Geometric Design Manual For Dubai Roads

Geometric Design Manual For Dubai Roads
Foreword
Foreword
The successful and thriving economy of Dubai depends to a great extent on

mobility. Goods need to be transported, and people need to go about their daily
business, quickly, safely and efficiently. The road network has grown to almost
2000km, and provides an excellent level of mobility through its high quality of
design.
Further construction will be necessary as the Emirate continues to develop, and

the purpose of this Manual is to ensure that new roads in Dubai continue to be
designed to the best and most appropriate geometric standards.
In setting these standards, the established good practice in the Emirate has been
a particularly important element. Equally the policies and standards of other
countries, particularly the United States, Canada, Great Britain and Australia, have
been carefully considered and have had an important influence.
I am confident that the good design practice set out in this Manual will lead to an
even better quality of highway provision, thus giving safer and more efficient
transportation to the road users of Dubai.
Asst. Director General for Roads & General Projects Affairs

Dubai Municipality
0-1
Project R660
DUBAI MUNICIPALITY Review Committee
Project R660 : Review Committee
The following members of Dubai Municipality served on the Committee

which was set up to oversee the preparation of this Manual. Their input and
guidance are acknowledged.
ADVISORY
Eng. Mattar Al Tayer Assistant Director General for Roads &

General Projects Affairs
Eng. Nasser Saeed Director of Roads Department
Eng. Sarni Al Hashimi Head of Roads Planning Section
TECHNICAL REVIEW COMMITTEE
Dr. Turki Al Suleiman Roads Planning Specialist

(Committee Chairman)
Eng. Khalid Monayyer Head of Road Design Unit
Dr. Abdel Malek Abu Sheikh Head of Traffic & Transportation Engineering
Unit •
Eng. Raed Al Ramahi Former Head of Road Design Unit
Dr. Hikmat Al Ktaishat Head of Roads Structures Unit
Eng. Zuhair Darwish Design Engineer
The Consultant for the preparation of the Manual was Mouchel Middle East
Mouchel
0-2
Index
Index Page No
Foreword 0-1
Review Committee 0-2
Index 0-3
List of Tables 0-13
List of Figures 0-18
List of Plates 0-23
Glossary 0-25
Bibliography 0-45
Preface 0-49
List of Working Papers 0-50
1 Highway Network
1.1 Dubai Functional Road Hierarchy 1-1
1.2 Designated Routes 1-9
1.3 Determining the Road Class • 1-9
1.4 Freeways 1-10
1.5 Expressways 1-11
1.6 Arterials 1-11
1.7 Collectors 1-11
1.8 Local Roads 1-11
2 Traffic
2.1 Introduction 2-1
2.2 Definitions 2-1
2.3 Level of Service (LoS) 2-1
2.4 Capacity 2-8
2.5 Design Vehicles 2-9
2.6 Pedestrians 2-10
0-3
DUBAI MUNICIPALITY
3 Design Speed
3.1 General 3-1
3.2 Selection of Design Speed 3-1
3.3 Effect of Terrain 3-2
3.4 Relationship with Posted Speed 3-2
3.5 Existing Road 3-3
3.6 Locations where Design Speed Changes 3-4
3.7 Interchanges 3-4
3.8 Reduction below Standards 3-4
4 Sight Distance
4.1 General 4-1
4.2 Eye-height and Object Height 4-1
4.3 Stopping Sight Distance (SSD) 4-2
4.4 Safe Passing Sight Distance (SPSD) 4-4
4.5 Decision Sight Distance 4-7
4.6 Maintaining of Sight Distances 4-8
4.7 Provision of Safe Passing Sight Distance 4-9
5 Horizontal Alinement
5.1 General 5-1
5.2 Maximum Superelevation 5-2
5.3 Minimum Curvature 5-3
5.4 Calculation of Superelevation 5-5
5.5 Transition Curves - General 5-6
5.6 Length of Transition Curve 5-7
5.7 Superelevation Runoff over the Length of the Transition Curve �-8
5.8 Widening on Curves 5-10
5.9 Lateral Clearances 5-10
5.10 Visual Appearance of Horizontal Geometry 5-14
5.11 Horizontal Curves on Local Streets 5-17
6 Vertical Alinement
6.1 General 6-1
6.2 Maximum Grade 6-2
6.3 Minimum Grade 6-4
6.4 Vertical Curves 6-4
6.5 Visibility 6-8
6.6 Choice of Longitudinal Profile 6-8
6.7 Visual Appearance of Vertical Geometry 6-8
6.8 Combining Horizontal and Vertical Alinement 6-15
6.9 Vertical Clearances 6-23
6.10 Local Roads 6-24
0-4
Index
7 Cross-Sectional Elements
7.1 General 7-1
7.2 Limits of Right of Way 7-3
7.3 Side Slopes 7-4
7.3.1 General 7-4
7.3.2 Wind-Blown Sand 7-5
7.4 Verges 7-7
7.5 Service Reservations 7-7
7.6 Shoulders and Curb Clearances 7-8
7.6.1 Shoulders 7-8
7.6.2 Curb Clearances 7-9
7.7 Clearances to Structures 7-10
7.8 Clearances to Safety Barriers 7-11
7.9 Lane Widths 7-12
7.10 Median Widths 7-13
7.10.1 General 7-13
7.10.2 Narrow Medians 7-15
7.10.3 Intermediate Medians 7-16
7.10.4 Wide Medians 7-16
7.10.5 Normal Widths for Medians 7-17
7.11 Cross Slopes 7-18
7.12 Gutters and Drainage Ditches 7-18
7.13 Other Elements within the Cross-Section 7-18
7.13.1 Auxiliary Lanes 7-18
7.13.2 Service Roads 7-19
7.13.3 Bridges 7-21
7.13.4 Tunnels 7-22
8 •
Highway Facilities
8.1 General 8-1
8.2 Pedestrian Facilities 8-1
8.2.1 Sidewalks 8-1
8.2.2 Pedestrian Crossings 8-3
8.2.3 Footpaths 8-8
8.3 Cycle Facilities 8-8
8.4 Public Transport Facilities 8-9
8.5 Parking Facilities 8-12
8.5.1 General 8-12
8.5.2 Curbside - Parallel Parking 8-13
8.5.3 Curbside - Pangled parking 8-14
8.5.4 Parking Lots 8-15
8.5.5 Multi-storey Car Parks 8-17
8.6 Curbs 8-21
8.7 Fences 8-23
8.9 Safety Barriers 8-24
0-5
DUBAI MUNICIPALITY
8.9.1 General 8-24

8.9.2 Warrants for use of Safety Barriers 8-25
8.9.3 Flexible Barriers 8-27
8.9.4 Semi-rigid Barriers 8-27
8.9.5 Rigid Barriers 8-28
8.9.6 End Treatments 8-28
8.9.7 Transitions 8-29
8.9.8 Selection of the Appropriate Type of Safety Barrier 8-29
8.9.9 Placement 8-31
8.9.10 Underground Obstructions 8-35
8.9.11 Existing Systems 8-35
8.10 Energy Absorbing Barriers 8-36
8.11 Traffic Calming 8-38
8.11.1 General 8-38
8.11.2 Objectives of Traffic Calming 8-38
8.11.3 Factors to be Considered 8-39
8.11 .4 Types of Traffic Calming Measure 8-39
8.11.5 Traffic Engineering Measures 8-40
8.11.6 Visual or Aural Features 8-40
8.11.7 Horizontal Alinement Features 8-41
8.11.8 Vertical Alinement Features 8-43
8.11.9 Designing the Traffic Calmed Layout 8-43
8.12 Landscaping 8-44
8.13 Utilities 8-46
9 Local Roads
9.1.1 Rural Local Roads 9-1
9.1.2 Local Streets (urban) 9-1
9.2 Basic Design Parameters 9-2
9.2.1 Design Vehicle 9-2
9.2.2 Design Speed 9-2
9.2.3 Levels of Service 9-3
9.2.4 Sight Distances 9-3
9.2.5 Grades 9-4
9.2.6 Superelevation and Crossfall 9-5
9.2.7 Horizontal Curvature 9-5
9.2.8 Widths 9-7
9.3 Intersections 9-8
9.6 Turning Areas 9-8
9.7 Driveways 9-10
9.8 Summary of Design Parameters 9-10
0-6
Index
10 Collectors
10.2.5 Grades 10-3
10.2.6 Superelevation and Normal Crossfall 10-3
10.2.8 Widths 10-4
10.4.1 Sidewalks 10-4
11 Arterial Roads
11 .1 Introduction 11-1
11.2.5 Grades 11-3
11.2.7 Horizontal Curvature • 11-3
11.2.8 Widths 11-4
11.4 Service Roads 11-5
11.5.1 Sidewalks 11-5
12 Expressways and Freeways

12.2.5 Grades 12-3
0-7
DUBAI MUNICIPALITY

12.2.8 Widths 12-3
12.4 Service Roads 12-4
13 Intersections - General
13.2 Intersection spacing 13-1
13.3 Selection of intersection type 13-3
13.4 Design Vehicles 13-6
13.5 Siting of Intersections 13-6
13.6 Intersection types (1) - Major I Minor Intersections 13-17
13.6.1 T Intersection (Three-leg) 13-7
13.6.2 Four-leg Intersection (Crossroads) 13-7
13.6.3 Staggered Four-leg Intersection 13-8
13.6.4 Channelization 13-9
13.6.5 Signalization 13-9
13.7 Intersection types (2) - Roundabouts 13-10
13.8 Intersection types (3) - U-turns 13-11
13.9 Intersection types (4) - Signalized Intersection 13-11
13.10 Intersection types (5) - Interchanges 13-12
14 At Grade Intersections
14.1 Types of Major I Minor Intersection 14-1
14.2 3-leg Intersections 14-1
14.2.1 Simple T Intersection 14-1
14.2.2 Flared T with Minor Leg Splitter Island 14-3
14.2.3 T Intersection with Main Line Channelization 14-4
14.2.4 T Intersection on a Divided Road, with Median Opening 14-5
14.2.5 T Intersection on a Divided Road, without Median
Opening 14-6
14.3 4-leg Intersections 14-7
14.3.1 Simple Crossroads 14-7
14.3.2 Staggered T Intersection 14-8
14.4 Capacity 14-9
14.5 Pedestrian Considerations 14-10
14.6 Design Speed 14-10
14.7 Alinement 14-10
14.8 Visibility 14-12
14.8.1 General 14-12
14.8.2 Visibility on the Main Alinement 14-12
14.8.3 Visibility on the Minor Road Approach 14-1.2
0-8
Index
14.8.4 Visibility for Emerging Vehicles 14-13

14.8.5 Visibility on Right-turning Roadways 14-14
14.9 Corner Radii 14-15
14.9.1 Corner radii where Right turning Occurs 14-16
14.9.2 Corner Radii where Right Turning does not Occur 14-17
14.9.3 Turning Radii in Right-turning Roadways 14-17
14.10 Lane Widths 14-17
14.10.1 Lane Widths on Through Lanes 14-17
14.10.2 Lane Widths on Left-turning Lanes on the Major Road 14-17
14.10.3 Lane Widths on Auxiliary Right-turning Lanes 14-18
14.10.4 Lane Widths on Right-turning Roadways 14-18
14.10.5 Lane Widths on the Minor Road Approach 14-20
14.11 Islands 14-20
14.11.1 General 14-20
14.11.2 Dimensions of Physical (curbed) Islands 14-21
14.11.3 Painted Islands 14-21
14.11.4 Physical (curbed) Islands 14-21
14.11.5 Offsets to Physical Islands 14-22
14.12 Tapers 14-23
14.12.1 Taper to Median Islands 14-23
14.12.2 Tapers to Auxiliary Left-turning Lanes 14-24
14.12.3 Tapers to Right-turning Auxiliary Lanes 14-25
14.13 Right-turning Roadway Terminals 14-25
14-14 Deceleration and Queuing 14-26
14.14.1 Deceleration in Left-turning Auxiliary Lanes 14-27
14.14.2 Queuing in Left-turning Auxiliary Lanes 14-27
14.14.3 Deceleration in Right-turning Auxiliary Lanes 14-28
14.15 Acceleration 14-29
• 14-30
14.16 Turning Length
14.17 Staggered T Intersection Spacing 14-31
14.18 Drainage 14-31
14.19 Driveways 14-31
14.20 Summary of Design Process 14-33
15 Roundabouts
15.2 General Principles 15-1
15.3 General Features of a Roundabout 15-2
15.3.1 Layout 15-2
15.3.2 Number of Entries 15-3
15.3.3 Signalized Roundabouts 15-3
15.3.4 Mini-roundabouts 15-4
15.4 The Design Process 15-4
15.5 Minimum Size of Island 15-6
15.6 Inscribed Circle Diameter 15-6
0-9
DUBAI MUNICIPALITY
15.7 Circulating Pavement 15-7

15.8 Entry Width 15-9
15.9 Flare Design 15-10
15.10 Entry Path Deflection 15-11
15.10.1 Constructing the Entry Path 15-13
15.10.2 Measuring the Entry Path Curvature 15-14
Achieving Entry Deflection 15-14
15.11 Entry Angle 15-15
15.12 Entry Radius 15-17
15.13 Grades 15-17
15.14 Exits 15-18
15.15 Visibility 15-18
15.15.1 Eye and Object Heights 15-18
15.15.2 Obstructions within Visibility Envelopes 15-19
15.15.3 Visibility on the Approach 15-19
15.15.4 Visibility to the Left 15-20
15.15.5 Forward Visibility at Entry 15-22
15.15.6 Circulating Visibility 15-22
15.15.7 Pedestrian Crossing Visibility 15-23
15.16 Crossfall and Drainage 15-24
15.16.1 General 15-24
15.16.2 Entries 15-25
15.16.3 Circulating Pavement 15-25
15.16.4 Exits 15-26
15.17 Entry Curbing 15-26
15.18 Right-turning Roadways 15-28
15.19 Safety at Roundabouts 15-29
•
16 U-turns
16.1 General 16-1
16.2 Entry Taper 16-4
16.3 Deceleration length 16-5
16.4 Queue length and Protected length 16-6
16.5 Channelizing Nose Width 16-6
16.6 Reduced Median Width 16-7
16.7 U-turn Lane Width 16-7
16.8 Median Width 16-7
16.9 Mouth Treatment 16-7
16.10 Summary 16-8
16.11 U-turn Diameter 16-9
16.12 Median Widening 16-9
16.13 Local Bulbing 16-9
16.14 Jug Handle U-turns 16-13
16.15 Double-lane U-turns 16-14
0 • 10
Index
17 Signalized Intersections
17.1 General 17-1
17.2 Applicability of Major I Minor Intersection Principles 17-1
17.3 Specific Requirements at Signalized Intersections 17-1
17.4 Width of Medians 17-2
17.5 Size of Islands 17-5
17.6 Vehicular Swept Paths 17-5
17.7 Location of Pedestrian Crossing Facilities 17-5
17.8 Width of Pedestrian Crossing Facilities 17-7
17.9 Summary 17-8
17.10 Designing for Queue Lengths in Right Turning Lanes 17-8
17.11 Signalized Roundabouts 17-8
17.12 U-turns at Signalized Intersections 17-9
17.13 Emergency Layby 17-11
18 Grade Separations and Interchanges

18.1 General 18-1
18.2 Types of Interchange 18-2
18.3 Selection of Intersection type 18-14
18.3.1 General 18-14
18.3.2 System Interchanges 18-14
18.3.3 Service Interchanges 18-14
18.3.4 Route Strategy 18-14
18.3.5 Traffic Flows and Design Year 18-15
18.3.6 Interchange Spacing within the Network 18-15
18.3.7 Initial Information Requirements and Decisions 18-15
18.3.8 Type of Interchange for Preliminary Design 18-16
18.3.9 Preliminary Designs • 18-16
18.4 Lane Provision 18-17
18.5 Design Speed 18-19
18.6 Off-Ramp Terminal Design 18-20
18.6.1 Selection of Layout Type 18-20
18.6.2 Geometric Parameters for Off-ramp Terminals 18-20
18.6.3 Deceleration Distances 18-25
18.6.4 Forward Visibility 18-26
18.6.5 Superelevation 18-26
18.6.6 Left Off-ramps 18-26
18.6.7 Major Fork 18-26
18.7 On-Ramp Terminal Design 18-28
18.7.1 Selection of Layout Type 18-28
18.7.2 Geometric Parameters for On-ramp Terminals 18-28
18.7.3 Acceleration Distances 18-33
18.7.4 Forward Visibility 18-36
0 • 11
DUBAI MUNICIPALITY
18.8 Connecting Roadways 18-36

18.8.1 Width 18-36
18.8.2 Shoulders and Lateral Clearances 18-36
18.8.3 Grade 18-37
18.8.5 Vertical Alinement - Effect on Horizontal Geometry 18-38
18.9 Spacing of Ramp Terminals 18-38
18.9.1 Possible Arrangements 18-38
18.9.2 Exit I Exit 18-39
18.9.3 Entry I Entry 18-39
18.9.4 Exit I Entry 18-40
18.9.5 Entry I Exit 18-40
18.10 Weaving 18-41
18.11 Collector-Distributor Roads 18-42
18.12 Other Design Considerations 18-42
18.12.1 Abnormal Load Requirements 18-42
18.12.3 Safety Barriers 18-43
18.12.4 Signing 18-43
18.12.5 Lighting 18-43
18.12.6 Utilities 18-43
18.12.7 Emergency Vehicles 18-44
18.12.8 Maintenance Provisions 18-44
18.12.9 Environmental Issues 18-44
18.12.10 Ramp Metering 18-45
0- 12
List of Tables
List of Tables Page No
1 Highway Network
Table 1.1 The Dubai Functional Road Hierarchy 1-1
Table 1.2 Characteristics of Roads by Class 1-8
Table 1.3 Relationship between Route Designation and Hierarchy 1-9
2 Traffic
Table 2.1 Characteristics of Level of Service for Road Sections 2-2
Table 2.2 Guidelines for Selecting Level of Service in Dubai 2-6
Table 2.3 Primary Measures of Effectiveness for LoS Definition 2-7
Table 2.4 Capacity for Use in Dubai 2-8
Table 2.5 Passenger Car Equivalents of Trucks and Buses 2-9
Table 2.6 Design Vehicle Parameters 2-10
Table 2.7 Sidewalk Widths to Accommodate Pedestrian 2-12
Flows (at absolute capacity)
3 Design Speed
Table 3.1 Design Speed by Road Class 3-2
Table 3.2 Recommended Posted Speed 3-3
Table 3.3 Minimum Design Speed for Connecting Roadways 3-4
4 Sight Distance
Table 4.1 Stopping Sight D,istances for Design 4-4
Table 4.2 Safe Passing Sight Distance for Design 4-6
Table 4.3 Decision Sight Distance for Design 4-8
•
Table 5.1 Maximum Superelevation 5-3
Table 5.2 Side Friction Factors for Design 5-4
Table 5.3 Minimum Horizontal Curvature 5-5
Table 5.4 Basic Spiral Lengths for Minimum Radii at 6% 5-7
Superelevation
Table 5.5 Minimum Lane Width on Curves 5-10
Table 5.6a: Minimum Setback to Maintain Stopping Sight Distance 5-11
(Level road)
Table 5.6b: Minimum Setback to Maintain Safe Passing Sight Distance 5-12
Table 5.6c: Minimum Setback to Maintain Decision Sight Distance 5-13
Table 5.7 "Non-Preferred" Radii on Two-Way Undivided Roads 5-13
Table 6.1 Maximum Grades 6-3
Table 6.2 Critical Grade Lengths 6-3
0 • 13
DUBAI MUNICIPALITY
Table 6.3 Minimum Grades 6-4

Table 6.4 Minimum Vertical Curvature for Divided Roads 6-6
Table 6.5 Minimum Crest K values for Decision Sight Distance 6-6
Table 6.6 Minimum Crest K Values to Permit Passing on 6-7
Two-way two-lane Undivided Roads
Table 6.7 "Non-preferred" Crest K values on Two-Way Two-Lane 6-7
Undivided Roads
Table 6.8 Additional Clearance to be Provided on Sag Curves 6-24
Table 7.1 Typical Overall Width of the Right of Way in Dubai 7-3
Table 7.2 Shoulders and Curb Clearances 7-10
Table 7.3 Clear Zone Width 7-11
Table 7.4 Desirable Minimum Lateral Clearance to Safety Barriers 7-12
Table 7.5 Normal Lane Widths 7-13
Table 7.6 Minimum Median Widths for Certain Functions 7-14
Table 7.7 Median Widths 7-17
Table 7.8 Maximum Cross Slopes 7-18
8 Highway Facilities
Table 8.1 Preferred Minimum Width of Sidewalk 8-2
Table 8.2 Sidewalk Widths to Accommodate Pedestrian Flows 8-3
Table 8.3 Width of at-grade Pedestrian Crossings 8-6
Table 8.4 Curbside Angled Parking - Width Occupied within 8-14
Cross Section of the Road
Table 8.5 Curbside Angled Parking - Minimum Width for 8-15
Adjacent Through Lane
Table 8.6 Parking Lot Dimensions • 8-17
Table 8.7 Guidance on the Provision of Safety Barriers 8-26
Table 8.8 Criteria for choice of Barrier Type 8-30
Table 8.9 Suggested Setback from Edge of Traveled Way 8-31
Table 8.10: Clearance between Barrier and Object Being Protected 8-32
Table 8.11 : Typical Flare Rates 8-32
Table 8.12: Runout Length 8-33
9 Local Roads
Table 9.1 Stopping Sight Distances and associated Vertical 9-3
Curvature for Local Roads and Streets
Table 9.2 Safe Passing Sight Distances and associated Vertical 9-4
Table 9.3 Minimum Radius for Rural Local Roads 9-5
Table 9.4 Minimum Radius for Urban Major Local Streets 9-6
Table 9.5 Side Friction Factors for Design of Urban Minor Local Streets 9-6
Table 9.6 Minimum Radii for Curves on Urban Minor Local Streets 9-6 ·
Table 9.7 Lane Widths on Local Roads 9- 7
0- 14
List of Tables
Table 9.8 Summary of Geometric Parameters for Local Roads 9-10

and Streets
1O Collectors
Table 10.1 : Stopping Sight Distances and associated Vertical 10-2
Curvature for Collectors
Table 10.2: Safe Passing Sight Distances and associated 10-3
Vertical Curvature for undivided Collectors
Table 10.3: Minimum Radius for Collectors 10-3
Table 10.4: Summary of Geometric Parameters for Collectors 10-5
11 Arterial Roads
Table 11 .1 : Stopping Sight Distances and Associated Vertical 11-2
Curvature for Arterials
Table 11 .2 : Decision Sight Distances and Associated Vertical 11-3
Table 11.3: Minimum Radius for Arterials 11-4
Table 11.4: Preferred Sidewalk Width for Arterial Roads 11-5
Table 11.5: Summary of Geometric Parameters for Primary Arterials 11-6
Table 11.6: Summary of Geometric Parameters for Secondary Arterials 11-7

Table 12.1 : Stopping Sight Distances and Associated Vertical 12-2
Curvature for Expressways and Freeways
Table 12.2: Decision Sight Distances and Associated Vertical 12-2
Table 12.3: Minimum Radius for Expressways and Freeways 12-3
•
Table 12.4: Summary of Geometric Parameters for Expressways 12-4
Table 12.5: Summary of Geometric Parameters for Freeways 12-5
Table 13.1 : Indicative Minimum Intersection Spacings 13-3
Table 13.2: Permitted Intersection Types in Urban Areas 13-5
Table 13.3: Permitted Intersection Types in Rural Areas 13-5
Table 14.1 : Suitable Major I Minor Intersection Types 14-2
Table 14.2: Side Friction Factors for Intersection Design 14-11
Table 14.3: Minimum Radii for Intersection Curves 14-11
Table 14.4: X Distances for Crossing Sight Triangle 14-14
Table 14.5: Y Distances for Crossing Sight Triangle 14-14
Table 14.6: Corner Radii at Major I Minor Intersections 14-16
Table 14.7: Three-Centered Corner Radii for Semitrailers 14-17
Table 14.8: Width of Single-Lane Right-Turning Roadways 14-19
0- 15
DUBAI MUNICIPALITY
Table 14.9: Width of Two-lane Right-turning Roadways 14-19

Table 14.10: Taper Rates to Median Islands 14-24
Table 14.11 : Left-turning Auxiliary Lane Taper 14-24
Table 14.12: Right-turning Auxiliary Lane Taper Length 14-25
Table 14.13: Minimum Deceleration Length in Left-turning Auxiliary Lanes 14-27
Table 14.14: Speed Assessment for Right Turns at Intersections 14-28
Table 14.15: Acceleration in Auxiliary Lanes 14-30
15 Roundabouts
Table 15.1: Typical Minimum Inscribed Circle Diameters by 15-7
Design Vehicle
Table 15.2: Minimum Width of Circulating Pavement 15-8
Table 15.3: Visibility at Roundabouts 15-20
16 U-turns
Table 16.1: U-turn Entry Tapers 16-5
Table 16.2: U-turn Deceleration Length (M) 16-5
Table 16.3: Summary of Various Geometric Factors 16-8
Table 16.4: Minimum U-turn Diameter 16-9
Table 16.5: Local Bulbing - Recommended Dimensions 16-12
Table 16.6: Jug Handle U-turn Dimensions 16-14
Table 17.1: Minimum Median Width At Signalized Intersections 17-3
Table 17.2: Minimum Width Of Median At Signalized Intersections 17-4
Table 17.3: Safe Crossing Sight Distance For Uncontrolled 17-6
Pedestrian Crossing Of Single-lane Right Turning Roadway
Table 17.4: Width Of Pedestrian Crossings At Signalized intersections"
;
17-7
18 Grade Separations And Interchanges

Table 18.1 Types of Interchange 18-2
Table 18.2 Design Speeds For Connecting Roadways 18-19
Table 18.3 Distance to Effect Deceleration at Change of 18-25
Design Speed - Level Road
Table 18.4 Distance to Effect Acceleration at Change 18-33
of Design Speed - Level Road
Table 18.4a: Distance to Effect Acceleration at Change 18-34
of Design Speed - 3% and 4% Up-grade
Table 18.4b: Distance to Effect Acceleration at Change 18-34
of Design Speed - 5% and 6% Up-grade
Table 18.4c: Distance to Effect Acceleration at Change 18-35
of Design Speed - 3% and 4% Down-grade
Table 18.4d: Distance to Effect Acceleration at Change 18-35
of Design Speed - 5% and 6% Down-grade
Table 18.5 : Maximum Grades on Connecting Roadways 18-37
0- 16
List of Tables
Table 18.6: Minimum Spacing Between Successive Exits 18-39

