BRDM - 2018 - Vol1 - Part2 - Planning Procedures

BAHRAIN ROADS DESIGN MANUAL
Part 2 Planning Procedures
1st Edition
2018
Kingdom of Bahrain Part 2 Planning Procedures Roads Design Manual
Document Control
Client The Government of the Kingdom of Bahrain, as represented by

the Ministry of Works, P.O. Box 5, Bahrain
Title Bahrain Roads Design Manual
Subtitle Part 2 Planning Procedures
References Prepared and published by AECOM
Contract Number RPD-11/050 (March 2012)
Edition 1st
Revision 00
Issue Date 2018
Roads Design Manual Part 2 Planning Procedures Kingdom of Bahrain
Summary
This Part of the Manual provides guidance for planning of roads and the required approval
procedures for road schemes in the Kingdom of Bahrain. The general aim of this part is to
bring safer road planning and design practices to the forefront of the minds of the planners
and Highway design engineers.
It describes the road hierarchy, the functional requirements for roads and the function and
features of each class of road in the network.
It describes a number of the CPO procedures which particularly apply to the planning and
development stages of road schemes. These include:
(i) Master Plan review,
(ii) Consultation,
(iii) Planning Permission,
(iv) Land surveys and Mapping,
(v) Liaison with the Utilities,
(vi) Land acquisition, and
(vii) Wayleave Approval.
In addition, it also covers the following four specific aspects in more detail:
(i) Public Transport (in the context of the development of an Integrated Transport
Strategy);
(ii) Heavy Goods Vehicles (in the context of planning for and managing the movement
of heavy goods, large vehicles and abnormal indivisible loads);
(iii) Parking policy and procedures (in the context of providing for parking, and
managing and controlling the use of road space for parking); and
(iv) Advertisements (in the context of managing and controlling the adverse impacts of
advertising on the road and road users).
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2018 2 1st Edition

Contents
The Bahrain Roads Design Manual
The Bahrain Roads Design Manual has been prepared and published in 18 separate parts
grouped together in a thematic structure to make it easier to use and manage.
Part Title
PROCEDURAL REQUIREMENTS FOR ROAD PROJECTS
1 Introduction to the Bahrain Roads Design Manual
2 Planning Procedures
3 Scheme Appraisal
4 Design & Implementation Procedures
5 Road Safety
TECHNICAL REQUIREMENTS FOR ROAD PROJECTS
6 Road Geometry
Chapter 1: Introduction and General Design Criteria
Chapter 2: Link Design
Chapter 3: Cross Section Elements
Chapter 4: Junction Type, Size and Choice
Chapter 5: Design of Priority Junctions
Chapter 6: Grade Separated Junctions and Interchanges
Chapter 7: Roundabouts
Chapter 8: Signal Controlled Junctions (including Signalised Roundabouts)
Chapter 9: Highway Features
7 Geotechnical Investigation
8 Pavement Design and Rehabilitation
9 Road Drainage
10 Minor Road Structures
11 Street Lighting
12 Environmental Assessment & Design
TECHNICAL REQUIREMENTS FOR TRAFFIC MANAGEMENT
13 Traffic Signs and Road Markings
14 Traffic Signals and Control Equipment
15 Road Safety Barriers
16 Traffic Management at Road Works
ROAD MAINTENANCE REQUIREMENTS
17 Road Maintenance
DRAWINGS
18 Standard Details
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Part 2 – Planning Procedures

The contents of this part are:
Summary .................................................................................................................................. 1
Contents ................................................................................................................................... 3
The Bahrain Roads Design Manual ..................................................................................... 3
Part 2 – Planning Procedures .............................................................................................. 4
List of Tables ........................................................................................................................ 5
List of Figures ....................................................................................................................... 5
Glossary ................................................................................................................................... 6
Definition of terms (particular to this part) ............................................................................ 6
Abbreviations ....................................................................................................................... 8
1 Introduction ............................................................................................................. 9
1.1 Context.................................................................................................................... 9
2 Land-use planning / Zoning and Road network .................................................... 10
3 Transport Planning Process in Bahrain ................................................................ 11
4 Road Hierarchy and Network Design ................................................................... 14
4.1 Introduction ........................................................................................................... 14
4.2 Bahrain Road Hierarchy ....................................................................................... 16
5 Traffic Impact Assessment ................................................................................... 25
6 Planning Road Schemes ...................................................................................... 26
6.1 Planning Responsibilities ...................................................................................... 26
6.2 Master Plan Coordination and Identification of New Road Schemes ................... 26
6.3 Roads Planning Process ...................................................................................... 29
6.4 Origination (Scheme Identification) ...................................................................... 30
6.5 Right of Way and Access Control ......................................................................... 30
6.6 Access Management ............................................................................................ 31
6.7 Access Control Methods ....................................................................................... 32
7 Road Project Categories ....................................................................................... 33
8 Planning Procedures and Liaison with Utility Stakeholders ................................. 34
9 Planning Permission ............................................................................................. 35
9.1 Introduction ........................................................................................................... 35
9.2 Planning Permission Procedure ........................................................................... 35
10 Wayleave Approval for Road Works ..................................................................... 39
10.1 Introduction ........................................................................................................... 39
10.2 The electronic Wayleave submission process ...................................................... 39
10.3 Works within Industrial Areas ............................................................................... 40
10.4 Validity of Wayleave and Renewal ....................................................................... 40
10.5 CPO Wayleave ..................................................................................................... 41
10.6 Wayleave Applications by Roads Affairs .............................................................. 41
10.7 Minor Works Funded By the Private Sector ......................................................... 41
10.8 Other Permissions required .................................................................................. 42
11 Public Consultation ............................................................................................... 43
12 Land Acquisition and Development ...................................................................... 44
12.1 Procedures............................................................................................................ 44
12.2 Land Re-planning and Acquisition ........................................................................ 45
13 Land Surveys and Mapping .................................................................................. 46
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13.1 Base mapping ....................................................................................................... 46

13.2 Consultation with Cadastral Survey Bureau ......................................................... 46
13.3 Site Investigations ................................................................................................ 47
14 Public Transport ................................................................................................... 48
14.1 General ................................................................................................................. 48
14.2 Public Transport Facilities .................................................................................... 48
14.3 Measures to Assist Buses .................................................................................... 48
14.4 Bus Stops ............................................................................................................. 48
14.5 Other Measures to Assist Buses .......................................................................... 49
15 Heavy Goods Vehicles ......................................................................................... 50
15.1 Management of Heavy Goods Vehicles ............................................................... 50
15.2 Control of Axle Weights ........................................................................................ 50
15.3 Control of Access ................................................................................................. 50
15.4 Abnormal Indivisible Loads................................................................................... 51
16 Parking Policy and Procedures ............................................................................ 52
16.1 General ................................................................................................................. 52
16.2 Off-street parking areas ........................................................................................ 52
16.3 Classification of Off-Street Car Parking Facilities................................................. 52
16.4 On-street parking areas ........................................................................................ 53
17 Advertisements ..................................................................................................... 55
17.1 Responsibilities ..................................................................................................... 55
17.2 Advertisement approval process .......................................................................... 55
17.3 Guidance on suitability ......................................................................................... 58
References ............................................................................................................................. 60
Appendix A CPO Procedures* .............................................................................................. 61
Appendix B CPO forms* ........................................................................................................ 64
Appendix C List of Other Agencies* ...................................................................................... 65
List of Tables
Table 4.1 Bahrain Road Hierarchy ........................................................................................ 23
Table 16.1 Number of on-street parking spaces for disabled persons .................................. 54
List of Figures
Figure 3.1 NPDS Strategic Master Plan ................................................................................ 12
Figure 4.1 Bahrain Road Hierarchy ....................................................................................... 16
Figure 4.2 Traffic Mobility versus Land use access ............................................................... 17
Figure 4.3 Typical Motorway Road category (King Hamad Highway) ................................... 18
Figure 4.4 Typical Arterial Road Category (Shaikh Salman Highway) .................................. 19
Figure 4.5 Typical Collector Road Category (Airport Avenue, Muharraq) ............................. 20
Figure 4.6 Typical Distributor Road (Um Ishoum Avenue, Um Al Hassam) .......................... 20
Figure 4.7 Typical Local Road Category (Suqiyah Avenue, Manama) ................................. 21
Figure 6.1 Flowchart for review of road layout on master plan .............................................. 27
Figure 6.2 Road Scheme Planning Process .......................................................................... 28
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Glossary
Each Part of this Manual includes a Glossary defining the special terms and abbreviations
particularly relevant in that Part of the Manual. In order to assist the reader or user of this
Manual:
(i) Terms (and abbreviations) that appear in many Parts are defined in Part 1, but not
in the individual Parts.
(ii) Terms (and abbreviations) that appear in several Parts are defined in Part 1, as well
as the relevant individual Parts.
(iii) Terms (and abbreviations) that only appear in a few Parts are only defined in those
Parts where they occur.
If the reader encounters a term which is unfamiliar, or wants a precise definition, then the
recommended approach is to:
(i) Look in the glossary for that Part
(ii) Look in the glossary in Part 1
(iii) Search on the internet (or in a dictionary of technical terms).
Definition of terms (particular to this part)

TERM DEFINITION
Access Road Road providing access to a local area or individual properties
from a local, distributor or other road.
Arterial (Road) An arterial road is a high-capacity urban road. The primary
function of an arterial road is to deliver traffic from
collector roads to motorways and between urban centres at
the highest level of service possible. Access is generally
controlled mainly by grade separated intersections or at-
grade intersections (signalized).
Feasibility Study Feasibility studies are carried out to develop and evaluate
alternative solutions to major transport improvement needs.
Land Acquisition Land Acquisition means acquiring of land for road
improvement and/or new road alignment by the
government/government agency, as authorized by the law,
from the individual landowner(s) after paying government
compensation in lieu of losses incurred by land owner(s) due
to surrendering of his/their land to the government agency.
Lane A portion of the travelled way providing for a stream of traffic
travelling in single file in one direction.
Maintenance A collective term used to cover all the activities and
operations undertaken to manage and maintain a highway,
such as inspection, assessment, renewal, upgrade and so on.
Parallel Parking Parking in which the vehicle is aligned with the edge of the
kerb and / or lane.
Parking Lot An area, remote from the main road, designated for the
parking of vehicles. The equivalent British term is car park.
Pelican Crossing Crossings with red/amber/green signals facing drivers, and
far crossing side flashing amber/flashing green man signals
where vehicles are permitted to move subject to giving way to
pedestrians (Pedestrian Light Controlled crossing).
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TERM DEFINITION
Planning Permission A process in Bahrain, whereby designs of all road projects
are passed on to all affected utility agencies early in the
project, in order to obtain their comments and incorporate
their requirements into the design. This is done by as per
standard CPO procedures
Road Category Road Class (type) within the Bahrain Road Hierarchy
Road Hierarchy It is a means of defining each roadway in terms of its function,
such that appropriate objectives for that roadway can be set
and appropriate design criteria can be implemented. These
objectives and design criteria are aimed at achieving an
efficient road system whereby conflicts between the roadway
and the adjacent land use are minimised and the appropriate
level of interaction between the roadway and land use is
permitted.
Rural Rural roads within Bahrain are those located in areas with
little or no current or future developments.
Street A public road in a developed urban setting (city, town, or
village), typically with access to houses and buildings on one
or both sides.
Topographic Survey The configuration of a surface including its relief and the
locations of its natural and man-made features, usually
recorded on a drawing showing surface variations by means
of contour lines indicating height above or below a fixed
datum.
Wayleave The Wayleave Approval System is a procedure for co-
ordinating work in, on and under the road reserve and public
space (except those works specifically excluded under the
General Service Notification Procedures). The requirements
of the Wayleave Approval System are specified by the
Central Planning Office.
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Abbreviations
For a more extensive list of abbreviations, refer to Part 1 of this Manual (Introduction)
ABBREVIATION MEANING
ASRY Arab Ship Building Repair Yard Company
BRT Bus Rapid Transit
COEPP Committee for Organising Engineering Professional Practice
CPO Central Planning Office, MOWMAUP
CRPEP Council for Regulating the Practice of Engineering Professions
GDT General Directorate Traffic, Ministry of the Interior
ITS Intelligent Transport Systems
ITSS Integrated Transport Strategy Studies
MoF Ministry of Finance
MoH Ministry of Housing
MoT Ministry of Transport
MOWMAUP Ministry of Works, Municipality Affairs and Urban Planning
NPDS National Planning and Development Strategies
NSD National Survey Datum
PMO Project Management Office
PMS Project Management System
(also Project Management Section, MOWMAUP)
QMS Quality Management System
RA Roads Affairs, MOWMAUP
RDPCU Roads Damage Prevention & Control Unit, RPMD
RDS Roads Design Section, RPDD
RPDD Roads Planning and Design Directorate
RPMD Roads Projects and Maintenance Directorate
RSA Road Safety Audit
SLRB Survey & Land Registration Bureau
SRMP Strategic Roads Master Plan 2030 (produced 2003)
TBSC Traffic Board Sub Committee
TES Traffic Engineering Section, RPDD
TIA Traffic Impact Assessment
TPS Traffic Planning & Studies Section, RPDD
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1 Introduction
1.1 Context
1.1.1 This part of the manual describes the road planning process and approval
procedures to be adopted by the government agencies and private developers in design and
implementation of road schemes and projects so as to ensure compliance with BRDM
standards.
1.1.2 This part provides planners and engineers with guidelines to enable appropriate
planning of road infrastructure projects. It also promotes the design and construction of
highway infrastructure in Bahrain ensuring a high and common standard, which is a basic
component of good planning practice.
1.1.3 The planning processes described in this Part are primarily related to publicly
funded road schemes which are the responsibility of the Roads Affairs, MOWMAUP. The
described planning process and approval / permission procedures are also relevant to other
road development schemes initiated in the Kingdom of Bahrain by other government
agencies and private developments.
1.1.4 This Part of the Manual has been prepared as guidance for those designing roads
in Bahrain on the requirements to be met and procedures to be followed. It applies to those
proposing facilities, accesses and developments on or alongside roads and highways
including roads within the privately developed projects for which a master plan has been
created. It describes a number of the CPO procedures which particularly apply to the
planning and development stages of road schemes. These include:
(i) Master Plan review,
(ii) Consultation,
(iii) Planning Permission,
(iv) Land surveys and Mapping,
(v) Liaison with the Utilities,
(vi) Land acquisition, and
(vii) Wayleave Approval.
1.1.5 They apply to all road schemes and projects being developed in Kingdom of
Bahrain. The planning procedures are similarly wide in scope, from planning the strategic
roads to the local roads/residential streets.
1.1.6 The Central Planning Office (CPO), as part of MOWMAUP, takes a wider role in
coordinating planning and development. The current CPO procedures are listed in in
Appendix A.
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2 Land-use planning / Zoning and Road network
2.1.1 The fact that an intimate relationship exists between transportation and land
development was recognised in Bahrain which is evident due to development trend and
arising traffic demand, rapidly expanding developments along heavily travelled routes.
Gradually the prescriptive nature of early master planning gave way to an adaptive strategic
approach which provides guidance for an orderly development of the Kingdom. Zoning maps
accompanied by zoning regulations and other land use policies remain major tools for
development control.
2.1.2 The Bahrain Economic Vision 2030 is a long-term economic development plan that
outlines the future path for the development of the Kingdom of Bahrain’s economy over the
coming years. It was created in consultation with the government, private sectors, political
leaders and international bodies and was intended to cover the period 2008 to 2030.
2.1.3 The National Economic Strategy 2030 envisions providing high quality urban
transit infrastructure in the pursuit of ensuring sustainability, promoting competitiveness,
fairness and offering higher quality of life for all the residents and citizens of the Kingdom.
The Government of Bahrain is committed to implement an accessible, affordable, reliable,
safe and sustainable public transport system.
2.1.4 Vision 2030 led to several studies towards an organised development process.
The National Planning Development Strategy (NPDS) was the first of these, were intended
to carry out an inventory of the existing land use and infrastructure and to develop proposals
for a new national infrastructure. It exemplifies a forward-looking process designed to
address the role that sustainable land use development and an integrated land use-transport
planning process can play in guaranteeing steady, predictable and long-term economic
growth.
2.1.5 General Directorate of Urban Planning (GDUP) is responsible for the preparation
of detailed Land use master plan for the Kingdom. In line with the National Planning
Development Strategy (NPDS). Land use zoning plans are prepared and published by
General Directorate of Urban Planning (GDUP) for each governorates which specifies the
type (e.g. residential, commercial, mixed use etc.) and intensity (e.g.: high rise, low density)
of the land uses permitted at designated locations within the governorates.
2.1.6 Also NPDS provide the underlying rationale for all road projects in Bahrain.
Additionally, the Ministry of Housing (MoH) has the mandate to provide housing for the
citizens of Bahrain and has accordingly embarked upon large housing projects, including
social housing. Similarly, private developers propose investment projects involving multi-
use townships and industrial areas. Such projects require access from the Bahrain public
road network. Hence, MOWMAUP is required to contribute planning inputs into such
projects to provide safe and efficient access systems for these developments and ensure
that internal road networks are planned, designed and implemented to acceptable
standards. The requirements of this Manual therefore apply to anyone developing road
schemes in the Kingdom of Bahrain.
2.1.7 All roads projects undertaken in the Kingdom of Bahrain irrespective of whether
the proposal is part of a social housing development or a private development consisting of
residential, commercial or industrial premises or whether originated either by another
developer such as the MoH or a private investor will be subject to the same planning
requirements and design standards set out in this Manual.
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3 Transport Planning Process in Bahrain
3.1.1 The Government of Bahrain represented by the Ministry of Works, Municipalities

