Public
Transport stations to encourage and ease
pedestrian flow. A few locations are further
described through images and a list of
recommended measures.

Part 1
P3
P2

Al Qiyadah
Metro
P5 Station

Part 2
P4

P6

Police
HQ Main Routes

Part 3
Legend
Metro line
Metro catchment (500m)
P1
outside 500m within 500m Pedway

A Route A Route Cycle Parking

A

B Route B Route
lQ
Abovegound Metro Station
d

ud
oa

s
Dubai
R

St
ad

International C Route C Route

re

Bus Station
ih

Part 4
tt

Airport
t
lI
A

D Route D Route Bus Stop

0 50 100 200m
N

131
 Dubai Transport Integration Manual

CS3-8 Special Area Design Recommendation

Introduction

ng
ki
Part 1

a r Police
rP HQ

Ca
et
re
St
n
O
Abu Hail Bus and Metro station host high
opportunity sites within their vicinity. Empty

A
plots to the right and left of the stations are

lQ
d

ud
oa
Part 2

s
Dubai

R
prime location for Transit Oriented
International Development

St
ad

re
s

ih
B u on

et
tt
Airport

lI
with commercial street frontages that engage

A
ati
St pedestrians and enrich public space. Pedestrian
circulation has been prioritised by increasing
pedestrian crossings and raised table crossings and
ion
Stat the addition of shading and softscape.
u s
a il B
uH
Ab
Part 3

Special Area
Legend

Metro line Proposed Development

Metro catchment (500m)

ion
Stat Commercial Frontage
o Cycle lane
etr
Part 4

M
ail
uH Abovegound Metro Station Existing Development
Ab
Bus Station
Special Area
Bus Stop N

132
N 0 10 20 50
Dubai Transport Integration Manual

Introduction
Part 1
Part 2
Part 3
Part 4
133
www.arup.com