Table 18.7: Minimum Spacing Between Successive Entries 18-40
Table 18.8: Minimum Spacing Between an Exit and the Following Entry 18-40
Table 18.9: Spacing Criteria for Entry I Exit Arrangements 18-41
0- 17
List of Figures
DUBAI MUNICIPALITY
List of Figures Page No
1 Highway Network
Figure 1.1 Illustration of the Functional Road Hierarchy 1-2
Figure 1.2 Dubai Functional Road Hierarchy 2012 1-3
4 Sight Distance
Figure 4.1 Visibility envelope for Stopping Sight Distance 4-2
Figure 4.2 Visibility envelope for Safe Passing Sight Distance 4-5
Figure 5.1 Typical arrangement of Transition Curve 5-6
Figure 5.2 Development of Superelevation 5-9
Figure 5.3 Application of Pavement Widening on curves 5-11
Figure 5.4 The Effect of a Short Curve between two Straights 5-14
Figure 5.5 Angular geometry on a Local Road 5-15
Figure 5.6 Curved geometry on a Local Road 5-16
Figure 5.7 Summary of Alinement Features on Divided Roads 5-17
Figure 6.1 Types of Vertical Curve 6-5
Figure 6.2 Short Sag Curve 6-9
Figure 6.3 Preferred Longer Sag Curve 6-9
Figure 6.4 Tangent between Two Sag Curves 6-10
Figure 6.5 Poor Visual Appearance of the Arrangement in Figure 6.4 6-10
Figure 6.6 Effect of a Short Crest 6-11
Figure 6.7 Effect of a Short Reverse Curve • 6-11
Figure 6.8 Appearance with Long Crests and Short Sag 6-12
Figure 6.9 Appearance with Shorter Crests and Longer Sag 6-12
Figure 6.10 Undesirable Terrace Effect 6-13
Figure 6.11 Summary of Vertical Alinement Features 6-14
Figure 6.12 Co-ordination of Horizontal and Vertical Geometry 6-15
Figure 6.13 Unsympathetic Co-ordination of Plan and Profile 6-16
Figure 6.14 Limited Improvement by use of Overlaps 6-16
Figure 6.15 Further Improvement by Sympathetic Co-ordination 6-17
Figure 6.16 Undesirable Combinations of Alinements 6-17
to figure 16.25 : to 6-20
Figure 6.26 Summary of Undesirable Alinement Combinations 6-21
Figure 6.27 Summary of Desirable Alinement Combinations 6-22
Figure 7.1 Cross-sectional elements 7-2
0- 18
List of Figures
Figure 8.1 Dropped Curb 8-7
Figure 8.2 Preferred Bus Bay Layout 8-9
Figure 8.3 Bus Stops at Intersections 8-12
Figure 8.4 Parking Bay Dimensions 8-16
Figure 8.5 Common Multi-storey Car Park Structures 8-19
Figure 8.6 Typical Curb Sections 8-22
Figure 8.7 Safety Barrier Elements 8-24
Figure 8.8 Length of Need 8-35
Figure 8.9 Traffic Calming Layout using Planted Median 8-42
Figure 8.10 Traffic Calming Layout using Pinch Point 8-42
9 Local Roads
Figure 9.1 Typical Turning Areas 9-9
Figure 9.2a One way, One lane Local Street with Parallel 9-11
Parking-residential /commercial. (Row 40')
Figure 9.2 One way, One lane Local Street with Parallel 9-12
Figure 9.3 One way, One lane Local Street with Parallel/angled 9-13
Figure 9.4 Two way, Two lane Local Street with Parallel 9-14
Parking- residential /commercial. (Row 60')
Figure 9.5 Two way, Two lane Local Street with Parallel 9-15
Parking residential /commercial. (Row 80')
Figure 9.6 Two way, Two lane Local Street with Parallel/angled 9-16
Parking residential/commercial. (Row 80')
Figure 9.7 Two way, Two lane Local Street with Angled Parking 9-17
residential /commercial. (Row 80') •
Figure 9.8 Two way, Two-lane Local Street with Parallel Parking 9-18
- Industrial (Row 40')
Figure 9.9 Two way, Two Lane Local Street - Rural (Row 40') 9-19
Figure 9.11 Two way, Two Lane Local Street - Rural (Row 60') 9-20
Figure 9-11 Typical Sikka Cross Section (Row 20') 9-21
10 Collectors
Figure 10.1 Two way, Two lane Collector with 10-6
Parallel Parking - residential/commercial (Row 80')
Figure 10.2 Two way, Two Lane Collector with Parallel/angled Parking 10-7
residential/commercial (Row 80')
Figure 10.3 Two way, Two Lane Collector with Angled "-8
parking residential/commercial (Row 95')
Figure 10.4 Two way, Four Lane Collector with Parallel Parking
- residential /commercial (Row 125')
Figure 10.5 Two way, Four Lane Collect or with Parallel/angle
0-21
DUBAI MUNICIPALITY
Parking - Commercial (Row 125')

Figure 10.6 Two way, Two lane collector with parallel parking 10-11
-industrial (Row 95')
Figure 10.7 Two way Four Lane collector with parallel parking 10-12
- industrial (Row 125)
Figure 10.8 Two way, Two Lane Collector - Rural (Row 80') 10-13
Figure 10.9 Two way, Two Lane Collector - Rural (Row 95') 10-14
Figure 10.10: Two way, Four Lane Collector - Rural (Row 125') 10-15
11 Arterial Roads
Figure 11.1 Two way, Four Lane Secondary Arterial with Service Road 11-8
and Parallel Parking - residential/commercial (Row 150')
Figure 11.2 Two way, Four Lane Secondary Arterial with Service Road 11-9
Figure 11.3 Two way, Six Lane Secondary Arterial with Service Road 11-10
Figure 11.4 Two way, Six Lane Secondary Arterial with Service Road 11-11
and Angled Parking - residential/commercial (Row 200')
Figure 11.5 Two way, Four Lane Secondary Arterial - Rural (Row 125') 11-12
Figure 11.6 Two way, Four-lane Secondary Arterial Rural - (Row 180') 11-13
Figure11.7 Two way, Four-lane Secondary Arterial Industrial - (Row 150') 11-14
Figure 11.8 Two way, Six-lane Primary Arterial with Service Road and 11-15
Angled Parking - residential/commercial (Row 220')
Figure 11.9 Two way, Eight lane Primary Arterial with Service Road 11-16
and Angled Parking residential/commercial (Row 250')
Figure 11.1 O : Two way, Eight lane Primary Arterial with Service Road 11-17
and Angled Parking residential/commercial (Row 280') •
Figure 11.11 : Example road configuration, Primary Arterial 11-18
- rural (Row 220')
Figure 11.12: Example road configuration, Primary Arterial 11-19
- rural (Row 250')

Figure 12.1 Two way, Six Lane Expressway with Service Road and 12-6
Angled Parking (Row 300')
Figure 12.2 Two way, Eight lane Expressway with Service Road and 12-7
Angle Parking (Row 300')
Figure 12.3 Two way, Eight Lane Freeway (Row 300') 12-8
Figure 13.1 Guidance on Initial Selection of Intersection Type 13-4
Figure 13.2 Simple T Intersection 13-7
Figure 13.3 Simple Four-leg Intersection 13-8
Figure 13.4 Staggered Intersection 13-9
0-20
List of Figures
Figure 13.5 Typical four-leg roundabout 13-10

Figure 13.6 Typical U-turn 13-11
Figure 13.7 Typical Four-leg Signalized Intersection 13-12
Figure 13.8 Diamond Interchange 13-13
Figure 13.9 Typical Free-flow Interchange 13-13
Figure 14.1 Simple T intersection 14-3
Figure 14.2 Flared T with Minor Leg Splitter Island 14-4
Figure 14.3 T intersection with Main Line Channelization 14-5
Figure 14.4 T intersection on a Divided Road, with Median Opening 14-6
Figure 14.5 T intersection on a Divided Road, without Median Opening 14-7
Figure 14.6 Simple Crossroads 14-8
Figure 14.7 Staggered T Intersection 14-9
Figure 14.8 Sight Triangles 14-13
Figure 14.9 Three-centered Compound Curve 14-16
Figure 14.10: Auxiliary Right-turning Lane 14-18
Figure 14.11 : Minor Road Approach with Splitter Island 14-20
Figure 14.12: Nose Down at the End of a Median Island 14-22
Figure 14.13: Offsets to Curbed Median Islands 14-22
Figure 14.14: Offsets to Curbed Triangular Islands 14-23
Figure 14.15 : Right turning Roadway Terminals 14-26
Figure 14.16 : Deceleration Length in Right-turn Auxiliary Lane 14-29
Figure 14.17: Summary of Design Process for Major I Minor Intersections 14-33
15 Roundabouts
Figure 15.1 Typical Roundabout Layout 15-2
Figure 15.2 Roundabout Design Process • 15-5
Figure 15.3 Measurement of the Inscribed Circle Diameter 15-6
Figure 15.4 Entry Width 15-9
Figure 15.5 Entry Path Curvature 15-11
Figure 15.6 Entry Path Curvature (negative approach curvature) 15-12
Figure 15.7 Entry Path Curvature (positive approach curvature) 15-12
Figure 15.8 Entry Path Curvature (roundabout at a T intersection) 15-13
Figure 15.9 Entry Deflection by Staggering Approach Roads 15-14
Figure 15.10: Enlarged Islands to Achieve Satisfactory Deflection 15-15
Figure 15.11 : Measurement of Entry Angle 15-16
Figure 15.12: Example of too Small an Entry Angle 15-16
(with substandard deflection)
Figure 15.13: Example of too Large an Entry Angle 15-17
(with excessive deflection)
Figure 15.14: Stopping Sight Distance on Approach to Roundabout 15-19
Figure 15.15: Visibility to the left from the Give Way Line 15-21
Figure 15.16: Visibility to the left over the 15m before the Give Way Line 15-21
Figure 15.17: Forward Visibility for Approaching Traffic 15-22
0-21
DUBAI MUNICIPALITY
Figure 15.18: Circulating Visibility 15-23

Figure 15.19 : Visibility to Pedestrian Crossings 15-24
Figure 15.20 : Arrangement for Crossfall using Crown Line Joining Islands 15-26
Figure 15.21 : Shoulder run-out on an Undivided Road 15-27
Figure 15.22 : Shoulder run-out on a Divided Road 15-27
16 U-turns
Figure 16.1 Elements of a Standard U-turn 16-4
Figure 16.2 Typical setting out for U-turn Mouth 16-8
Figure 16.3 Local Bulbing Layouts 16-11
Figure 16.4 Jug handle U-turn 16-13
Figure 16.5 Typical setting out details for a double-lane U-turn 16-15
Figure 17.1 "Sheep pen" arrangement for pedestrians at signals 17-4
Figure 17.2 Selected features of signalized intersections 17-8
Figure 17.3 Widening for U-turns at signalized intersections 17-10
(with right turning roadway)
Figure 17.4 Widening for U-turns at signalized intersections 17-10
(with no right turning roadway)
Figure 17.5 Emergency layby at signals 17-12

Figure 18.1 Trumpet Interchange 18-3
Figure 18.2 Half-cloverleaf Interchange 18-4
Figure 18.3 3-leg direct Interchange 18-5
Figure 18.4 Cloverleaf Interchange 18-6
Figure 18.5 4-Leg Direct Interchanges
• 18-7
Figure 18.6 4-Leg Hybrid Interchange (example) 18-8
Figure 18.7 Partial Cloverleaf Interchange 18-9
Figure 18.8 Diamond Interchanges 18-11
Figure 18.9 Dumbbell Interchange 18-12
Figure 18.10 : Grade Separated Roundabout 18-13
Figure 18.11 : Correlation of lane balance with continuity requirements 18-18
Figure 18.12 : Taper Type Off-Ramp (t-lane) 18-21
Figure 18.13 : Parallel Type Off-Ramp (t-lane) 18-22
Figure 18.14: Taper Type Off-Ramp (2-lane with lane drop) 18-23
Figure 18.15: Parallel Type Off-Ramp (2-lane without lane drop) 18-24
Figure18.16: Major Fork 18-27
Figure18.17: Taper Type On-Ramp (1-lane) 18-29
Figure 18.18: Parallel Type On-Ramp (t-Iane) 18-30
Figure 18.19: Taper Type On-Ramp (2-lane with lane gain) 18-31
Figure 18.20 : Parallel Type On-Ramp (2-lane with lane gain) 18-32
0-22
List of Plates
List of Plates Page No
1 Highway Network
Plate 1.1 Typical Freeway 1-4
Plate 1.2 Typical Expressway 1-4
Plate 1.3 Typical Primary Arterial 1-5
Plate 1.4 Typical Secondary Arterial 1-5
Plate 1.5 Typical Collector 1-6
Plate 1.6 Typical Local Road in an urban area 1-6
Plate 1.7 Aerial view of an urban neighborhood 1-7
2 Traffic
Plate 2.1 Level of Service A 2-3
Plate 2.2 Level of Service B 2-3
Plate 2.3 Level of Service C 2-4
Plate 2.4 Level of Service D 2-4
Plate 2.5 Level of Service E 2-5
Plate 2.6 Level of Service F 2-5
Plate 6.1 Alinement would be Improved by the use of a Horizontal 6-22
Curve rather than a Straight on the Embankment
Plate 6.2 Short Sag Curve on Straight following a Horizontal Curve 6-23
gives the Appearance of a Kink
Plate 7.1 Safety Barrier Protection to Embankment Side Slope • 7-5
Plate 7.2 6m Wide Curbed Median with a 0.6m Curb Clearance 7-9
Plate 7.3 3.5m Wide Median at Signalized Pedestrian Crossing 7-15
Plate 7.4 6m Wide Median with some Landscaping 7-16
Plate 7.5 Wide Median Enables Effective Landscaping 7-17
Plate 7.6 Service Road with Parallel Parking and 1.2m Outer 7-20
Separation
Plate 7.7 Service Road with Parallel and Angled Parking and Wide 7-21
Outer Separation
Plate 8.1 Grade Separated Pedestrian Crossing 8-5
Plate 8.2 Dropped Curb at a Signalized Pedestrian Crossing 8-8
Plate 8.3 Small Bus Bay on a Secondary Arterial 8-10
Plate 8.4 A Signalized Pedestrian Crossing near a Bus Stop 8-11
Plate 8.5 Parking Lot Laid Out With a 90-degree Angle 8-16
Plate 8.6 Barrier Protecting an Obstruction in the Shoulder 8-33
0-23
DUBAI MUNICIPALITY
Plate 8.7 Energy Absorbing Barrier Protection to Obstruction Located 8-37

in the gore Area
Plate 8.8 Hard landscaping used to Protect Embankment, with 8-44
Contrasting Soft Landscaping Area
Plate 14.1 Simple T intersection with a Minor Leg Splitter Island 14-3
Plate 14.2 T intersection on a Divided Arterial, with Median Opening 14-6
Plate 14.3 T intersection on a Divided Arterial, without Median Opening 14-7
15 Roundabouts
Plate 15.1 Three-Leg Roundabout on a Secondary Arterial 15-3
Plate 15.2 Right Turning Roadway at a Roundabout 15-28
16 U-turns
Plate 16.1 Widening of the Median to Accommodate U-turns 16-3
Plate 16.2 Local Bulbing on an Urban Primary Arterial 16-10
Plate 16.3 Local Bulbing on a Secondary Arterial 16-10
Plate 16.4 Local Bulbing in use in Dubai 16-11
Plate 17.1 Typical Signalized Intersection with Channelizing Islands 17-2
on one Approach and Right-turning Roadways
Plate 17.2 Typical Pedestrian Crossing at a Signalized Intersection 17-3
with 1 .2m width Median and a Channelizing Island
Plate 17.3 Uncontrolled Pedestrian Crossing of a Right-turning Roadway 17-7
with Adequate Safe Crossing Sight Distance •
Plate 17.4 Example of a Roundabout with Signalization Added 17-9
Plate 17.5 Local Bulbing at U-turn at Signalized Intersection 17-11
0-24
Glossary
Glossary
30th-highest Hourly Volume (30 HV) The hourly traffic volume which is only exceeded on 29 hours
within the year.
85th Percentile Speed The speed at or below which 85 percent of the vehicles are
traveling.
Abutment The solid structure from which a bridge springs.
Acceleration Lane A speed change lane to enable a vehicle entering a road to

increase its speed to merge with through traffic.
Access Road Road providing access to a local area or individual properties

from a Local (or Distributor) road.
Acoustic Fence A fence used to contain or limit the effects of road traffic noise.
Adverse Camber Camber which hinders, rather than assists, drivers on a curve.
Aisle The area within a Parking Lot reserved for the movement of
vehicles.
Angled Parking Parking in which the vehicle is aligned at an angle to the curb
or, in a parking lot, to the axis of the aisle.
Animal Fence A fence used to prevent animals from entering the road right of
way.
Average Annual Daily Traffic (AADT) Total two-way traffic volume in a period of one year, divided by
the number of days in the year. •
Arterial (Road) A road primarily for the movement of through traffic, which also
gives access to abutting properties as a secondary function.
Access is generally controlled by at-grade intersections
(signalized or roundabouts) but grade separated intersections
are also used. Arterials normally link Collectors with Freeways
or Expressways.
At-grade Intersection An intersection where all carriageways join or cross at the

same level.
Auxiliary Lane The portion of the carriageway adjoining the travelled way for
weaving, truck climbing, speed change, or for other purposes
supplementary to through traffic movement.
Auxiliary Length The length of an Auxiliary Lane.
Backing Board The plate mounted behind a traffic signal head, to improve
conspicuity and to aid perception of the signals in bright
sunlight.
0 ·25
DUBAI MUNICIPALITY
Backs lope In cuts, the slope from the bottom of the ditch to the top of the
cut.
Bar Markings Colored road markings laid across the traveled way as a form of
traffic calming.
Bench A level area on the side of a cut slope, for stability purposes.
Berm (1) A raised and elongated area of earth intended to direct a

flow of water, screen headlight glare, or reduce noise.
(2) Embankment widening to provide lateral support for the
roadway.
Blocked Out W-Beam A form of Safety Barrier using a corrugated beam mounted
forwards of its posts.
Block Paving A surface constructed from interlocking blocks, normally of clay

or concrete.
Boundary Fence A fence used to delineate and separate private property from
the road right of way.
Box Beam A form of Safety Barrier using a closed box-section beam.
Braking Distance The distance required to stop a vehicle from the time at which
brake application begins.
Bridge Structure supporting a road or pedestrian walkway over an area

to be crossed.
Broken Back Curve An arrangement of curves in which a short tangent separates

two curves in the same direction.
•
Buffer Lane An area of pavement adjacent to a parking bay to assist drivers
undertaking parking and unparking maneuvers.
Build-out A traffic calming device consisting of a local protrusion of the

sidewalk into the pavement area to narrow the vehicular
traveled way.
Bulb Offset The lateral dimension from the edge of the Traveled Way to the
back of the pavement of the Local Bulbing of a U-turn.
Bus A heavy vehicle designed for the transport of passengers,

generally on a public transportation basis.
Bus Layby A locally-widened area of pavement at a Bus Stop, which allows

a bus to stand clear of the traveled way. (Sometimes referred
to as a Bus Turnout.)
Bus Stop A designated place for buses in service to set down and pick up
passengers.
0-26
Glossary
Cable Fence A form of Safety Barrier comprising (normally four) strands of

tensioned cable.
Camber A slight arch designed or built into a structure to compensate

for the natural deflection which will occur after loading is
applied.
Capacity The maximum number of vehicles which has a reasonable

expectation of passing over a given section of a lane or road
during a given time period under prevailing road and traffic
conditions. It is normally given in units of vehicles (or
Passenger Car Equivalent Units) per hour (per lane).
Catchment An area which feeds rainfall to a specific point.
CCTV Coverage Surveillance by means of closed-circuit television.
C-D Road (See Collector-Distributor Road.)
Centerline (1) For an undivided road, the centerline is the middle of the
traveled way. For a divided road the centerline is the
middle of the median. For a divided road with two
independently designed pavements, each pavement has
its own centerline.
(2) The defined and surveyed line shown on the plans from
which the highway construction is controlled.
Channel (1) A paved and generally shallow watercourse.

(2) The lower edge of the surface of a pavement; the gutter,
if the road is curbed.
Channel Block A form of curb with an integral drainage pipe.

•
Channel Grading The use of varying camber to create rise and fall along the
channel line, for the purposes of achieving adequate drainage
falls on an otherwise near-level pavement ..
Channelizing Island A narrow island, used mainly at signalized intersections, which

separates two traffic streams which will move in divergent
directions.
Channelizing Nose A narrow protrusion in the median, parallel to the road

centerline, which serves to protect vehicles waiting in a U-
turning queue.
Chicane A traffic calming device comprising a pair of build-outs on

alternate sides of the road but not opposite each other, which
create horizontal deflections that can only be negotiated by
vehicles traveling at low speeds.
Clearance Length In a Passing maneuver, the distance traveled by a driver

returning to his original lane, allowing for a suitable safety
margin.
0-27
DUBAI MUNICIPALITY
Clear Zone An area adjacent to the outer edge of the pavement within
which obstructions should not be sited, or, if so sited, require to
be protected by Safety Barriers.
Climbing Lane An Auxiliary Lane provided for slower moving traffic on an up-
grade.
(Full) Cloverleaf Interchange A four-leg interchange with loops for all left turns, and direct
connections for all right turns. (See also Partial Cloverleaf
Interchange.)
Collector (Road) A road which provides land access and traffic circulation
service within residential, commercial and industrial urban
areas or in scattered rural areas. Collectors generally link
Local Roads with Arterials.
Collector-Distributor (C-D) Road A road parallel to a main highway on which merging, weaving
and diverging movements take place, clear of through traffic on
the main line.
Commercial Area An area of land in which the dominant use is shopping and
commercial business.
Compound Circular Curve A curve comprising two or more circular arcs of different radius,
joined end-to-end in one direction.
Connecting Roadways (ramps) Free-Flow Links, Ramps or Loops at an Interchange.
Crash Cushion A safety barrier designed to absorb the kinetic energy of an

errant vehicle.
Crest Vertical Curve A vertical curve having a convex shape in profile.
Crossfall The grade measured across the width of a section of

pavement. This is normally downwards from the centerline, but
on curves, superelevation may be applied downwards from the
outside edge of the curve.
Crossroads A four-leg Major I Minor Intersection.
Cross Slope An embankment approximately at right angles to the centreline

of a road, for example at a side road or at the crossing of a
depressed median.
Cul-de-Sac A Minor Road which connects at one end only to the road
network, the other being a dead-end.
Culvert A closed conduit which conveys water carried in a natural

channel or waterway below a road from one side to the other.
A culvert may also be provided for services and oil pipelines.
Culverts may be prefabricated pipes of concrete, steel, or
0-28
Glossary
vitrified clay, or they may be cast-in-place structures of

reinforced concrete, such a box culverts or arch culverts.
Curve Widening The widening of a pavement on a sharp curve to compensate

for the fact that the rear wheels of a vehicle do not follow
exactly in the tracks of the front wheels.
Curb A structure with a vertical, sloping or horizontal face placed

along the edge of a pavement, forming part of a gutter and
strengthening or protecting the edge and controlling access.
Curb Clearance The amount by which the outer edge of a lane should be
separated from an adjacent parallel curb, in recognition of
drivers' Shy Distance.
Cut (or Cutting) The excavation needed to construct a road below natural
ground level.
Debris Verge A verge provided within a rock cutting which is designed to

retain material dislodged from the rock face.
Deceleration Lane A speed-change lane that enables a vehicle to slow to a safe

exit speed when turning off a road.
Deceleration Length The length of road required for vehicles to slow down or stop
safely.
Decision Sight Distance (DSD) The minimum distance over which a driver detects and
recognizes a need for action, decides and responds to that
need, and safely undertakes the necessary maneuver. It is
applied where the information is unexpected or the source is
difficult to perceive.
•
Design Hour Volume (DHV) The traffic volume for the design hour in the peak direction of
flow, this usually being a forecast of the relevant future peak
hour volume. The 30th highest hourly volume of the design
year (30 HV) is often used for this purpose.
Design Life The number of years of intended service life of a facility before
the first major rehabilitation or reconstruction.
Design Speed A speed selected for purposes of design and correlation of the
geometric features of a road. It is the highest continuous
speed at which individual vehicles can travel with safety when
weather conditions are favorable, traffic density is low and the
geometric design features of the highway are the governing
conditions for safe speed.
Design Vehicles Selected motor vehicles whose weight, dimensions, and

operating characteristics are used to establish highway design
controls for accommodating vehicles of designated classes.
0-29
DUBAI MUNICIPALITY
Design Year The future year whose predicted traffic levels are used to
design a road facility. A time 10 to 20 years from the start of
construction is usually used.
Diamond Interchange A four-leg grade separated intersection with a single one-way

ramp in each quadrant. All left turns are made at-grade on the
minor road.
Ditch A trench in the earth for drainage purposes.
Diverge A movement in which a single stream of traffic separates into

two streams traveling in different directions without the aid of
traffic control devices.
Divided Road A road provided with a median separating two streams of traffic
traveling in opposite directions.
Downstream The direction towards which traffic is flowing.
Driveway The connection between the Traveled Way and the boundary of
adjoining private property served by the road.
Dropped Curb A facility, provided by localized lowering of the curb, to allow the
safe and convenient movement of pedestrians (particularly
those in wheelchairs) from a sidewalk across a road.
Dumbbell Intersection A diamond intersection which uses two roundabouts to connect

the ramps to the minor road.
Earthworks The cut and fill necessary to construct the road.
Elevated Highway A highway on structure (or fill) above the level of the adjacent
ground. •
Embankment A raised earth structure, normally carrying a road.
Emergency Vehicle A vehicle belonging to the armed forces, civil defense, police,
fire service or ambulance service; or any other designated
vehicle used for answering emergency calls for assistance.
Emergency Layby A layby provided at a signalized intersection for the purposes of

operatives undertaking signal equipment maintenance or
emergency manual operation, or for police presence.
Energy Absorbing Barrier A safety barrier designed to absorb the kinetic energy of an
errant vehicle (also known as a Crash Cushion).
Entry Taper The Taper leading in to a U-turn Auxiliary Lane.
Entry Treatment Visual elements to indicate to a driver that he/she is entering a

traffic-calmed area.
Exit The point at which traffic leaves one road to travel to another.
0- 30
Glossary
Expressway A multi-lane, divided road designed to move large volumes of

traffic at speed under free flow conditions. Expressways have
full control of access, with grade separated intersections, but
some access to major frontage uses may be provided by
means of service roads connected by free- flow ramps.
False roundabout A traffic calming device consisting of a small roundabout where

there is no intersecting road.
Fence Physical item placed within the road corridor to define an area
or to contain a use. Examples include Acoustic Fences, Animal
Fences, Boundary Fences and Pedestrian Fences, as well as
Headlight Barriers and Safety Barriers.
Fill The material used to construct an embankment.
Flare The lead-in to a Safety Barrier installation, in which the barrier

is sited progressively closer to the edge of the Traveled Way.
Footbridge A Bridge provided for the exclusive use of Pedestrians.
Footpath A facility within the road corridor, but remote from the road
edge, provided specifically for the use of pedestrians.
Freeway A multi-lane, divided road, designed to the highest standards to

move large volumes of traffic at speed under free flow
conditions. Freeways are provided with shoulders, and have
full control of access, with all intersections being grade
separated.
Fully Grade-separated Intersection An Interchange which has no at-grade intersections.
Gantry A signal or sign support structure spanning above a road.
Gateway A form of Entry Treatment to a traffic-calmed area.
Gore The area located immediately between the left edge of a ramp
pavement and the right edge of the main line pavement at a
Ramp Terminal.
Grade The profile of the centre of the carriageway, or its rate of ascent
or descent.
Grade-separation A location where one or more traffic streams crosses above or

below other traffic stream(s) by means of a bridge or similar
structure.
Grade-separated Roundabout A grade-separated intersection in which all the ramps are

connected to a single roundabout; a roundabout provided with
an overpass I underpass.
Grading Shaping or reshaping earth by means of cutting or filling.
0 • 31
DUBAI MUNICIPALITY
Gutter A paved and generally shallow watercourse provided along a

road for carrying surface water drainage.
Half-cloverleaf Interchange A three-leg interchange with loops for all left turns, and direct
connections for all right turns.
Headlight Fence A fence provided to eliminate or minimize the glare from the
headlights of oncoming vehicles.
Headroom The minimum available vertical clearance above the road

pavement where the road passes under a bridge or other
overhead structure.
Headwall A vertical or inclined wall at the end of a culvert to prevent

earth from spilling into the channel.
Headway The time between two successive vehicles traveling in a traffic

lane as they pass a point in the road, measured from front
bumper to front bumper, in seconds (time headway) OR
The distance between two successive vehicles traveling in a
traffic lane, measured from front bumper to front bumper, in
metres (space headway).
Highway A public road.
Horizontal Alinement The geometry of the road in the horizontal plane.
Horizontal Curve A circular or transition curve by means of which a road changes

direction to the right or left.
Ideal Conditions Characteristics for a given type of facility which are assumed to
be the best possible from the point of view of capacity;
improvement to the characteristics would not result in higher
capacity.
Independent Alignment A situation where each half of a divided road is designed and
located separately in order to take full advantage of the terrain.
The median need not be of uniform width, and the two
carriageways need not be at the same level.
Industrial Area That portion of land in which the dominant land use is light or
heavy industry.
Initial Maneuver In Passing, the act of deciding to pass and moving to the point
of encroachment on the adjacent opposing lane.
Inner Lane The traffic lane nearest to the median of a divided road (or the
centerline of an undivided road).
Interchange A grade-separated intersection.
Interlock The centerline of a double bank of angled Parking Bays.
0-32
Glossary
Intermediate Median A Median whose width is between 4m and 8m.
Intersection A facility to permit the meeting of two or more roads.
Island An area (usually raised) within the road pavement, not

intended for vehicular use.
Jug-Handle A type of U-turn facility in which vehicles use a special roadway

outside the normal pavement construction, either before or after
making the U-turn.
K Value A measure of the sharpness of a Vertical Curve, being the

horizontal length of the curve (in metres) which effects a 1 %
change in grade.
Landscaping The use of planting to enhance the appearance of a road.
Lane A portion of the traveled way providing for a stream of traffic

traveling in single file in one direction.
Lane Balance A basic principle to ensure that drivers are not faced with
unexpected lane-drops or unnecessary lane-change
maneuvers which might result from the strict application of
capacity considerations.
Lane Drop A reduction of the width of the main line traveled way in one
direction by the divergence of one or more lanes.
Left Turning Lane A traffic lane within the normal paved width of a roadway, or an
auxiliary lane adjacent to or within a median, which is reserved
for left-turning vehicles at an intersection.
Level of Service (LoS) A term which, broadly, denotes the combination of operating
conditions that occur on a given road or lane when it is
accommodating various traffic volumes, and is used to
measure the quality of service.
Level Terrain Any combination of horizontal and vertical alinement which

permits heavy vehicles to maintain approximately the same
speed as passenger cars; this generally includes short grades
of up to 2%.
Local Bulbing A facility, provided where U-turning occurs, to permit a vehicle

to swing beyond the edge of the Traveled Way in order to
complete the turn and rejoin the outer lane.
Local Road The lowest class of road, intended for short journeys only. Its
primary function is to provide access to adjoining land uses.
Loop (1) A ramp which turns through typically 270 degrees, the
vehicles turning continuously to the right to achieve a left
turn maneuver.
0-33
DUBAI MUNICIPALITY
(2) A Local Road which leaves and then rejoins another