Affairs and Urban Planning (MOWMAUP) organizes comprehensive traffic & transportation
studies at a regular interval to review the adequacy of planned road improvements to cater
to increasing traffic demands.
3.1.2 In 2002, Roads Planning & Design Directorate (RPDD) of this Ministry undertook
detailed traffic studies (including traffic counts, household surveys, journey time, origin-
destination and other surveys) to update the Bahrain Transport Model (primarily a SATURN
based model) and prepare Strategic Roads Master Plan (SRMP). As on date, more than
50% of the identified road improvement schemes in SRMP have already been implemented.
3.1.3 Further, in 2006-08, Roads Affairs also concluded a comprehensive study to
develop ‘Integrated Transport Strategy (ITSS)’ for phase-wise implementation of public
transport initiatives in the Kingdom for up to 2030. This study made use of census data of
2001, household data of 2002, available traffic counts of 2006 and conducted other
surveys (stated preference surveys for bus/taxi passengers and private car owners) to
develop the four-stage multimodal Bahrain Transport Model using VISUM/VISEM software
(PTV Suite). As an outcome, the study recommended over 180km of transit network for
implementation in a phased manner.
3.1.4 In addition, in 2006-07, General Directorate of Urban Planning (GDUP) of this
Ministry developed the National Land Use Master Plan referred as ‘National Planning &
Development Strategy (NPDS)-2030’ with a vision for future development of the Kingdom.
Further detailed work was undertaken in 2010-12 to prepare NPDS Implementation Plan
(NPDS2). As part of NPDS2 project, MOWMAUP developed ‘Land Use-Transport Model’ as
the updated version of Bahrain Transport Model. These studies tested alternative land use
scenarios (for a given road network , 2001 census data, 2002-03 Road Side Interviews data
and after conducting household surveys for 3000 samples). For the reasons associated with
inadequate field data collected during the 2010 study and other issues with model
development/validation3, there have been several concerns with this updated model (viz.
very low forecasted traffic in horizon years, inadequate data for each population group,
under estimated trip generations for the developments, validation issues, amongst others).
3.1.5 The approved NPDS strategic master plan (version 18) prepared by GDUP in 2015
(Figure 3.1) reflects significant revisions (compared to the 2010 study) with intensive
proposals across the Kingdom (for example Suhaila Islands, new location for GCC Railway
Landing Point, New Airport, Phase-2 expansion west of Diyar Al Muharraq, Logistics Island
with peripheral outer link, East Sitra developments, South Bahrain developments etc.)
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Figure 3.1 NPDS Strategic Master Plan
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3.1.6 The strategic roads master plan (SRMP) will be updated shortly to comply with the
approved NPDS strategic master plan In absence of the updated SRMP, with the urgency to
improve connectivity and resolve the congestion bottlenecks, MOWMAUP prioritized design
and implementation tasks for selected strategic roads projects utilizing the funding
contributions by GCC Member States for GCC Marshall Fund.
3.1.7 Subsequent to the recent implementation of expanded bus routes/services (with
the new bus operator in August, 2015), average daily ridership levels have increased from
16,000 to 28,900. Total route length served by buses increased from 220km to 700km to
offer coverage area of 77% of total population. Taking advantage of this new thrust and to
promote public transport ridership, Ministry of Transportation & Telecommunications (MTT)
is currently pursuing the feasibility studies for Phase-1 LRT routes, which are proposed for
immediate implementation. However, the future phases of LRT/ public transit routes are to
be revised and finalized on the basis of detailed review of updated land use master plan for
overall Kingdom, vision for the integrated transportation strategy and future ridership
demands.
3.1.8 For the reasons stated above, an updated transport model which will be in place
shortly shall be the vital tool for all the concerned planning agencies (Roads Affairs, Urban
Planning Affairs of MOWMAUP and Ministry of Transportation & Telecommunications) to
ensure ‘ONE MODEL’ for Kingdom of Bahrain that:
(i) Reflects the current travel characteristics/ demand patterns and accurately forecasts
future travel demands (with the selected land use development scenarios);
(ii) Enables ‘informed decision-making’ on wide range of planning and policy initiatives
for land use regulation, effective and efficient management of existing transport
infrastructure in the Kingdom;
(iii) Provides a reliable and robust long term traffic planning tool for assessment of land
developments, and also to identify the supporting multimodal transport infrastructure
projects (road, rail, freight and public transport) for phase-wise development in
various horizon years; and
(iv) Facilitates in optimizing future investments on transport infrastructure while
maximizing the benefits for road users (in terms of connectivity, reduced delays,
affordability, quality of life and environment protection) to fulfil the objectives of
National Economic Strategy-2030.
3.1.9 In this regard, the three concerned agencies (Urban Planning Affairs and Roads
Affairs of MOWMAUP and Ministry of Transportation& Telecommunications) referred as
‘Joint Planning Committee (JPC)’ have agreed to coordinate, jointly review and monitor the
development process for the Updated Transport Model, formulate integrated transport
infrastructure master plans and to evolve key national policies/ strategies that help achieve
the goals of National Economic Strategy-2030.
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4 Road Hierarchy and Network Design
4.1 Introduction
4.1.1 This chapter describes the functional classification of Bahrain road network and
provides designers the description of the various road classifications in accordance with
National Development Planning Strategies (NPDS-2).
4.1.2 Road hierarchy is accepted as one of the important tools used for road network
and land use planning. It defines each roadway in terms of its function such that appropriate
objectives for that roadway can be set and appropriate design criteria can be implemented.
4.1.3 The key objective of a road hierarchy is to ensure the orderly grouping of
roadways in a framework according to the type of service they provide. It will also assist the
government with the adoption of appropriate standards for roadway construction. These
objectives and design criteria are aimed at achieving an efficient road system whereby
conflicts between the roadway and the adjacent land use are minimized and the appropriate
level of interaction between the roadway and land use is permitted.
4.1.4 Roads fulfil a number of functions. In general these are to:

(i) Allow passage of through traffic (motor vehicles, cyclists and pedestrians including
the disabled),
(ii) Allow local traffic (motor vehicles, cyclists and pedestrians including the disabled)
to reach their destination,
(iii) Allow delivery/collection of people and goods to properties alongside the road,
(iv) Provide public space between buildings or groups of buildings,
(v) Act as a corridor to carry utility /services apparatus, and
(vi) Provide space for public transport routes.
4.1.5 Functional classification of roads is the predominant method of categorizing roads

for planning and engineering. Functional classification refers to the actual or intended use of
a road within the network as a whole and the degree of access or mobility that is to be
provided to adjacent properties. Several advantages of classifying roads according to their
function are as follows:
(i) Encourages appropriate traffic speeds and operational conditions across the road
network,
(ii) Improves traffic safety by separating traffic flows with different characteristics by
separating local traffic from through traffic,
(iii) Allows specific design parameters to be developed and applied to roads that are
within the same functional class,
(iv) Results in easier organization and management of the traffic infrastructure, and
(v) Can be designed to minimize the impact on sensitive development areas.
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4.1.6 The road hierarchy principles will assist planning agencies with:
(i) Identifying the effects of development decisions in and on surrounding areas and
roadways within the hierarchy,
(ii) Planning and provision of public transport routes,
(iii) Development design that facilitates urban design principles such as accessibility,
connectivity, efficiency, amenity and safety; assigning control over access onto
traffic carrying roads to ensure safe and efficient operation for traffic, and
(iv) Identifying treatments such as barriers, buffers and landscaping to preserve
amenity for adjacent land uses.
4.1.7 The road hierarchy is treated differently for management and maintenance
purposes as described in Part 17 (Road Maintenance). The various categories of road in
the hierarchy shall be as set out below including utility corridors. The cross sectional
requirements are described in Part 6 (Road Geometry) Chapter 3 (Cross Section Elements)
and in Part 18 (Standard Details).
4.1.8 For efficient use of the road network it is necessary in the design process to give
priority to different functions on different roads and in different parts of the network. Table
4.1 shows the different features required to meet the functional requirements of the design
for each category of road.
4.1.9 New roads should be designed from the outset to meet the objectives in
accordance with their intended functions.
4.1.10 However, in some cases on existing roads it may not be possible to achieve all the
desirable features shown in Table 4.1 either physically or economically in the case of
existing roads. In this case the designer will have to seek approval for either a Relaxation or
a Departure from Standard. The procedure for these is described in Part 1 (Introduction) of
this Manual.
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4.2 Bahrain Road Hierarchy

4.2.1 In order to co-ordinate and plan both the existing and the proposed road network,
it is necessary to classify roads according to their intended functions within the overall road
system. This eight level road hierarchy, listed below and presented graphically in Figure
4.1, has been developed for the Kingdom and the following outlines the road hierarchy
framework, the desirable criteria to achieve the hierarchy objectives and the benefits.
(i) Motorways
(ii) Arterial Roads
(iii) Collector Roads
(iv) Distributor Roads
(v) Local Roads
(vi) Access Roads / Lanes (including Village Roads)
(vii) Commercial Roads
(viii) Industrial Roads & Industrial Access Roads
Figure 4.1 Bahrain Road Hierarchy
4.2.2 The typical characteristics of each category of road are described in more detail
below and Table 4.1; and the cross sectional requirements are described in Part 6 (Road
Geometry) Chapter 3 (Cross Section Elements) and in Part 18 (Standard Details).
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Figure 4.2 Traffic Mobility versus Land use access
Motorways
4.2.3 Motorways are the highest grade of road in Bahrain being characterised by:
(i) Few, well-spaced junctions, always grade separated, with the spacing being
restricted to the essential points where connections to the rest of the road network
are most appropriately made.
(ii) No other access points.
(iii) Full Access control.
(iv) Higher design speed (minimum 100 to 120 km/h).
(v) High capacity.
(vi) No parking or stopping.
(vii) Hard shoulders for emergency use only.
(viii) No utility services allowed within the right of way apart from those necessary for
the efficient use of the highway, for example street lighting and / or road drainage.
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Figure 4.3 Typical Motorway Road category (King Hamad Highway)
Arterial Roads
4.2.4 Arterial roads provide the backbone of the high speed road network in Bahrain and
it is this category of road which provides the efficient movement of major through traffic
between or around urban areas.
4.2.5 These roads are typically designed as dual three or four lane carriageways.
4.2.6 Arterial roads have slightly reduced standards when compared to motorways due
to their function in moving lower volumes of traffic. Typically these would be:
(i) Few, well-spaced junctions, controlled mainly by grade separated interchanges or
by traffic signals. (Traffic signals should not be used on high speed rural roads. If
they are proposed speed reduction measures will also be required.)
(ii) No other direct access points for adjacent development.
(iii) Pedestrians constrained to cross at well-defined points, preferably grade
separated by subway or footbridge, on high speed, high volume roads.
(iv) Design speed between 100 km/h and 120 km/h.
(v) No parking or stopping.
(vi) Hard strips for enhanced safety.
(vii) Provision of hard shoulders.
(viii) Provision of emergency lay-bys.
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Figure 4.4 Typical Arterial Road Category (Shaikh Salman Highway)
Collector Roads
4.2.7 Collector roads act as feeder roads to the arterial roads. As their name implies
they collect the traffic from a locality and feed it onto the arterials for longer journeys. They
also carry medium distance traffic between adjacent localities, and act as main routes for
public transport vehicles.
4.2.8 Depending on location, and traffic demands, collector roads will be single lane or
dual carriageways with two or more lanes.
4.2.9 Typically, standards of provision on collector roads would include:
(i) Access points only for major traffic generators, for example to industrial areas, or a
large office complex or major shopping centre.
(ii) Pedestrians and cyclists constrained to cross at well-defined points. Crossing
confined to traffic lights or pelican crossings; a footbridge or subway may be
provided for heavy pedestrian flows.
(iii) Design speeds range from 100 km/h maximum to 70 km/h in rural areas; 60 km/h
in urban areas within speed limit.
(iv) Generally no parking, but some may be permitted in special roadside lay-bys,
preferably separated from the road by a kerbed island.
(v) Buses may stop in roadside bus lay-bys.
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Figure 4.5 Typical Collector Road Category (Airport Avenue, Muharraq)
Distributor Roads
4.2.10 Distributors are major roads within and separating particular areas. They are main
routes used by traffic within a locality to gain access to the longer distance routes
(collectors/ arterials).
4.2.11 Typically, standards of provision on distributors would include:
(i) Access points only for major traffic generators, for example to a large office
complex, major shopping centre or hospital.
(ii) Pedestrians and cyclists encouraged to cross at well-defined points such as traffic
lights, pelican or zebra crossings.
(iii) Design speeds range from 80 km/h maximum to 60 km/h in rural areas; 50 km/h in
urban areas.
(iv) Considerable parking provision, preferably in lay-bys.
(v) Bus stops in dedicated roadside bus lay-bys.
Figure 4.6 Typical Distributor Road (Um Ishoum Avenue, Um Al Hassam)
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Local Roads
4.2.12 Local roads are a major part of the road network by length although they generally
carry relatively light vehicle traffic. They mainly provide access between the neighbouring
properties and the rest of the road network, as well as being a major part of local pedestrian
and cycle routes.
4.2.13 Typically the standard of provision on local roads would include:
(i) An undivided carriageway.
(ii) Access to premises and provision for the delivery of goods and servicing of the
properties.
(iii) Pedestrian crossing at designated locations (where there are kerbed footpaths).
(iv) Design speeds typically 50 km/h (or less) with traffic calming (if necessary)
(v) Parking on street allowed (but not encouraged).
(vi) Bus stops allowed with lay-bys (local roads will be designed only for mini-buses).
Figure 4.7 Typical Local Road Category (Suqiyah Avenue, Manama)
Commercial Roads
4.2.14 Approved or Designated’ Commercial Roads are the roads where shops are
allowed to open in the buildings overlooking the road corridors, according to the approved
development plans. Necessary provision for on-street parking to serve the commercial
shops, pedestrian crossings, related street furniture are to be planned for these roads.
4.2.15 Typically, standards of provision on commercial roads would include:
(i) At street where shops are allowed to open in the building overlooking it according
to the approved development plans (master plan),
(ii) Provides access to properties,
(iii) Service roads with parking to be considered (for dual carriageways),
(iv) Designated on-street parking,
(v) Bus stops in lay-bys, and
(vi) Pedestrian cross at designated locations.
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Access Roads and Lanes including Village Roads

4.2.16 Access roads and lanes in existing built up areas (including village roads) are the
major part of the road network by length, although they generally carry very little vehicle
traffic. They mainly provide access between the neighbouring properties and the rest of the
road network, as well as being a major part of local pedestrian and cycle routes.
4.2.17 Typically the standard of provision on existing access roads and lanes includes:
(i) A narrow undivided carriageway.
(ii) Access to premises and for the delivery of goods and servicing of the properties.
(iii) Pedestrians often walking in the roadway and free to cross at any point.
(iv) Design speeds typically 30 km/h (or less) with traffic calming.
(vi) No access for public transport (buses).
4.2.18 Village Roads and Lanes within existing villages have very limited scope of
improvement in terms of geometry. In general if the Right of Way for such roads is less than
8.0 m the entire surface should be treated as a dual use surface for both pedestrians and
vehicles.
4.2.19 In general a regular layout of access roads in housing areas is likely to lead to
excessive speeds. Therefore irregular layouts should be designed in conjunction with the
architect or the developer of the housing to provide a safe and pleasant environment as well
as convenient access to properties and from the properties to the rest of the road network.
4.2.20 The design standards for access roads and lanes may be used for the design of
access roads within gated communities and neighbourhood development schemes,
provided that sufficient RoW width is provided for all purposes including utilities’
underground plant, pedestrian walkways (footways and footpaths) and cycle ways.
4.2.21 The designer of local roads and access roads may wish to consult other Manuals
that give a wider perspective on the design of local road layouts in residential areas in terms
of environmental amenity for guidance. However the designer should adhere to the road
design standards in this Manual which cover all types of road in Bahrain.
Industrial Roads and Industrial Access Roads

4.2.22 Access roads in industrial areas should be designed specifically to cope with large
and heavy vehicles. In general they should be laid out with a regular pattern to promote
easy access and egress.
4.2.23 Typical standards for industrial access roads include:
(i) A wide undivided carriageway (or dual carriageway, if appropriate).
(ii) Good access to premises for the delivery of goods and servicing of the properties.
(iii) Pedestrians using designated locations to cross (where there are kerbed
footpaths).
(iv) Design speeds typically 40 km/h with traffic calming (if necessary).
(vi) Bus stops in dedicated roadside bus lay-bys.
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Table 4.1 Bahrain Road Hierarchy
Road Design Junction

Functional Features Lane Width1 Right of Way3
Category Speed Spacing2
Intended for long distance free flow

Dual carriageways (3 lanes or more)
120 km/h Complete access control
1 Motorway
minimum
3.75 m >2.5 km 100 m minimum
All grade separated junctions
No pedestrian or cyclists allowed
No parking (Emergency stopping areas off -road)
Intended for moderate to long distance traffic
Dual carriageways (normally 3 lanes or more)
Future grade separation to be considered in Junction spacing
2 lane – 60 m
100 – 120 Fully access controlled
2 Arterial 3.75 m 1.0 to 2.0 km 3 lane – 70 m
km/h Light Rapid Transit routes on segregated lanes 4 lane – 100 m
No pedestrian or cyclists allowed unless segregated by fencing/barriers
No at grade pedestrian crossings to be allowed.
No parking (emergency stopping areas off -road)
Collects from Distributor Roads and feeds into Arterial
Generally dual carriageways (2 or 3 lanes)
Lower speed limit applies only to 2 lane dual carriageways
70 – 100 500 m to 3 lane – 60 m
3 Collector
km/h Limited access locations 3.75 m
1000 m 2 lane – 40 m
Pedestrians cross at designated locations (signalised or grade separated)
Parking not acceptable
Bus stops in lay-bys
Can be single or dual carriageway
Access provided from undivided roads dual – 30 m
60 – 80 single – 15 m
4 Distributor On street parking allowed at designated locations 3.75 m 200 – 500 m
km/h single with
Bus stops in lay-bys parking – 20 m
Pedestrians cross at designated locations

Notes to Table 4.1 on following page
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Design Junction
Road Category Features Lane Width1 Right of Way3
Speed Spacing2
Provides access to properties

Undivided carriageway (on street parking allowed) 50 m
3.5 to
5 Local Roads 50 km/h Bus stops allowed with lay-bys (local roads will be designed only for mini- 3.75 m
minimum 12.5 m to 15 m
buses)
Pedestrians cross at designated locations (for kerbed footpaths)
A street where shops are allowed to open in the buildings overlooking it
according to the approved development plans.
20m minimum
Service roads with parking to be considered (for dual carriageways) 3.75 to
6 Commercial Roads 50 km/h
4.0 m
Min. 50m (for single
designated On street parking carriageway)
Bus stops in laybys

Access Roads/ Lanes Provides access to properties

(<12.5 m only for If RoW is less than 8.0 m, consider as lane
existing built up areas, 30 – 40 30 m <12.5 m
7 village roads and km/h Undivided carriageway 3.0 m
minimum
areas with land On street parking allowed
constraints)
Uncontrolled pedestrian crossing
Divided / Undivided carriageway
Industrial Access
8 Roads
40 km/h On street parking allowed 4.0 m 30 m 15 m min
Bus stops in lay-bys
Notes to Table 4.1:
1. Lane widths are only typical examples. Refer to Part 6 Chapter 3 for specific guidance.
2. Junction spacing may be affected by geometrical requirements especially related to weaving lengths and successive merge/diverges. Refer to Part 6 Chapters 4 to 8
for specific guidance.
3. The values of RoW are minimum values and should be modified to accommodate all utility corridors. Particular care should be taken for 12.5 m corridors as there are
often difficulties with fitting all utilities’ corridors within the RoW.
4. The RoW should conform to the zoning regulations on corridor widths published by GDUP.
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5 Traffic Impact Assessment
5.1.1 All planning applications for developments which are of a size or type that would
generate significant additional traffic are to be accompanied by a Traffic Impact Assessment
(TIA). The TIA study check the adequacy of the existing or planned road infrastructure or
public transportation services so as to support the proposed development and suggest
mitigation measures to support the development necessitates changes in the existing or
planned road infrastructure or public transportation services.
5.1.2 A TIA is required normally where traffic to and from the development exceeds
10% of the two way traffic flows on the adjoining road network or 5% of the two way traffic
flows on the adjoining road network where traffic congestion exists or will exist within the
assessment period or in other sensitive locations.
5.1.3 As a guide, development proposals exceeding the following parameters may
attract sufficient additional traffic to warrant a TIA:
(i) Residential developments in excess of 100 units (apartments etc.).
(ii) Business in excess of 5,000 m 2.
(iii) Warehousing in excess of 10,000 m 2.
(iv) Retail Gross Floor Area (GFA) in excess of 1,000 m 2.
(v) 100 trips in and out in the peak hour.
(vi) 100 parking spaces within the site.
5.1.4 The issues outlined below should be addressed in traffic impact studies.
(i) The scale of the proposed development and its compliance with the relevant land
use zoning guidelines.
(ii) Existing proposals for improvements to the study area road network and hierarchy.
(iii) Impact on road safety.
(iv) Impact of traffic noise (particularly in residential areas).
(v) Peak period traffic volumes and congestion levels at intersections in the study
area.
(vi) Existing parking supply and demand in the vicinity of the proposed development.
(vii) Existing and proposed public transport services in the vicinity of the proposed
development.
(viii) Parking provisions appropriate to the development (in relation to demand and
statutory requirements).
(ix) Trip generation / attraction and trip distribution of the proposed development.
(x) Safety and efficiency of internal road layout, including service and parking areas.
(xi) Impact of generated traffic on the streets in the study area.
(xii) Safety and efficiency of access between the site and the study area road network.
5.1.5 The developers/consultants may refer to “Traffic Impact Assessment Guide for
Developers” issued by MOWMAUP for further details in this regard.
5.1.6 All the mitigation measures recommended by Traffic Impact Assessment and
agreed by MOWMAUP shall be incorporated in the concept plan, while proceeding to the
preliminary design. .
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6 Planning Road Schemes
6.1 Planning Responsibilities

6.1.1 Roads Affairs has been responsible for planning and design of all roads within the
Kingdom since 1982. Road schemes vary in scale, from large scale highway development
projects to development and rehabilitation of narrow access ways or village roads.
6.1.2 When the need for a scheme is identified, Roads Affairs consider the overall
planning context for the scheme, by reviewing the road master plans, and carry out a
preliminary study for the need for the scheme. The extent of this study will be determined by
the type and classification of the scheme.
6.1.3 The list of road schemes is assessed each year and the priority schemes are
submitted by Roads Affairs for budget approval to the Ministry of Finance (MoF).
6.1.4 Large schemes and those involving key locations are presented to the Traffic
Board Sub-Committee (TBSC) for comment and approval at preliminary design stage. This
committee is chaired by the Director of GDT and includes representatives from all authorities
associated with the road corridors. For major schemes and determination of policy matters,
the Sub-Committee refers to the Traffic Board.
6.2 Master Plan Coordination and Identification of New Road

Schemes
6.2.1 The procedures for reviewing and coordinating master plans are set out in two
CPO procedures:
(i) Master Plan Coordination – A procedure for coordinating responses to master
plans developed or revised by the Ministry of Works, Municipalities and Urban
Planning MOWMUAP).
(ii) CPO Technical Interface Agreement – A procedure to manage the complexities of
public and private infrastructure in the same area (interface management) and
protect the integrity of any private master plan (master plan management) through
the (non-statutory) review of private sector master plans.
6.2.2 Master plans for the private developments are reviewed by MOWMAUP so as to
ensure that the proposed road layouts meet Ministry standards.
6.2.3 Figure 6.1 shows a flow chart of the steps required for reviewing the master plan.
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Figure 6.1 Flowchart for review of road layout on master plan
A Flow Chart showing the origin of road projects is shown in

6.2.4 Figure 6.2 below. The main sources for new road projects in Bahrain are:
(i) Roads identified in Strategic Roads Master Plan (SRMP),
(ii) Road improvement/up-gradation proposals identified to support the vision, goals
and objectives of the Integrated Transport Strategy Study (ITSS),
(iii) Roads access to MoH projects, and
(iv) Roads/access to private developments /other developments.
6.2.5 Road improvement projects also include:
(i) Road improvement schemes (on existing alignments),
(ii) Road maintenance projects (on existing roads),
(iii) The development of village roads (minor roads), and
(iv) The staged construction of new roads to serve new developments “Opening of
Roads” (OOR).
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ITSS
Figure 6.2 Road Scheme Planning Process
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6.3 Roads Planning Process