Local Road or Collector.
Main Line The continuous through alinement of the major road at an

intersection.
Major Local Road A Local Road which is not defined as a minor Local Road (see
below).
Major I Minor Intersection An at-grade intersection in which one road is given priority over
another by means of Give Way or Stop road signs.
Median The portion of a divided highway which separates the two

opposing traffic flows.
Median Barrier A safety barrier located in the median, designed to prevent an

errant vehicle from crossing into the path of opposing traffic.
Median Gap The width of the mouth of a U-turn facility.
Median Opening A gap in a median provided for crossing and turning traffic.
Median Shoulder A shoulder adjacent to the inner lane of a Divided Road.
Merge The converging of two separate streams of traffic into a single

stream without the aid of traffic signals or other right- of-way
controls (such as Give Way or Stop signs).
Minor Local Road A Local Road which is a short access, a small loop or a Cul-de-
Sac.
Motor Home A self-propelled vehicle designed specifically for people to live,

eat and sleep in. •
Mouth (of a U-turn) The point at which a U-turn lane enters the opposing pavement.
Mountainous Terrain Any combination of horizontal and vertical alinement causing

heavy vehicles to operate at very slow speed for significant
distances or at frequent intervals.
Multi-storey Car Park A Parking Lot on more than one level.
Narrow Median A Median whose width is less than 4m.
Nearside The side remote from the driver (in a conventional left-hand
drive vehicle).
Network All the interlinked roads of various classes in a defined area.
New Jersey Barrier A form of concrete Safety Barrier.
0- 34
Glossary
Noise Barrier An Acoustic Fence.
Non-preferred K Value A K Value which should be avoided on a crest curve on

an Undivided Road, as it leads to driver uncertainty as to the
advisability of Passing.
Non-preferred Radius A value of radius which should be avoided on a horizontal curve

on an Undivided Road, as it leads to driver uncertainty as to the
advisability of Passing.
Normal Crown The transverse profile of an undivided road pavement which

falls outwards from the centerline.
Nose Length The length from the Physical Nose to the Painted Nose at a
Ramp Terminal.
Occupation of the Left Lane The second phase of a Passing maneuver.
Off-ramp A ramp carrying traffic away from the main line.
Offside The side adjacent to the driver (in a conventional left-hand drive
vehicle).
One-way Road (or Street) A road of one or more lanes on which all vehicular traffic must
go in the same direction.
On-ramp A ramp carrying traffic towards the main line.
Open Box Beam A form of Safety Barrier using a U-section beam.
Operating Speed The highest overall speed at which a driver can travel on a
given road under favorable weather conditions and under
prevailing traffic conditions, without at any time exceeding the
design speed on a section-by-section basis.
Opposing Vehicle Distance The distance traveled by an oncoming vehicle during the period
of Occupation of the Left Lane during a Passing maneuver.
Outer Lane The traffic lane farthest from the median of a divided road (or
the centerline of an undivided road).
Outer Separation The space between a Service Road and the adjacent pavement
of the Arterial or other major road.
Outer Shoulder A Shoulder adjacent to the outer lane.
Overpass A grade separation where one road passes over another road at
a level above that of the surrounding land.
Over-run area An area of pavement which is surfaced, textured or colored

differently so that it appears to narrow the traveled way, but yet
can be run over by those larger vehicles which are unable to
maneuver within the delineated path.
0-35
DUBAI MUNICIPALITY
Painted Nose The point of intersection of the inner edge of the Traveled Way
of the ramp and the outer edge of the Traveled Way of the main
line at a Ramp Terminal. It is the theoretical point at which the
painted chevron markings begin or end, and is the tip of the
Paved Gore.
Parallel Parking Parking in which the vehicle is alined with the edge of the curb.
Parapet The vehicle-restraining barrier erected longitudinally along the

edge of a bridge structure.
Parking Bay The area marked out for the parking of a single vehicle.
Parking Lane An area on a pavement, parallel to but outside the traveled way,
designated for the curbside parking of vehicles.
Parking Lot An area, remote from the road, designated for the parking of
vehicles.
Partial Cloverleaf Interchange A Cloverleaf Interchange in which one or more of the four loops
has been replaced by an at-grade crossing movement, normally
signalized.
Pass A maneuver wherein a vehicle following another in one lane

moves laterally into an adjacent lane, increases relative speed
until it is ahead, and moves back into the original lane.
Passenger Car Equivalent Unit (PCU) A unit representing the number of passenger cars which are
equivalent to a single vehicle of a particular type under
prevailing traffic, roadway and control conditions.
Paved Gore The triangular area lying between a ramp and the main line
Traveled Way, extending from the Painted Nose to the Physical
Nose. It is an integral part of the pavement, and solely
delineated by painted markings.
Pavement (1) The part of a road, including shoulders, designed for

vehicular use.
(2) The structure of the road.
Paver A block, normally made of clay or concrete, used to provide a

pedestrian or vehicular surface.
Pedestrian An individual traveling on foot.
Pedestrian Crossing An area of pavement distinctly indicated for the use of

pedestrians wishing to cross the road.
Pedestrian Fence A fence used to contain and channel the movement of

pedestrians.
Pedestrian Refuge An island within an undivided road provided to offer a safe place
for pedestrians to wait.
0-36
Glossary
Pelican Crossing A Pedestrian Crossing, remote from an intersection, which is

controlled by Traffic Signals.
Perception-Reaction Distance The distance traveled by a vehicle from the time at which a
situation becomes visible to a driver to the time at which action
by the vehicle is initiated. (Stopping Perception- Reaction
Distance is the minimum distance traveled by a vehicle from the
time at which a driver is able to see an object necessitating a
stop, until the brakes are applied.)
Perception Time The time required by a driver to perceive that he must change
speed or stop. (The distance traveled during this time is
normally subsumed into the Perception-Reaction Distance.)
Physical Nose The point of intersection of the inner edge of a ramp pavement
and the outer edge of the main line pavement construction at a
Ramp Terminal. It is the point at which the Unpaved Gore
begins.
Pier The column or other similar isolated support for a bridge.
Pinch point A traffic calming device wherein the road is deliberately made
too narrow to permit two-way operation.
Planter A container, usually in a pedestrian area, within which

vegetation is grown.
Planting The provision of vegetation within the road corridor.
Posted Speed The speed limit displayed to drivers by means of road signs.
Prevailing Road Conditions The physical features of the road which are considered to be
unchanging day to day. •
Prevailing Traffic Conditions The operating conditions at any particular time. These depend
on the nature of traffic on the road and will change from day to
day and at different times of the day.
Primary Arterial An Arterial designated as having a principal function of handling

vehicles making moderate to long distance trips.
Profile The longitudinal section along a road.
Protected Length That length of the median at a U-turn over which the U-turn
auxiliary lane is physically separated from the adjacent running
lane by means of a Channelizing Nose.
Queue A line of stationary vehicles waiting to proceed.
Queue Length The roadspace occupied by a queue, from front to back.
0- 37
DUBAI MUNICIPALITY
Ramp (1) A short segment of road, usually one way, serving as a

connection between two roads. (Sometimes referred to
as a Slip Road.)
(2) A short roadway connecting two levels of a Multi- storey
Car Park.
Ramp Terminal The area of non-standard pavement width upstream of the

divergence of an off-ramp or downstream of the merging of an
on-ramp. (Also known as a Ramp Junction or Ramp- Freeway
Junction.)
Reaction Time The time required for a driver to apply foot pressure to the brake
after he has perceived that he must stop or slow down. (The
distance traveled during this time is normally augmented by that
traveled during the Perception Time in order to obtain the
Perception-Reaction Distance.)
Recovery Area An area lying beyond the Physical Nose at a Ramp Terminal,
designed to permit over-running by vehicles which have
erroneously begun to leave the main line at an exit terminal.
Recovery Offset The lateral distance between the Physical Nose and the edge of
the Traveled Way of the main line, where a Recovery Area is
provided.
Reduced Median That section of a median which abuts a U-turning auxiliary lane.
Residential Area That portion of a municipality, or an area within the influence of

a municipality, in which the dominant land use is residential
development, but where small business areas may be included.
Rest Area A free-standing area with parking facilities, allowing motorists to

stop and rest for short periods. Toilets and other'facilities may
also be provided.
Retaining Wall A vertical or near-vertical wall used to hold a cutting or an

embankment.
Reverse Curve A curve consisting of two arcs (of the same or different radius)
curving in opposite directions and having a common tangent or
transition curve at their point of junction.
Right of way The full width of the road corridor between its outer boundaries.
Right Turning Lane A traffic lane within the normal paved width of a roadway, or an
outer auxiliary lane, which is reserved for right-turning vehicles
at an intersection.
Right-Turning Roadway A separate link within an at-grade intersection which caters

exclusively for right turning traffic.
Road A general term denoting a public way for purposes of vehicular

travel including the entire area within the reservation.
0- 38
Glossary
Road Hump A locally raised area of pavement which can only be crossed
comfortably by vehicles traveling at very low speeds.
(Commonly referred to as a Sleeping Policeman.)
Road Marking A traffic control device consisting of lines, patterns, words,

symbols, or colors on the pavement, either flush with the
surface or slightly raised.
Road Sign A traffic control device mounted on a support above the level of
the roadway that conveys a specific message by means of
words and/or symbols.
Rolling Terrain Any combination of horizontal and vertical alinement causing

heavy vehicles to reduce their speed substantially below that of
passenger cars, but not causing them to operate at very low
speeds for any significant amount of time.
Roundabout An Intersection where all movements take place on a one-way

circulating road around a central island.
Rumble Strip A textured area of pavement which causes tire noise to be

perceptibly different, thus raising driver awareness.
Safe Crossing Sight Distance The visibility requirement for a pedestrian to observe and
perceive a gap in the traffic stream, and to cross a road safely
and with an adequate margin for error.
Safe Passing Sight Distance (SPSD) The minimum sight distance that must be available to enable a
driver of one vehicle on an undivided road to pass another
vehicle (moving in the same direction) in safety, in the face of
oncoming traffic.
Safety Barrier A longitudinal barrier, usually a cable, beam or wall device,

placed to protect errant vehicles from impact with natural or
man-made obstructions located along the road corridor.
Sag Vertical Curve A vertical curve having a concave shape in profile.
Screening The use of trees, shrubs, fences, or other materials to obscure

an objectionable view or to reduce an objectionable sound.
Secondary Arterial An Arterial designated as having a principal function of handling

vehicles making short to moderate distance trips.
Semi-Trailer An articulated truck incorporating a trailer which lacks front road

wheels.
Separation An area or a device located longitudinally between two

carriageways so as to separate traffic flowing in the same or
opposite directions, and so designed as to discourage or
prevent passage by vehicles from the traffic lanes on one side
of the separator to those on the other.
0-.39
DUBAI MUNICIPALITY
Service Reservation The width within the road right of way which is to be reserved
for use by the Utility Authorities (for water, telecom, electricity
etc.)
Service Road A road parallel to an Arterial or similar main road, which

provides land access, parking and limited movement (generally
one-way) for through traffic.
Service Flow Rate The maximum number of vehicles that can pass over a given
section of a lane or road in one direction on a multi-lane
highway during a specified time period while operating
conditions are maintained corresponding to the selected or
specified Level of Service. In the absence of a time modifier,
service flow rate is an hourly volume.
Setback Lateral offset, usually from the edge of the Traveled Way.
Shared Surface An area within a traffic-calmed environment which is used by

both pedestrians and motor vehicles.
"Sheep-pen" An arrangement of pedestrian fences on a median to provide a

safe waiting area between the two halves of a staggered
crossing.
Shoulder The portion of pavement contiguous with the traveled way for
accommodation of stopped vehicles for emergency use, and for
lateral support of base and surface courses.
Shy Distance The additional distance from the outer edge of the traveled way
which drivers require on a curbed, as against an uncurbed,
road.
Side Slope The face of an Embankment or Cutting. •

Sidewalk That portion of a road or street lying adjacent to the curb line (or
the edge of the pavement) which is provided specifically for the
use of pedestrians. It may be separated from the edge of the
pavement by a verge or planted strip.
Sidewalk Crossover A traffic calming feature which allows pedestrians to continue at

sidewalk level across the mouth of a minor intersecting road,
with the road being ramped up to sidewalk level and down
again.
Sight Distance The length of roadway ahead, visible to the driver.
Sight Triangle The area of visibility required for a vehicle emerging from a
minor road at a Major I Minor Intersection.
Signage The presence of Road Signs.
Signalized Intersection An Intersection controlled by Traffic Signals.
0-40
DUBAI MUNICIPALITY
Taper A segment of road over which the pavement width changes.
Taper Length The length over which the Traveled Way changes in width, for
example prior to the Painted Nose of an Off-ramp Terminal or
subsequent to the Painted Nose of an On-ramp Terminal.
T-lntersection A three-leg Major I Minor Intersection.
Toe of Slope The intersection of an embankment side slope with the original
ground surface.
Topsoil Surface soil, usually containing organic matter.
Traffic Calming Techniques applied to Local Roads in order to slow vehicle

speeds, improve safety and enhance the environment.
Traffic Island An island provided in the road to separate or direct streams of

traffic; includes both divisional and channelizing islands.
Traffic Lane A portion of the traveled way designated by road markings for
the movement of vehicles traveling in a single file.
Traffic Signal Three aspect lights used to direct and stop and start traffic.
Traffic Volume The number of vehicles passing a given point in a certain period
of time. It is normally quoted in vehicles (or Passenger Car
Equivalent Units) per hour (per lane).
Transition (1) A section of variable pavement width required when

changing from one width of traveled way to a greater or
lesser width.
(2) A section of Safety Barrier linking two lengths with
differing characteristics. •
Transition Curve (Spiral) A curve of variable radius intended to effect a smooth transition
from tangent to circular alignment.
Traveled Way The portion of the carriageway designed for the movement of
vehicles under normal circumstances. It excludes shoulders,
but includes auxiliary lanes.
Truck A heavy vehicle engaged primarily in the transport of goods and

materials, or in the delivery of services other than public
transportation.
Trumpet Interchange A three-leg interchange which incorporates one loop for left-
turning traffic, all other movements being catered for by direct or
semi-direct connections.
Turning Lanes Auxiliary lanes provided within at-grade intersections for right
and left turning movements.
0-42
Glossary
Turning Track Width The radial distance between the turning paths of the outside of
the outer front tire and the outside of the rear tire that is nearest
to the center of the turn.
Typical Cross Section A transverse section of a proposed road showing the lateral
dimensions and functional and structural elements of the road.
Underpass A grade separation where one road passes beneath another

road at a level below that of the surrounding land.
Undivided Road A road with no median, with a single pavement carrying all
traffic.
Unpaved Gore The area which lies behind the physical nose at a Ramp
Terminal.
Upstream The direction away from which traffic is flowing.
Up-wind The side from which the wind is blowing.
Utilities The public services of water, electricity, telecom, etc.
U-turn A maneuver in which a vehicle turns through 180 degrees to

return in the direction from which it came.
Vehicle Barrier Curb A high profile curb which is uncrossable by vehicles.
Verge That part of the road right of way which acts as a buffer zone
between the edge of the pavement and the surrounding physical
features.
Vertical Alinement The geometry of the road in the vertical plane .

•
Vertical Curve A curve on the longitudinal profile of a road provided in order to
achieve a change in grade.
Visibility The farthest distance at which an object can be seen.
W-Beam A form of Safety Barrier using a corrugated beam.
Weaving The crossing of traffic streams moving in the same general

direction accomplished by lane changing maneuvers and
without traffic signals.
Weaving Length The length of a weaving area measured from a point at the
entrance to the gore where the right edge of the shoulder
highway lane and the left edge of the ramp are separated by 2 ft
to a point at the gore where the lane edges are separated by 12
ft, expressed in feet.
Weaving Section A portion of road where the road geometry and the pattern of
traffic entering and leaving results in vehicles weaving.
0- 43
DUBAI MUNICIPALITY
Wide Median A Median whose width is greater than Sm.
Zebra Crossing Pedestrian Crossing marked by pavement stripes and relevant

signage.
0- 44
Bibliography
Bibliography
Residential roads and footpaths: Department of the Environment. 1998

layout considerations Department of Transport Design
Bulletin 32, HMSO (2nd Edition)
Geometric Design of Roundabouts, Department of Transport

Department Standard TD 16/93.
The Geometric Design of Department of Transport.

Roundabouts Departmental Advice Note TA
42/84.
Junctions and Accesses: Department of Transport. TA

determination of size of roundabouts 23/81.
and major/minor junctions
Junctions and Accesses: the layout Department of Transport.

of major/minor junctions Departmental Advice Note TA
20/84.
The Use of Dropped Kerbs and Department of Transport.

Tactile Surfaces at Pedestrian
crossing Points. Disability Unit
Circular 1/91
Traffic Calming in Practice County Surveyors' Society 1994
Urban Safety Management Institution of Highways and 1990

Guidelines
•
Transportation
Accident Reduction and Prevention Institution of Highways and 1990

Guidelines Transportation
Cyclists at Roundabouts - The Transport Research Laboratory

Effects of Continental Design TRL 285
Roundabouts in Continental Europe Transport Research Laboratory.

with Cycle Facilities TRL 302
Roadside Features DTp Department of Transport. 1989

Department Advice Note TA 57/87
Van Woonerf to 't Erf The Netherlands, CROW 1989
Traffic Calming: Policy and Pharoah, T. and Russell, J. 1989

Evaluations in Three European London, South Bank Polytechnic
Countries
0- 45
DUBAI MUNICIPALITY
Small and Mini Roundabouts Country Surveyors' Society 1987

Standing Advisory Group on
Accident Reduction. Report No.
1/4, May. Country Surveyor's
Society
Guide for development of new AASHTO 1981

bicycle facilities 1981.
Guidelines for the construction of RONA (Netherlands) 1985

cycle paths beside roads outside
built-up areas
Cykeln i stadsplanen Trafikplanering ab (Sweden) 1971
Les deux roues dans la ville Ministere de l'Equipement (France) 1976
Guidelines for the Planning & Bicycle Track Committee South

Design of Cycleways Australia,
1980
Guide to traffic engineering practice Australian Road Research Board AUST ROA
DS 1994.
Policy and Provision for Cyclists in Bracher, T, Directorate General for Brussels,
Europe Commission of the Transport 1989.
European Community
Selecting roadway design Wilkinson, W, Clarke, A, Epperson, Washington

treatments to accommodate bicycles B & Knoblauch, R. Federal DC, 1994
Highway Administration, Report No.
FHWA-RD-92-073
..
Geometric Design of Major/Minor Department of Transport (Highways TD 42/95,
Priority Junctions Agency) 1995.
The Design of Highway Bridge Department of Transport (Highways BD 52/93,

Parapets Agency) 1993
Highway Link Design Department of Transport (Highways TD 9/93,

Agency) 1993
A Manual for Planning Pedestrian Peat Marwick and Mitchell, Federal 1974
Facilities Highways Authority (FHA),
Washington DC
Urban Planning and Design for Bus and Coach Council February
Public Transport 1986.
Traffic Signals on High Speed Departmental Advice Note TA 12

Roads
0- 46
Bibliography
Manual - Traffic provisions for Road Safety Directorate, Ministry of Netherlands

people with a handicap Transport and Public Works, The 1986.
Hague
Accident problems at new Sproul, J.R. PTRC

interchanges Summer
Meeting
1980
Lorries in the Community Civil Trust, County Surveyors HMSO,

Society, Department of Transport London,
1990.
The safety of code 40 streets Engel, U. and Thomsen, L.K.,

Danish Council for Road Safety
Research. Documentation Reports
1/1989 and 2/1989, Copenhagen.
Danish experience of traffic calming Herrstedt, L., PTRC Conference, 1989

Brighton
Roads and Transport in Urban Institution of Highways and 1997

Areas Transportation, London
Integrated Traffic Safety OECD, Paris, 1990

Management in Urban Areas
The Urban Road Network Design (PIARC: World Road Association) 1991
Urban Road Design and (PIARC: World Road Association) 1995

Architecture
R/R 284 Minor Rural/Local Roads in (PIARC: World Road Association) • 1995
Developing Regions
R/R 285 Layout of High Capacity (PIARC: World Road Association) 1995
Motorway Systems
The Good Roads Guide (PIARC: World Road Association) 1996
Tyre Road Vehicle Interaction (PIARC: World Road Association) (Only on

Internet,
March
1998)
Limits of Motor Vehicles: Size and (International Roads Federation) 1997

Weights
Structure Plan for the Dubai Urban 1995

Area 1993-2012 (Final Report).
Dubai Traffic Control Devices 1995

Manual (Draft)
0- 47
DUBAI MUNICIPALITY
Highway Capacity Manual Transportation Research Board,

National Research Council,
Washington DC
Dubai Urban Area Transportation Plan as quoted in Structure Plan for the 1995
Dubai Urban Aea 1993-2012
Dubai Municiplity Project R660, Working Paper 4, Vehicle Type 1998

Information (unpublished),
Highway Design Manual Kingdom of Saudi Arabia, Ministry

of Communications, Section 1.16
Design Manual for Roads and UK Department of Environment,

Bridges Transport and the Regions
generally referred to as DMRB
Roadside Design Guide American Association of State 1989

Highway and Transportation
Officials
A Policy on Geometric Design of American Association of State 1994

Highways and Streets Highways and Transportation
Officials
Guidelines for Urban Major Street Report of Technical Council 1993

Design Committee 5-5, Institute of
Transportation Engineers
Guide for Development of new American Association of State 1981

Bicycle Facilities Highways and Transportation
Officials
•
Project R660: Geometric Highway Working Paper no.4 "Vehicle Type 1998
Design Manual Information (unpublished)
Design Recommendations for Multi- Joint committee of The Institute of 1984

Storey and Underground Car Parks Structural Engineers and The
(2nd edition) Institution of Highways and
Transportation, UK
Traffic Calming Guidelines Devon County Council, UK 1991
Traffic Calming - a code of practice Kent County Council, UK, third 1994
edition
Capacity and Design of Traffic Transportation Research Record,

Circles in Australia Transportation Research Board,
Washington DC
World Road Statistics (International Roads Federation) 1998
0- 48
Preface
Preface
The highway network in Dubai has developed particularly rapidly over the last two
decades, and the roads in the Emirate are widely regarded as incorporating the best of
international practice. Their design has drawn on the skills of companies and individuals
with experience gained in the Middle East and in developing and developed countries
around the world.
Dubai has not had geometric design standards of its own, and in examining the road
designs being implemented in the Emirate it became apparent that there are differences,
not necessarily fundamental but nevertheless significant, in the approach taken to
aspects of design in the major countries of the world. Not all national standards are
directly\ transferrable to Dubai, with its distinct climate and its established road layout
and driver behavior patterns. Dubai Municipality therefore commissioned Mouchel
Middle East to prepare a comprehensive Geometric Design Manual which would clarify
and standardize the higway design requirements for Dubai.
The first task in the preparation of the manual has been to identify the best elements of
international practice, and both to recognize the current good practice in Dubai and to
codify the innovative approaches which have been developed in the Emirate. Thereafter,
the objective was to collate this advice into a single manual which would form the basis
for all future road design in the country, thus eliminating or at least minimizing the need
to refer to codes of practice and design manuals produced elsewhere.
In preparing this Manual, special regard has been paid to the design practices of the
United States (through AASHTO and the Transportation Research Board) and the
governments of the United Kingdom, Canada and Australia. Reference has also been
made to the standards of other Middle East countries. A series of Worki!)g Papers was
prepared for internal use during the course of the study.
The document has been produced in loose-leaf format, so that as design standards
evolve and improve, and as new techniques become available, the manual can be kept
fully up-to-date through the use of replacement or supplementary pages. It should be
noted that the information presented in this document was carefully researched and
presented, however no warranty, expressed or implied, is made on the accuracy of the
contents. The fact of distribution does not constitute responsibility by Dubai Municipality
or its Consultants for omissions, errors or possible misrepresentation that may result
from the use or interpretation of material contained herein.
It is the desire of Dubai Municipality that this document will take the place of the various
foreign national manuals and design guides which have previously been used hitherto in
Dubai, and will be a living, well-respected and heavily-used document, guiding the work
of all who will be responsible in the future for the design of roads in the Emirate.
Dubai Municipality
October 1999
0- 49
List of Working Papers

DUBAI MUNICIPALITY
List of Working Papers
The following internal Working Papers were produced and submitted to Dubai
Municipality during the course of the preparation of this Manual.
1. International Standards Report

2. Consultations with Authorities
3. Police Accident Reports
4. Vehicle\Type Information
5. Local Clearance Practice
6. Dubai Structure Plan
7. Dubai Traffic Control Devices Manual
9. Maintenance Aspects of Current Design Practice
0-50
Chapter 1
Highway Network
•
Chapter 1
Highway Network
1 Highway Network
1.1 Dubai Functional Road Hierarchy
The Emirate of Dubai has a defined road hierarchy which assists in standardizing
the approach to highway design and maintenance, and benefits the end user
through a logical and systematic classification of roads.
Each road class has a distinct function, character and level of access control, as
shown in Table 1.1.
Table 1.1 : The Dubai Functional Road Hierarchy
Road Class General description
Freeway • Intended for fast and free-flowing long distance through traffic
• Full access control using only grade separated interchanges
Expressway • Intended for long distance through traffic

• Full access control generally by grade separated interchanges
• Service roads normally provided to serve land adjacent to the
highway, connected to the expressway main line by free-flow ramps
Primary Arterial • Intended for moderate to long distance traffic, but with lower design
standards than Expressways
• Access generally by means of at-grade intersections (signalized or
roundabout), but may also use grade separated interchanges
Secondary • Intended for short to moderate distance traffic, with lower design
Arterial standards than Primary Arterials
• Access controlled by at-grade intersections (signalized, roundabout
or major/minor intersections)
• Access to adjacent land becoming a relevant consideration
Collector • Intended to cater for short journeys at relatively low speeds

• Minimal access control
• Although used for through traffic, access to adjacent land is very
important.
Local Road • Intended for short journeys only
• No access control
• Access to adjacent land must be achieved
Freeways, Expressways and Arterials are always divided roads (with a median),
whereas Local Roads are undivided. Collectors may be either divided or undivided.
For some purposes it is necessary to further sub-divide the Local Road class (as
defined in Section 1.8 of this Manual).
1-1
DUBAI MUNICIPALITY
Figure 1.1 illustrates the principles of the functional road hierarchy by reference to
a typical neighborhood
- Local Roads Primary Arterial
Secondary Arterial
Expressway
-
Service Road
Collector
Freeway
Figure 1.1 : Illustration of the Functional Road Hierarchy
The present functional road hierarchy has been determined, and the future pattern
established'". Figure 1.2 shows the network of roads as defined for the year
2012.
1-2
Chapter 1
Highway Network
If... 111 I
11
Figure 1.2 : Dubai Functional Road Hierarchy 2012

Source: Dubai Structure Plan
1-3
DUBAI MUNICIPALITY
Examples of typical classes within the road hierarchy are shown in Plates 1.1 to 1.6.
Plate 1.1 : Typical Freeway
Plate 1.2 : Typical Expressway
1 -4
Chapter 1
Highway Network
Plate 1.3 : Typical Primary Arterial
Plate 1.4 : Typical Secondary Arterial
1 •5
DUBAI MUNICIPALITY
Plate 1.5 : Typical Collector Road
Plate 1.6 : Typical Local Road in an urban area
1•6
Chapter 1
Highway Network
The functional road hierarchy distinguishes between roads on the basis of

differences in traffic service and land service, making it a suitable tool for both
planning and engineering design purposes. It also separates different classes of
roads on the basis of required highway design features.
It is necessary to distinguish between urban and rural areas. Note that this refers
to the predominant characteristics of the adjacent land use and does not
necessarily conform to any legal or administrative boundaries.
Plate 1.7 is an aerial view of an urban neighborhood, in which Arterials, Collectors

and Local Roads can be clearly seen.
Plate 1.7 : Aerial view of an urban neighborhood
Tables 1.2 summarizes the principal features of each road class.
1 -7
DUBAI MUNICIPALITY
Table 1.2 : Characteristics of Roads by Class
Road
Freeways Expressways Arterials Collectors Local Roads
Class»
Criterion
Land access
Land Restricted Land access and traffic Land access
service No Access access from a secondary movement of the primary
service roads consideration equal consideration
importance
Traffic Land access Traffic

Traffic Optimum Optimum movement and traffic movement the
service mobility mobility the primary movement of secondary
consideration equal consideration
importance
Typical Urban: <5km Urban: <2km Urban: <1 km

length of Unlimited Unlimited Rural: as Rural: as Rural: as
road required required required
Typical Urban: Urban: Urban: Urban: as

inter- >1.5km >1km >200m >100m required
section Rural: Rural: Rural: Rural: >100m
spacing >2km >2km >1.5km
Nature of Uninterrupted Interrupted Interrupted

traffic flow Free flow Free flow flow except at flow flow
intersections
All types Passenger

Vehicle All types All types All types except semi- and service
Type trailers and vehicles**
above*
Connect to Freeways Freeways Expressways Arterials Collectors

Expressways Expressways Arterials Collectors Local Roads
Arterials Collectors Local roads
In industrial areas, Collectors should accommodate all types of vehicle.