The Flow Chart setting out the overall planning process is in
6.3.1 Figure 6.2 above. The first step is to identify whether the scheme is within the
current list in the Strategic Roads Master Plan.
6.3.2 Where no master plan is available, or where Roads Affairs (RA) requires an
amendment to a master plan, they must seek the MOWMAUP’s approval before proceeding
with any new road proposal. In all cases the Survey & Land Registration Bureau (SLRB)
must be consulted with regard to land ownership. There is further guidance on the
requirements for establishing land ownership set out in the CPO planning procedures.
6.3.3 In the case of new roads or new road sections the Designer must consider the
connectivity with existing road networks. An assessment of the adequacy of the access
points providing connections to the existing road network must be made for access to any
new development. The possibility of linking it to an existing road improvement scheme
should also be explored to obtain optimal solutions.
6.3.4 The available road corridor must be reviewed with respect to road hierarchy
requirements, and an increase in corridor width should be proposed if necessary. A critical
component of planning at this stage is the feasibility of land acquisition for the project. As
land acquisition tends to be a lengthy process, any issues related to this should be
highlighted at an early stage of the planning process.
6.3.5 Depending upon the requirement and the nature of the project, a high level traffic
analysis must be carried out to understand the existing situation and to formulate any traffic
management interventions. It is recommended the available traffic survey data should be
used for necessary traffic analysis. Some projects, however, may only require a limited
traffic assessment based on available data, reports or other information.
6.3.6 At this stage necessary consultations should be made with Ministry of
Transportation (MOT) regarding the current public transport plan to ensure that sufficient
space for public transport corridors is provided within the Right of Way, whilst determining
the cross section of the particular road. In order to promote sustainable transportation
modes, all road schemes should be examined with regards to their integration with the future
Public Transport network of Bahrain.
6.3.7 At the planning stage, an assessment of the provision of pedestrian facilities and
safety issues shall be carried out. Provision of parking shall also be studied and evaluated
as part of this planning process. Particular attention should be given to the needs of the
disabled, both pedestrians and drivers. There is further guidance on the requirements for on
street and off street parking, including the requirements for the disabled in Chapter 16.
6.3.8 For major projects a pre-feasibility appraisal shall be carried out to arrive at
possible solutions. There is further guidance on pre-feasibility stage appraisal in Part 3
(Scheme Appraisal) of this Manual.
6.3.9 The planning process shall result in either a review of the current scheme or
providing alternatives, to be subjected to detailed feasibility study (Refer Part 3: Scheme
Appraisal). This will include preparation of schematic concept plans for the options. While
preparing schematic concept plans:
(i) Plans shall be prepared on NSD Maps. Otherwise latest Cadastral Maps shall be
used.
(ii) Broad highway design parameters corresponding to the category of road shall be
used.
(iii) Important issues shall be highlighted.
(iv) Areas requiring additional study, if any, shall be identified.
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6.4 Origination (Scheme Identification)

6.4.1 The first stage in the generic project life cycle is called the “Origination Phase”.
This corresponds to the stage where the need for a new road or a road improvement
scheme is identified, and its feasibility is established.
6.4.2 The need for a new road or a road improvement scheme can arise from one or a
combination of a number of reasons such as:
(i) Capacity improvement,
(ii) Network enhancement,
(iii) Municipal Council requests,
(iv) Accident prevention,
(v) Congestion relief,
(vi) New development,
(vii) Rehabilitation and Public complaints, and/or
(viii) Utility relocation or upgrading (improvement) schemes.
The strategic origin of road projects is shown in
6.4.3 Figure 6.2. Thereafter, their acceptance into the pool of schemes to be designed
is based solely on need.
(i) Junction improvements and road reconstruction projects are originated due to
traffic congestion, traffic safety issues or due to deteriorating conditions of existing
road pavement is deteriorating.
(ii) Several projects related to road safety have been initiated based on the
recommendations of the National Safety Strategy.
(iii) Improvement of Village Roads and Opening of Roads (OOR) to new blocks of
residential and commercial development are requested by the respective
Municipality Councils.
(iv) New development gives rise to demand for links and access roads to be built to
service them.
(v) Elected representatives of Municipal councils are often responsible for identifying
minor road schemes in their area
6.4.4 Further details of the different types of MOWMAUP road project are provided in
Part 3 (Scheme Appraisal).
6.5 Right of Way and Access Control

6.5.1 The term Right of Way (RoW) is used to describe the whole area (width and
length) of land dedicated for the public to use for travelling from place to place, as well as
providing a service corridor for public utilities’ underground equipment.
6.5.2 Due consideration is given to reserve adequate Right of Way for each road based
on the future traffic capacity requirement , identified as per strategic Roads master plan. The
cross sectional requirements are described in Part 6 (Road Geometry) Chapter 3 (Cross
Section Elements) and in Part 18 (Standard Details) for the various categories of road.
6.5.3 In general it is good practice to carry out a preliminary (outline) road design,
including a traffic impact analysis, before agreeing the RoW requirements in any master
plan. This will ensure that there will be adequate provision for roads and public transport
once the area has been developed.
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6.5.4 Access control is the regulation of access from private property to the roadway. It
is achieved by regulating public access rights to and from properties adjoining highway
facilities. Regulation is enforced through design guidance, policies, and a permitting process
administered by the General Directorate of Urban Planning (GDUP). Regulations generally
are categorized as full control of access, partial control of access, access management, and
driveway or entrance regulations. The principal advantages of controlling access are the
preservation or improvement of service and the reduction of crash frequency and severity.
6.5.5 The functional advantage of providing access control on a street or highway is the
management of interference with through traffic. Interference is created by vehicles or
pedestrians entering, leaving, and crossing the highway. Where access to a highway is
managed, entrances and exits are located at points best suited to fit traffic and land use
needs. They are designed to enable vehicles to enter and leave the highway with minimum
interference from through traffic. Vehicles are prevented from entering or leaving
somewhere else so that, regardless of the type and intensity of development of the roadside
areas, a high degree of service is preserved, and crash potential is lessened. Conversely,
on streets or highways where there is no access management and roadside businesses are
allowed to develop haphazardly, interference from the roadside can become a major factor
in reducing capacity, increasing crash potential, and eroding the mobility function of the
facility.
6.5.6 Full control of access means that access connections are strictly limited to ramps
with only selected public roads and by prohibiting at-grade crossings and direct private
driveway connections.
6.5.7 With partial control of access, some preference should be given to through traffic.
Access connections, which may be at-grade or grade-separated, are provided with selected
public roads and private driveways. Full or partial access control generally is accomplished
by legally obtaining access rights from abutting property owners, usually at the time of
purchase of the right-of-way, or by the use of frontage roads.
6.6 Access Management

6.6.1 Access management involves providing (or managing) access to land
development while simultaneously preserving the flow of traffic on the surrounding road
system in terms of capacity, speed, and low crash frequency and severity. Each abutting
property is permitted access to a street or highway, but the location, number, and geometric
design of the access points are governed by the regulations.
6.6.2 Access management is the enabling of and provision for all property owners to
have access, in a way that reinforces the road system’s basic functions. Access
management applies to all types of roads and streets. Good access management treats the
highway and environs as part of a single system.
6.6.3 Access management extends traffic engineering principles to the location, design,
and operation of access roads that serve activities along streets and highways. It includes
evaluating the suitability of a site for different types of development from an access
standpoint and is, in a sense, a new element of roadway design.
6.6.4 The following principles define access management techniques:
(i) Classify the road system by the primary function of each roadway. Freeways
emphasize movement and provide complete control of access. Local streets
emphasize property access rather than traffic movement. Arterial and collector
roads serve both property access and traffic movement.
(ii) Limit direct access to roads with higher functional classifications. Direct property
access is limited along higher class roadways whenever reasonable access can
be provided to a lower-class roadway.
(iii) Locate traffic signals to emphasize through-traffic movements. Signalized access
points should fit into the overall signal coordination plan for traffic progression.
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(iv) Locate driveways and major entrances to minimize interference with traffic
operations. Driveways and entrances should be located away from other
intersections to minimize crashes, to reduce traffic interference, and to provide for
adequate storage lengths for vehicles turning into entrances.
(v) Use kerbed medians, and limit median openings to manage access movements
and minimize conflicts.
(vi) Access management actions involve both the planning and design of new roads
and the retrofitting of existing roads and driveways.
6.7 Access Control Methods

6.7.1 Access may be controlled by means of statutes, land use ordinances, geometric
design policies, and driveway regulations.
(i) Access may be controlled by statute to protect public safety, health, and welfare.
The extent to which specific policies can be applied for driveways, entrances,
traffic signal locations, land use controls, and denial of direct access is specifically
addressed by legislation.
(ii) Land use master plan zoning regulations, building byelaws and subdivision
requirements specifies specify site design, setback distances, types of access,
parking restrictions, and other elements that influence the type, volume, and
location of generated traffic. Approval of a development may in fact hinge on the
ability to provide appropriate and reasonable access.
(iii) Geometric design features, such as raised-kerb medians, the spacing of median
openings, frontage roads, closure of median openings, and raised-kerb
channelization at intersections, all assist in controlling access.
(iv) Driveway and entrance policies may be further introduced in the proposed Road
Law which is under preparation by Roads Affairs.
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7 Road Project Categories
7.1.1 Public sector roads projects in Bahrain are mainly planned and executed by Roads
Affairs of Ministry of Works, Municipality Affairs & Urban Planning. The public sector road
projects are categorised based on the level of their strategic importance, budget
requirements, ease of implementation etc. The Design requirements of public sector
projects are handled by the ministry. Whereas the private sector road projects are designed
and implemented by the private agencies upon the design approval ensuring the compliance
with Bahrain standards.
7.1.2 The main categories of roads projects are listed below and described in more
detail in Part 3 (Scheme Appraisal):
(i) Strategic Projects - identified in the National Strategic Master Plan-2030 as per
recommendations of National Planning and Development Strategies (NPDS).
(ii) Major road Improvement schemes - which include improvement, rehabilitation and
reconstruction of major arterial roads and highways of Kingdom.
(iii) Opening of Roads (OOR) schemes- which are intended for area wide road
improvement of existing / new developments.
(iv) Road Safety Schemes- that arise from related safety issues or associated with
accident black spots.
(v) Village Road Schemes- are initiated mainly to rehabilitate and improve the roads in
village core areas. The priority for these schemes is decided by the individual
Municipalities.
(vi) Maintenance Schemes- include the projects for the maintenance and rehabilitation
of the existing road network. This includes: asphalt overlay; asphalt milling &
overlay; minor to medium level reconstruction; re-surfacing; asphalt reinstatement,
patching and crack sealing; and all related work like maintenance of existing traffic
signs, road marking and signals.
(vii) Other Schemes- This include development of internal road network within the
privately developed areas which are being designed and constructed by private
developers complying BRDM.
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8 Planning Procedures and Liaison with Utility

Stakeholders
8.1.1 To ensure effective liaison and coordination between Roads Affairs and the
utilities/ service providers, the procedures for consulting stakeholders in Bahrain have been
developed by the Central Planning Office (CPO) of the MOWMAUP and are as listed below
and summarised in Error! Reference source not found.. These procedural requirements
described below impose a discipline on the process that encourage good practice and
eliminate the possibility of errors affecting the highway users and utility stakeholders. Also
these procedures give increased assurance for the required road construction, repair,
maintenance, etc., are safe to implement and the utility stakeholders who are affected
protected from any adverse effects resulting from any work within the Roads RoW.
(i) Pre-Planning Permission (PPC) - Initial concept layout of all road projects are
circulated to all affected utility agencies in the early stages of the project in order to
obtain their initial feedback comments and incorporate their requirements into the
preliminary design.
(ii) Planning Permission – A process in Bahrain, whereby designs of all road projects
are passed on to all affected utility agencies early in the project, in order to obtain
their comments and incorporate their requirements into the design. It is continuous
exercise which should start at the early stage of the development of proposals.
(iii) Inter Utility Works Request – A procedure intended to expedite and streamline
coordination, contract administration and fund transfer for interrelated works
between the MOWMAUP and the Electricity and Water Authority.
(iv) Ministerial Permission for Cutting Asphalt – Ministerial permission is required to cut
the carriageway of certain major roads and their surfaced footpaths and the
carriageway of any roads or footpaths which have been surfaced.
(v) Wayleave Approval System – The Wayleave Approval System is the approval
system for works in public land and road reservations.
(vi) General Service Notification (GSN) – For categories of works and in circumstances
where Wayleave Approval will not be required (minor works).
(vii) Road Crossing Consultation – Provides an opportunity (through the Wayleave
consultation process) to all Utilities to cross a road when one Utility is given
permission to cut and cross a Ministerial route or a newly asphalted road.
8.1.2 These procedures shall apply to all new road proposals, road repair and
maintenance etc. including private developers i.e. to construct, assess, repair, demolish,
within the Road Right of Way. The procedures are also applicable for adoption of Road
projects by Roads Affairs.
8.1.3 In particular there is an established General Coordination procedure for co-
ordinating collective decisions from a number of stakeholders through a coordination
meeting facilitated by the Central Planning Office which applies to Roads Affairs and other
stakeholders / third parties.
8.1.4 In addition, it is normal to inform the public at the commencement of the works, on
large schemes or where there will be inconvenience to the public. This may be via
appropriate news media, or a general letter circulated to members of the public who are
likely to be affected by the works. Roads Affairs and the General Directorate of Traffic
normally inform the public via the news media. The information provided should cover the
extent of the works and time scale, together with any diversions to be introduced.
8.1.5 More details regarding these procedures are available in CPO Procedures. The
user of this Manual should check with the MOWMAUP for the updated version of the
procedures, if any, described here.
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9 Planning Permission
9.1 Introduction
9.1.1 The procedures for seeking and obtaining planning permission vary according to
the scale of the project and are set out in the CPO Planning Permission Procedure. This is
a system for consulting between authorities before seeking Wayleave approval.
9.1.2 All large and medium scale projects and any small projects which it is envisaged
may create difficulties for other services, such as electricity transmission projects, should be
the subject of a planning application to all other Authorities.
9.1.3 The Planning Permission application should be made at the planning stage of the
project (before seeking Wayleave approval).
9.2 Planning Permission Procedure
Application
9.2.1 Each Utility or Authority upon finalising its proposals for a project internally will
complete a standard application for Planning Permission form (currently CPO-F-001 Rev:02
Jan 2011).
9.2.2 The Planning Permission number consists of three elements as follows:
Year / Serial No. / Applicant authority (for example) 2013/05/WDD.
Note: This numbering system, which is the opposite of the Wayleave numbering
system, should not be confused with it.
9.2.3 Drawing numbers to which an application refers should be quoted on the form.
9.1.1 One copy of the form together with two copies of all drawings will be sent to each
of the other Authorities and to any other Agencies affected if the work will be undertaken
within an outside agency clearance zone and to other Authorities as may be deemed
appropriate in the particular case.
9.2.4 In order to expedite the reply, Planning Permission applications submitted to
Roads Affairs should include 5 copies of drawings, one digital copy of the proposal, details
of the existing and proposed corridors and trial holes information where available.
9.2.5 All drawings should be of 1:1000 scale preferably 1:500 scale but not more than
1:2000 scale and should be submitted in a standard size as appropriate.
9.2.6 If a major project was coordinated by CPO and corridors were allocated to various
utilities, then a copy of the approved services corridor cross-section should be submitted
with the Planning Permission form to expedite the approval process.
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Response to Application
9.2.7 On receipt of all comments the applicant will be expected to review the initial
proposal, resolve any issues and finalise the design. If the final design does not differ from
the initial one, the form need be resubmitted only to those Authorities who have not granted
Planning Permission on Part 4 of the form.
9.2.8 If the final design differs from the initial, it should be submitted to all Authorities,
outlining the revisions on Part 3 of the form. All Authorities should then sign or countersign
in Part 4, thereby granting permission on the basis of the revised plan.
9.2.9 Any reply to a planning application must be confined to coordination issues and
data exchange to assist the applicant in finalising their project design and managing the
risks at implementation stage. It is not acceptable for any authority or agency to presume to
be approving or disapproving designs which are within the core competency of the Planning
Permission applicant. Any disputes arising as to the validity of comments on planning
applications with respect to core competencies may be referred to CPO for resolution.
9.2.10 Each service Authority has a period of four (4) weeks in which to return the form
with initial comments on Part 2. The Issuing Authority has four (4) weeks to reply to the
initial comments.
9.2.11 When a resubmission is made in response to initial comments, each Authority has
two (2) weeks from receipt of the reply for the final granting of the Planning Permission on
Part 4 of the Form. Hence the total period for granting the Planning Permission is ten (10)
weeks.
9.2.12 The returned Form should be accompanied by one set of the application drawings
duly marked up with any existing or proposed utility services’ plant. Prints of service record
drawings at 1:1000 or 1:500 scale are also acceptable provided details of any new
proposals are also furnished.
9.2.13 The granting of Planning Permission in Part 4 should be signed only by an
authorised officer usually the Manager of each replying Utility or, in special cases, by the
Director.
9.2.14 Even where an Authority has no comments to make on an application, Part 4 of
the application form should be completed and signed and the form should be returned to the
applicant through CPO.
9.2.15 Cadastral Survey Directorate under Survey and Land Registration Bureau is the
only exception as the planning application will be returned directly to the applicant with
cadastral and topographical information and alerts to any conflicts with private land.
9.2.16 Where possible, Part 4 should be completed immediately (subject to conditions, if
necessary) in order to avoid unnecessary resubmission.
9.2.17 When Planning Permission has been granted by all Authorities, the applicant will
retain the set of completed forms until just before work is due to commence. At that time, a
wayleave application will be submitted accompanied by copies of the completed Planning
Permission forms and just two copies of the drawings.
Period of validity
9.2.18 The validity of any Planning Permission application is two years from the date of
proposed commencement. If for any reason, the project under the Planning Permission
cannot be started within two years from the date of the proposed commencement, then a
renewal is required.
9.2.19 The renewal shall be issued using a new Planning Permission number, but
indicating the old number on the application form if the scope of work is not changed.
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Other organisations
9.2.20 CPO may issue Planning Permissions from time to time on behalf of the private
sector or those who are not on the CPO list of Outside Agencies.
9.2.21 CPO will allocate a Planning Permission number consisting of three elements:
(i) Year
(ii) Serial Number
(iii) CPO
9.2.22 CPO Planning Permissions are subject to the same conditions that as all other
Planning Permissions.
9.2.23 In the event that the project includes only pavement rehabilitation or works which
do not have any impact on existing utilities, the requirement for Planning Permission may be
waived and the designer may go directly to the Wayleave Procedure (in Chapter Error!
Reference source not found. of this part of the Manual).
9.2.24 The planning procedure may also be waived for smaller scale projects and for
some urgent works, as agreed in consultation with the CPO. There is a particular CPO
procedure for emergency works (described further in Part 17 of this Manual).
9.2.25 The documents to be submitted with an application for Planning Permission for
review of roads design by Roads Affairs are:
(i) Road layout plans at scale 1:500 or 1:1000,
(ii) Cross sections showing pavement type and composition and utilities at scale
1:500,
(iii) Road profiles at scale 1: 500 or 1:1000, and
(iv) Junction details at scale 1:500.
Planning applications by Roads Affairs

9.2.26 Roads Affairs shall include the following with their applications when submitted to
other utility stakeholders:
(i) A copy of the existing duct record for the road in question or simple statement that
no ducts exist or that ducts are occupied.
(ii) A clear definition of the scope of works, e.g. reconstruction, should include:
Grading, formation level & change in level.
(iii) Carriageway width and road reservation width.
(iv) Storm water drainage works if applicable.
9.2.27 All Authorities must indicate their requirements for ducts on Roads Affairs Planning
Permission applications.
9.2.28 Authorities are not allowed to directly request Roads Contractors to install ducts for
them during construction. If the request for ducts was missed during the Planning
Permission or wayleave approval stage, then any such requests must be submitted to
Roads Projects & Maintenance Directorate in writing in order to agree location, cost and
initiate payment formalities and the necessary fund transfer.
9.2.29 The CPO Planning Permission Procedure is of vital importance to the smooth
progress of a scheme through the various stages of the project. Hence all road design works
shall conform to the requirements stated therein.
9.2.30 For Roads Affairs this procedure is normally either initiated by RPDD or RPMD.
All other agencies connected with road design shall also comply with the Planning
Permission procedure stated above.
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9.2.31 The details of documents required for submission of Planning Permission are
provided in the CPO Planning Permission Procedure. It is essential that each application for
Planning Permission is forwarded to all the utility agencies, whose apparatus are within the
road RoW or adjacent to it.
9.2.32 Planning Permission for road projects is generally requested after the Preliminary
Design stage (see Part 4 of this Manual) and on completion of the following:
(i) Cadastral Maps and SLRB maps have been obtained for the project site.
(ii) Topographic surveys have been completed.
(iii) Preliminary horizontal alignment design has been completed and the road edges
and the functional cross section of the improved road have been prepared.
(iv) Sufficient information on the existing utilities has been collected based on
topographic surveys and/or through trial holes along the alignment.
9.2.33 On receipt of comments from the different utility agencies, the designer shall make
necessary changes to the alignment or improvement proposals if required. In the event it is
physically not possible to make modifications to the alignment, meetings should be held with
the respective utility agency to resolve the issue or agree on the relocation of the specific
utilities.
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10 Wayleave Approval for Road Works
10.1 Introduction
10.1.1 CPO has implemented Electronic Wayleave System, which is sufficiently
developed to allow it to be implemented on all projects in Bahrain. The Wayleave Approval
System is the method for controlling and coordinating all work within public roads. All public
utilities, public or private agencies and other services including telecommunications and
district cooling companies which propose to undertake any works in, on, under or over the
road reserve or public space (except those works specifically excluded under the General
Service Notification Procedure) must obtain Wayleave Approval from all other utilities.
10.1.2 All medium and large projects and any small projects which it is envisaged may
create difficulties for other services such as electricity transmission projects must be subject
to a wayleave approval from all other Authorities. The Wayleave Approval application
should be made at the final planning stage of the project.
10.1.3 The procedures for seeking and gaining Wayleave Approval vary according to the
scale of the project and the urgency of the work and are set out in three CPO procedures:
(i) Wayleave Approval System – the approval system for works in public land and
road reservations. (Described below.)
(ii) General Service Notification – for categories of works and in circumstances where
Wayleave Approval will not be required (minor works). (Described in Part 17 of
this Manual.)
(iii) Emergency Excavations Approval System – the system for works required
immediately to restore disrupted essential services or to make a potentially
hazardous situation safe. (Described in Part 17 of this Manual.)
10.2 The electronic Wayleave submission process

10.2.1 Each stakeholders have nominated Single Point Of Contact (SPOC) or Technical
Interface Officer (TIO) and has access rights to the CIO system for better coordination and
follow up
10.2.2 A utility provider submits the wayleave application through the e-wayleave system
by completing the data input boxes in the same format as the paper system. Scheme
layouts/plans are provided in either AutoCad or MicroStation format together with any other
supporting documents (Word or PDF format) by uploading them to the appropriate section.
CPO can advise new users on specific details.
10.2.3 The system will automatically detect if the application should be sent to any
external agency network, in addition to sending it to the normal respondents. In case of
doubt, guidance should be sought from CPO.
10.2.4 The standard reply period is set for 5 working days. Until the wayleave is fully
cleared, a watermark declaring ‘Not cleared’ is printed across the form.
10.2.5 If there is incorrect information, or if the submitted map is not clear, the applicant
may be asked to re-submit with the correct data. This has the effect or returning the
application to the start and utilities will be able to review the new data and act accordingly.
All superseded versions of the wayleave are available for inspection so that comments can
be repeated if necessary.
10.2.6 If a respondent requires further clarification before replying, the wayleave may be
put to ‘understudy’ status until the required clarification information is uploaded. This action
does not return the wayleave to the start, it is still ‘live’ and responses can be made.
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10.2.7 When the wayleave is cleared by all utilities, the watermark ‘Not cleared’ is
removed. The form can then be printed, together with the accompanying plans and
supporting documents.
10.2.8 The remaining procedure is the same as for the old paper system in that the
applicant must take the form and associated plans and documents to get approval from the
Municipalities, including the required fee payment and General Directorate of Traffic for their
advice on any traffic diversions required.
10.2.9 Ever mindful of security, the whole system is set up so that only certain pre-
ordained people have clearance to access the system and input data. On top of that, certain
other people have the clearance to upload the completed wayleave and make it ‘live’. Again,
certain people have the permission to print a wayleave, with their name and the date and
time of printing appearing as a footnote to the wayleave.
10.3 Works within Industrial Areas

10.3.1 The internal roads in any industrial area belong to the Industrial Areas Directorate
(IAD) and hence the only interface with CPO will be through IAD. IAD must act as the
Technical Interface Office (TIO). CPO will not accept any application for a wayleave from
any industry unless it is submitted and coordinated by IAD.
10.3.2 Any public or private utility that wishes to work within the areas designated as
Industrial Areas, must obtain the approval of IAD before submitting a Wayleave application
to MOWMAUP for circulation.
10.3.3 Before work is started, any utility which has requested on-site consultation, must
be given the opportunity to attend a site visit or at trial excavations (to be carried out by the
contractor) to agree on exact location of existing services and clearance requirements, or
any other site specific matters.
10.3.4 During the execution of work any affected utility which has so stipulated in the
approval, should be given opportunity to inspect the work, to ensure satisfactory clearance
from existing plant.
10.3.5 A copy of wayleave approval should be available for inspection on site at all times.
10.3.6 In the event of damage occurring to plant, the affected utility should be informed
immediately and no further work should proceed until approved by the concerned Utility.
10.4 Validity of Wayleave and Renewal

10.4.1 Wayleave is valid from the commencement date to the completion date stated in
the application. However, if the project is not commenced within 3 months from the stated
commencement date, then a wayleave renewal shall be submitted. A wayleave renewal
shall be also applied if the completion date is likely to be later than that stated in the
application. Advice should be sought from CPO regarding the specific documentation
required to support a renewal application.
10.4.2 Renewals are issued using the same Wayleave number through E-Wayleave
system.
10.4.3 If the scope of the works has changed or if the location has changed then a new
Wayleave is required.
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10.5 CPO Wayleave

10.5.1 CPO may issue a Wayleave Application on behalf of public or private agencies
which are not registered as an Outside Agency. CPO Wayleaves are subject to the same
conditions that are applicable to all other Wayleaves.
10.6 Wayleave Applications by Roads Affairs

10.6.1 In order to cut down on delays to Wayleave Applications caused by utilities
requesting further information, Roads Affairs shall include the following with their
applications:
(i) A copy of the existing duct record for the road in question or simple statement that
no ducts exist or that ducts are occupied.
(ii) A clear definition of the scope of works e.g. reconstruction should include grading,
formation level & change in level. Carriageway width and road reservation width.
Storm water drainage works if applicable.
(iii) All Authorities must indicate their requirements for ducts on Roads Wayleave
applications.
(iv) Any utility that requires ducts to be installed under a Roads project should
address their request directly to Roads Affairs stating size, number and location of
ducts along with Inter Utility Work Permit for budget transfer.
(v) Authorities are not permitted to request Roads Contractors directly for the
installation of ducts during construction. If the requirement was missed during the
wayleave approval, then any such requests must be submitted to Roads Projects
& Maintenance Directorate in writing in order to agree location, cost and initiate
payment formalities and the necessary fund transfer.
10.7 Minor Works Funded By the Private Sector

10.7.1 It is acceptable for minor infrastructure works, for example repairs of or new block
paving at an entrance to private premises or a house connection, to be carried out in the
public road reservation and funded by the public subject to the following conditions.
10.7.2 Any Wayleave for such works must be sponsored and supervised by the relevant
authority.
10.7.3 In the case of works to be carried out in the Industrial Areas, such works must be
approved first by IAD who will refer the proposed works to the relevant Authority to sponsor
the Wayleave. IAD must follow up the works with the relevant Authority until the works are
completed. The Wayleave applications for any other private works which do not fall under
the responsibility of any utility agency (for example. private pipelines, cables or private jetty)
must be sponsored by the Industrial Areas Directorate of Ministry of Industry and
Commerce.
10.7.4 The public payment of the contractor is by direct agreement with the contractor
and payment is finalised after “sign off” by the sponsoring utility that the works have been
completed to the required standard.
10.7.5 Any sponsored works shall be subject to the normal standards and rules as
contained in the CPO Code of Practice for Services installation and the CPO standard
Procedures Manual.
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10.8 Other Permissions required

10.8.1 The relevant Area Municipality and the General Directorate of Traffic are not yet
included in the Wayleave Approval procedure. The contractor (or the Direct Labour
Supervisor) is responsible for paying the appropriate municipality fees and obtaining an
approval stamp from the Area Municipality once Wayleave Approval has been received.
10.8.2 The contractor (or the Direct Labour Supervisor) is responsible for obtaining a
permit from the General Directorate of Traffic (GDT) before starting work. GDT is primarily
concerned with temporary signing and route diversions. The Contractor must submit his
proposals and discuss them with the Traffic and Licensing Directorate. Usually discussions
take place in conjunction with an engineer from the RPMD and an engineer from the TES
and TPS within RPDD.
10.8.3 The Central Municipal Council, generally via the Parks Directorate, may request
the roads contractor to prepay for two items.
(i) A fee for a permit to erect the signboards at the limits of the Works, and
(ii) Payment for any landscaping items that need to be removed or are destroyed by
the road works.
10.8.4 If any items are to be destroyed, then this should have been fully determined in the
conditions submitted by the Parks Department within the Planning Procedure. As part of
that earlier procedure the costs will have been agreed by the Design Department, and
included in the Bill of Quantities as a prime sum.
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11 Public Consultation
11.1.1 This will be required in following cases:

(i) For projects in urban areas where the circulation system is proposed to be
changed. All road designs are passed to the respective Governorates/Municipal
Councils for consultation with the public, where necessary.
(ii) Where the general public will be considerably affected a direct public consultation
exercise may sometimes be undertaken. This takes the form of letters to those
concerned outlining RA’s proposals inviting the public to comment.
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12 Land Acquisition and Development
12.1 Procedures
12.1.1 The Central Planning Office has developed a number of different procedures to
ensure effective liaison with and coordination in relation to land acquisition and
development, summarised in Error! Reference source not found..
12.1.2 In particular these include:
(i) Consultation for Subdivision of Lands – In fulfilment of a Statutory Requirement to
consult all services before the issue of a subdivision permit, the subdivision
application is circulated through the CPO before the MOWMAUP issues a land
subdivision permit.
(ii) Land Affairs Consultation – Government land is allocated to individual citizens
(privatised) by decree of the Royal Court. To ensure that government land needed
for future services or containing existing services is not allocated a consultation is
circulated through CPO to all concerned Utilities for their approval.
(iii) CPO Consultations – A procedure to protect existing and future services from
conflicts with private plot boundaries or in order to define the precise nature of
unavoidable conflicts between private land and public infrastructure. The CPO will
issue a survey consultation covering a wide range of coordination issues on behalf
of outside agencies both public and private sector.
(iv) Towns & Villages Consultations – A procedure to protect existing and future
services from conflicts with plot boundary changes or to define the required public
infrastructure. The CPO will issue a consultation on behalf of the MOWMAUP
regarding local area master plans, allocation of space for services, plot boundary
adjustments or re-planning of parts of an area to get coordinated advice or
conditions or other actions on behalf of all services.
(v) Housing Projects Consultations – A procedure to protect existing and future
services from conflicts with plot boundary changes or to define the required public
infrastructure. The CPO will issue a consultation on behalf of the Ministry of
Housing (MoH) allocation of space for services, plot boundary adjustments or re-
planning of parts of an area to get coordinated advice or conditions or other
actions on behalf of all services.
(vi) Corner Plot Consultations – A procedure to check that corner plots of land less
than 200 m2 being sold by Municipalities to individual citizens (privatised) are not
needed for future services or road widening and do not containing existing
services.
12.1.3 More details regarding these procedures are available in CPO Procedures update
2011. The user of this Manual should check with the MOWMAUP for the updated version of
the procedures, if any, described here.
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12.2 Land Re-planning and Acquisition

12.2.1 Most road projects, either new alignments or improvement projects, are likely to
involve acquisition of land and properties, in order to provide the space required for the
standard geometric parameters and to enhance safety.
12.2.2 Land acquisition can be a lengthy process for widening and improvement schemes
and hence the designer shall initiate the process of Land Acquisition at the initial stages of
the project preferably during the concept stage. Cadastral Maps are readily available from
SLRB on which the road development schemes may be plotted to estimate the land to be
acquired for a particular project.
12.2.3 The information required for land acquisition should be gathered through the SLRB
at the preliminary design stage to get the details of the ownership for the affected plots.
12.2.4 The purpose of land re-planning and land acquisition for the implementation of
road projects is to maintain road corridors, determine building lines (within plots), ensure
road safety (mainly by ensuring visibility requirements are met) and recording the
boundaries of government and private land. Land re-planning (exchanging government land
for private land) reduces the compensation cost of acquiring private land.
12.2.5 It applies to:
(i) The acquisition of land affected by strategic road schemes, proposed road layouts,
parking or road visibility requirements.
(ii) The proposed re-planning of land required for above purposes if there is available
adjacent government area.
12.2.6 Once the land required has been identified, the first action is to study whether it
might be possible to adjust the land take by exchanging nearby government owned land for
the land required for the road improvement scheme, thereby reducing the acquisition cost.
For schemes which require land acquisition “Land Reference” drawings, showing general
details for all cases in the scheme should be prepared with a land reference schedule
denoting owners, case numbers and other details.
12.2.7 For every land acquisition case a “Land Interest” drawing should be prepared
giving all details of the individual acquisition. The information shown on the drawing should
include the owner’s name, area or areas of land to be acquired and the title deed number. It
must also include any accommodation works to be carried out within the Roads’ contract (for
example replacing a boundary wall) and any direct compensation for items such as
plantations or crops.
12.2.8 Land interest plans thus prepared are passed onto the respective Municipality for
initiating the land acquisition process.
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13 Land Surveys and Mapping
13.1 Base mapping

13.1.1 Current and accurate base mapping is an essential tool in road planning. The
specific mapping requirements depend on the length and complexity of the project and its
location, either urban or rural.
13.1.2 Survey maps for Kingdom of Bahrain are maintained by the Survey and Land
Registration Bureau (SLRB). Cadastral Maps are available from the Cadastral Land
Registration Directorate and Topographic Maps (also called National Survey Datum maps,
or NSD maps) are available from Topographic Survey Directorate. SLRB has a rolling
program of updating the maps for the entire area of Bahrain. In addition to the above high
definition aerial photographs and maps are also available from SLRB.
13.1.3 In order to commence design activities related to road projects, the designer shall
obtain both Cadastral Maps and NSD Maps specific to the project area. The Cadastral
Maps contain the plot boundaries and the RoW of the road corridors in the case of existing
areas which are already developed. NSD Maps contain spatial information (X, Y and Z) on
the topographic features within the same area. However in some instances the Z (vertical
height) value may not be available.
13.1.4 The Cadastral Maps are considered to be confidentially sensitive documents and
hence for private developments, the designer should apply for this information through the
official route, which may include executing a Memorandum of Understanding with the design
firm based in Bahrain.
13.1.5 Based on the Cadastral Maps and NSD Maps, detailed topographic surveys shall
be carried out along the road corridor. The aim of the detailed topographic survey is to
enhance the details available on the NSD maps and to capture all features within the RoW
necessary for detailed design and cost estimate of the road.
13.1.6 All topographic surveys shall be carried out with reference to horizontal and
vertical control points established by SLRB. All vertical controls shall be referenced to the
NSD.
13.1.7 The topographic survey shall be carried out by such agencies that have
Committee for Organising Engineering Professional Practice (COEPP; now the Council for
Regulating the Practice of Engineering Professions, CRPEP) registration and are registered
with SLRB and all topographic surveys must conform to the survey guidelines issued by
SLRB for accuracy, presentation and drawing protocols. It is recommended that the
designer shall insist upon the surveyor obtaining the data collection and drawing protocols
from SLRB before starting to survey. This will ensure seamless integration of such
topographic surveys with SLRB maps.
13.1.8 The details of topographic surveys to be carried out for different stages of design
are covered in Part 4 (Design and Implementation Procedures).
13.2 Consultation with Cadastral Survey Bureau

13.2.1 The CPO has introduced a procedure for consultation with the Cadastral Survey
Directorate of the Survey and Land Registration Bureau to define any conflicts between
private land and public infrastructure, to protect existing and future services from conflicts
with private plot boundaries and to support the production of official legal documentation.
13.2.2 The following guidance is taken from the CPO Procedures update 2011. The user
of this Manual should check with the MOWMAUP for the most up to date version of the
procedure.
2018 46 1st Edition

13.2.3 The Cadastral Survey Directorate is often in the position whereby official legal
documentation must be issued after a survey of lands. Documents such as land certificates,
title deeds, plot boundary adjustments or re-planned areas. In order to protect existing and
future services from conflicts with private plot boundaries or in order to define the precise
nature of unavoidable conflicts between private land and public infrastructure, Cadastral
Survey Directorate will raise a Survey Consultation request with CPO in order to get
coordinated advice, conditions or other actions on behalf of all services.
13.2.4 Cadastral Survey Directorate will submit a set of seven copies of an application to
CPO clearly explaining the case under investigation and the information expected.
13.2.5 All applications are circulated after registration to all concerned stakeholders and a
period of six weeks is allocated for replies.
13.2.6 The type of comments on a survey consultation consist of alerts as to conflicts with
existing or future services clearances of new plot boundaries from existing or future roads
and services.
13.2.7 Applicants may attempt to influence a directorate or department to change a
comment either by lifting an objection or in some cases diverting the conflicting
infrastructure.
13.2.8 No such request should be made directly to any particular directorate as a solution
in one directorate may create a problem in another directorate. In accordance with previous
ministerial order, no request for change of reply shall be made to any individual directorate.
13.2.9 Any issue shall be referred to CPO for coordination first. If it is considered that an
appeal or conditions is justified and can be accommodated, then CPO will request the
concerned directorate/s to review.
13.3 Site Investigations

13.3.1 As part of the design, engineers will need information on the route to be taken by
the new road. Depending on the type and extent of the proposed road scheme this may
include:
(i) Land use surveys,
(ii) Site investigation ground surveys,
(iii) Property surveys, and
(iv) Road condition surveys.
13.3.2 There is further guidance on carrying out site investigation surveys in Part 7
(Geotechnical Site Investigation) of this Manual.
13.3.3 There is further guidance on carrying out road condition surveys in Part 17 (Road
Maintenance) of this Manual.
13.3.4 At different stages of the design process more detailed surveys will need to be
undertaken.
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14 Public Transport
14.1 General
14.1.1 The Integrated Transport Strategy has led to the formulation of the Bahrain Public
Transport plan by the Ministry of Transport (MoT). Its implementation started with an
improved bus service with an intention to move forward to Bus Rapid Transit (BRT) and
ultimately to Light Rail Transit (LRT).
14.1.2 Bus only lanes, along with air conditioned buses and bus stops designed to protect
users from the hot weather conditions in Bahrain are to be provided. Improvements such as
BRT and LRT normally require dedicated routes separate from the rest of the traffic, which
can often be provided through dedicated facilities in the median or at the kerbside as well as
the use of bus or tram only roads.
14.1.3 In urban areas, the access points to public transport can be at the terminals and
modal interchanges, as well as bus or tram stops along the route. Whereas in the rural
areas en route facilities for passengers waiting for public transport (or for picking up,
dropping off those passengers) should be planned in accordance with the operator
requirements and complying with the geometric design standards (see Part 6 Chapter 9).
14.2 Public Transport Facilities

14.2.1 It is the Designer’s responsibility to coordinate with all other authorities involved in
public transport projects to ensure that existing and future requirements are incorporated
and adequate space is reserved. The designer should address the need for the public
transit stops or turnouts and staging areas for Regional Transportation Hubs.
14.2.2 Designers should consider building into their designs available space for such
facilities to be added at a later date, and should therefore consult the MoT to see whether
there are any proposals in the future for such provision.
14.3 Measures to Assist Buses

14.3.1 Buses make an important contribution to travel in Bahrain. They can move large
numbers of people while occupying a limited amount of road space. Buses also provide a
service to society and add to the economic well-being of an area by providing mobility for
work, educational, social, and recreational needs for those who do not have the use of a car.
If they provide a high quality service they can also encourage modal shift and help to reduce
traffic congestion. Buses are currently either run by the Public Transport Directorate or by
private transport companies, but the operation of buses in Bahrain may change in the future.
14.4 Bus Stops

14.4.1 The standard practice in the provision of bus stops is to construct a lay-by capable
of holding two buses. Basic dimensions for this are given in Part 6 Chapter 9 of this Manual.
The siting and layout must be agreed with the Public Transport Directorate.
14.4.2 The frequency of bus stops should normally be between 2 and 3 stops per
kilometre, depending on the density of development and as agreed with the Public Transport
Directorate. In housing areas they should preferably be no more than 300 m apart and
routes arranged so that no house is more than 400 m from a bus stop (that is about 5
minutes walking distance).
14.4.3 Where passengers may be expected to change buses, walking distance between
the interchange stops should be minimised. Wherever possible, the need for pedestrians to
cross roads should also be avoided or minimised. Pedestrian crossing facilities should be
provided where pedestrians will have to cross the road.
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14.4.4 The desirable and minimum footway widths at bus stops are specified in Part 6
Chapter 9. Bus shelters should also be provided where space permits. Shelters may be
sited within the footway where they are of simple open construction. More complex shelters,
including seats for example, should be sited at the rear of the footway. The construction
should ensure that waiting passengers are clearly visible to the arriving bus driver while still
offering adequate shelter against sun, wind and rain.
14.4.5 Bus stops on opposite sides of the road should be positioned tail to tail, particularly
on single carriageways. This arrangement is safer for vehicles overtaking buses.
Pedestrian crossing facilities should also be sited at the tail end of bus stops; so that the
pedestrian’s view is not obscured by standing buses (see Part 6 Chapter 9).
14.4.6 Road surfacing at bus stops suffers a great deal from heavy braking and
acceleration. This can often lead to damage to the surfacing, particularly if this is asphaltic.
In addition spillage of fuel and lubricants is concentrated at bus stops and this leads to
softening of bituminous materials. For these reasons bus lay-bys should be robust
construction, and the surfacing should be of heavy duty concrete blocks (see Part 6,
Chapter 9).
14.4.7 To operate safely, bus stops must be kept clear of parked vehicles. Where
persistent problems of parking at bus stops occur it is necessary to draw the attention of the
Directorate General of Traffic to the problem so that the Traffic Police can take appropriate
action.
14.4.8 At terminal stops buses may wait for some time before starting their return journey
and additional space may be required for waiting buses. It may also be necessary to
provide a suitable U-turn facility and an area off the road for buses to wait.
14.5 Other Measures to Assist Buses

14.5.1 A wide range of other measures are used in other countries to assist bus
movements. It has not previously been considered necessary to introduce them into
Bahrain, but they could be part of the implementation of the Bahrain Public Transport Plan.
Examples of the types of measures that have been used in other countries include:
(i) Bus-only lanes with the flow of traffic,
(ii) Bus-only lanes against the flow of traffic, i.e. "wrong" way up a one way,
(iii) Bus-only roads,
(iv) Bus priority at signal controlled junctions (could be part of the SCOOT system,
described in Part 14 of this Manual),
(v) Allow buses to make turns which are prohibited to other traffic, for example left
turns at signal controlled junctions,
(vi) Allow buses into pedestrian streets, and
(vii) Special routes for buses (for example BRT).
1st Edition 49 2018