** In industrial and in rural areas, trucks may require to be catered for.
1•8
Chapter 1
Highway Network
Speed limits on roads may differ, even within the same class of road. In selecting
the posted speed, that is, the speed limit displayed to drivers by means of road
signs, it is normal practice to undertake a vehicle speed survey, and to adopt a
value close to the observed 85th-percentile speed.
1.2 Designated Routes
A guidance and information signing system has been developed for use on the
roads in Dubai'", It uses two designations of routes, namely
• Emirate Route
• Dubai Route
Emirate Routes comprise primary inter city roads which may have one of the
following characteristics:
• They may connect two or more major cities within an Emirate
• They may connect several major cities in several Emirates
Dubai Routes are located generally in the Dubai Urban Area.
The relationship between these designations and the functional hierarchy is set
out in Table 1.3.
Table 1.3 : Relationship Between Route Designation and Hierarchy
Designation Position in the functional hierarchy
Emirate Route Freeway I Expressway I Primary Arterial
Dubai Route Primary Arterial I Secondary Arterial I (Collector)
Other, undesignated, routes feed the Emirate and Dubai Routes from within the
city and community areas.
1.3 Determining the Road Class
In Dubai it is the planners' role to review and determine the road class and the
width of the right of way. Given this information, the highway designer should
review the traffic volumes and the functional requirements of the road, and then
determine the appropriate standards for all elements of highway provision in
accordance with the guidance contained in this Manual.
1 •9
DUBAI MUNICIPALITY
In areas where new development is taking place it may be beneficial for the works
to be phased, possibly providing a lower, interim, standard of provision while
always ensuring that the ultimate configuration can be achieved. Similarly, where
redevelopment of an existing area occurs, it is important that the class of the road
be reviewed to check whether its status has been affected by the redevelopment.
The design details and facilities to be provided on a road are not entirely dictated
by its class. The cross section for a collector road for example, may vary from a
one way street to a four-lane divided road. The geometric design of the road is
affected by the following factors:
• Design Speed
• Design Vehicles
• Composition of the traffic stream
• Pedestrians
• Safety
• Traffic volume
• Adjacent land use
• Climatic conditions
• Terrain
• Economics of the area
• Aesthetics
• Sociological factors
• Public preferences
In certain areas of Dubai, it is particularly difficult to classify roads from their

adjacent land use, and therefore at some locations roads may not display the
characteristics typical of their class. For example, the number of accesses may
be higher than average, more parking may occur, or there may be a greater than
normal number of intersections. Should the designer consider that the road class
is inappropriate under the specific circumstances, he should review and agree the
class With Dubai Municipality.
The following sections introduce each of the classes used in Dubai.
1.4 Freeways
A freeway is a road which is designed to move heavy volumes of high speed traffic
under free flowing conditions. Freeways form only a small percentage of the
roads in a city road network, but they perform a crucial role in segregating fast
through traffic from slower moving local traffic. The need for a freeway is
generated by high traffic volumes which in turn necessitates fully controlled
access.
1 - 10
Chapter 1
Highway Network
In rural situations, the function of a freeway is to connect major cities or industrial

areas, and to provide the major routes between the Emirates and for international
through traffic movements.
In urban areas, the function is to provide high-standard routes connecting areas

of major traffic generation.
1.5 Expressways
An expressway is similar to a freeway in its basic function except that it does not
require the fully controlled access. Access may be fully or partially controlled by
grade separated interchanges, in the latter case connection to lower class roads
being achieved by means of Service Roads.
1.6 Arterials
Arterial roads are of a lower design standard than freeways and expressways.
Their intersections with other arterials and lower class roads are generally at
grade, and controlled by fixed signing or traffic signals.
Arterials are intended to carry large volumes of traffic moving at medium to high
speed, and are used by a broad range of vehicle types, because they distribute
traffic from the higher classes to the lower classes and vice versa.
These are efficient movers of traffic and in order to accommodate the range, this
category is divided into two classes, namely Primary Arterials and Secondary
Arterials. Primary arterials are constructed to a higher design standard than
secondary arterials and are designed to accommodate traffic moving at higher
speeds.
1. 7 Collectors
The function of these roads is to collect traffic flow from the local roads to the
arterial roads and to distribute traffic flow from arterials back to the local roads.
Access to properties is normally allowed on collector roads. In rural areas the
function of collector is twofold, to provide access to adjacent land uses and to
carry traffic into areas with sparse development.
1.8 Local Roads
A significant percentage of the city network comprises local roads, which are
designed to allow vehicles to reach the frontage of properties from a collector road
1 • 11
DUBAI MUNICIPALITY
or arterial road. Their main function is to provide land access, and they generally
carry low volumes of traffic. They serve residential, commercial or industrial land
uses. It is expected that trips made on local roads will have an origin or
destination actually on the local road or in immediately adjoining areas. In
planning the layout of a local road network, care should be taken to avoid creating
routes which could be attractive to through traffic, or which encourage high
speeds to the detriment of safety.
As this is the lowest class in the road hierarchy, direct access is permitted to all
abutting properties.
Local roads can be grouped in to two categories, Rural Local Roads and Urban
Local Streets. Urban Local Streets can in turn be split into two sub-divisions.
Minor local streets comprise short accesses, loop roads of less than 250m in
length, and culs-de-sac (dead-end roads), while all other local streets are defined
as Major local streets.
References for Chapter 1

(1) Structure Plan for the Dubai Urban Area 1993-2012 (Final Report) 1995.
(2) Dubai Traffic Control Devices Manual (draft) 1995.
1 - 12
Chapter 2
Traffic
Chapter 2
Traffic
2 Traffic
2.1 Introduction
The amount of traffic which will use a new road facility is the major determinant of
the scale of provision. It is important therefore that a robust estimate of future
vehicle usage of the road is available to the designer at the outset. It is normal to
select a Design Year which typically may be fifteen to twenty years after the
opening of the road.
For a given traffic flow and the purpose of the road, the designer can identify its
class, for example freeway or primary arterial. Factors such as the number of
lanes and the type and scale of the interchanges or intersections influence the
ease of use of the road, and its ability to perform its function satisfactorily.
This matter is dealt with by the concept of Level of Service, and it is normal
practice for a new facility to be designed to have a high Level of Service (that is
to say, to have very significant spare capacity) in its opening year, but to have a
much lower Level of Service (nearing capacity) at the end of its design period.
In order to discuss this further, it is necessary to introduce some definitions.
2.2 Definitions
Definitions of the terms used in this section of the manual can be found in the
Glossary. The reader's attention is particularly drawn to the definitions of the
following terms:
• Prevailing Road Conditions
• Prevailing Traffic Conditions
• Capacity
• Traffic Volume
• Annual Average Daily Traffic (AADT)
• 30th-highest Hourly Volume (30 HV)
• Design Hour Volume (DHV)
• Design Speed
• Operating Speed
• Level of Service (LoS)
• Service Flow Rate
2.3 Level of Service (LoS)
Level of Service is not a simple concept, and the designer is referred to the
Highway Capacity Manual'" for further details.
2- 1
DUBAI MUNICIPALITY
Level of Service takes account of many factors, including:
• Speed.
• Travel time.
• Traffic interruptions.
• Freedom to maneuver; that is, to change lane, accelerate or
decelerate.
• Safety.
• Driving comfort, which is subjective, and depends on the perception
of each individual driver.
• Convenience - an estimate of how well the road serves the function
for which it is designed. For example, do drivers avoid the road and
choose another route at busy times?
• Operating costs.
Level of Service is graded A, B, C, D, E and F, where level A is the highest and

level F is the lowest. The lower the Level of Service, the greater is the traffic
density, and the higher is the likelihood of delays occurring through the interaction
of vehicles within the traffic stream.
The definition of each Level of Service band, is shown in Table 2.1
Table 2.1 : Characteristics of Level of Service for Road Sections
120km/h 100km/h 80km/h

Density Design Speed Design Speed Design Speed
LoS
(pcu/lane-km)
v/c* MSF** v/c* MSF** v/c* MSF**
A less than 7 .5 0.35 700 - - - -

B 7.5 to 12.5 0.55 1100 0.50 1000 - -
c 12.5 to 18.5 0.78 1550 0.70 1400 0.68 1300
D 18.5 to 26.5 0.95 1900 0.85 1700 0.84 1600
E 26.5 to 42 1.00 2000 1.00 2000 1.00 1900
F over 42 *** *** *** *** *** ***
Volume:Capacity ratio - in this case Volume:MSF at LoS E

•• Maximum Service Flow Rate under ideal conditions (pcu/h/lane)
*** Highly variable; unstable
(Source: Highway Capacity Manual(1l adapted)
Plates 2.1 to 2.6 are provided to illustrate the typical Dubai traffic conditions
associated with each Level of Service.
2·2
Chapter 2
Traffic
. -·
, . . .,.
Plate 2.1 : Level of Service A
Plate 2.2 : Level of Service B
2-3
DUBAI MUNICIPALITY
Plate 2.3 : Level of Service C
Plate 2.4 : Level of Service D
2-4
Chapter 2
Traffic
Plate 2.5 : Level of Service E
Plate 2.6 : Level of Service F
2-5
DUBAI MUNICIPALITY
Generally the operating conditions for the six Levels of Service are as shown below.
LoS General description
A Free flow - Low volumes and high speeds (typically in excess of 11 Okm/h).
B Stable flow - Speeds beginning to be restricted by traffic conditions, but still
typically in excess of 11 Okm/h.
C Stable flow - Most drivers are restricted in freedom to select their own
speed, change lanes or pass. Typical operating speed is around 1 OOkm/h.
D Approaching unstable flow - Tolerable operating speeds (around 80km/h),
but drivers have little freedom to maneuver.
E Flow is unstable - Volumes are at or near capacity, with speeds typically
50km/h or less. Short stoppages are likely to occur.
F Forced flow - Traffic jam (acute congestion). Stop-start operation.
It should be noted that the speeds adopted above differ from those quoted in the
Highway Capacity Manual(1) which were derived in the United States during the
currency of a 55mph (88km/h) national speed limit. Dubai has posted speeds of
up to 120km/h.
The speeds are also "open road" speeds, which ignore the effect of intersections.
Average travel speeds are lower, and at Level of Service A to E are likely to lie in
the range >56km/h down to 21 km/h for Primary Arterials, >48km/h to 16km/h for
Secondary Arterials, and >40km/h to 11 km/h for Collectors(3).
A suitably high Level of Service appropriate to each situation should be selected

and used for design, and it should be appreciated that for many of the hours of
the day the road will in fact operate at a higher Level of Service. Table 2.2 gives
guidance for selecting appropriate Levels of Service in the design year for roads
in Dubai. It should be noted that at intersections, the relevant Los is normally one
level lower than that shown.
Table 2.2: Guidelines for Selecting Level of Service in Dubai
Description of Area
Road Class
Rural Rural Rural Urban and
Level Rolling Mountainous Suburban
Freeway B B c c
Expressway B B c c
Arterial* c c c c
Collector D D D D
* In difficult areas, may be reduced to Los D, Note that the content of this table differs from US practice as set out in AASHT0(2l
2-6
Chapter 2
Traffic
Level of Service is heavily dependent on the relationship between the demand

(the predicted future design flow) and the capacity of a road. These concepts
properly lie outside the scope of a geometric design manual, and have been
introduced here to assist the designer to understand the work of the traffic
engineer. In all cases it is necessary for the highway designer and the traffic
engineer to work closely together. The traffic engineer will have the major input
into elements where purely geometric considerations do not predominate, in
particular:
• the prediction of future flows

• the assessment of capacities and Levels of Service
• the selection of appropriate service volumes
• the choice of layout and type for interchanges
• the design of weaving sections
• the design of signalized and roundabout at-grade intersections
(which depend on the results of detailed traffic calculations)
• the design of U-turn facilities
The Primary measure of effectiveness for the Level of Service for differing types
of facility will be assessed in accordance with the criteria specified in the Highway
Capacity Manual, namely:
Table 2.3 : Primary Measures of Effectiveness for LoS Definition
Type of Facility Measure of Effectiveness
Freeways
Basic freeway Density
segments Average travel speed
Weaving areas Flow rates
Ramp junctions Density
Multilane highways Free-flow speed
Time delay
Two-lane highways Average stopped delay
Signalized intersections Average total delay
Unsignalized intersections Average travel speed
Arterials Load factor
Transit Space
Pedestrians
(Source: Highway Capacity Manual'!' adapted)
The designer is referred to the Highway Capacity Manual!" for further details.
2-7
DUBAI MUNICIPALITY
2.4 Capacity
Road capacity is the ability of a road or highway element to accommodate traffic,

and is a measure of the maximum rate at which vehicles can pass along or
through it. The capacity of a single lane depends primarily on the ability of a driver
in a given vehicle to follow the vehicle ahead of him at a minimum headway
consistent with safety and stability.
Under ideal conditions, passenger cars can follow one another at an average
minimum headway of about 1 .8 seconds. This gives a maximum flow rate of
2,000 passenger cars per hour. Average minimum headways as low as 1.5
seconds (corresponding to a flow of 2,400 cars per hour) can be sustainable, but
rely on alert and predictable driver behavior. A line of cars can start up with an
average minimum headway of about 2 seconds giving a maximum starting up rate
of 1,800 cars an hour. All these maximum rates are reduced by many prevailing
road and traffic conditions.
The headways given above are quoted in seconds, and are time headways. The
corresponding space headways (in metres) can be calculated by multiplying the
operating speed (in km/h) by the time headway (in seconds) and dividing by 3.6.
The capacity of a particular roadway facility is the average maximum traffic

volume in passenger cars per hour which has a reasonable expectation of being
frequently accommodated under ideal conditions. The values appropriate for
Dubai are set out in Table 2.4.
Table 2.4 : Capacity for Use in Dubai
Volume
(passenger
cars/h/lane)
Capacity to be adopted in design 1800
Absolute capacity 2300
On urban roads without controlled access, the capacity is generally dictated by

the intersection provision, rather than by the characteristics of the road between
intersections.
Two-way capacity is dependent on the balance (or otherwise) of the flows in each
direction, and is less than twice the one-way capacity.
2-8
Chapter 2
Traffic
2.5 Design Vehicles
The entire range of the fleet of vehicles using Dubai's roads has to be
accommodated safely and comfortably, and the standards set out in this manual
respect this fact.
The operating characteristics of different vehicles influence the capacity of the

road network. This is reflected in the use of the Passenger Car Equivalent as a
vehicle unit; larger and slower vehicles (which physically cover more road space
and which take more room due to their slower acceleration capabilities and their
greater braking needs) are counted as being equivalent to a number of passenger
cars. Table 2.5 gives broad equivalents for trucks and buses; for a more detailed
assessment, the designer is referred to the Highway Capacity Manual'!'.
Table 2.5 : Passenger Car Equivalents of Trucks and Buses
Vehicle type Level terrain Rolling terrain Mountainous

terrain
Trucks 1.7 4 8
Buses 1.5 3 5
Recreational Vehicles 1.6 3 4
Source: Highway Capacity Manua1(1)
The physical dimensions (including operating characteristics such as turning

circles) are important in determining lane widths, headroom, sight distances and
turning radii. The design vehicles used in the United States are listed in
AASHT0(2l, and are identified in Table 2.6 on the next page. A check on typical
vehicles in use on the roads in the Emirate confirms that the adoption of these
design vehicles is also appropriate for Dubai(4).
In addition to the vehicles described in the preceding paragraphs, bicycles and

motor cycles are sometimes to be found in the traffic stream. Their presence is,
however, relatively rare in Dubai, and at present no special account requires to be
taken of the needs of cyclists and motorcyclists. An appropriate road, designed
properly in accordance with standards, should pose no particular problems to
such road users. It should be noted that the presence of pedal cycles on roads
above arterial standard is generally actively discouraged.
2-9
DUBAI MUNICIPALITY
Table 2.6 : Design Vehicle Parameters
Min.
Design Min.
Description Code* Height Width Length Turning Inside
m m m Radius Radius
m m
Passenger Car p 2.0 2.2 5.5** 7.3 4.2
Single Unit Truck SU 4.1 2.6 9.1 12.8 8.5
Single Unit Bus BUS 4.1 2.6 12.1 12.8 7.4
Articulated Bus A-BUS 3.2 2.6 18.3 11.6 4.3
Semi-Trailer Intermediate WB-12 4.1 2.6 15.2 12.2 5.7
Semi-Trailer Combination WB-15 4.1 2.6 16.7 13.7 5.8

Large
Semi-Trailer Full Trailer WB-18 4.1 2.6 19.9 13.7 6.8

Combination
Inter-State Semi-Trailer WB-19 4.1 2.6 21.0 13.7 2.8
Inter State Semi-Trailer WB-20 4.1 2.6 22.5 13.7 0
Triple Semi-Trailer WB-29 4.1 2.6 31.0 15.2 6.3

[p]
Turnpike Double Semi-Trailer WB-35 4.1 2.6 35.9 18.3 5.2
Motor Home MH 2.4 9.1 12.2 7.9
Passenger Car with Trailer PfT 2.4 14.9 7.3 0.6
Passenger Car with Boat P/B 2.4 12.8 7.3 2.0

Trailer
Motor Home with Boat Trailer MH/B 2.4 16.1 15.2 10.7
Source: AASHTd2 J with Passenger Car dimensions adjusted to reflect Dubai fleet
* Note that the designation WB relates to approximate wheelbase; WB-12 denotes a truck
whose wheelbase is around 12m.
** For parking bays, it is normal to provide a length of 5.0 to 5.5m.
2.6 Pedestrians
Pedestrians need to be carefully considered when roads are being designed.
2- 10
Chapter 2
Traffic
They are present in every road environment, unless specific measures are take to
provide for them outside the road corridor, for example by means of fences and
footbridges on freeways. Adequate provision for pedestrians should therefore be
made, using features such as sidewalks, pedestrian crossings, traffic signal
facilities and grade separated crossings, with curb details, ramps, bus stops etc
being given special attention.
It is important to consider the type of pedestrian using the area. If near a school,
for example, the designer should have the young clearly in his mind, and so
should provide more protection, better visibility between driver and pedestrian,
and enhanced signing, when compared to other areas.
Elderly people also require special consideration as they often move more slowly
and may have ailments such as poor sight and hearing. In locations where it is
appropriate to design specifically for the needs of older people, the following
points should be borne in mind:
• Assume lower walking speeds for the elderly and infirm
• Provide wider refuge islands
• Consider different surface textures at crossing points
• Minimize crossing distances
• Provide wider footpaths and sidewalks
• Design for wheel chairs, for example by providing curb-cut ramps at
crossing points
• Provide paved, rather than unpaved, footpaths and sidewalks
The width of sidewalk should accommodate the predicted pedestrian volumes.

Table 2.7 shows the absolute capacity to be adopted in the design of sidewalks in
Dubai. The design pedestrian flow is the number of pedestrians per minute
averaged over the busiest 15-minute period. The sidewalk width relates to the
clear and available width, and should not include areas occupied by trees,
planters, or street furniture such as lighting columns or road signs. Where the
back of the sidewalk is walled, the available width should be reduced by 0.5m.
Where shop windows form the back boundary of the sidewalk, a total reduction of
1.0m should be made.
In the absence of pedestrian traffic forecasts, it is desirable to provide a sidewalk

of at least 3.0m width. Greater widths are probably necessary near pedestrian
generation sources such as schools, mosques, commercial areas or recreational
areas such as sports venues or cinemas.
Further guidance is contained in Chapter 8 of this Manual.
In designing pedestrian facilities, an aim should be to provide routes which follow,

as closely as is practical, the geographical desire lines for movement on foot.
Where this would lead to haphazard, random or dangerous crossings of traffic
streams, it is appropriate to consider whether pedestrians can be channeled by
2 • 11
DUBAI MUNICIPALITY
guide fences or other features to locations where purpose-designed safe

crossings are to be provided.
Table 2.7: Sidewalk Widths to Accommodate Pedestrian Flows

(at Absolute Capacity)
Sidewalk width Maximum pedestrian flow

(m) (persons/min)
3 55
4 90
5 130
6 170
8 260
10 360
Other pedestrian-related points to be considered include:
• the implication of pedestrian activity on road design speed

• how protection for pedestrians is to be provided, for example by curbs,
fences or safety barriers
• the need to ensure that footpaths are continuous
• the siting of crossing points so that they are clearly recognized by drivers
Pedestrian considerations also affect intersections, parking, medians, drainage,

lighting and signing. The geometric elements of these considerations are
addressed in later chapters of this manual.
(1) Highway Capacity Manual, Transportation Research Board, National

Research Council, Washington DC.
(2) A Policy on Geometric Design of Highways and Streets 1994, American
Association of State Highway and Transportation Officials, 1995.
Generally referred to as AASHTO.
(3) Dubai Urban Area Transportation Plan, 1993, as quoted in Structure Plan
for the Dubai Urban Area 1993-2012, 1995
(4) Dubai Municipality Project R660, Working Paper No 4, Vehicle Type
Information (unpublished), 1998
2 • 12
Chapter 3
Design Speed
Chapter 3
Design Speed
3 Design Speed
3.1 General
Drivers vary their speed of driving in accordance with the road layout and their
perception of the prevailing conditions, modified to a certain extent by the
performance of their vehicles. The main factors which influence speed are
visibility, curvature, road width, surface condition, potential conflict points (for
example intersections) and speed limits or other similar regulatory features. While
it would be unrealistic to design the features on a road to cater for the very fastest
of drivers, it is nevertheless essential to ensure that the vast majority of road users
can, in good conditions and with light traffic, drive safely at a consistent speed
appropriate for the type of road.
The concept of a design speed, which ensures that all feature on a road are
capable of being traversed safely at a given speed, is the factor which links the
majority of the geometric design parameters used by the highway engineer,
particularly stopping distances, horizontal and vertical alinement, and cross-
sectional elements.
3.2 Selection of Design Speed
For a new feature being designed in an existing road, the current speed of traffic
on the route can be measured. It would be normal to select the design speed at
the level immediately above the 85th percentile speed. If however the
improvement is part of a strategy to upgrade the route, it would clearly be more
appropriate to design as if it were a new road.
When considering a new road, a design speed must be chosen without the certain
knowledge of the speed of traffic on the road when it is opened. The selection is
therefore normally based on the designer's experience of other existing roads
which perform a similar function, and in the context of the role of the road within
the hierarchy.
Factors which influence this choice include road class, urban or rural location,
development density, economic matters and the terrain. For local roads in
particular, the objectives of the planners should also be taken into account,
especially if there is a desire to keep traffic speeds low in a "calmed" environment.
Table 3.1 shows the design speeds which are to be adopted for the Dubai road
hierarchy.
3-1
DUBAI MUNICIPALITY
Table 3.1 : Design Speed by Road Class
Design Speed (km/h)

Absolute
Road Class Rural Roads Urban Roads minimum
to be
adopted only
in
Maximum Minimum Maximum Minimum mountainous
terrain
Local Road 60 40 60 30 30
Collector 80 60 80 50 50
Secondary 90 60 90 60 50
Arterial
Primary 100 80 100 80 60
Arterial
Expressway 120 100 120 80 80
Freeway 140 120 120 100 80
3.3 Effect of Terrain
In mountainous areas, the presence of significant lengths of grade, coupled with

the potential difficulty of accommodating high design speeds within the
topographical constraints, often necessitates the selection of lower design
speeds. Although the majority of Dubai is relatively level, there are some hilly
places where the design speed may need to be reduced below these minimum
values. The final column in Table 3.1 shows the minimum design speeds which
may be applied in such circumstances.
In rolling terrain, it may be appropriate to adopt an intermediate value.
3.4 Relationship with Posted Speed
Speed limits applied to roads have an effect on vehicle speeds, and in particular
tend to restrain the fastest drivers. These posted speeds are mandatory, and are
clearly displayed to road users. Nevertheless, it is important to provide a margin
of safety for those vehicles whose drivers choose to travel faster than the speed
limit. Table 3.2 indicates the posted speed which is appropriate for a given design
speed.
3-2
Chapter 3
Design Speed
Table 3.2 : Recommended Posted Speed
Design Speed (km/h) Posted Speed

(km/h)
30 - 40 30 - 40
50 40
60 50
70 60
80 70
90 80
100 90
120 100
140 120
3.5 Existing Roads
It is important that Table 3.2 is not used in reverse. The design speed of an
existing road should not be determined from the posted speed, but from the 85th
percentile speed obtained from a survey of the actual speed distribution of
vehicles using the road. The selected design speed may in turn suggest that a
different posted speed may be appropriate after the improvement has been
completed.
Where a new road leads directly into an existing road, care must be taken to avoid
a discontinuity in standards. If the existing road has a lower design speed than
the improvement, consideration should be given to designing the interface zone
at the design speed of the new road, but designing individual elements to the
minimum standards for that design speed, to make the transition less abrupt.
In all cases, a reduction in standards should be properly indicated by traffic

signing in accordance with the Dubai Traffic Control Devices Manual'!'.
3-3
DUBAI MUNICIPALITY
3.6 Locations where Design Speed changes
Similar considerations apply where the design speed changes along the length of
a new road, for example at the interface between urban and rural conditions. The
driver should never be presented with an abrupt downward change in the
standard of provision.
Where there is a change to a lower design speed, it is desirable to provide values

above the minimum standards for sight distances and for horizontal and vertical
curvature over the initial length of the lower design speed section.
3.7 Interchanges
The ramps (or connecting roadways) within a grade separated interchange should
normally have a lower design speed than that of the main line. Table 3.3 sets out
the appropriate values.
Table 3.3 : Minimum Design Speed for Connecting Roadways
Main line design Minimum design speed for connecting roadway (km/h)
speed (km/h)
Free-flow links Ramps Loops
50 50 50 30
60 50 50 40
70 60 50 40
80 70 60 50
90 70 60 50
100 80 70 50
120 100 80 50
140 120 90 50
3.8 Reduction below Standards
In certain circumstances it may be uneconomic to design an alinement to the

prescribed standards, and consequently it may be necessary to reduce the
standard of the road, perhaps only locally. As the consequences of such reductions
could be significant, the following guidance shall be taken as mandatory.
3-4
Chapter 3
Design Speed
Having selected the relevant Design Speed for the length of route under
consideration, this Design Speed shall be maintained throughout, and not locally
reduced.
At a site of particular difficulty, if a reduction from the value(s) prescribed for that
design speed is proposed, this shall only be permitted after receiving specific
authorization from Dubai Municipality Roads Department.
3-5
Chapter 4
Sight Distance
Chapter4
Sight Distance
4 Sight Distance
4.1 General
Road users must be able to see far enough forwards to carry out maneuvers in
safety. Three maneuvers are particularly relevant:
• stopping prior to reaching a stationary obstruction
• overtaking on an undivided road
• making a decision where a choice of actions presents itself
These are reflected in the standards for:

• Stopping Sight Distance (SSD)
• Safe Passing Sight Distance (SPSD)
• Decision Sight Distance (DSD)
In every case, sight distance is measured in a straight line between points on the
centerline of each traffic lane.
On horizontal curves, the lane nearest to the centre of the curve is normally the
most critical. Consideration of sight distance may lead to a requirement for
roadside objects on the inside of a curve to be set back from the edge of the
traveled way by a greater amount than would be normal on a straight. Chapter 5
contains guidance on this matter.
4.2 Eye-height and object height
A critical element in determining the available sight distance, particularly over

crest curves, is the viewpoint of the driver, which clearly varies in height
depending on the type of vehicle and the height and posture of the driver. For the
purposes of design, a figure of 1 .05m is adopted as a minimum eye-height. The
vast majority of car drivers' eye-heights exceed this value, and it is likely that for
lower values, the vehicles concerned tend to be higher-performance cars with
superior braking performance.
On sag curves passing under bridges or other overhead obstructions to visibility,

the greater eye-height of truck drivers can be a disadvantage. Accordingly a
range of eye-heights is adopted, this being between the 1.05m minimum for cars
and a figure of 2.4m taken as a reasonable maximum for trucks.
All drivers need to be able to stop before arriving at an object on the road surface,
and it is considered reasonable that such an object should be at a minimum height
of 0.15m. Again, on sag curves passing under an obstruction to visibility, it is
important to obtain a complete view of the object, and so an upper object height
of 2. Om is adopted.
4-1
DUBAI MUNICIPALITY
On unlit roads, drivers can only see as far ahead as their headlights are capable
of illuminating. This can become a controlling influence on the design of sag
curves, which foreshorten the effective length of headlight beam.
For passing purposes on undivided two-way roads, the object height is taken to
be the same as driver eye-height, the range therefore being between 1.05m
(which is less than the height of any oncoming vehicle and so is safe for the
design of crest curves) and 2.4m.
4.3 Stopping Sight Distance (SSD).
The visibility envelope for Stopping Sight Distance is therefore as shown on

Figure 4.1, namely:
• Driver eye-height 1.05m to 2.40m
• Object height 0.15m to 2.00m
Overhead
obstruction
2.4m
�/77/ ;r-79 \ \ta.\Je\
�LM�2.0m�
-------------0.1 Sm
Object
height
Figure 4.1 : Visibility Envelope for Stopping Sight Distance
4-2
Chapter 4
Sight Distance
Stopping Sight Distance is made up of two elements, namely perception-reaction

distance and braking distance.
Perception-reaction distance is the distance traveled during the perception time

and the reaction time of the driver (together taken to be 21/2 seconds) and is
therefore in direct proportion to the speed of the vehicle.
The formula for determining perception-reaction distance is:
PRO = 0.278 t V (4-A)
where: PRO = perception-reaction distance (m)

t = perception time+ reaction time (sec)
V = initial speed (km/h)
Braking distance is directly proportional to the square of the speed, and depends
on the friction between the tire and the road. The coefficient of friction between
the tire and the road depends on the condition of both surfaces, and has been
found empirically to decrease with increasing speed. Values of friction factor
which relate to wet road surfaces have been adopted; these are as shown in Table
4.1 below. (Full details of US practice are to be found in Chapter Ill of AASHTQ(1).)
Grade also affects the braking distance, with up-grades shortening the distances
required, and down-grades lengthening them. There is no need to make any
adjustment to Stopping Sight Distance on upgrades, but higher values should be
adopted on down-grades.
The formula for determining braking distance is:
v2
BD= ------ (4-B)
254 ( f ± G)
where: BD = braking distance to a full stop condition (rn)

V = initial speed of vehicle (km/h)
f = coefficient of friction between tires and road surface
G =grade(%) divided by 100
Stopping Sight Distance (SSD) is the summation of these two elements (PRO +
BO), and rounded values for design purposes are given in Table 4.1.
4-3
DUBAI MUNICIPALITY
Table 4.1 : Stopping Sight Distances for Design
Design Friction Stopping Sight Distance (m)

Speed Factor (f)
Level 2% 4% 6%
(km/h)
downgrade downgrade downgrade
30 0.40 30 30 30 30
40 0.38 45 45 45 45
50 0.35 65 65 65 65
60 0.33 85 85 90 95
70 0.31 110 115 120 125
80 0.30 140 145 150 160
90 0.30 170 175 185 195
100 0.29 205 215 225 240
120 0.28 285 300 320 340
140 0.27 385 405 435 465
4.4 Safe Passing Sight Distance (SPSD)
Safe Passing Sight Distance applies to undivided two-way, two-lane roads, in

which a vehicle undertaking a passing maneuver moves into the lane used by
vehicles traveling in the opposite direction.
The visibility envelope for Safe Passing Sight Distance is shown on Figure 4.2 and
is as follows:
For a driver who is undertaking a passing maneuver, there are three distinct
phases to be undertaken.
Firstly he must observe and decide that there is an adequate gap in the oncoming
stream of vehicles for him to pass in safety, and accelerate to the point where he
is about to encroach into the opposing lane. This is the Initial Maneuver.
Secondly, he passes the other vehicle, moving into the left lane to do so. This is
the Occupation of the Left Lane.
4-4
Chapter4
Sight Distance
Thirdly, he must return to the right-hand lane leaving a safety margin between him
and any approaching vehicle. This is the Clearance Length.
2.4m
1.05m
Overhead
obstruction
WP�U&:
Figure 4.2 : Visibility Envelope for Safe Passing Sight Distance
During this time, however, an approaching vehicle may be closing the gap, and
this is in effect a fourth element which needs to be taken account of. This is the
Opposing Vehicle Distance, and for design purposes is taken to be the distance
traveled by the opposing vehicle during two-thirds of the time of Occupation of the
Left Lane.
The Safe Passing Sight Distance is the summation of these four phases.
Further details of the calculation of these phases is included in AASHT0(1), where

values of the various parameters are quoted, based on observations made in the
United States. No such measurements have been undertaken in Dubai, and the
following parameters have therefore been adopted, based generally on US
values. The resultant overall figures have been checked for comparability with
other international standards'".
4-5
DUBAI MUNICIPALITY
Initial Maneuver
Average acceleration 2.2km/h/s (at 50km/h and lower design speed) to
2.4km/h/s (at 1 OOkm/h)
Time taken 3.5sec (at 50km/h and below) to 4.5sec (at 1 OOkm/h)
Speed of passing vehicle Design Speed
Speed differential 1 Okm/h (at all design speeds)
Occupation of the Left Lane

Time taken 9sec (at 50km/h and below) to 12sec (at 1 OOkm/h)
Speed of passing vehicle Design Speed
Clearance Length
Distance 30m (at 50km/h and below) to 90m (at 1 OOkm/h)
Opposing Vehicle Distance

Time taken Two-thirds of Occupation of the Left Lane
Opposing vehicle speed Design Speed
Although grade does have an effect on SPSD, no specific adjustments are to be

made. Designers should be aware, however, of the desirability of increasing the
visibility beyond the minimum standard if passing is to be accommodated on a
length of road with significant grades.
The values of Safe Passing Sight Distance for use in Dubai are shown in Table 4.2.
Table 4.2 : Safe Passing Sight Distance for Design
Design Speed (km/h) Safe Passing Sight

Distance (m)
30 180
40 230
50 280
60 365
70 455
80 545
90 645
100 765
4-6
Chapter4
Sight Distance
4.5 Decision Sight Distance
There are locations on the road network where drivers have to make a decision
as to which route to follow, or whether or not there is a need to stop, under
circumstances where the information is unexpected or the source is difficult to
perceive. It is important that adequate visibility exists to allow this decision
process to occur in a suitable time.
Decision Sight Distance is naturally longer than Stopping Sight Distance, because
there is still the need to allow safe stopping, if that is the correct course of action,
and because when maneuvering without speed reduction vehicles cover
significant distances.
The visibility envelope for Decision Sight Distance is the same as for Stopping
Sight Distance, shown on Figure 4.1, namely:
Decision Sight Distance consists of the following elements:

• Detection and recognition phase - typically 1.5 to 3 seconds
• Decision and response phase - typically 4 to 7 seconds
• Maneuver phase - typically 4 to 5 seconds
• Total elapsed time - typically 10 to 14 seconds
Further details of the calculation of these phases can be found in a previous
edition of AASHT0(3), and it should be noted from the current edition of AASHT0(1)
that in practice lower times have been found to occur when the condition in
question is a STOP.
No adjustments are necessary in respect of grades.
Decision Sight Distance should be provided where any of the following

circumstances apply:
• where unusual or unexpected maneuvers are required at
interchanges or intersections
• where significant amounts of "visual noise" occur (for example
where traffic control devices and illuminated advertisements
compete for the driver's attention)
• where the cross-section of the road changes
Typical examples of such situations are:

• A rural road leading directly to a STOP control
• An urban road leading directly to a STOP control (sign or signals)
• An off-ramp leading to an abrupt change in direction
• The approach to a lane-drop
• A complex weaving section (with more than two entries and exits)
4-7
DUBAI MUNICIPALITY
It is recognized that it may not always be possible to provide full Decision Sight
Distance, and where this is the case careful consideration should be given to
increasing the normal warning sign provision which the Dubai Traffic Control
Devices Manual(4) would prescribe.
Decision Sight Distance is measured from the vehicle location to the hazard (for
example the stop sign, the start of the bend, or the gore of the ramp terminal) and
should be provided in accordance with Table 4.3.
Table 4.3 : Decision Sight Distance for Design
Decision Sight Distance (rn)

Design
Speed to stop control all other situations
(km/h)
rural urban rural urban
50 75 160 145 200

60 95 205 175 235
70 125 250 200 275
80 155 300 230 315
90 185 360 275 360
100 225 415 315 405
120 305 505 375 470
140 Consider introduction of a lower Posted Speed
Source: AASHT0(1l
4.6 Maintaining Sight Distances
Sight Distances should be checked at the design stage by direct measurement

from a plan to 1 : 1250 scale or larger. Isolated obstructions to sight distances (for
example sign posts, lighting columns and individual trees) can be ignored, but
more substantial obstructions (such as buildings or bridge abutments) and
continuous obstructions (such as bridge parapets, barriers and lines of tree
planting) need to be taken into account.
On existing roads, sight distances are measured directly on the ground, by

observation from the relevant eye-height to a target at object height, along the
centerline of each lane.
4-8
Chapter4
Sight Distance
Stopping Sight Distance should be maintained throughout the length of the route
under consideration, and this may well have a constraining influence on the design
of other geometric elements of the road. Decision Sight Distance should be
provided under the circumstances described above. Safe Passing Sight Distance
should be checked and considered as set out in Section 4.7 of this Manual.
On horizontal curves, it is necessary for obstructions to vision which are located

on the inside of the curve to be adequately set back from the edge of the traveled
way. In particular, appropriate setbacks should be provided to the face of barriers
and bridge parapets located on the inside of the curve, and verge or median
widening may be necessary to accomplish this.
In cuttings, the side-slopes may interfere with forward visibility, and sight distances
should be checked three-dimensionally.
On vertical crest curves, the minimum values of curvature set out in the relevant
chapter of this manual are adequate to cater for Stopping Sight Distance, but it is
always necessary to check for Safe Passing Sight Distance (if this is to be
provided) and Decision Sight Distance (where relevant).
On vertical sag curves, the upper bound of the sight distance envelope should be
checked where there is an overhead obstruction to visibility, such as an overbridge
or a sign gantry.
4. 7 Provision of Safe Passing Sight Distance
It is not necessary for passing to be possible throughout the length of a two-way

undivided road, but frustration and dangerous maneuvers can result if there are not
sufficient opportunities provided to allow vehicles to pass each other safely. As a
minimum, half the route length should permit safe passing. Where this cannot be
achieved, consideration should be given to the provision of an auxiliary lane.
A potentially dangerous situation can occur on an undivided road if drivers are

unsure of whether or not they can see sufficiently far ahead to pass in safety. For
this reason, there is a band of curve radii lying below the minimum value for safe
passing whose use should be avoided, and this "undesirable" band is set out in the
chapter of the manual dealing with horizontal curvature. Values below this band,
which result in curves which drivers clearly perceive as having insufficient forward
visibility for passing, are permissible. Road markings should indicate that passing
is prohibited.
Similar considerations apply to vertical crest curves.
4-9
DUBAI MUNICIPALITY

(2) Dubai Municipality Project R660, Working Paper No 1, International
Standards Report (unpublished), 1998
4 • 10
Chapter 5
Horizontal Alinement
Chapter 5
5.1 General
Road users should be able to travel along a roadway safely at a continuous uniform
design speed, and the horizontal alinement must be designed to permit this.
Factors which influence the degree of horizontal curvature of a road include:
• safety
• design speed
• topography, adjacent land use and obstructions
• vertical alinement
• maximum allowable superelevation
• road class
• cost
All of these factors must be balanced to produce a good alinement; poor desig will
lead to a reduction in the safety and capacity of the road.
In addition to the specific guidance given in this section, there are a number of
general considerations listed below which are important in designing a safe and
economic design. They are particularly applicable to high speed situations.
• It is preferable to use a curve of greater radius than the minimum value

quoted, retaining the use of minima to more critical locations.
• Compound circular curves should be used with caution and should be

avoided where conditions permit the use of a simple curve. Where
compound curves are used, the radius of the flatter curve should not be
more than 50 percent greater than the radius of the sharper curve. This
consideration however does not necessarily apply at intersections and
roundabouts, where lower speeds pertain.
• Reverse circular curves on high speed roads should include an intervening

transition section of sufficient length to accommodate the reversal of
superelevation between the circular curves. If there is a length of normal
crown tangent between the curves, then the distance between reverse
curves should be sufficient to accommodate the superelevation runoff and
the tangent runout for both curves. Where the superelevation is to be
reversed without an intervening normal crown section, the length between
the reverse curves should be such that the superelevation runoff lengths
abut, thus providing only an instantaneous level section across the
pavement. Further details can be found in Section 5. 7 of this Manual.
5• 1
DUBAI MUNICIPALITY
• Broken-back curves, which consist of two curves in the same direction

connected with a short tangent, should not be used. They are not expected
by drivers and are not pleasing in appearance.
• Horizontal alinement should be consistent with other design features and

topography. In particular there is a need for co-ordination with vertical
alinement, and this is discussed in Chapter 6 of this Manual.
• On divided roads, consideration may be given to providing independent

horizontal and vertical alinements for each pavement.
5.2 Maximum Superelevation
On a straight length of road, transverse drainage is accomplished by the use of

crossfall at a standard rate of 2%. On an undivided road, the surface normally
falls outwards on both sides of a central crown line (this arrangement being called
normal crown), while on a divided road the surface of each pavement normally
falls outwards from the median.
On horizontal curves, this crossfall makes it more difficult for drivers on the outside
of the curve to make the turning maneuver, and so at radii below a certain value
it is necessary to eliminate this adverse crossfall by making the whole road fall
towards the inside edge of the curve. The resulting superelevation is 2%.
On tighter curves, a higher superelevation value can be adopted to assist drivers

in traveling around the corner.
The maximum superelevation is governed by the speed of the slower vehicles,

whose drivers find it both unexpected and difficult to have to exert a steering force
against the direction of the curve. In colder countries, a more critical
consideration is to prevent slow vehicles slipping sideways across the road under
icy conditions. In Dubai, rain following a long dry period can also result in low road
surface friction factors, approaching those encountered on icy roads. For this
reason the use of relatively steep crossfalls is to be avoided.
The maximum superelevation to be used in Dubai is shown in Table 5.1.
5-2
Chapter 5
Table 5.1 : Maximum Superelevation
Road Class Maximum

superelevation (%)
Local Road 4%
Collector and Secondary Arterial 4% (urban areas)
6% (rural areas)
Primary Arterial 4% (urban areas)
8% (rural areas)
Expressway and Freeway 8%
Loops (within interchanges) 8%
5.3 Minimum Curvature
There is a direct relationship between the speed of a vehicle, the radius of the
curve, the superelevation and the side friction between the tire and the road
surface.
v2
R = (5-A)
127(e+f5)
where R = radius of curve (m)
v = vehicle speed (km/h)
e = superelevation (%) divided by 100
fs = side friction factor
The side friction factor has been found from observations to lie in the range 0.35
to 0.5 on dry roads, but on wet surfaces it may drop to around 0.2. On the
grounds of safety, it is normal to adopt even lower values for design purposes, and
following a comparison of international standards'", values varying linearly from
0.17 at 30km/h to 0.10 at 140km/h, as shown in Table 5.2, are to be adopted.
5-3
DUBAI MUNICIPALITY
Table 5.2 : Side Friction Factors for Design
Design speed Side friction factor
30 0.170
40 0.164
50 0.157
60 0.151
70 0.145
80 0.138
90 0.132
100 0.125
120 0.113
140 0.100
Accordingly, for a given Design Speed, minimum radii can be determined for a
range of superelevation rates, and these are given in Table 5.3.
On local residential streets with design speeds of 50km/h and less, full
superelevation should not be provided, as this can give drivers the impression that
higher standards apply, and accordingly operational speeds are likely to be
greater than would otherwise be the case. The radii shown in Columns (3) to (5)
of Table 5.3 can be used, but with superelevation limited to 2%.
Higher side friction factors have been found to be appropriate at intersections and
on roads with a design speed less than 60 km/h, and this leads to the adoption
there of lower radii than would apply in the open road case. Section 14.7 of this
Manual contains the relevant information.
At intersections other than roundabouts, the normal crown or superelevation of

the main road should be continued through the intersection, with the minor road
longitudinal profile tying in to the main road cross-sectional profile.
At roundabouts, different considerations apply, and these are dealt with in Chapter
15 of this Manual.
5-4
Chapter 5
Table 5.3 : Minimum Horizontal Curvature
Minimum Radius (m)

Design
Speed (1)
Superelevation
(km/h) Normal
crown (2) (3) (4) (5)
(-2%) 2% 4% 6% 8%
30 _
______ /
�o /
/
30 50 40 35 ,
'"-----·-
---_J-----
, ,
40 90 70 /50 ' 55 /50

50 145 110 100 90 80
60 220 165 150 135 125
70 310 235 210 190 170
80 430 320 285 255 230
90 570 420 370 335 300
100 750 545 \�
425 385
120 1220 850 740 655 590
140 1930 1290 1100 965 860
D Superelevation limited to 2%(refer to second paragraph page 5-4)
5.4 Calculation of Superelevation
The superelevation for a given design speed is calculated as follows:

• For radii in Column (1) of Table 5.3 and larger - Normal crown of 2%, with
no superelevation.
• For radii in the range lying between Column (2) and Column (1) - Crossfall
of 2% towards the inside of the curve.
• For radii in the range lying between Column (5) and Column (2) -
Superelevation calculated in accordance with the following formula:
v2
e% = ( - f5 ) x 100 (5-8)
127 R
Where f 5 = side friction factor (from Table 5.2)

All other terms have previously been defined
5-5
DUBAI MUNICIPALITY
5.5 Transition Curves - general
Drivers naturally follow a transitional path as they change from a straight to a

circular curve, and good highway design reflects this fact. The introduction of
transition curves also improves the appearance of the alinement, and assists in
the introduction of superelevation prior to the circular curve.
There are a number of transition curve types available to the designer, and the
use of the Euler spiral (or clothoid), rather than other types such as the cubic
parabola, is prescribed for Dubai. In the spiral or clothoid, the degree of curvature
varies directly with the length along the curve.
Transitions are not required with circular curves whose radii are equal to or
greater than those given in Column (1) of Table 5.3. They are also not required
on roads with design speeds of 60km/h or less.
Figure 5.1 shows the layout of a typical transition curve joining a straight (tangent)
alinement to a circular curve.
Tangent�/
Circular curve
Transition curve / SC
I
TS
Straight
R = Radius of circular curve

TS = Tangent to Spiral
SC = Spiral to Circular Curve
S = Shift (offset of circular curve)
Figure 5.1 : Typical Arrangement of Transition Curve
5-6
Chapter 5
5.6 Length of transition curve
The length of the transition curve (TS to SC on Figure 5.1) depends on the radius
of the circular curve into which it leads. It is defined by the following formula:
v3
(5-C)
46.7 x q x R
where Ls= length of spiral (rn)

v = design speed (km/h)
q = rate of change of centripetal acceleration (m/s3)
R = radius of circular curve (m)
The value of q is primarily dictated by comfort considerations, and a value of

0.3m/s3 is desirable. However a figure of 0.6m/s3 can be adopted where this
assists the design. By way of illustration, Table 5.4 gives rounded values of the
computed spiral lengths for the radii in Column (4) of Table 5.3.
Table 5.4 : Basic Spiral Lengths for Minimum Radii at 6% Superelevation
Design Speed Minimum Radius Length of Spiral

(km/h) at 6%
superelevation (m) Desirable Minimum
60 135 115 60
70 190 130 65
80 255 145 75
90 335 155 80
100 425 170 85
120 655 190 95
140 965 205 100
There is another criterion, however, which more frequently determines the length
of the transition curve, and this is the need to apply superelevation over a
sufficient length of road to avoid a sharp "kink" or a rapid change in level of the
curb profile. This length, known as the superelevation runoff length, is commonly
provided over the length of the transition curve, and the length of the spiral can be
increased beyond the values obtained from the formula above in order to
accommodate the runoff length.
5-7
DUBAI MUNICIPALITY
5.7 Superelevation runoff over the length of the transition curve
The rate of change of grade of the channel level (relative to the level of the line
about which the road is pivoted) should be limited to 0.5%. The length for
superelevation runoff is thus dependent on the width of the pavement and the
change in superelevation over the transitional length, and is defined by the
following formula:
L = 2 x W x .6.e (5-D)
where L = superelevation runoff length (m)

W = pavement width (m)
.6.e = algebraic difference in superelevation (%)
As an example, consider an 11 m wide pavement changing from a normal 2%

crown to superelevation of 6%. The change from 2% crown to the outer part of
the pavement being level (0%) is undertaken on the straight, before the transition
curve starts. (This elimination of adverse camber occurs on the length known as
the tangent runout.) The remaining change in crossfall to be accommodated
within the spiral is thus 6%, and the runoff length required would be 132m. It can
be seen that this value is greater than any of the values in the minimum column
of Table 5.4, confirming that it is this factor, rather than the geometry of the spiral,
which determines the minimum length of the transition curve in this example.
(Alternatively, the runoff length can be made longer in order to accommodate the
desirable spiral length of Table 5.4.)
It is normally necessary to smooth the ends of the vertical profile of the channel,
and this is usually effected over a length (in metres) which is numerically the same
as the design speed (in km/h). For example, on a 90 km/h design speed road,
smoothing would be used over a length of 90m.
In some difficult areas even the above requirements can lead to drainage
problems, particularly where the superelevation is applied against the longitudinal
grade. The presence of standing water on flat areas of high speed roads
constitutes a very serious safety hazard, and the design of the road should never
allow such a circumstance to arise. Areas susceptible to such drainage problems
should be identified at an early stage in the design process, before the horizontal
alinement is fixed.
Figure 5.2 shows typical methods of developing superelevation by rotating about

the edges and about the centre of the road. The designer should use the most
appropriate method to suit the situation. For divided roads, greater consideration
of topography, cut and fill, catchment and median drainage is required, and the
designer should consider the possibility of adopting different vertical and I or
horizontal geometry for the two separate pavements.
5-8
Chapter 5
Tangent Superelevallon runoll

unout
Runoll slope\
-- -- -- -- t. Outside edge of pavement
Normal -- ......---�
---
--r-
-------------!I-
=! Grade
Crown ___ -
-- --- ------------- fl - Inside edge ol pav ement
c ..9 t. Profile control

- A B
- .......
Pavement rotated about centreline
Tangent Superelevallon runoll

Runout
Outside edge of pavement

Runoff slope �
-;11-
__
�:;- - - -- - -
--
--
-- c.
� �
Normal _ -��
- -:_ - - Normal 't £!OflleJ1rade ::, _
,-
Crown Inside edge of pavement
A B ..f --e,.. ._ Inside edge

Profile control
Pavement rotated about Inside edge
Superelevallon runoll
I rRunout
an ,. nt
I
�
Normal
c,own - -- --
-- __,----]r--
--Jli -
Runoff slope
_J ----
-- - - -
l
en
1i1slileedgeo pavement
A B c 0 Outside edge
Profile control
Pavement rotated about outside edge
Noles:
A • Normal Crown
B • Adverse camber eliminated
C = Super elevation al normal crossfall rate
0 • Full superelevation
Figure 5.2 Development of Superelevation
5-9
DUBAI MUNICIPALITY
5.8 Widening on curves
Because the rear wheels of vehicles do not exactly follow the track of the front
wheels, it is necessary to widen the pavement on low radius curves.
Widening on curves of lesser radius than 125m is dealt with in Table 14.8 of this
manual, which deals with right turning at intersections but is equally applicable to
low-radius curves elsewhere.
It should be noted that widening is dependent on vehicle geometry (particularly on

wheelbase), lane width and curve radius.
Widening should be applied, in both directions of travel, to produce the lane width
on the circular curve as shown in Table 5.5. (For radii of 125m and below, refer
to Table 14.8 for details of lane widths.) On divided roads it is only necessary to
widen the outer lane of both pavements, all other lanes remaining at their normal
width.
Table 5.5 : Minimum Lane Width on Curves
Radius (m) Lane width (m)

>125 to 300 4.5
>300 to 400 4.0
More than 400 normal width
Note : For radii of 125m and below, refer to Table 14.8 for details of lane widths
It is good practice to provide all the additional pavement width by widening on the
inside of the curve, as shown on Figure 5.3. Widening is developed over the
length of the spiral, thus maintaining the full widening around the circular portion
of the curve.
5.9 Lateral clearances
Generally, no structures apart from roadside furniture such as signs and lighting
columns are allowed to fall within the roadside service reservations, and this
normally provides a verge area over which sight lines can be maintained. However,
there may in some locations be a significant obstruction to sight lines within the
right of way, or the radius of the curve may be sufficiently tight that the sight
distance envelope extends outside the right of way. It is important to check that the
setback to obstructions is such that proper sight distance standards are maintained.
5- 10
Chapter 5
Figure 5.3 : Application of Pavement Widening on Curves
Sight distances are measured between points on the centerline of the traffic lane,
and the setback (measured from that line) within which visibility must be
maintained is tabulated for a range of radii in Tables 5.6a to 5.6c.
The simplified formula on which these tables are based is:
X = R- V [R 2 - (02 + 4)] (5-E)
where X = offset (m)

R = radius of curve (m)
D = Sight Distance (m)
Table 5.6a : Minimum Setback to Maintain Stopping Sight Distance

(Level Road)
Radius Offset (m) from centerline of nearest lane, for design speed of
(m) 60km/h 70km/h 80km/h 90km/h 100km/h 120km/h 140km/h
100
200 4.6 7.7
300 3.0 5.1 8.3
400 2.3 3.8 6.2 9.1
500 3.0 4.9 7.3 11
750 2.0 3.3 4.8 7.0 14
1000 2.5 3.6 5.3 10 19
1250 2.0 2.9 4.2 8.2 15
1500 2.4 3.5 6.8 12
2000 2.6 5.1 9.3
5 • 11
DUBAI MUNICIPALITY
Table 5.6b : Minimum Setback to Maintain Safe Passing Sight Distance
Radius Offset (m) from centerline of nearest lane, for design speed of
(m) 60km/h 70km/h 80km/h 90km/h 100km/h
100
200 120
300 62 100 170
400 44 69 105 160 275
500 35 53 79 115 175
750 23 35 50 72 105
1000 17 26 37 53 75
1250 13 20 30 42 59
1500 11 17 25 35 49
2000 8.3 13 18 26 36
2500 6.7 10 15 21 29
3000 5.6 8.5 12 17 24
4000 4.2 6.3 9.1 13 18
5000 3.3 5.0 7.3 10 14
6000 2.8 4.2 6.1 8.5 12
7000 2.4 3.6 5.2 7.3 10
8000 2.0 3.2 4.6 6.4 9.0
9000 2.8 4.1 5.7 8.0
It is clear from comparison of Tables 5.6a, 5.6b and 5.6c that to maintain safe
Passing Sight Distance around a curve is unlikely to prove economical. If SPSD
is not being provided, then it is recommended that the visibility be deliberately
restricted to that required for Decision Sight Distance, so that drivers are in no
doub that there is insufficient sight distance for safe passing
These considerations, taken with the typical lateral clearances in Dubai, lead to a
band of "non-preferred" radii for two-way undivided roads, as shown in Table 5.7,
the stated values only being used if full Safe Passing Sight Distance is being
provided.
5- 12
Chapter 5
Table 5.6c : Minimum Setback to Maintain Decision Sight Distance
Radius Offset (rn) from centerline of nearest lane, for design speed of
(m) 60km/h 70km/h 80km/h 90km/h 100km/h 120km/h
100
200 27 36
300 17 23 32
400 13 17 23 29 40
500 10 13 19 23 32
750 6.7 8.9 12 15 21 27
1000 5.0 6.6 9.2 11 15 20
1250 4.0 5.3 7.3 9.0 12 16
1500 3.3 4.4 6.1 7.5 10 13
2000 2.5 3.3 4.6 5.6 7.7 10
2500 2.0 2.7 3.7 4.5 6.1 8.0
3000 2.2 3.0 3.8 5.1 6.7
4000 2.3 2.8 3.8 5.0
5000 2.3 3.0 4.0
Table 5.7: "Non-Preferred" Radii on Two-Way Undivided Roads

(These radii should only be used if full Safe Passing Sight Distance is provided)
Design Speed Range of "non-preferred" radii