15 Heavy Goods Vehicles
15.1 Management of Heavy Goods Vehicles

15.1.1 The largest permitted vehicle axle load in Bahrain is 11 tonnes. Due to the short
distances involved in most journeys, the most common type of truck has an axle load of
about 3 tonnes or less. Trucks with weights up to about 30 tonnes and two or three axles
are also used for carrying construction materials (stone, asphalt, concrete) and other
significant heavy vehicles include petrol tankers, rubbish collectors and buses.
15.1.2 Long and heavy articulated trucks found elsewhere in the Middle East are not
common in Bahrain, but with the opening of the Causeway to Saudi Arabia in 1407 (1986 in
the Gregorian calendar) has increased the number of heavier trucks entering Bahrain. At
present these trucks are limited to a fixed route from the Causeway to Mina Salman where
their cargoes are broken down into smaller loads for distribution. This system may expand,
and in the future incoming trucks could follow other major routes to deliver their goods
directly to the customer, for example to the Arab Ship Repair Yard. In future the Qatar
causeway would also become such a route.
15.2 Control of Axle Weights

15.2.1 Heavy trucks cause severe wear and tear on roads. However, the overall weight
of the truck is less important in causing the damage than the weight of each axle. For
example, one overloaded 13 tonne axle is considered to cause the same amount of damage
to the pavement as two 11 tonne axles. It is important to control axle weights and not just
the overall weight of the truck. If there are problems with overloaded trucks both dynamic
and static methods of measuring axle loads are available as part of weight control
measures.
15.2.2 Any increase in the number of routes available to heavier vehicles would require
strengthening of the road pavement to accept the heavier axle loads of 13 tonnes (the legal
limit in many other GCC states). (There is further guidance on the design and strengthening
of road pavements in Part 8 of this Manual).
15.3 Control of Access

15.3.1 If larger trucks from outside the Kingdom are permitted in future to deliver their
goods directly to the customer then service areas will need to be available to handle these
larger vehicles. New developments should therefore take account of this possibility as
follows:
(i) Large supermarkets, shops, warehouses and industrial buildings should not be
sited in a location which would require trucks to use unsuitable roads to gain
access.
(ii) Sufficient space should be provided at such developments to allow manoeuvring
by large trucks.
15.3.2 Although it may not be necessary to provide these larger areas in the immediate
future, when deliveries will be by small trucks, the space needed for larger vehicles must be
available to ensure adequate provision in future.
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15.3.3 Instances of unsuitable traffic using residential roads are increasing. As the
Kingdom develops, problems arising from trucks in housing areas and on the older rural
roads may increase. Measures to control this problem could include:
(i) Speed Humps. Trucks are particularly affected by speed humps, needing to slow
to very low speeds. This will discourage use by through traffic.
(ii) Weight Restrictions. A length of road can be closed to traffic of more than a
certain weight, for example 3.5 tonnes. Obviously such a restriction may be
difficult for the Traffic Police to enforce if the alternative is a long detour. However,
it may be successful if the residents along the road are worried and are willing to
inform the Traffic Police of any infringement.
(iii) Width Restrictions. Barriers can be placed across the road with openings only
wide enough to allow cars to pass. This has the advantage of not requiring any
enforcement, but has a number of disadvantages. The main aspect which needs
to be considered carefully is how emergency vehicles can gain access without
undue delay.
15.4 Abnormal Indivisible Loads

15.4.1 In Bahrain, according to Traffic Law No 9/1979, any abnormal load must be
escorted by the police, and may not use the road network without prior permission from the
Traffic Licensing Directorate. Companies wishing to move abnormal loads will normally
discuss and agree a route with the Roads and Bridges Maintenance Department prior to
receiving approval from the Traffic Licensing Directorate. There is further guidance on the
requirements for managing Abnormal Indivisible Loads in Part 17 of this Manual.
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16 Parking Policy and Procedures
16.1 General
16.1.1 Road improvement projects can have a significant effect on the availability of on
street parking. A parking study should therefore be undertaken for each road design
scheme to determine the current and future demand for parking. Such studies should
include:
(i) A parking inventory survey to determine the existing availability of both on-street
and off-street parking;
(ii) Expectation of future demand as a result of land use development, car ownership,
and other relevant factors; and
(iii) Options and alternatives to maximise the use of available parking spaces.
16.2 Off-street parking areas

16.2.1 The Ministry of Works, Municipality Affairs and Urban Planning (MOWMAUP) has
produced draft Guidelines for the Design of Off-Street Car Parking Facilities. These set out
the minimum requirements for the design and layout of off-street parking facilities, including
multi-storey car parks for motor cars, light vans and motorcycles. They include access and
egress requirements for both public and private car parks, and car parking on domestic
properties.
16.3 Classification of Off-Street Car Parking Facilities

16.3.1 The Guidelines classify off-street parking facilities according to a number of user
classes with the dimensional requirements for parking spaces in each User Class:
(i) Class 1 – Employee parking (generally, all day parking). Minimum for single
manoeuvre entry and exit.
(ii) Class 1A – Residential, domestic and employee parking. Three-point turn entry
and exit into 90° parking spaces only otherwise as for User Class 1.
(iii) Class 2 – Long-term city and town centre parking, sports facilities, entertainment
centres, hotels, motels, airport visitors (generally medium-term parking). Minimum
for single manoeuvre entry and exit.
(iv) Class 3 – Short-term city and town centre parking, parking stations, hospital and
medical centres. Full opening, all doors. Minimum for single manoeuvre entry and
exit.
(v) Class 3A – Short term, high turnover parking at shopping centres. Additional
allowance above minimum single manoeuvre width to facilitate entry and exit.
(vi) Class 4 – For disabled access (restricted to use by people with disabilities).
Additional allowance above minimum width to facilitate disabled entry and exit.
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16.4 On-street parking areas

16.4.1 On-street parking areas must be located away from the main carriageway in
specific lots or within a service road. Junction areas, bends, pedestrian crossings, proximity
to water hydrants, and other unsafe locations shall be avoided where possible.
16.4.2 In general, on-street parking areas should be designed with minimum widths at
least equal to Class 3A (for able bodied users) and Class 4 (for the disabled). Further
guidance on the detailed design of on-street parking is provided in Part 6 (Road Geometry)
Chapter 9 (Highway Features) and in Part 18 (Standard Details) of this Manual.
Parallel parking
16.4.3 This arrangement requires enough width within the right of way of a single
carriageway for dedicated parking bays aligned nose to tail. Safety measures shall be
considered to ensure safe routes for pedestrians to cross the road adjacent to parking areas
so as to reduce conflict between them and vehicles seeking to enter or leave the designated
parking zones. This type of parking is suitable on streets with a speed limit of 50 km/h or
less. Other factors such as traffic flow, and stopping sight distance, traffic interruption and
delays should be considered.
Echelon parking
16.4.4 This arrangement requires enough width to accommodate side by side (en
echelon) parking bays but it should not be used on the main through carriageway of a dual
carriageway. With this type of provision drivers have more flexibility to get into and out of a
vehicle. This type of parking is suitable on streets with a speed limit of 50 km/h or less.
Other factors such as traffic flow, and stopping sight distance, traffic interruption and delays
should be considered. It is a good practice to provide a buffer zone between the travelled
traffic lane and parking bays.
Traffic calming
16.4.5 Traffic calming measures must be considered for the main through traffic lane to
keep vehicle speed low. Additionally, whenever traffic flow on the main through traffic lane
exceeds 1000 vehicles per hour then alternative off-street parking areas should be provided.
Parking on Access Roads

16.4.6 In dense residential areas the provision for on-street parking spaces is
recommended for occasional use by visitors and service vehicles. Existing space
dimensions may be kept, however for the design of any new space all the applicable criteria
must be followed, even if no congestion is expected and a low speed limit is posted.
Parking Demand
16.4.7 Parking demand rates for on-street parking shall be based on actual parking
surveys, preferably continuous two daytime mid-week counts. For parking rates in areas of
different land use the same shall be obtained from rates published by MOWMAUP, as part
of guidelines for TIA Studies. For other areas, parking demand shall be established on the
basis of land use requirements and other similar developments.
Parking for the disabled

16.4.8 Normally, for planning purposes, 2% of parking spaces shall be assigned for
disabled parking in off-street parking areas. (MOWMAUP Guidelines for the Design of Off-
Street Car Parking Facilities).
16.4.9 However, particularly for projects involving provision of parking, more spaces
should be allocated for the disabled within an on-street parking area, so as to minimise the
walking distances, as indicated in Table 16.1.
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16.4.10 Where there is parking on both sides of the street or road, the width of the road
may be a further barrier to mobility for people with disabilities. Therefore, where the road is
wider than a two lane single carriageway, and where the traffic flow exceeds 100 vehicles
per hour, parking provision for the disabled should be calculated separately on either side of
the road.
Table 16.1 Number of on-street parking spaces for disabled persons
Required Minimum Number of

Total Parking in Lot
Accessible Spaces
1 to 25 1
26 to 50 2
51 to 75 3
76 to 100 4
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17 Advertisements
17.1 Responsibilities
17.1.1 In general, the Municipalities are responsible for maintaining and controlling
roadside advertising. However the Road Planning and Design Directorate must ensure that
road safety is not compromised under any circumstances as a result of roadside advertising.
Guidance on the approval of roadside advertisement (including temporary signs) in rural and
urban areas is given below.
17.1.2 The procedures for seeking and gaining Wayleave Approval for advertising signs
are set out in a CPO procedure:
(i) Advertisement Permit – A procedure to regulate the placing of advertisement signs
which require excavations and/or occupy public land to protect the integrity of the
existing services, check the location from the road safety point of view, and avoid
conflict with future road and services proposals.
17.1.3 The following guidance is taken from the CPO Procedures which was updated in
2011. The user of this Manual should check with the MOWMAUP for the most up to date
version of the procedure.
17.2 Advertisement approval process

17.2.1 The procedure was introduced by CPO to regulate the advertisement signs which
require excavations and/or occupying public corridor. The objectives are to:
(i) Protect the integrity of the existing services,
(ii) Check the location from the road safety point of view, and
(iii) Avoid conflict with future Road and Services proposals.
17.2.2 All Wayleave applications for advertising structures must be raised by the
sponsoring Area Municipality.
17.2.3 No Wayleave applications will be accepted by CPO from any individual or
company.
17.2.4 The Wayleave reference number must clearly identify the sponsoring Municipality,
and that is an application for an advertisement wayleave, for example:
MAN / 001 / AD / year (Manama Area Municipality).
17.2.5 The proposed location of each advertisement must be approved by Roads
Planning & Design Directorate (RPDD), Roads Traffic Engineering Section (TES) before
circulation of the Wayleave application. Under no circumstances whatsoever shall an
application be accepted which does not have the Roads Planning & Design Directorate’s
approval top sheet attached.
17.2.6 There is no guarantee to supply electricity for any advertisement whether it is
located in public or private land.
17.2.7 All approvals of Wayleaves for advertising structures within the public road are
subject to the condition that the structure must be removed within a specific number of
weeks upon the service of a CPO notice to remove for any reason relating to the interests of
the road (including road safety) or existing or future services.
17.2.8 Non-compliance with a CPO notice shall render the advertising company ineligible
to make further Wayleave applications.
17.2.9 Wayleaves can be granted for a temporary period of occupation of the space.
1st Edition 55 2018

17.2.10 All the standard conditions relating to the Wayleave procedure shall also apply to
advertisement Wayleaves.
Procedure
17.2.11 The wayleave application is delivered to CPO by the Municipality and registered by
CPO. The application is forwarded to Traffic Engineering Section (TES), Roads Planning
and Design Directorate (RPDD) with a covering memo from CPO together with the RPDD
approval form.
17.2.12 If the advertisement sign wayleave application is rejected by Roads Planning &
Design Directorate, the decision is sent to CPO and CPO will reject the application and
return the application to the sponsoring Municipality without circulating the Wayleave
application.
17.2.13 If the application is approved by Roads Planning & Design Directorate, CPO will
circulate the Wayleave application following the normal Wayleave application procedure
(Chapter Error! Reference source not found.) together with an attached top sheet
showing approval by Traffic Engineering Section, Roads Planning & Design Directorate and
including any conditions.
17.2.14 Upon completion of the CPO Wayleave cycle, the application is returned to the
sponsoring Municipality.
General conditions
Unipole advertisement signs (4 x 10 m)
17.2.15 The following general conditions are imposed:
(i) The edge of the proposed unipole should be at least 10 m away from the edge of
the asphalt.
(ii) The distance between each unipole should be at least 300 m.
(iii) Advertising signs are not allowed inside the roundabout. The proposed unipole
should be at least 200 m away from the roundabout or any main intersections.
(iv) The proposed unipole should be at least 200 m away from any existing Roads
Affairs information advance sign.
(v) The proposed unipole will be rejected in case of conflict with a Roads project
improvement.
(vi) If necessitated by future Roads work or any other services’ requirements, the sign
should be removed immediately without any compensation or alternative location.
(vii) The applicant shall submit an official acceptance letter to Roads Planning and
Design Directorate (RPDD) signifying agreement to remove any of the signs at
their own expense immediately when requested by (RPDD).
(viii) A work permit for individual sign must be applied to grant other public utilities
approval.
2018 56 1st Edition

Signboard & Mupis / Advertising Panels (3 x 4 m)