(km/h) (m)
60 650 to 2100
70 800 to 3200
80 1150 to 4500
90 1400 to 6500
100 1900 to 9000
5- 13
DUBAI MUNICIPALITY
5.10 Visual appearance of horizontal geometry
The aim of good alinement is to combine the various components in a manner

which results in the road being perceived by the road user as a free-flowing,
harmonious form without visual discontinuities, while also providing a safe route
with adequate sight distances. Such a flowing design results in better integration
of the road into the landscape and helps to make the road visually pleasing from
the viewpoint of both its users and those outside the road corridor.
The principles of flowing alinement are closely linked with the way in which the
driver sees the road line and in particular the shape of the road edges.
It is advisable to avoid small changes in direction in a flowing alinement as these

are likely to appear unsatisfactory from the vehicle. Furthermore small transverse
displacements can present a confusing prospect for the driver.
When two straights are connected, the use of a short horizontal curve is likely to
cause the impression of a kink, as illustrated in Figure 5.4.
Short
curve
D
I n
Figure 5.4 : The Effect of a Short Curve Between Two Straights
The appearance can be improved by employing a larger radius, but this

improvement reduces when viewed at a greater distance from the curve. Even
with a large radius curve it is not possible to avoid the illusion of a sharp change
in direction if the approach straights are sufficiently long. The best results are
likely to be achieved when straights can be dispensed with, thus producing a
flowing series of curves and transitions.
5- 14
Chapter 5
This of course is not always possible or in fact desirable. On undivided two-way

roads, for example, sight lines on stretches of road where overtaking is permitted
must be based on safe passing sight distance. Straight lengths may then be
required to achieve these sight distances over a sufficient proportion of the route
length.
Each design should be considered in its landscape context. As design speed

increases, however, so external features have a less significant effect on the view
of the road user, since vegetation and buildings are further back from the road
edge, the pavements are wider, the sight lines are longer and the road is generally
constructed to a larger scale.
Abrupt changes in direction can be unsatisfactory on local roads as well as major

routes. In Figure 5.5 the straights have been joined without the use of a horizontal
curve. The appearance is quite different when a horizontal curve is added, as
shown in Figure 5.6.
Figure 5.5 : Angular Geometry on a Local Road
5- 15
DUBAI MUNICIPALITY
Figure 5.6 : Curved Geometry on a Local Road
Short straight sections of road should not be interposed between horizontal

curves of opposite sense (because the appearance of a kink is likely to result), or
of the same sense (because the resultant "broken-back" curve is both visually
unattractive and difficult for drivers to negotiate). The use of longer transition
curves or larger radii may remove this difficulty.
For divided roads, a series of reverse curves is likely to produce a flowing

alinement which is pleasing to the eye and comfortable for the driver. This type
of line is ideal for integrating a route into an undulating landscape. Figure 5.7
summarizes alinements to be avoided and alinements to be sought where
possible.
5- 16
Chapter 5
----
Poor features
)( 1. Small change of direction
)( 1. Short horizontal curve between two straights
)( 3. Reverse curve with short tangent
)( 4. Broken-back curve with short tangent
)( 5. Out of balance allnernent
Good features
1. Well-balanced allnement
2. Use of curves rather than straights where

feasible
Figure 5.7: Summary of Alinement Features on Divided Roads
5.11 Horizontal curves on Local Streets
Vehicle speeds on urban local streets are considerably lower than on major roads.
As the dynamic element is therefore less critical, it is normal to omit transition
curves when designing the horizontal alinement, and to maintain normal camber
or to provide only 2% superelevation rather than to apply the maximum 4%
superelevation which is permitted. See Chapter 9 of this manual for further
information.
The introduction of curves to residential roads is an effective form of speed

control. However small-radius bends linked by long straights exaggerate this
effect and can induce sharp braking I acceleration behavior. On the other hand,
where small-radius bends are provided along with other speed reducing features
as part of an overall traffic calming scheme, they can be most beneficial. Chapter
9 and Section 8.11 of this Manual give further details.
5 • 17
DUBAI MUNICIPALITY
In Local Streets speeds are generally very low, and, if used as part of a traffic
calming regime, curves of tighter radius are permissible. Such curves are known
as Speed Limiting Bends, and further details can be found in Sections 8.11.7 and
9.2.7 of this manual.
The minimum radii to be provided at intersections are dealt with in the relevant
chapters later in this Manual.
(1) Dubai Municipality Project R660, Working Paper No 1, International

Standards Report (unpublished), 1998
5- 18
Chapter 6
Vertical Alinement
Chapter 6
Vertical Aligement
6.1 General
Vertical alinement is created by the arrangement of the surface levels along the
length of a road, and must be carefully designed in order that road users can
travel safely at a continuous uniform speed.
Factors which influence the vertical alinement, or longitudinal profile, of a road

include:
• safety
• design speed
• topography and adjacent land use
• horizontal alinement
• earthworks balance
• road class
• drainage
• levels of accesses to adjacent properties
• vehicle operating characteristics
• cost
As with horizontal geometry, all of these factors must be balanced to produce a

good alinement, without which lower speeds and a reduction in the safety and
capacity of the road will result.
In addition to the specific guidance given in this chapter of the manual, there are
a number of general considerations which are important in designing a safe and
economic design. These are outlined below, and are particularly applicable to
high speed situations.
• A smooth profile with gradual changes, consistent with the class of road
and the character of the terrain, is preferable to a vertical alinement with
numerous sharp breaks and short lengths of uniform grade.
• A "roller coaster" or "hidden dip" type of profile should be avoided.
• A smoothly rolling profile, rather than a straight profile can often result in
economy of construction, without sacrificing operating characteristics and
aesthetics.
• A broken-back profile (two vertical curves in the same direction separated

by a short section of uniform grade) is not desirable, particularly in sags
where a full view of the profile is possible.
6• 1
DUBAI MUNICIPALITY
• In flat terrain the profile is often controlled by drainage considerations. It is

important that adequate falls (both longitudinal and transverse) are
provided so that water drains freely from the road surface. The height of
the profile above the surrounding ground level may be governed by the
need to provide drainage structures under the road. In areas where, after
rain, surface water is known to stand above ground level, or where the
groundwater table is immediately below the surface, the profile should be
designed so that the lowest part of the road surface is at least 0.5m above
that water level. If the water table is a permanent one, then this figure
should be increased to 1.0m, due to the possibility of capillary action.
• In areas of rock, it is desirable that the profile of the lowest part of the road
surface should be at least 0.3m above the rock level, in order to avoid
unnecessary rock excavation.
• Vertical curves which are substantially longer than the length required for
stopping sight distance are generally more aesthetically pleasing.
• A superelevation runoff occurring on a vertical curve designed to near-

minimum standards requires special attention to ensure that the required
minimum vertical curvature is maintained in all lanes. Both edge profiles
should be checked, and adjusted where this is necessary in order to
maintain the desired minimum vertical curvature.
• It is not desirable for intersections to occur on sections of road which have

steep grades, and the design should seek to avoid this situation.
The primary determinant of grade is the topography, including the levels of roads
and drainage features to be crossed. Good design should seek to minimize the
extent of earthworks required.
It is conventional to denote an uphill grade (in which levels increase as the driver
progresses along the profile) as positive (+ve), and a downhill grade as negative
(-ve).
6.2 Maximum Grade
The selection of suitable maximum grades is heavily dependent on vehicle

characteristics, particularly those of trucks. There are two considerations, namely
the maximum grade and the length over which it is appropriate for it to occur.
The maximum grades for use in Dubai are given in Table 6.1.
6-2
Chapter 6
Vertical Aligement
Table 6.1 : Maximum Grades
Road class Maximum grade (%)
Freeways I Expressways 4
Arterials I Collectors 6
Rural Local Roads 8
Urban Major Local Streets 8
Urban Minor Local Streets 10
In industrial areas, grades should preferably be limited to 6%. In residential areas

where properties lie adjacent to the road, the desirable maximum grade is 3%.
At grade-separated interchanges, the maximum grade for the on and off ramps
may be up to 2% greater than the corresponding maximum grade permitted on the
main line.
Grades approaching "Stop" or "Give Way" intersections should not exceed 2% (up
or down) for a minimum of 15m before the "Stop" or "Give Way" line.
Even relatively gentle up-grades, if continued for a sufficiently long distance, will
slow trucks considerably. The guidelines given in Table 6.2 for the maximum
length of sustained grade are based on a speed reduction for trucks of 15km/h.
Table 6.2 : Critical Grade Lengths
% up-grade Maximum length of

grade (m)
2% 650
3% 400
4% 280
5% 210
6% 175
7% 150
8% and more 130
6-3
DUBAI MUNICIPALITY
If gr�des are sustained for greater distances, then truck speeds fall accordingly.
D�signers are referred to Figures 111-29 and 111-30 of AASHT0(1l. Consideration
might also be given to the provision of a climbing lane.
6.3 Minimum Grade
Although from a vehicle operating point of view there is no reason why a road
cannot be level, drainage considerations generally make this inappropriate.
A level road with a normal crown sheds water from the crown to the edge of the
pavement, but longitudinal drainage is not possible and large areas of ponding
occur �t the curb. While it is possible to tackle this by channel grading (the use
of varying falls outwards from the crown to create rise and fall along the curb line)
or . by over-edge drainage, neither of these arrangements is completely
sati�fac�ory, and it is far better to arrange for the main line profile to have a
longitudinal grade. The minimum longitudinal grades for satisfactory drainage are
set out in Table 6.3.
Table 6.3 : Minimum Grades
Road class / Minimum

grade(%)
Freeways I Expressways I 0.3
Arterials
Collectors I Local Roads 0.2
6.4 Vertical curves
A vertical curve is a curve on the longitudinal profile of a road which allows for a
change of grade. Vertical curves should be provided at all changes in grade,
except at intersections and on Local Roads and Streets where the change in
grade is less than 0.5%.
Vertical_curvature is designed to provide for comfort, for stopping sight distance at

the d.es1gn speed, and where appropriate, for decision sight distance and for safe
passing sight distance on undivided roads. Adoption of the tabulated vertical
c�rve �arameters will normally meet the requirements of visibility, but stopping
si�ht distance should always be specifically checked, because the horizontal
alinernsm of the road, and the presence of crossfall, superelevation and features
such as signs and structures adjacent to or above the pavement, all interact with
curvature to determine the visibility.
6-4
Chapter 6
Vertical Aligement
A crest curve is a vertical curve which is convex in shape, and which reduces up-
grade and/or increases down-grade. Conversely, a sag curve is a vertical curve
which is concave in shape, and which increases up-grade and/or decreases
down-grade. They are illustrated in Figure 6.1.
Type1 Type ll
Crest Vertical Curves
-G1 l
---··-·
'Q
�
....,""" __ '
'
-G2
Type Ill
Type IV.
Sag Vertical Curves
G1 and G2 Tangent grades(%)
A =
Algebrlc difference In grade
L = Length of vertical curve
Figure 6.1 : Types of Vertical Curve

Source: Adopted from AASHOTO
Vertical curves are parabolic, not circular. The amount of curvature is denoted by
the K value, this being the horizontal length in metres required to effect a 1 %
change in grade. In other words, the length of the vertical curve is calculated from
the following formula:
L = K xA (6-A)
where L = length of vertical curve (m)

K = K value
A = algebraic difference in grade
For crest curves, visibility requirements determine the minimum K values which
can be used. For sag curves, the need to achieve Stopping Sight Distance within
the length illuminated by headlights is normally the determining factor.
6-5
DUBAI MUNICIPALITY
Minimum values for vertical curvature based on these assumptions are given in
Table 6.4.
Table 6.4 : Minimum Vertical Curvature for Divided Roads
Design Minimum K values

Speed
(km/h) Crest Curves Sag Curves
30 3 4
40 5 8
50 11 12
60 18 18
70 30 25
80 50 32
90 75 40
100 105 50
120 205 70
140 370 90
Where Decision Sight Distance is to be maintained over a crest curve, significantly

flatter curves are required, with K values as shown in Table 6.5.
Table 6.5 : Minimum Crest K Values for Decision Sight Distance
Design Speed Minimum

(km/h) K value
50 75
60 100
70 135
80 185
90 225
100 310
120 400
6-6
Chapter 6
Vertical Aligement
For undivided roads where the horizontal alinement has been designed to allow
passing, the crest curvature should also provide for Safe Passing Sight Distance.
Conversely there is no merit in providing a passing crest if the horizontal curve
does not permit passing. K values to permit passing on vertical curves on two-
lane undivided roads are given in Table 6.6.
Table 6.6 : Minimum Crest K values to Permit Passing

on Two-Way Two-Lane Roads
Design Speed Minimum

(km/h) K value
30 40
40 65
50 95
60 160
70 240
80 350
90 490
100 690
Where passing is not permitted, the minimum values for divided roads given in
Table 6.4 may be used. It is important, however, to avoid crests which might
cause drivers uncertainty as to whether or not it is safe to pass. As for horizontal
curvature, this leads to a range of values which should not be used on undivided
roads, as shown in Table 6.7.
Table 6.7 : "Non-Preferred" Crest K Values on Two-Way Two-Lane Roads
Design Speed K values which should not be

(km/h) used on undivided roads
30 n/a
40 n/a
50 20 to 95
60 40 to 160
70 65 to 240
80 95 to 350
90 125 to 490
100 160 to 690
6-7
DUBAI MUNICIPALITY
6.5 Visibility
It is particularly important to check that there are no restrictions to visibility caused

by safety barriers, median curbs, bridge piers, etc. especially at locations with
both horizontal and vertical curvature.
Visibility at sag curves is usually not obstructed unless overbridges, signs or other
features are present. This should be checked using the upper bound of the
visibility envelope for the relevant Sight Distance.
If, at crests, the sight line is across a landscaped verge, consideration should be
given to adopting a lower verge profile so that the maximum overall height of the
landscaping, when mature, is kept below 0.5m.
6.6 Choice of longitudinal profile
The vertical alinement is controlled mainly by geometrical standards, but should

also be influenced by the nature of material in the cuttings and by earthworks
considerations. Ideally a balance should be achieved between cut and fill, with
the calculations making due allowance for shrink and swell, and for suitable and
unsuitable material.
Should a scheme including a climbing lane be considered in Dubai, the designer

is referred to TD 9/93 of Section 1 in Chapter 6 of the UK Design Manual for
Roads and Bridges(2l, or to Pages 241 to 265 of AASHT0(1l.
6. 7 Visual appearance of vertical geometry
This section should be read in conjunction with Chapter 5, Horizontal Alinement.
The sag curve plays an important part in achieving internal harmony in the
alinement, since, unlike the crest curve, its whole length is often visible at the one
time.
As is the case with horizontal curves and straights, when a sag curve is used to
join two tangent grades, the curvature must be sufficiently large if the appearance
of a kink is to be avoided. Figures 6.2 and 6.3 show two options for joining two
grades together, with the longer sag curve being the preferred arrangement.
Tangents, especially short ones, between two sag curves can result in an awkward-
looking line, as shown in Figures 6.4 and 6.5.
6-8
Chapter 6
Vertical Aligement
. .. Grade Grade ......
. . .. Grade .I . Sag curve •

I. Grade
. ..
Figure 6.3 : Preferred Longer Sag Curve
6-9
DUBAI MUNICIPALITY
Straight
Plan
Longitudinal section
Sag Curve Tangent Sag Curve
0
'
I
a
0
17
L7
Figure 6.5 : Poor Visual Appearance of the Arrangement in Figure 6.4
A level length of road containing a short low crest curve, or the presence of a short
reverse curve in a tangent grade, can cause a visual discontinuity since the
distant length of road, diminished in size by perspective, can be seen over the
crest. Figures 6.6 and 6.7 give examples of this effect.
6- 10
Chapter 6
Vertical Aligement
Straight
Plan
Longttudlnal section
Sag Crest Sag
Tangent curve curve curve Tangent
I
II
I)
II
/
---
I
I
II
Figure 6.7 : Effect of a Short Reverse Curve
6- 11
DUBAI MUNICIPALITY
A similar effect can occur with a double reverse curve, as shown in Figure 6.8. In
this case the appearance can be improved by increasing the length of the sag
curve and decreasing those of the crest curves, as in Figure 6.9.
-
Crest Sag Crest
curve curve curve
Figure 6.8 : Appearance with Long Crests and Short Sag
Saa
cunre
Figure 6.9 : Appearance With Shorter Crests and Longer Sag
6- 12
Chapter 6
Vertical Aligement
When a terrace is created by a sequence of crest and sag curves, this is likely to
produce an unsatisfactory view if two crests can be seen at the same time. Such
an example is shown in Figure 6.10. As for horizontal alinement, the ideal solution
for vertical alinement (when landform and other controlling factors permit) is a
series of well modulated vertical curves proportioned so that they avoid the
problems discussed.
Sag Crest Sag Crest

curve curve curve curve
I
I
/
/
/
/
/
/'
Figure 6.1 O : Undesirable Terrace Effect
Figure 6.11 summarizes types of vertical alinement to be avoided and those to be

aimed for in the design process.
6 - 13
DUBAI MUNICIPALITY
� x Short crest curves

between grades
� x Short sag curves

between grades
r---1 , ---, x Short tangent between

crest curves
r-- I 1---1 x Short tangent between

sag curves
Reverse vertical curve

I I ::r:- I I
x causing small change in
level, on a level length
or grade
I I I [l] x A level length or grade

containing a low sag
curve
x
A level length or grade
I I I I I I containing a low crest
curve
I IT 111] x Terracing on which two

crests can be seen at
one time
CCD--:::, � Well balanced alinement
---
Use of curves rather than
� � straights or grades
where feasible
Figure 6.11 : Summary of Vertical Alinement Features
6- 14
Chapter 6
Vertical Aligement
6.8 Combining Horizontal and Vertical Alinement
To obtain a satisfactory alinement it is important to integrate the vertical and

horizontal geometry, and to consider the road as a three-dimensional unit. Where
possible, the horizontal and vertical alinement should be in phase, with
corresponding elements in the horizontal and vertical planes beginning and
ending approximately together. Figure 6.12 illustrates this point.
Plan
Figure 6.12 : Co-ordination of Horizontal and Vertical Geometry
It is not always possible to keep vertical and horizontal elements entirely in phase
with each other, but provided that the amount by which they are out-of-phase is
small, this is not likely to worsen the visual appearance significantly. A modest
degree of overlap (in comparison with the length of the element) may indeed
make a positive contribution to the integration of the geometry.
There are, however, exceptions to this. The plan and profile combination of the
type shown in Figure 6.13, where the horizontal curve ends at the same point as
the vertical curve begins, is likely to produce awkward perspectives.
If prevailing conditions prevent using longer, coincident curves, it is nevertheless

possible to achieve significant improvement by the use of longer overlapping
curves, as shown in Figure 6.14.
6- 15
DUBAI MUNICIPALITY
Horizontal
4. Straight
Grade . ...
curve
View 1
Vlew2
Figure 6.13 : Unsympathetic Co-ordination of Plan and Profile
.. ..
l l ..
Horizontal
Straight Straight
�N&
11
Plan
Sag
Level curve Grade
Figure 6.14 : Limited Improvement by Use of Overlaps
6 • 16
Chapter 6
Vertical Aligement
Even better results would be obtained if coordinated curves of longer radius were
to be used, as shown in Figure 6.15.
.. • Straight Hortzontal curve
Plan
Level Sa curve Grade
Figure 6.15 : Further Improvement by Sympathetic Co-ordination
A number of other combinations are given in Figures 6.16 to 6.25, and a summary
of desirable/undesirable combinations of alinement is provided in Figures 6.26
and 6.27.
Figure Notes
6.16 Horizontal curve + A short sag curve

within a horizontal
curve. This is similar
�I
to the case of a short
1
sag curve occurring
1 1
along a straight, but
Creal Sag Crest
the impression of
CUIVe CUMI cu,ve Level_
_Level
discontinuity will
probably be even
... ..... more pronounced
.....
''.
6 • 17
DUBAI MUNICIPALITY
6.17 + low crest curve

within a horizontal
Horizontal curve
curve. Here too the
discontinuous
appearance is liable to
be even more
pronounced than with
Longludo\ollMIClon
Sag Crest Sag
the low crest curve or
evel curve curve curve Lev I a straight.
6.18 + a short vertical curve

Horizontal curve
connecting grades in a
long horizontal curve.
This arrangement is
liable to result in the
illusion of a
pronounced kink in the
alinement. Small
changes in direction
between tangents are
undesirable in the
vertical plane as they
are in the horizontal
plane.
6.19 + a horizontal curve
following a straight and
Horizontal starting on a sag curve
Straight curve which follows a grade.
This combination tends
to give the horizontal
curve the appearance
of a sharp bend.
,,Grade • I. Sag curve
6-18
Chapter 6
Vertical Aligement
6.20 + sag curve joined by

a level length or grade
and occurring along a
straight followed by a
horizontal curve. Sag
curves joined by a
tangent are
undesirable by
themselves but when
combined with a
horizontal curve in this
way they can produce
the results shown.
6.21 + a crest curve

followed by a sag
-· I::::( curve occurring along

a straight followed by a
horizontal curve. A
disjointed effect is
::t= I� I�
�
liable to result when
the beginning of a
vertical curve is hidden
from the driver by an
intervening crest while
the continuation of the
curve is visible in the
distance beyond.
6.22 + a tangent length

.. � I
Hcrtzcral
QM between a vertical
curve and a compound
curve. Wherever
� possible such a
�-I Ir.
� tangent a-b should not
be used. Instead the
00, Gld 00, vertical alinement
should be so arranged
that the curves can be
joined directly.
6 • 19
DUBAI MUNICIPALITY
6.23 + a short horizontal

curve within a long sag
curve. This
combination can result
in the appearance of a
kink
6.24
I� + A short horizontal
"'""""" ., .. s,.,. curve occurring on a
I short crest curve. This
can be dangerous
since the driver is
unable to see the
continuation of the
curved horizontal
alinement. An even
more unsatisfactory
case would be if the
Grade Crest curve Grade horizontal curve
started immediately
over the crest.
6.25 "'""""' curve

T """""'" ' .. , . + a reverse horizontal
curve with the change
in curvature situated at
the top of a sharp crest
curve. This also is a
dangerous
arrangement since the
driver is not able to
anticipate the change
in curvature.
Grade Crest curve Grade
(Above) Figures 6.16 to 6.25 :Undesirable

Combinations of Alinement
6·20
Chapter 6
Vertical Aligement
--------
I I "rr" I I
)(
Horizontal curve
containing a low sag
curve within its length
--------
I I I I I I
)(
Horizontal curve
containini a low crest
curve wit in its length
--------
lr--r- )(
Short vertical curve
between grades in a
horizontal curve
Horizontal curve following

a straight and starting
)(
lf---1 on a sag curve which
follows a grade
Sag curve joined � a

level length or gra e
)( and occurring along a
lr-r---r-11 straight followed by a
horizontal curve
Crest curve followed by
a sag curve occurring
)(
r1f'---. aloni a straight followed
by a orizontal curve
A tan!]ent length between
---
)( a vertical curve and a
r---r-11 compound curve
Short horizontal curve

r------1
)( within a long sag curve
-----------
Short horizontal curve
---n---.. )( occurring on a short
crest curve
-
«:fl::::::::..
)(
Reverse horizontal curve
with the change in
curvature situated at the
top of a sharp crest
curve
---------
rrr-r-, )(
Out of phase alinement
� Badly balanced
)( arrangement
�
Figure 6.26 Summary of Undesirable Alinement Combinations
6-21
DUBAI MUNICIPALITY
Horizo1tal r,nd vrtical

curves n p iase the
� visual continuity can often
� �e i�&roved p�
t e rlzonta lemen s
havin�
t=CCl sli�l;lt� leading the
ve 1c I ones)
·----·
Where possible use three-
-----------
�
� dimenslonable curves and
avoid the use of straights
-- - ---· ---
...--.....___..--._
Use a well balanced three
r--r-rl � dimensional alignment
Figure 6.27 : Summary of Desirable Alinement Combinations
Plates 6.1 and 6.2 show examples of road alinement where the combination of
vertical and horizontal geometry yields a visual appearance which could have
been improved by better co-ordination.
Plate 6.1 Alinement would be improved by the use of a horizontal

curve rather than a straight on the embankment
6-22
Chapter 6
Vertical Aligement
Plate 6.2 Short sag curve on straight following a horizontal curve

gives the appearance of a kink
6.9 Vertical Clearances
Minimum vertical clearance (or headroom) is specified to prevent vehicles, or their

loads, from coming into contact with any overhead structure.
The minimum clearance for new construction is 5.50m. This is to be provided

across all trafficked lanes including any shoulder or edge strips. The maintained
headroom of 5.30m must be available at all times; it makes an allowance of up to
200mm for pavement overlay which may be applied during the maintenance of the
road.
Minimum clearance shall be provided to all structures and roadside furniture

overhanging the pavement, including all bridges and building structures, sign
gantries, overhead cables and suspended lighting.
Where a public utility specifies a minimum vertical clearance to its plant then the
greater of the clearances must be provided for. Protective measures such as
guard wires may be required at overhead cable crossings. Advice should be
sought from the Dubai Electricity and Water Authority when planning works in the
vicinity of their installations.
6-23
DUBAI MUNICIPALITY
Where a road passing underneath the bridge is on a sag curve, the headroom
needs to be increased to allow for the limiting effect of the sag. Table 6.8 provides
the details.
Table 6.8 : Additional Clearance to be Provided on Sag Curves
Sag K value Additional

headroom (m)
4 and 5 0.12
6 and 7 0.08
8 and 9 0.06
10 to 12 0.05
13 to 17 0.04
18 to 25 0.03
26 to 50 0.02
51 to 100 0.01
Over 100 nil
6.1 O Local Roads
There are a number of considerations particularly relevant to local roads and

streets (including access roads and cul-de-sacs) which should be borne in mind:
Residential and Commercial Areas

• need to match threshold levels in areas of existing development
• preferred maximum slope across housing plots is 3%
• valley points where water may collect should be kept away from
residential accesses
• road levels should preferably be below, rather than above, the level
of adjoining properties
• vertical curves should generally be at least 30m in length
• on local roads and streets, a change in vertical alinement is often
best made where there is a sharp horizontal bend
• levels of existing utilities may dictate the vertical alinement of new
roads
• the maximum longitudinal grade for a footpath should be 10%, and,
although steps may be used to achieve a steeper grade, these are
not preferred because they limit access by wheelchairs
6-24
Chapter 6
Vertical Aligement
• maximum driveway grades to properties should be 7% and profiles

rounded to eliminate vehicle grounding
• low retaining walls or planters may be used to assist in matching
road levels to existing plot boundaries but must not be allowed
present a hazard to vehicle or pedestrian traffic
Industrial Areas (or where industrial traffic is present)

• maximum grades should be 6% to accommodate heavy vehicles
comfortably
• after long or steep down grades heavy vehicles may require
additional level areas for braking purposes
• sudden changes in transverse or longitudinal grade should not
occur, so that vehicle loads remain stable

Association of State Highways and Transportation Officials, 1995.
(2) Design Manual for Roads and Bridges, UK Department of Environment,
Transport and the Regions, (various dates).
Generally referred to as DMRB.
6-25
Chapter 7
Cross-sectional Elements
Chapter 7
7.1 General
This Chapter considers the geometric elements of a typical road cross section.
The limits of the road cross section are governed by the width of right of way made
available, this normally being determined at the planning stage.
Chapters 9 to 12 contain drawings showing standard cross sections adopted in

Dubai, and the purpose of this chapter is to discuss the geometric characteristics
of the various components which together make up the cross section.
The basic elements of a road cross section are as follows:
• Limits of right of way (7.2)
• Side slopes (7.3)
• Verges (7.4)
• Service reservations (7.5)
• Shoulders and Curb Clearances (7.6)
• Clearances to structures (7.7)
• Clearances to safety barriers (7.8)
• Lane widths (7.9)
• Median widths (7.10)
• Cross slopes (7.11)
• Gutters and Drainage Ditches (7.12)
• Other elements (7 .13)
Typical urban and rural cross sections are shown in Figure 7.1.
7-1
DUBAI MUNICIPALITY
I�,
-
�dwy
ii __ ...__·--•--
f>llllol
pd,g
SeMcl
"*'
...,...,,,
0..
i...... i...... ...,...,,,
0.. BIMce f>llllol SldMII< I
"*' ll*Urcl i_---.,
I
.I
f 8alely t.llera
� 1i
U ';' I -=- -=-II ';,-' U
a.. Owlt
lhcudlr lhcudlr
. Figure 7.1 : Cross-sectional elements
7-2
Chapter 7
7.2 Limits of Right of Way
The limits of right of way form the outer boundary of the cross section. In Dubai
the width of the right of way is proposed at the planning stage by the Planning
Department, and is usually expressed in feet (often abbreviated to ft. or'), 1 foot
being equivalent to 0.3048m. The chosen width of the right of way should permit
the design of a well balanced cross section, taking into account the road class,
the projected traffic flows, the topography, the surrounding land uses, and any
other relevant parameters such as grade separation provision.
Table 7.1 summarizes the typical Dubai provision of overall right of way width for
various road classes. More details can be found in Chapters 9 to 12. The values
are for guidance only, and require to be increased to allow for the space taken up
by earthworks, utilities and structures such as bridges and tunnels.
In general, the designer should work to the highest design standards possible
within the defined limits of right of way.
Table 7.1 : Typical Overall Width of the Right of Way in Dubai (ft)
Road Class Urban Rural
Residential Commercial Industrial
Local 40' to 80' 40' to 80' 60' 40' -60'
Collector 80' to 125' 80' to 125' 95' to 125' 80' to 125'
Secondary 150' to 200' 150'