17.2.16 The following general conditions are imposed:
(i) The edge of the proposed signboard should be at least 4 m away from the edge of
the asphalt.
(ii) The proposed signboard should not obstruct pedestrian movement on footway. A
minimum clearance height of 2.5 m above the footway must be maintained.
(iii) The distance between each signboard should be at least 200 m.
(iv) Advertising signs are not allowed inside the roundabout. The proposed signboard
should be at least 200 m away from the roundabout or any main intersections.
(v) The proposed signboard should be at least 200 m away from any existing Roads
information advance sign.
(vi) The proposed signboard should not obstruct the traffic signal head, or any other
traffic signs.
(vii) The proposed signboard to be rejected in case of conflict with Roads project
improvement.
(viii) If required by future Road's work or any other services’ requirements, the sign
(ix) The applicant shall submit an official acceptance letter to Roads Planning and
(x) A work permit for individual sign most be applied to grant other public utilities
approval.
Directional Signs
17.2.17 To minimise sign clutter and preserve a pleasant appearance for the road network
and its environs, it is not normally acceptable to erect a directional sign for each company in
the Kingdom of Bahrain.
17.2.18 Directional signs are only acceptable for health clinics and petrol filling stations
and, for a temporary period of six months, for educational centres.
17.2.19 Erection of additional directional signs will undermine the integrity of the official
Bahrain Directional Signing System and destroy its uniformity which is an integral part of
sound traffic management and set a precedent for what could be a proliferation of
unnecessary signs on the road network. Further guidance on official directional signing is
contained in Part 13 of this Manual.
17.2.20 Although the Wayleave application is for one sign, in some cases the sign post is
used for other unauthorized and unapproved signs. An individual application for Wayleave
approval is required for each sign even if it appears no Wayleave will be required for an
additional pole. An individual Wayleave application should therefore be submitted for each
additional sign for Roads Planning & Design Directorate’s approval.
1st Edition 57 2018

17.2.21 The following conditions shall apply to directional signs:

(i) The edge of the proposed directional signs should be at least 4 m away from the
edge of the asphalt.
(ii) The proposed directional sign should not obstruct pedestrian movement on
footway. A minimum clearance height of 2.5 m above the footway must be
maintained.
(iii) Directional signs are not allowed inside the roundabout. The proposed signboard
should be at least 150 m from any roundabout or any main intersections.
(iv) The proposed directional signs should not be obstructing to the traffic signal head
or any other traffic signs.
(v) The proposed temporary directional signs should not be of different colour than
traffic regularity signs. There is further guidance on the Bahrain colour scheme for
road traffic signs in Part 13 of this Manual.
(vi) The proposed directional signs are to be rejected in case of conflict with roads
project improvement.
(vii) If required by future Road's work or any other services’ requirements, the sign
(viii) The applicant shall submit an official acceptance letter to Roads Planning and
17.3 Guidance on suitability

17.3.1 The purpose of all advertisement signs is to attract attention. Where signs attract
the attention of road users, and especially drivers, they divert their attention from their
primary task, which is to drive safely.
17.3.2 The purpose of directional signs is to convey useful information to road users,
especially drivers. However, to convey that information they also distract driver’s attention
from their primary task, which is to drive safely.
17.3.3 The distinction between and “advertisement” and a “directional sign” can be
difficult to determine – a directional sign to a shopping mall is also an advertisement for the
shopping mall.
17.3.4 There is further guidance on the basic principles of directional signing in Part 13 of
this Manual.
17.3.5 The positioning requirements for advertisement signs are set out in the CPO
procedure for granting Wayleave approval for advertisements and summarised in the
preceding section.
17.3.6 In general advertisements should not be allowed on higher speed roads.
17.3.7 Removal of advertisements is desirable where they might affect the recognition of
directional road signs. For example when the commercial signs and boards carry similar
lettering size.
17.3.8 Great attention must be given to avoid the types and the positioning of
advertisements that might be a source of hazard to road users. These types could have the
following characteristics:
(i) Being a source of distraction to road users or having an unusual nature,
(ii) Being too close to the carriageway edge, or
(iii) Limiting sight distance by blocking sight lines at corners, bends, junctions, or
accesses.
2018 58 1st Edition

17.3.9 Advertisement signs with illumination may also cause distraction and should be
avoided where they:
(i) Could be confused with other traffic control and authorised lights,
(ii) Could result in glare or dazzle, or
(iii) Have spotlights that can be seen clearly from the carriageway.
17.3.10 Specific consideration should be given to avoid locations where high concentration
is required from road user, such as at the approaches to road junctions.
1st Edition 59 2018

References
Traffic Impact Assessment Guide for Developers, Dec 2007 MOWMAUP Roads Planning &
Design Directorate, Bahrain, (document reference RPDD-TPSS-GL001 Rev: 00)
2018 60 1st Edition

Appendix A CPO Procedures*
No. CPO procedure name Referred to in

BRDM
General Coordination Part 2
A procedure for coordinating collective decisions from a number of Chapter 8
stakeholders through a coordination meeting facilitated by the
Central Planning Office (applies to both internal MOWMAUP
stakeholders and third parties).
Master plan Coordination Part 2
A procedure for coordinating responses to Master plans paragraph
developed or revised by the MOWMAUP 6.2.1
CPO Technical Interface Agreement Part 2
A procedure to manage the complexities of public and private paragraph
infrastructure in the same area (interface management) and 6.2.1
protect the integrity of any private master plan (master plan
management) through the (non-statutory) review of private sector
master plans.
Budget Coordination Part 2
A procedure for ensuring that the forward plan budgets of the paragraph
Roads programme are co-ordinated with the forward plan budgets 8.1.1
of other Departments and Ministries, including the utilities.
Planning Permission Procedure Part 2
The system for consulting between authorities on all medium and paragraph
large projects or any small projects which it is envisaged may 8.1.1
create difficulties for other services before seeking Wayleave
approval
Inter Utility Works Request Procedure Part 2
Intended to expedite and streamline coordination, contract paragraph
administration and fund transfer for interrelated works between 8.1.1
the MOWMAUP and the Electricity and Water Authority & Part 17
Ministerial Permission for Cutting Asphalt Part 2
Ministerial permission is required to cut the carriageway of certain paragraph
major roads and their surfaced footpaths and the carriageway of 8.1.1
any roads or footpaths which have been surfaced or resurfaced & Part 17
within the preceding two years before laying services.
Policy Clarification No.1/2006 Part 2
Clarifies the application of Ministerial Order H-1/186/82 paragraph
(Permission for Cutting Asphalt) to Village Roads 8.1.1 & Part 17
Under Secretary Permission for Cutting Asphalt Part 2
Under Secretary permission is required to cut the unsurfaced paragraph
footway, hard shoulder or surfaced verge of certain major roads, 8.1.1& Part 17
the surfaced verge of certain other roads or the footway, hard
shoulder or surfaced verge of any roads which have been
surfaced or resurfaced within the last two years before the date of
before laying services.
1st Edition 61 2018


BRDM
Wayleave Approval System Part 2
The Wayleave Approval System is the approval system for works paragraph
in public land and road reservations 8.1.1 & Part 17
General Service Notification (GSN) Part 2
For categories of works and in circumstances where Wayleave paragraph
Approval will not be required (minor works) 8.1.1 & Part 17
Road Crossing Consultation procedure Part 2
Provides an opportunity (through the Wayleave consultation paragraph
process) to all Utilities to cross a road when one Utility is given 8.1.1
permission to cut and cross a Ministerial route or a newly & Part 17
asphalted road.
Subdivision of Lands Part 2
In fulfilment of a Statutory Requirement to consult all services paragraph
before the issue of a subdivision permit, the subdivision 12.1.2
application is circulated through the CPO before the MOWMAUP
issues a land subdivision permit.
Land Affairs Consultation Part 2
Government land is allocated to individual citizens (privatised) by paragraph
decree of the Royal Court. To ensure that government land 12.1.28.1.1
needed for future services or containing existing services is not
allocated a consultation is circulated through CPO to all
concerned Utilities for their approval.
CPO Consultations Part 2
A procedure to protect existing and future services from conflicts paragraph
with private plot boundaries or in order to define the precise 12.1.2
nature of unavoidable conflicts between private land and public
infrastructure. The CPO will issue a survey consultation covering
a wide range of coordination issues on behalf of outside agencies
both public and private sector.
Survey Consultations Part 2
A procedure to define any conflicts between private land and Section 13.2
public infrastructure, to protect existing and future services from
conflicts with private plot boundaries and to support the production
of official legal documentation.
Towns & Villages Consultations Part 2
with plot boundary changes or to define the required public 12.1.2
infrastructure. The CPO will issue a consultation on behalf of the
MOWMAUP regarding local area master plans, allocation of
space for services, plot boundary adjustments or re-planning of
parts of an area to get coordinated advice or conditions or other
actions on behalf of all services.
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BRDM
Housing Projects Consultations Part 2
with plot boundary changes or to define the required public 12.1.2
infrastructure. The CPO will issue a consultation on behalf of the
Ministry of Housing (MoH) allocation of space for services, plot
boundary adjustments or re-planning of parts of an area to get
coordinated advice or conditions or other actions on behalf of all
services.
Corner Plot Consultations Part 2
A procedure to check that corner plots of land less than 200 m 2 paragraph
being sold by Municipalities to individual citizens (privatised) are 12.1.2
not needed for future services or road widening and do not
containing existing services.
Request To Locate Plant Part 2
A procedure to check the precise position of buried services paragraph
(underground plant) and verify records through the excavation of a 8.1.1
trial hole and precise offset measurements which is particularly
important when fixing plot boundaries on site where clearances
are critical.
Advertisement Permit Part 2
A procedure to regulate the placing of advertisement signs which Section 17.2
require excavations and/or occupy public land to protect the
integrity of the existing services, check the location from the road
safety point of view, and avoid conflict with future road and
services proposals.
Building Permit for Exempted Development Refer to CPO

Exempted Development is a development by a statutory provider procedures
of infrastructure or a strategic government project on government
land. The procedure provides a fast track building permit to assist
infrastructure developers and to make the delivery of
infrastructure faster and more efficient.
Emergency Excavations Approval System Part 2
The system for works required immediately to restore disrupted paragraph
essential services or to make a potentially hazardous situation 9.2.24
safe & Part 17
Asphalt Reinstatement Part 17
The procedure for asphalt and block paved surfacing
reinstatement works, based on the Code of Practice for Service
Installation (CoPSI)
* Designers shall refer to the updated list of CPO procedures.
1st Edition 63 2018

Appendix B CPO forms*
Form Code Form Title

CPO-F-001 Planning Permission
CPO-F-002 Wayleave Application for Works
CPO-F-003 Outside Agency Wayleave
CPO-F-004 CPO Survey Consultation
CPO-F-005 Ministerial Permission to Cut Roads
CPO-F-006 Information request for Ministerial Permission
CPO-F-007 Road Crossing Consultation
CPO-F-008 Land Subdivison Application
CPO-F-009 Request for Land Ownership Information
CPO-F-010 Resubmission for Consultations
CPO-F-012 Landscaping compensation fee form
CPO-F-013 Notification of PP works – Governorates
CPO-F-015 Undersecretary’s permission to cut footpath
Survey consultation by SD
LA Survey consultation
LAU Survey consultation
Roads Forms
Asphalt Inspection / Adoption Form
Standard Notice of Completion
Emergency Excavation Request Form
Inter Utility Work Request (IUWR)
Construction Clearance Certificate

Safety Certificate
* Designers shall refer to the updated list of CPO forms.
2018 64 1st Edition

Appendix C List of Other Agencies*
Public Infrastructure Agencies:

Agricultural Engineering and Water Resources Directorate
Bahrain Airport Services
Bahrain Aviation Fuel Company (BAFCO)
Bahrain National Gas (BANAGAS)
Bahrain Defence Force (BDF)
Bahrain Petroleum Company (BAPCO)
Bahrain International Investment Park (BIIP)
Civil Aviation Affairs
Industrial Areas Directorate
Ministry of Health
Ministry of Interior
Private Infrastructure Agencies:

Al Ezzel Power Company
AdDur Power Company
Aluminium Bahrain (ALBA)
Arab Shipping Reservoir Industries (ASRY)
Dalkia for District Cooling
Gulf Iron Company (GIIC)
Gulf Petrochemical Industrial Company (GPIC)
Hidd Power Company (HPC)
Muharraq Sewage Treatment Co.
Qatar Bahrain Causeway Foundation
Tabreed Bahrain
Tatweer Petroleum
Telecommunications Regulatory Authority (TRA)
1st Edition 65 2018

Private Master plan Investment Agencies

Al Areen Resort
Amway Islands
Bahrain Bay
Bahrain International Investment Park (BIIP)
Bahrain Financial Harbour
Bahrain Investment Wharf
Bahrain Logistics Zone (BLZ)
Dilmunia Health Oasis
Diyar Al Muharraq Development
Durrat Al Bahrain
Gulf Gateway
Manama Lagoon
Marsa Al Seef
Nurana
Reef Islands
Riffa Views
Water Gardens
* Designers shall refer to the updated list of other agencies.
2018 66 1st Edition

BRDM - 2018 - Vol1 - Part2 - Planning Procedures

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BRDM - 2018 - Vol1 - Part2 - Planning Procedures

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BAHRAIN ROADS DESIGN MANUAL

Part 2 Planning Procedures

Client The Government of the Kingdom of Bahrain, as represented by

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The Bahrain Roads Design Manual

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Part 2 – Planning Procedures

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13.1 Base mapping ....................................................................................................... 46

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Definition of terms (particular to this part)

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2 Land-use planning / Zoning and Road network

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3 Transport Planning Process in Bahrain

3.1.1 The Government of Bahrain represented by the Ministry of Works, Municipalities

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Figure 3.1 NPDS Strategic Master Plan

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4 Road Hierarchy and Network Design

4.1.4 Roads fulfil a number of functions. In general these are to:

4.1.5 Functional classification of roads is the predominant method of categorizing roads

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4.2 Bahrain Road Hierarchy

Figure 4.1 Bahrain Road Hierarchy

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Figure 4.2 Traffic Mobility versus Land use access

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Figure 4.3 Typical Motorway Road category (King Hamad Highway)

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Figure 4.4 Typical Arterial Road Category (Shaikh Salman Highway)

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Figure 4.5 Typical Collector Road Category (Airport Avenue, Muharraq)

Figure 4.6 Typical Distributor Road (Um Ishoum Avenue, Um Al Hassam)

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Figure 4.7 Typical Local Road Category (Suqiyah Avenue, Manama)

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Access Roads and Lanes including Village Roads

Industrial Roads and Industrial Access Roads

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Table 4.1 Bahrain Road Hierarchy

Road Design Junction

Intended for long distance free flow

Pedestrians cross at designated locations

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Provides access to properties

Bus stops in laybys

Access Roads/ Lanes Provides access to properties

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5 Traffic Impact Assessment

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6 Planning Road Schemes

6.1 Planning Responsibilities

6.2 Master Plan Coordination and Identification of New Road

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Figure 6.1 Flowchart for review of road layout on master plan