Arterial 125' to 250'
Primary 220' to 280' 220'

Arterial
Determined following consideration of factors relevant to
Expressway
the specific location. Road needs generally take
precedence over planning needs. Limits based on local
Freeway practice
All road furniture such as signing, lighting and structures should be positioned
within the right of way. No roadside objects (such as signs or barriers) should be
positioned outside the right of way.
7-3
DUBAI MUNICIPALITY
7.3 Side Slopes
7.3.1 General
Side slopes fall into two categories, embankment slopes and cutting slopes.
Cuttings have a back slope leading from the surrounding terrain to a drainage
ditch, and a fore slope leading up from the ditch to the verge and the pavement.
The design considerations for a fore slope are the same as for an embankment,
whereas a back slope is designed as a cutting.
Side slopes serve two primary functions, namely to enable a proper vertical
alinement of the road to be achieved, and to provide structural stability to the road
itself. Where side slopes exist, they also serve a secondary function, providing a
surface over which out-of-control vehicles may travel and recover, and their
design therefore also seeks to minimize the chance of such out-of-control vehicles
overturning.
The angle of the side slopes must have regard to the nature of the material
concerned. Rock cuttings in mountainous areas, for example, can be stable at
relatively steep angles, whereas embankments built up from granular material
require shallow angles. A further consideration in areas prone to wind-blown sand
is to avoid slope angles which create eddies, thus leading to the deposition of
sand drifts on the pavement. These aspects should be discussed and agreed with
the Roads Department of Dubai Municipality at the outset of the design process.
It is strongly recommended that an adequate geotechnical investigation be carried

investigation will provide scientific guidance regarding the maximum slopes for cut
and fill and the criteria for benching or erosion protection if required.
In general, however, embankment side slopes should fall away from the verge at
a slope of 1 in 6 (16%) or flatter. It is usual to provide a safety barrier (such as
that shown in Plate 7.1) where embankment slopes are steeper than 1 in 3 (33%),
or where the overall height of the slope is greater than 6m. Flatter slopes are
normally preferable, provided that there is adequate fall for drainage.
Slopes in cutting are determined by the nature of the material in which they are
excavated, and reference should also be made to the Dubai Central Laboratory
regarding the maximum slopes to be adopted. Other than in rock, slopes should
preferably not exceed 1 in 3 (33%) to allow mechanical maintenance equipment
to be used.
7-4
Chapter 7
Plate 7.1 : Safety Barrier Protection to Embankment Side Slope
Where there is insufficient width to provide side slopes in accordance with these
guidelines, then the use of partial or full retaining walls, or some method of slope
stabilization, should be considered.
The edges of cutting and embankment slopes should be smoothed as appropriate

with the topography and consistent with the class of road. The intersection of
slope planes in the cross section should be well rounded to simulate natural earth
forms. The rounding and smoothing of slopes helps to minimize sand drifting,
and the risk of wash out of sand and other loose material from embankment edges
is also reduced. Hence maintenance costs are reduced.
In rock cuttings it is recommended that ditches and a debris verge be provided in

order to facilitate surface water run off and to create a safe landing and catchment
area for any possible rock fall. The additional width which this provides also
serves as a useful area for rock face maintenance.
Side slopes also exist under the back spans of open-span overbridges. It is
normal for these to be paved, and the aesthetics and economics of the
overbridge, rather than other considerations, normally dictate the slope. 1 in 11/2
(67%) is generally regarded as a maximum.
7.3.2 Wind-Blown Sand
In some areas, the occurrence of wind-blown sand or the presence of moving

sand dunes may present a major maintenance and potential safety problem.
7-5
DUBAI MUNICIPALITY
Detailed guidance on sand dune control can be found in the Saudi Arabian Design
Manual(1), but the following advice may assist the designer who is considering a
proposal for a road in an area prone to movement of sand dunes.
Roadway Location
• The road should ideally be up-wind of any large or isolated dunes.
• If possible, the road should be aligned parallel to the prevailing wind.
• The profile of the road should, if possible, be raised above the level of up-
wind topography.
• Avoid cuts, in particular those on an up-wind slope.
• Large curve radii should be selected in order that the superelevation
criterion may be met.
• Intersections, particularly grade separated ones, should not be located in
areas prone to sand dune migration.
Cross Sectional Considerations

• Cut slopes should never be steeper than 10%.
• Fore slopes and fill slopes should generally be 15% or flatter.
• There should be a 300mm level section between a cut slope and a fore
slope.
• Superelevation should not exceed 5%.
• On a divided road, wide depressed medians should be adopted.
• Try to maintain the aerodynamic characteristics of the existing topography
• Bridge structures, if they must be provided, should be of the open span type,
preferably with no intermediate columns.
Roadside Features
• The road should not be curbed.
• Safety barriers should be of the cable fence type.
• Minimize the provision of signs and signals, as they generate turbulence
and lead to sand deposition.
Dune Stabilization
• Where a dune is located at a distance of at least 20 times its crest height
above road level, it may initially be stabilized by use of oil.
• Where the dune is closer than 20 times its crest heigh above road level,
then it will generally be necessary to remove some of the dune before
stabilization.
• A fence can be erected on top of the stabilized dune.
• As this fence becomes buried in sand, another should be erected on top of
it, without removing the original fence.
• This process can be continued indefinitely.
• Alternatively, stabilization can use tamarisk tree planting in place of fences.
• Where a major interchange is to be protected, multiple parallel rows of
fences may be required, the nearest being 200m upwind of the interchange.
Chapter 7
7.4 Verges
The verge is a part of the cross section which acts as a buffer zone between the
edge of the pavement (curb or back-of-shoulder) and the surrounding physical
features. It is normally unpaved in rural areas, and in urban areas, a paved
sidewalk may be substituted for the verge.
Verges help to provide stability to the edges of the pavement construction,

reducing the chances of major damage from erosion. They must also be capable
of accommodating road signs and structures, as well as such items as traffic
signals and road lighting.
Verges are not required on curbed roads with sidewalks, although landscaped
may be provided if desired.
Utilities such as electricity and water are laid underground along road corridors,
and it is normal to allow for them within the highway right of way. Such services
are usually laid in the verge, which usually therefore needs to be significantly
wider than would be required purely for traffic safety reasons.
Verge widths may thus vary from a desirable minimum of 2.25m (for traffic safety
reasons) up to the limits of the right of way, giving a figure which could be in
excess of 15m.
If a paved verge is provided, it should normally be designed with a 2.5% fall

towards the road pavement, for drainage purposes. However in wider paved
verges, falls should be designed to specific drainage collection points located
within the verge.
It is important to ensure that whatever is installed in the verge (structures, signs,

landscaping, bridge abutments, etc) does not prevent the achievement of the sight
distances required for the design speed of the road. Isolated obstructions can
normally be ignored, but massive or continuous obstructions need to be identified
and appropriate measures taken to achieve the sight distance standards. One
typical method is by means of verge widening, and this is dealt with in Section 5.9.
Particular care should be taken at intersections where the number of signs and
other items of street furniture is greater than on the open road.
If soakaways are to be installed within the verge, this may have an influence on
its width, particularly if services are also present.
7 .5 Service Reservations
Due investigation of utilities to be accommodated should be made at the very

outset of the design process, by direct liaison with the relevant Authorities and the
7.7
DUBAI MUNICIPALITY
Services Co-ordination Office. The necessary width of the service reservation

should then be agreed with the Roads Department, Dubai Municipality, prior to the
commencement of design.
Although the recommended cross sections in Chapters 9 to 12 have been

designed to allow for the inclusion of services, it may be found that the width which
the Utility Authorities seek is greater than that which the designer can provide
within the available right of way. Under such circumstances it is important to
reach a prope agreement with all the relevant parties at an early date, before the
design has become fixed.
7.6 Shoulders and Curb Clearances
7.6.1 Shoulders
The addition of a paved outer shoulder (normally 1.2 to 2.5m wide on arterial and
lower class roads, 3.0m wide on expressways and freeways) to the outer edge of
a road has many advantages and is usually warranted on the basis of the
following factors:
• The additional width provides a place for safe stopping in the event of
mechanical difficulty, flat tire or other emergency, with minimal disruption to
traffic flow.
• The shoulder offers a clear route for emergency vehicles to reach the scene
of an accident.
• The additional width provides space which may enable avoiding action to be
taken in order to escape a potential accident situation.
• Storm water drainage is improved as the water can be discharged further
from the running lanes, and in the event of ponding during very heavy rain,
this will be located clear of the traveled way.
• The additional width increases sight distance on horizontal curves in
cuttings and improves lateral clearance to signs and other obstructions.
• The apparent openness of the outer lane may help to reduce driver stress.
• The shoulder provides structural support for the pavement edges.
• It can also provide additional running lanes for diversions and space for road
maintenance operations.
Outer shoulders are not usually required on urban undivided or divided roads
(other than freeways and expressways), because structural support is provided by
the curbs and channels, and disabled vehicles can generally find a safe place to
stop in driveways and side streets. Nevertheless their adoption on collectors in
industrial areas can be beneficial.
Inner shoulders are commonly provided on the median side of a pavement, but
these are normally narrower than outer shoulders, a width of 0.6m or 1.2m being
generally adopted.
7-8
DUBAI MUNICIPALITY
Services Co-ordination Office. The necessary width of the service reservation

should then be agreed with the Roads Department, Dubai Municipality, prior to the
commencement of design.
Although the recommended cross sections in Chapters 9 to 12 have been

designed to allow for the inclusion of services, it may be found that the width which
the Utility Authorities seek is greater than that which the designer can provide
within the available right of way. Under such circumstances it is important to
reach a prope agreement with all the relevant parties at an early date, before the
design has become fixed.
7.6 Shoulders and Curb Clearances
7.6.1 Shoulders
The addition of a paved outer shoulder (normally 1.2 to 2.5m wide on arterial and
lower class roads, 3.0m wide on expressways and freeways) to the outer edge of
a road has many advantages and is usually warranted on the basis of the
following factors:
• The additional width provides a place for safe stopping in the event of
mechanical difficulty, flat tire or other emergency, with minimal disruption to
traffic flow.
• The shoulder offers a clear route for emergency vehicles to reach the scene
of an accident.
• The additional width provides space which may enable avoiding action to be
taken in order to escape a potential accident situation.
• Storm water drainage is improved as the water can be discharged further
from the running lanes, and in the event of ponding during very heavy rain,
this will be located clear of the traveled way.
• The additional width increases sight distance on horizontal curves in
cuttings and improves lateral clearance to signs and other obstructions.
• The apparent openness of the outer lane may help to reduce driver stress.
• The shoulder provides structural support for the pavement edges.
• It can also provide additional running lanes for diversions and space for road
maintenance operations.
Outer shoulders are not usually required on urban undivided or divided roads
(other than freeways and expressways), because structural support is provided by
the curbs and channels, and disabled vehicles can generally find a safe place to
stop in driveways and side streets. Nevertheless their adoption on collectors in
industrial areas can be beneficial.
Inner shoulders are commonly provided on the median side of a pavement, but
these are normally narrower than outer shoulders, a width of 0.6m or 1.2m being
generally adopted.
7-8
Chapter 7
Shoulders should generally be constructed to the same strength as the traveled

way, so that there is no need for strengthening if they are to be used to carry traffic
during maintenance operations. There may, however, be instances where it is
more economic to design to a lower strength, and the merits of using a lesser
construction should be considered accordingly for each particular situation.
Outer shoulders should normally be designed to the same crossfall as the

adjacent running lane.
The requirements for shoulders are summarized in Table 7.2.
7.6.2 Curb Clearances
Where a curb is provided, there is a tendency for drivers to steer a distance away
from the curb. This phenomenon is termed "shying". At slower speeds the
tendency to shy away from the curb is reduced and conversely at higher speeds
an increased shy distance is required. The shying phenomenon is accommodated
by providing a suitable curb clearance, this being additional to the width of the
adjacent lane. Where there is a shoulder, there is no need to provide a curb
clearance.
A curb clearance of 0.6m should be generally be added to the width of the lane
adjacent to curbed edges on roads with a design speed exceeding 80km/h. Plate
7.2 shows a 6m-wide median with a 0.6m curb clearance.
Plate 7.2: 6m Wide Curbed Median with a 0.6m Curb Clearance
7-9
DUBAI MUNICIPALITY
In some instances it may be found beneficial to delineate the clearance to the curb
by means of a painted edge line. Under such circumstances, the curb should be
set 0.6m back from the painted line which is coincident with the edge of the
adjacent lane. Table 7.2 provides a summary of the normal requirements for curb
clearances.
Table 7.2: Shoulders and Curb Clearances
Road Type Median Edge Outer Edge

Inner Curb and Outer Curb and
Shoulder Clearance Shoulder Clearance
Freeways &
Expressways 1.2m none 3.0m none
Other Rural
Roads
Undivided n/a n/a 1.2m none
Divided 1.2m** none 1.2m none
Other Urban
Roads
(Design speed
greater than 80km/h) curb+0.60m 3.0m with none
OR OR
Divided none curb +1.2m none with curb+0.60m
Other Urban
Roads
(Design speed
80km/h and less)
Undivided n/a n/a none curb only*
Divided none curb only none curb+0.35m
* While awaiting the installation of services and curbs, a temporary edge strip may be added, to give
a pavement width of B.Om.
** May be reduced to 0.6m on collectors
7.7 Clearances to Structures
It is important that structures and other obstructions are set back adequately from
the edge of the traveled way. Where adequate clearances cannot be achieved,
the structure or obstruction requires protection by means of a safety barrier.
7- 10
Chapter 7
The width of the necessary "clear zone" is dependent principally on the design
speed of ·the road, but also varies according to the side slope of the earthworks,
if any. Some highway authorities also modify the clear zone in the light of
predicted traffic flows, but this refinement is not considered necessary in Dubai.
Table 7.3 sets out the relevant values for use in the Emirate.
Table 7.3: Clear Zone Width (m)
Design Embankments At Cuttings

Speed Grade
(km/h) side side slope side slope side slope side slope
slope 1 :6 or flatter 1 :6 or 1 :5 and steeper than
1 :5* flatter 1 :4 1 :4
60 6 5 5 5 5 5
70 7 6 6 6 5 5
80 8 7 7 7 6 5
90 10 8 8 7 6 5
100 13 10 9 8 7 6
120 15 11 10 9 8 7
140 17 12 11 10 9 8
* Safety barrier is provided where side slope exceeds 1 :5

Source : Adapted from Table 3.1 of Roadside Design Guide(2)
These distances are measured from the nearest edge of the traveled way, and
therefore include the width occupied by shoulders, service reservations and
verges.
Where this "clear zone" cannot be kept completely free from obstructions, safety
barriers should be provided to protect the driver of an errant vehicle from collision
with the structure or other obstruction.
Additionally, it is important to ensure that adequate sight distances are maintained

throughout the length of a route. This may necessitate further setting back of
structural walls, piers, abutments etc, and may require safety barriers also to be
set back further than the normal offset. Refer to Chapters 4, 5 and 6 for full
details.
7.8 Clearances to Safety Barriers
Safety barriers themselves need to be set back from the edge of the traveled way.
Table 7.4 sets out the relevant clearances.
7- 11
DUBAI MUNICIPALITY
Table 7.4: Desirable Minimum Lateral Clearance to Safety Barriers
Design Setback of safety barrier from

Speed (km/h) edge of traveled way (m)
50 1
60 1.5
70 1.7
80 2
90 2.2
100 2.5
120 3
140 3.7
Ends of barriers should be flared away from the road, as described in Section
8.9.9 of this manual.
7.9 Lane Widths
Lane widths have a great influence on the safety and comfort of driving. It has
been shown that undesirable conditions are generated on two-lane, two-way, rural
roads, carrying moderate traffic, on road widths less than 6.5m. Furthermore it
has been shown that narrow widths severely affect the capacity of a road.
In particular, the lane width on an undivided road must be sufficient to provide

adequate clearance between passing vehicles.
On other roads, various widths are appropriate, as set out in Table 7.5. In some
instances the lane width may be dictated by the maneuvering requirements for
parking in an adjacent parking lane.
At Signalized Intersections, lane widths may be reduced, the absolute minimum

being 3.0m.
For lane widening on curves, see Section 5.8 of this Manual. For widening of on
turning roadways, see Section 14.10.
Edge lines are provided within the curb clearance or shoulder width, and lane
lines are included within the lane width.
7- 12
Chapter 7
Table 7.5: Normal Lane Widths (m)
Residential Commercial Industrial

Urban Local 3.5 3.5 3.65
Street (4.0 if one-way) (4.0 if one-way)
Urban Collector 3.65 3.65 3.75
Urban Arterial 3.65
(Service Roads 4.0)
Rural Local 3.65
Road
Rural Collector
3.65
Rural Arterial
Expressway
3.7
Freeway
7.1 O Median Widths
7.10.1 General
Medians are used to separate opposing traffic lanes on multi-lane roads.

(Separate advice regarding the Outer Separation between a Service Road and
the main line is given in Section 7.11.2.)
Medians provide protection from interference by opposing traffic, mmrrruze

headlight glare, provide additional space for crossing and turning vehicles within
at-grade intersections, allow pedestrian refuge in urban areas, and may provide
space for utilities and for the creation of future additional lanes.
Medians may range in width from as little as 1.2m in an urban area to 20m or
more, with street lighting, drainage and landscaping, in a rural area. Median width
depends on the extent of the right of way available, and the functional
requirements of the median.
On Expressways and Freeways, medians are normally provided with safety

barriers, to eliminate head-on collisions. Rural divided roads may be similarly
treated.
It is recommended that urban medians should be curbed. Rural medians should

generally be provided with a 0.6m or 1 .2m shoulder and not curbed; a depressed
median is preferred as this improves drainage of the road. A curbed median is
however desirable where there is a need to control left turn movements, and it is
also often used when the median is to be landscaped.
7- 13
DUBAI MUNICIPALITY
Special attention should be given to drainage of medians. If the median is curbed

and paved, the median surface should be designed to have slopes of 2 percent,
and should fall away from the center of the median. Non-paved medians, which
should fall towards the center at a rate of 1 to 6 (17%), may be self draining, but
consideration should be given to the provision of additional storage capacity or
outlets to allow for storm conditions. Paved medians may require positive
drainage systems incorporating manholes, culverts etc. All drainage inlets in the
median should be designed with the top flush with the ground, and culvert ends
provided with safety gratings, so that they will not be hazardous to out of control
vehicles that stray into the median.
It is common practlce to landscape medians. This is seen to provide a better

environment and reduce driver stress. Careful consideration should be given to
the choice of planting to ensure that visibility and hence stopping distances are
not impaired. Furthermore the upkeep of the landscape and growth of the plants
should be designed for minimal maintenance.
Where two abutting sections of road have different median widths, it is desirable
that a smooth transition should accommodate this difference. The transition
should be as long as possible for aesthetic reasons and should preferably occur
within a horizontal curve.
Table 7.6 sets out the minimum widths for certain functional requirements of
medians.
Table 7.6 : Minimum Median Widths for Certain Functions (m)
At signalized Elsewhere
intersections
Minimum to accommodate signal heads 1.2to1.6 -

Minimum (curbed) to separate traffic safely 1 1
Minimum to accommodate pedestrians safely 2.0 to 3.5 3.5
Minimum to provide left turn lane 4.2 4.75
Minimum to provide U-turn n/a 5.05
Desirable for U-turn n/a 10.75 or
more
Minimum for provision of effective landscaping n/a 8
n/a : not applicable - other considerations govern.
7- 14
Chapter 7
7.10.2 Narrow Medians
Narrow medians are those less than 4m wide, and are used where there is a need
to provide a divided road, but where the available right of way does not permit a
greater median width. They are not wide enough to accommodate effective left
turn lanes.
The minimum median width to provide a safe pedestrian refuge (away from
signalized intersections) is 3.5m. Plate 7.3 shows a signalized pedestrian crossing
with a 3.5m median. Pedestrians' freedom to cross at locations with a narrower
median should be actively discouraged by the provision of physical obstacles.
Plate 7.3: 3.5m Wide Median at Signalized Pedestrian Crossing
7-15
DUBAI MUNICIPALITY
It is recommended that narrow medians are not used on rural roads. In urban
areas, a narrow median should not be considered if it is possible to provide an
intermediate or wide median at that particular location, while maintaining
acceptable standards for the remaining cross section elements.
7.10.3 Intermediate Medians
Intermediate width medians are those in the range 4m to 8m, which are generally
wide enough to provide for a left turn lane. A 6m-wide median permits the
introduction of some landscaping, as shown on Plate 7.4.
Plate 7.4: 6m Wide Median With Some Landscaping
7.10.4 Wide Medians
Medians of 8m width or more provide space for effective landscaping (as Plate 7.5
shows), and may be used for signing, services and drainage. Wide medians may
also be used to absorb level differences across the road reserve.
Wide medians should not be implemented at the expense of reduced verge

widths.
7- 16
Chapter 7
Plate 7.5: Wide Median Enables Effective Landscaping
7.10.5 Normal Widths for Medians
The normal median provision is shown on Table 7.7, together with the minimum
requirements.
Table 7.7 : Median Widths (m)
. Urban Rural
Collectors Minimum 2.0 Minimum 4.0

Normal provision 6.0 Normal provision 6.0
Secondary Minimum 4.0 Minimum 4.0

Arterials Normal provision 6.0 Normal provision 12.1 *
Primary Minimum 6.0 Minimum 6.0

Arterials Normal provision 8.0 to 10.0 Normal provision 8 to 1 O*
Expressways Minimum 6.0 Minimum 6.0
Freeways Normal provision 8.0 to Normal provision 8.0 to

10.0** 10.0**
Note: Narrower widths may be appropriate at signalized intersections.
* Normal provision shows for future lane widening.
** Median widths may increase to suit visibility requirements.
7-17
DUBAI MUNICIPALITY
7.11 Cross Slopes
Embankments alined at right angles to the road can create significant safety
hazards for an out-of-control vehicle which has strayed off the pavement. The
recommended maximum slopes are set out in Table 7.8 below.
Table 7.8: Maximum Cross Slopes
Condition Maximum slope

Desirable maximum - all locations 1 in 10 (10%)
Absolute maximum - Freeways and Expressways 1 in 6 (17%)
Absolute maximum - Rural Arterials 1 in 6 (17%)
Absolute maximum - Urban Arterials and Collectors 1 in 5 (20%)
Absolute maximum - all other locations 1 in 4 (25%)
Alternatively, safety barrier parallel to the main line can be provided, to contain
errant vehicles. For further details refer to the Roadside Design Guide, American
7.12 Gutters and Drainage Ditches
Where roads are curbed, the portion of the pavement adjacent to the curb acts as
a gutter, collecting rainwater and conveying it to gulleys spaced at appropriate
intervals. Where a curb clearance is provided, the gulleys can be located within
that zone, but where the curb abuts the edge of the traveled way, consideration
should be given to the use of side-entry gulleys or the adoption of combined curb
I drainage units.
Drainage ditches are generally provided between the back slope and fore slope
of a cutting, and often at the toe of an embankment. The design of drainage
systems is not dealt with in this Manual, and advice should be sought from Dubai
Municipality Drainage Department.
7.13 Other Elements within the Cross-Section
7.13.1 Auxiliary Lanes
Auxiliary lanes are lanes additional to the normal through lanes which are
introduced in specific locations to serve a particular purpose. This purpose may
be one or more of the following:
7- 18
Chapter 7
• as a speed change lane

• as a climbing lane
• as a turning lane
• as additional storage space
• as a method of maintaining lane balance
Speed change lanes are used either for acceleration or deceleration, and their
design is dealt with in Chapter 18 (grade separated intersections) or in Chapter
14 (major I minor at-grade intersections)
Climbing lanes may be introduced on steep up-grades, or on sustained up-grades

of lesser severity. Critical grade lengths above which their provision should be
considered are given in Chapter 6 (Vertical Alinement).
Turning lanes permit those vehicles not proceeding ahead to undertake the
necessary maneuver clear of the through lanes. Details are given in Chapter 14
(for major I minor intersections), Chapter 15 (for roundabouts), Chapter 16 (for U-
turns) and Chapter 17 (for signalized intersections).
Additional storage space is required at some at-grade intersections, and design

issues associated with widening for this purpose are dealt with in Chapter 15 (for
roundabouts) and Chapter 17 (for signalized intersections).
Lane balance issues are dealt with in Chapter 18 (grade separated intersections).
7.13.2 Service Roads
Service roads are roads which run roughly parallel with, and are connected to, the
main through pavement of arterial roads, expressways and (in very exceptional
circumstances) freeways. They are generally of lower design speed and
preferably restricted to one way traffic flow.
Service roads provide a number of functions depending on the development of the

surrounding area, and:
• reduce the number of access points onto the main road.
• segregate the higher speed through traffic from the lower speed local traffic.
Their provision reduces the interference to traffic flow on the main line, makes the
best use of road capacity and results in a safer road.
Service roads may also provide an alternative route if maintenance is required on

the main line, or in case of an emergency.
The width of the service road is dependent on the type and turning requirements
of the traffic (light vehicles, buses, delivery lorries or heavy goods vehicles)
expected to use it. Further considerations include the type and number of access
7-19
DUBAI MUNICIPALITY
points, and the type and nature of street parking, if any.
Service road connections to arterials should be designed as at-grade

intersections (in accordance with the guidelines given in Chapter 14) while those
for higher class roads should be designed as off-ramps and on-ramps (as
specified in Chapter 18).
Where service roads are provided, there is a need for a separation between them
and the main line. This is known as the outer separation, and its absolute
minimum width is 1.2m. This distance allows for the provision of a central
pedestrian guard rail only, and is not sufficient to accommodate any traffic signs.
If traffic signs or other street furniture are to be placed in the outer separation, the
desirable minimum width is 2.0m. A wider outer separation, which gives greater
scope for landscaping thus enhancing the appearance of the road and its adjacent
development, is preferred.
Plates 7.6 and 7.7 show two service roads, one with parallel parking and a 1.2m
outer separation, the other with parallel and angled parking and a wide outer
separation.
---
,11
_,;....;.�:n
--�
Plate 7.6 : Service Road with Parallel Parking and 1.2m Outer Separation
7-20
Chapter 7
Plate 7.7: Service Road with Parallel and Angled Parking and Wide Outer
Separation
The designer is referred to AASHTQ(3) for further detailed explanation and

guidelines for the layout of service roads and areas.
7.13.3 Bridges
Major viaducts and river crossings are designed as free-standing projects, but the
following general guidance is given to assist the designer of lesser bridges such as
are found within grade-separated intersections. These should be designed using
the normal parameters contained within this Manual, unless it is uneconomic to do
so, in which case each situation should be considered on its own merits.
• The designer should establish the clearance requirements and the

applicable design speeds, controlling grades and vertical curvature limits
before beginning preliminary design.
• For preliminary design purposes, the depth of the bridge deck may be taken
as approximately one-eighteenth of the longest span, plus 0.3m, plus
crossfalls plus deck surfacing. As the design progresses, this preliminary
estimate should be replaced by the structurally designed depth of
construction, and the vertical geometry reworked as necessary.
• Bridges with long spans, large angles of skew, tapers or splays, small radius
curvature, or large superelevation should be avoided, as they are likely to
7-21
DUBAI MUNICIPALITY
be costly and difficult to construct. They also require a greater construction

depth than quoted above.
• It should generally prove possible to continue the full standards of the
adjacent sections of the route across the bridge.
• Aim to provide a straight structure. If horizontal curvature is unavoidable,
then the bridge should be on a circular curve rather than a transition, and
the radius should be as large as possible.
• The skew angle should be less than 45 degrees.
• Avoid tapers and flared ends. If this is not possible, aim to start such
changes in cross section at a pier position.
• For intermediate and wide medians, consider the provision of two separate
structures.
• Aim to provide bridges on straight grades (maximum 6%; minimum 0.3% to
permit longitudinal drainage) rather than on vertical curves. If this is not
possible, do not adopt a crest curve of less than K=30.
• Avoid sag curves on bridges. They are unattractive visually and cause
difficulties with drainage.
• Aim for bridges to have symmetrical spans. This is often achieved by
ensuring that both abutments are at the same elevation.
• Variation in the profile of one curbline relative to the other is to be avoided.
It leads to a deck which appears warped, and is more difficult to construct.
If it must occur, the variation should be applied uniformly over the length of
the deck.
• The combination of horizontal and vertical geometry must be carefully
considered in order to visualise the aesthetics of the final design.
• The presence of bridge parapets may obstruct visibility splays. If this is the
case, the road or bridge geometry should be altered accordingly.
• The forward visibility requirements on a sag curve underneath a bridge
should always be checked.
There are three main types of bridge used to achieve grade-separation. These
the through, partial through and deck types. With a through or partial through
girder structure, the construction thickness below the road pavement is
minimized, and these types may be appropriate where long spans are required.
The normal provision, however, is the deck type structure, which may have open
end spans or may be of closed abutment design.
7.13.4 Tunnels
The design of major tunnels, such as Al Shindagha crossing, is a specialist

subject and lies outside the scope of this manual.
Elsewhere on the road network, shorter lengths of tunnel or underpass are often
required, and these should be designed using the normal parameters contained
within this Manual. If it proves uneconomic to do so, each situation should be
7-22
Chapter 7
considered on its own merits.
The following general guidance is given:
• The tunnel should be as short as practical.

• The tunnel should be straight, if possible.
• For maximum driver comfort, the aim should be for the tunnel layout to be
to the same design speed as the remainder of the route, although it is
recognised that this is not always possible.
• The main line cross section (lane, shoulder, edge strip and median widths)
should desirably be continued through the tunnel, but in some
circumstances this may not prove to be an economic solution.
• Horizontal curvature in tunnels restricts forward visibility, and widening on
the inside of the curve is generally required if proper SSD, and hence design
speed, is to be maintained.
• Full vertical clearance should be maintained, but, if this is not possible for
economic reasons, special arrangements must be made for the diversion of
overheight vehicles prior to reaching the tunnel.
• Vertical curvature can also restrict visibility, and the relevant sight envelopes
given in Chapter 4 should be provided.
• When selecting grades for tunnels, consideration should be given to driver
comfort, and also to ventilation requirements.
• The design should avoid the need for traffic signs to be provided within the
tunnel.
• Merging, weaving or diverging movements within a tunnel are highly
undesirable. On-ramps and off-ramps should not be provided within
tunnels, nor for 300m outside the ends of the tunnel.
• If the tunnel differs significantly from the adjacent road, it is beneficial to
provide Closed Circuit Television coverage to a constantly-manned control
room.
• There is generally a need for emergency telephones and fire fighting points.
• A raised emergency sidewalk or similar curbed area (minimum width 0.7m)
needs to be provided for drivers of stalled vehicles and for maintenance
operatives.
(1) Highway Design Manual, Kingdom of Saudi Arabia, Ministry of

Communications, Section 1.16.
(2) Roadside Design Guide, American Association of State Highway and
Transportation Officials, 1989.
7-23
Chapter B
Highway Facilities
Chapter 8
Highway Facilities
8.1 General
This Chapter draws together a variety of facilities associated with the road and its
corridor which are not addressed elsewhere in the Manual. These are:
• Pedestrian facilities
• Cycle facilities
• Public transport facilities
• Parking facilities
It then deals with the following specific items of road furniture and provides
guidance on their design and provision:
• Curbs
• Fences
• Safety barriers
• Energy absorbing barriers
Finally it gives advice on:

• Traffic calming
• Landscaping
• Utilities
8.2 Pedestrian Facilities
Pedestrian facilities fall into three categories, whose generic names are as follows:
• sidewalks - those which run generally parallel to a road
• crossings - those which cross a road
• footpaths - those which are independent of the road system
8.2.1 Sidewalks
All urban roads should allow space for sidewalks, unless they are being
specifically designed to prohibit walking. The decision on whether or not to provide
a paved sidewalk depends on a number of factors.
Firstly, planning policy for the area may well dictate that paved sidewalks should
be provided. Secondly, it is recommended that one be provided if the maximum
hourly pedestrian demand is likely to exceed 20 persons per hour in a residential
area, and 100 persons per hour in a commercial or industrial area. Thirdly, the
nature of the adjoining land uses has an influence on provision. An office building,
for example, may generate low pedestrian traffic levels, but it would generally be
appropriate in such a situation to have a paved sidewalk.
8- 1
DUBAI MUNICIPALITY
In general in an urban area, the presumption is that a paved sidewalk is provided,

unless conditions dictate otherwise.
In areas with high volumes of pedestrian traffic, sidewalks should be provided on

both sides of the road. Most service roads, however, require a sidewalk on one
side only. Sidewalks should be continuous over the full pedestrian route.
In rural areas, each specific case should be examined on its own individual merits.
Generally, sidewalks are rarely required, except along sections of road where
there is substantial residential or commercial development. In such situations
footpaths may be located remote from the road, often along the outer edge of the
right of way, adjacent to the property line.
Preferred widths for sidewalks are given in Table 8.1.
Table 8.1 : Preferred Minimum Width of Sidewalk (m)
Urban
Road Class Rural
Desirable Minimum
Local 3.15 or more 1.8*
Where provided within
Collector 3.15ormore 1.8*
verge width, sidewalk
Secondary Arterial 3.35 or more 1.8* should be 1.8m to
3.0m
Primary Arterial 4.3 or more 1.8*
Expressway None None
Freeway None None
* Minimum dimensions may be used subject to agreement from the Service Authorities regarding
access to their underground apparatus
The minimum width of a sidewalk is 1.8m, but generally the desirable value should
be provided. This should be increased near schools, sports venues, mosques,
commercial areas or other areas with high pedestrian volumes.
The width of sidewalk should accommodate the predicted pedestrian volumes.

Table 8.2 shows the recommended standards for the design of sidewalks in Dubai.
The design pedestrian flow is the number of pedestrians per minute averaged
over the busiest 15-minute period. The sidewalk width relates to the clear and
available width, and should not include areas occupied by trees, planters, or street
furniture such as lighting columns or road signs. Where the back of the sidewalk
is walled, the available width should be reduced by 0.5m. Where shop windows
form the back boundary of the sidewalk, a total reduction of 1 .Om should be made.
8-2
Chapter 8
Highway Facilities
Table 8.2: Sidewalk Widths to Accommodate Pedestrian Flows
Sidewalk width Maximum pedestrian flow

(m) (persons/min)
3 55
4 90
5 130
6 170
8 260
10 360
The service flows in the Table follow closely the recommendations of the Institute
of Transportation Enqineers'", and correspond to AASHT0(2) Level of Service A/B
(6m width and below) or B/C (above 6m width).
Sidewalks may be constructed of interlocking tiles, asphalt or concrete, and

should generally be laid at a crossfall of 2.5% towards the road, so as to facilitate
drainage. Marble-like surfaces should generally be avoided; when wet, they can
be treacherous for pedestrians.
Other than in commercial areas with on street parking (where wider footpaths are
generally provided) it is desirable to provide a separation strip between the curb
and the sidewalk to act as a buffer between vehicular and pedestrian traffic. A
width of 1 .2m or more is desirable. Pedestrians should be discouraged from
using this strip by the use of low planting, raised blocks or, if necessary,
pedestrian fences.
8.2.2 Pedestrian Crossings
Pedestrian movement is relatively compatible with traffic movement on local

streets, but becomes less compatible on roads of higher category in the hierarchy.
In particular, the presence of pedestrians making at-grade crossings of
expressways or freeways would be extremely hazardous and should be
prevented. Fences should be introduced to prevent unauthorized crossing, and
pedestrians should be channeled to convenient bridges or subways located at
reasonable spacings. In this context, it is considered unreasonable to expect
pedestrians in an urban area to deviate by more than 400m from the centerline of
their desire line for movement.
Crossings may often be provided by sidewalks on road overbridges or

underpasses, but specific pedestrian structures may also need to be constructed
between these points.
8-3
DUBAI MUNICIPALITY
Disregarding the options of providing no facility or merely an unmarked crossing,

the choice of crossing facilities is as follows:
• Uncontrolled marked crossing. This "Zebra" style of .crossing is marked

with stripes on the pavement in accordance with Dubai Traffic Control
.Devices Manual (DTCDM)(3l. It should generally be provided only on roads
with a posted speed of 60km/h or less, or on unsignaled right-turning
roadways within a signalized intersection where adequate Safe Crossing
Sight Distance is available (see Chapter 17).
• Controlled marked crossing ("Pelican"). Signals are used to bring traffic

to a halt and to indicate to pedestrians that they may cross with care.
Stripes on the pavement are provided in accordance with DTCDM. This
type of crossing exists most frequently within a signalized intersection, but
can be provided on a free-standing basis on roads with a posted speed of
80km/h or lower.
• Grade separated crossing. This is the form of crossing which is invariably

required on freeways and expressways, and which may also be justified on
arterials, depending on traffic volume and speed, and the number and
nature of pedestrians crossing the road. It is provided by means of a
footbridge or pedestrian subway, or by a sidewalk on a grade separated
road crossing.
The need for a pedestrian grade separated structure should be investigated for
each particular location, based on consideration of the pedestrian generation
sources, the travel patterns of pedestrian movements, the pedestrian volumes,
the classification of road to be crossed and its traffic levels, the adjacent land use,
the location of any adjacent crossing facilities, the pedestrian accident record, and
any relevant social and cultural factors. Dubai Municipality procedures
established in the relevant studies and manuals shall be used when establishing
the need for a crossing.
Where a structure is to be provided, it must be able to accommodate handicapped

pedestrians and those with wheelchairs. Ramps should be provided to a
preferred maximum grade of 8%, with an absolute maximum grade of 10% being
available for use in difficult locations. Level landing areas of at least 1 .5m length
should be installed so that no individual ramp section is longer than 9.0m.
Handrails should be provided on ramps and on any steps which are also being
provided as an alternative shorter route. ·
Ideally, the rise-and-fall for the pedestrian should be kept to the minimum; Plate
8.1 shows a situation where pedestrians can cross the road on the level.
8-4
Chapter 8
Highway Facilities
Plate 8.1 : Grade Separated Pedestrian Crossing
The width of the facility should be a minimum of 2.5m between walls or railings.
Where large volumes of pedestrians are anticipated, structure widths should be
assessed on the basis of Level of Service C/0, with a maximum pedestrian flow
of 60 persons per minute per metre of effective width, which is the actual width
minus 0.5m.
It may be necessary to install adequate lengths of pedestrian fence in the vicinity

of the structure to deter pedestrians from crossing the road at grade. Lengths in
excess of 50m may be required dependent on site conditions.
Where the road is at the level of the surrounding ground, footbridges are generally
preferred to subways, and should be designed to be in keeping with the
surrounding area in terms of geometry and architecture. The required vertical
clearance for bridges over roads is 5.5m, as set out in Chapter 6.
Pedestrian subways should be well lit with clear unobstructed visibility.

Pedestrians approaching the subway should have a clear view through to the exit.
The desirable clear headroom for pedestrian movement is 3.0m, but under no
circumstances should it be less than 2.5m. Specific consideration needs to be
given to the drainage of underpasses both for the removal of rain water and to
take into account the effects of high groundwater levels.
On divided roads where at-grade crossing is permissible, random crossing should

generally be discouraged, and crossing movements collected together in
locations where proper facilities can be provided. Where grade-separation is not
8-5
DUBAI MUNICIPALITY
warranted, specific locations should be selected and provided with proper

pedestrian refuges. Ideally these should be at intersection locations, because this
is where the majority of crossing demand is likely to occur, but mid-block
pedestrian demand needs to be recognized, quantified, and if appropriate
provided for.
As indicated in Chapter 7, it is recommended that refuge areas in the median are

a minimum of 3.5m wide if pedestrians are to be accommodated, but this may in
certain circumstances be reduced to a minimum of 2.0m at signalized
intersections (see Chapter 17).
Where a width of 3.5m or more is available, the crossings of the two roadways
should be staggered in a "sheep-pen" arrangement, so that pedestrians are not
able to approach and cross both carriageways in a straight line. Figure 17.1
shows a sheep-pen with a "left-right" stagger, which is generally appropriate at a
signalized intersection. On open road, the ideal arrangement is reversed - a
"right-left" stagger - because this enables pedestrians in the median to walk facing
oncoming traffic, thus obtaining the best view.
The width of the pedestrian crossing itself should generally be 3.0m, but at
demand levels above 600 pedestrians per hour, this should be increased as set
out in Table 8.3. Crossings wider than 6.0m should not normally be provided.
Table 8.3 : Width of At-Grade Pedestrian Crossings
Design flow Recommended pedestrian

(pedestrians/min) crossing width (m)
up to 1 O 3.0 (minimum)
12 3.6
15 4.5
20 and above 6.0 (maximum)
more than 30 consider grade separation
In order to provide for the safe and convenient movement of able-bodied

pedestrians as well as handicapped persons and those in wheelchairs, dropped
curbs should be included at all at-grade pedestrian crossing points.
Dropped curbs, such as shown in Figure 8.1, are located within the sidewalk, and
should normally be at least 0.9m in width, sloped downwards towards the road
surface at 8% grade or less. The end of the ramp adjacent to the road should be
flat and set 25mm above the level of the road pavement. Drainage should be
carefully considered, so that there is no ponding at the crossing point, but
8-6
Chapter 8
Highway Facilities
drainage gullies etc. should not be placed in ramp areas where they may caused
a hindrance to wheelchairs.
Road Sldewalk
pavement
Normal curb profile ----1
Curb transition ramp
Dropped Curb
to be 25mm above----< - Maximum fall 8%
road channel level
Curb transition ramp
Normal curb proflle----1
Figure 8.1 : Dropped Curb
Plate 8.2 shows a dropped curb at a signalized pedestrian crossing.
8-7
DUBAI MUNICIPALITY
Plate 8.2 :Dropped Curb at a Signalized Pedestrian Crossing
8.2.3 Footpaths
Footpaths remote from the road should be provided where justified, and should be
designed to be suitable for their intended use. The maximum longitudinal grade
should not exceed 10%.
A typical minimum width is 2.0m, but where large volumes of pedestrians are
anticipated, widths should be assessed on the basis of a maximum pedestrian flow
of 60 persons per minute per metre of effective width. In this context, effective
width is the actual width of the path, less 0.5m if it is bounded by fences or walls.
8.3 Cycle Facilities
The use of pedal cycles in Dubai is .extremely limited, mainly on account of the
high daytime ambient temperatures. Nevertheless, there are areas, particularly in
the older parts of the city, where cycles are regularly in use.
Roads which are properly designed in accordance with the guidance in this
manual should not pose particular hazards for cyclists, and no cycle-specific
design guidance is given, other than the following suggestions which may be
helpful in locations with heavy cycle traffic:
• On curbed roads, consider providing a wider outer lane (4.2m minimum
width). If justified, a separate cycle lane (1.0m minimum width) may be
identified by means of longitudinal road marking.
• Drainage gullies should be flush with the pavement, aligned at right-angles
to the direction of cycle movement, and preferably not in the cycle traveled
way.
8-8
Chapter 8
Highway Facilities
• Maintenance of areas used by cycles is important - particularly regular

sweeping. Access by the relevant machinery should be possible.
Where specific cycle facilities are being considered, reference should be made to
the practice in other countries where the level of cycle usage is high and the
design standard of cycle facilities is good(4) (5) (5) (7) (B).
8.4 Public Transport Facilities
The location of bus stops is primarily the concern of the transport operator, who
will seek to provide stops within reasonable walking distance of trip generators
and attractors. The resultant bus stop spacing is normally three to four stops per
kilometre in urban areas. The designer should consult with the transport operator
to determine whether the road is to be used as a bus route, and, if so, to establish
the desired general location of stops.
Buses should generally be enabled to stop without obstructing the flow of traffic.
It is therefore normal practice to provide bus bays, the preferred arrangement for
use in Dubai being as shown on Figure 8.2
Upaland curtl
Block paved
ped9111rtan Br88
Shelter for
wal1lng pa�eni
Blocl< paved,
color dltferentlated,
walling eroa for bu-
'I> May be reduced to 6.&n abaolute

minimum, If no eheller le provided
* reruced
For a.Ingle bua only, may be
to 15m
** l9duoed
In dlfllait arcumstancea may be
to lo an abeolute
minimum of 1 Om
Figure 8.2 : Preferred Bus Bay Layout
8-9
DUBAI MUNICIPALITY
Plate 8.3 shows a bus layby with minimum lengths on a secondary arterial road.
Plate 8.3 : Small Bus Bay on a Secondary Arterial
On secondary arterials and collectors (and on local roads and streets if they are
used by buses), it may be acceptable to permit buses to stop by the curb, provided
that:
• the bus stop area is kept free from parked vehicles, and
• the bus stop is not located close to a major/minor intersection, and
• the presence of a stationary bus would not obstruct any relevant sight lines,
and
• on an undivided road, the available forward visibility is at least half of the
Safe
• Passing Sight Distance.
8- 10
Chapter 8
Highway Facilities
Plate 8.4 : A Signalized Pedestrian Crossing Near a Bus Stop
In addition, parking should be prohibited over a distance of 12m before and Sm

beyond the bus stop area.
It may prove beneficial to provide a signalized crossing near a busy bus stop, and
Plate 8.4 shows a location where the pedestrian crossing has been located so as
to serve bus passengers. However, it is better practice to locate the bus stop
beyond the crossing, and similarly downstream of any pedestrian refuges which
may be provided on an otherwise undivided road.
Bus stops on undivided roads should be staggered, beyond each other, so that
the view of crossing pedestrians from one bus is not obstructed by the presence
of the bus traveling in the opposite direction. This arrangement also ensures that
where two buses are dropping off passengers simultaneously, they do not have to
set off through the crossing pedestrians dropped off by the other bus.
When providing bus stopping points in the vicinity of intersections, the following
points should be borne in mind:
• In general, it is preferable to locate bus stops on the exit side of the
intersection. A distance of at least 1 Om beyond the limit of the intersection
would generally be required.
• If a bus stop is to be provided on the approach side, then it must be
positioned sufficiently far in advance that the bus can move off safely and
8 • 11
DUBAI MUNICIPALITY
join the relevant traffic lane without undue interference to other vehicles. A
minimum distance of 20m from the end of the layby to the start of any right-
turning maneuver or auxiliary lane should generally be adequate, but the
layby should be located such that a stationary bus is clear of the intersection
sight triangles.
• Where a bus route turns right at an intersection, it may be possible to locate
the stop on the approach side of the intersection, with the bus layby being
located at the start of an extended right-turning auxiliary lane.
• If a bus stop is located on the approach to a roundabout or signalized
intersection, it should normally be located clear of any queuing vehicles, so
that there is no loss of capacity at the intersection.
Figure 8.3 illustrates some of these points.
@ Q)
�I Dua Sloi>
(Tal>le
U.12) 11m
Min.
G) Bua Slop on 1xl lkll
@ Bu1Slopon�lldl
@ BuaSlopon�llde
pooll>lo .,..,_.....,. �
11-unl1Qlll
2
I
Figure 8.3 : Bus Stops at Intersections
8.5 Parking Facilities
8.5.1 General
The need for parking is determined by the existing and future development of the
immediate surrounding area. Consultation is required with the Planning and
Roads Departments to determine the future development plans and the amount
of on-street and off-street parking required.
8- 12
Chapter 8
Highway Facilities
Where possible, parking should be provided remote from the road, in conveniently
located parking lots designed for the purpose. On service roads and some
collectors and local streets it is however beneficial to include curbside parking
where the adjoining land use warrants it.
Curbside parking should not be provided:

• within sight triangles at intersections, in order that visibility can be
maintained, and pedestrians can cross unmasked;
• opposite access points to properties, unless there is adequate width for
vehicles to enter and leave the property without impinging on the parking
space;
• on bends, in order that adequate forward visibility can be maintained and
that any encroachment into the path of oncoming vehicles is eliminated ( -
but note that parking on the outside of bends on local streets may be
acceptable);
• at pedestrian crossing points, to minimize the width to be crossed by
pedestrians;
• in advance of pedestrian crossing points, so that pedestrians can clearly
see and be seen ( - note that an absolute minimum of 5m free of parking
should be provided, and ideally Safe Crossing Sight Distance, as set out in
Table 17.3, should be provided at unsignalized crossings);
• at hydrants;
• on local roads, within 6m of the tangent point of any intersection;
• at any other location where it would create unsafe conditions.
Chapters 9 to 12 provide details of standard cross sections for the various

categories of road, with recommended parking arrangements clearly shown.
These should normally be adopted, unless local circumstances dictate otherwise.
8.5.2 Curbside - Parallel Parking
Parallel parking may be provided adjacent to the outer lane of the road. On a one-
way road it is recommended that parallel parking should not be provided on the left
side of the traffic flow (as this would result in front seat passengers requiring to
step out into moving traffic); any parking located on the left side should be angled.
It is recommended that parallel parking should be provided only on roads of

secondary arterial or lower class, or on service roads fronting primary arterials and
expressways.
The standard width required for a parallel parking lane is 2.5m, each bay being
nominally 6.5m in length. If the majority of vehicles expected to use the facility
are shorter than average, the bay length may be reduced to an absolute minimum
length of 6.0m. Where residential development is dense and the requirement for
additional on-street parking is great, it is possible in exceptional circumstances to
use a narrower bay width, but the absolute minimum is 2.2m. At such width, the
8- 13
DUBAI MUNICIPALITY
opening of a driver's door encroaches significantly into the adjacent running lane.
As vehicles entering and leaving the parking lane interfere with the passage of
through traffic, it is important to check that there is adequate capacity available.
The capacity of a through lane adjacent to a parallel parking lane depends on the
amount of parking activity and the availability of spaces, but as a guideline a figure
of 1200 pcu/h could safely be adopted.
8.5.3 Curbside - Angled Parking
If the width of available right of way allows, consideration should be given to the
provision of angled parking bays. These may be perpendicular to the road, or at
some intermediate angle in order to ensure that vehicles drive forwards into the
bay and reverse out.
Parking bay size for angled parking is 2.5m wide by 5.0m in length, but if desired
and if space permits, the size may be increased to 2. 7m by 5.5m (by increasing
width and length dimensions by 10%) in order to provide a more generous layout
which is easier to use. (Intermediate values of width and/or length may also be
used.)
The amount of space which the bays occupy within the cross section of the road
depends on their angle relative to the road, as shown in Table 8.4 below.
Table 8.4 : Curbside Angled Parking - Width Occupied Within

Cross Section of the Road (for a 5.0m x 2.5m bay)
Parking Angle Width occupied (rn)

allowing bumper overhang at curb
45 4.70
60 4.90
75 4.75
90 4.25
There is a need for adequate space to maneuver into an angled bay, and this
usually requires the adjacent through lane to be wider than normal. If space
permits, it is also good practice to provide a buffer lane between the edge of the
traveled way and the nearest part of the parking bay. This is particularly beneficial
on Service Roads, Collectors and Secondary Arterials. Table 8.5 has the details.
8- 14
Chapter 8
Highway Facilities
Table 8.5 : Curbside Angled Parking -

Minimum Width for Adjacent Through Lane
Parking Minimum width for Buffer lane Total width

Angle through lane (m) width (m) (m)
45° 3.75 2.5 3.75 - 6.25

(desirable)
60° 4.5 4.50 - 7.00
1.0
75° 6.5 (minimum) 6.50 - 9.00
goo 7.0 OR NONE 7.00 - 9.50
For two-way operation, the absolute minimum through lane width is 6.0m, but
because two-way operation is seldom adopted unless bays are at 90-degrees,
this criterion rarely governs.
Because of the need for vehicles to maneuver into the bays, it is important that
the speed of through traffic is kept low. See later in this chapter for advice on
Traffic Calming.
The flow on the through lane passing the angled bays should normally not be
greater than 1000 vehicles per hour. If this figure is likely to be exceeded, then
the elimination of the parking bays and the creation of a separate parking lot may
well be necessary.
8.5.4 Parking Lots
Parking lots are generally designed on the basis of angled, rather than parallel,
parking, as this provides the most space-efficient layout. The groups of bays are
served by aisles, which generally operate one-way. In the case of 90° angled
bays, two-way circulation is also possible without any increase in aisle width being
required. Buffer lanes are not normally provided in parking lots.
When laying out a parking lot, it is generally found most efficient to aline the aisles
with the long axis of the plot, and to seek to maximize the number of bays located
at the outer periphery of the available land, if it is regular in shape. Plate 8.5
shows a parking lot laid out on these principles, and adopting a 90-degree angle.
The dimensions for various angles depend on the geometry of the layout (as
shown on Figure 8.4), and are given in Table 8.6.
8- 15
DUBAI MUNICIPALITY
Plate 8.5 : Parking Lot Laid Out With a 90-Degree Angle
Wall Curt> Curt>
I (
'} I
: :., A ''�m )"

., > � < ' , .,<.
>
,� , ,. I ,
).,
'
'�
) ,
�·
,
,(
1)"'
., A '
., '
A
)
v )' '
;
>'>">
'< , f .
, ,-.) (,(,(
'>
,'<, 'y' ,)',
A
'
'>
,
I <' ,< l ... ,/'
' J'
I
x,
., ,:
v y
,
'
vI ,,,· v,
,/
C1 D
F1 F3
Figure 8.4 : Parking Bay Dimensions
8- 16
Chapter 8
Highway Facilities
Table 8.6: Parking Lot Dimensions (m)
Dimensions On Angle
(for a bay size of Figure
2.5m x 5.0m) 8.4 30° 45° 60° 75° 90°
Bay width A1 2.50 2.50 2.50 2.50 2.50

Bay width, parallel to aisle A2 5.60 3.50 2.80 2.70 2.50
Bay length 81 5.00 5.00 5.00 5.00 5.00
Length of line between bays 82 10.00 7.50 6.25 5.65 5.00
Bay depth to wall C1 4.50 5.30 5.60 5.50 5.00
Bay depth to curb C2 4.15 4.70 4.90 4.75 4.25
Bay depth to interlock C3 3.40 4.40 5.05 5.15 5.00
Aisle width between bay lines D 3.50 3.75 4.50 6.00 7.00
Bumper overhang (typical) E 0.35 0.60 0.70 0.75 0.75
Module, wall to interlock F1 11.40 13.45 15.65 17.75 18.00
Module, curb to interlock F2 11.05 12.85 14.95 17.00 17.25
Module, interlock to interlock F3 10.30 12.55 14.80 17.40 18.00
For four-wheel drive (4WD) vehicles in the Dubai fleet(9l, lengths are similar to
private cars. Widths are, however, generally slightly greater, and a 2.7m width of
bay is recommended. The dimensions in Table 8.6 may be increased by 8% if a
generous provision accommodating 4WDs is desired.
For trucks and other large vehicles, it is normally found convenient to provide a
large, preferably paved, area with no obstructions. This may be marked out in
such a manner as to permit vehicles to drive forwards from an aisle into a marked
bay, and pull forwards into an aisle when setting off again. Bay dimensions are
dictated by the size of the design vehicle, as set out in Table 2.4, and the relevant
templates need to be applied to determine the optimum layout. It is normal to
provide a bay which is 1 m wider than the width of the vehicle, with no addition to
vehicle length, so an SU vehicle would require a bay of 3.6m by 9.1 m. Shallow
parking angles of 30 to 45 degrees are generally appropriate, with aisle widths
being dependent on the design vehicle, but typically around 15 to 20m.
8.5.5 Multi-Storey Car Parks
Although the principles (bay dimensions, aisle widths, circulation and so on) set
out above still apply, there are further considerations which apply to the design of
multi-storey car parks. These are listed below, together with relevant guidance.
Further advice is contained in "Design Recommendations for Multi-Storey and
Underground Car Parks(10l."
8 - 17
DUBAI MUNICIPALITY
Structure
There are a number of possible types of structure which are suitable for a multi-
storey car park.
• The parking ramp layout uses a sloping floor to the parking area in order
to gain height.
• The split-level arrangement has the car park in two parts half-a-floor
different in level, and uses short ramps to join them.
• The warped slab takes a flat deck, slices it along the center, and warps the
inner edges so that the level on one side is raised to connect with the
lowered level on the other.
• Alternatively, flat decks may be linked by external or internal ramps, of which
the commonest arrangements are straight, scissors, helical, and
interlocking helical.
These are illustrated in Figure 8.5.
Headroom
There should normally be a minimum clear headroom of 2.3m, this figure allowing
the tallest people to walk unhindered and catering for the highest saloon cars and
4-wheel drive vehicles in Dubai. As the highest 4WD vehicle identified in the
Dubai fleet is less than 2.0m high(9), it can be seen 'that the headroom allows for
the presence of a roof rack. It is not usual to design to accommodate recreational
vehicles (motor homes, campers and the like), or 4-wheel drive vehicles with roof
rack luggage, in the design of multi-storey facilities.
The floor-to-floor height depends on the clear headroom and the construction
depth of the floor slab and its supporting beams. Allowance almost always has to
be made for ventilating equipment, and this generally increases the floor-to-floor
height. The span adopted for the structure has a major influence on the
construction depth. Operationally a clear span arrangement, with all columns
located outside the parking floor area, is ideal, but as this entails greater
construction depth, it may not be economically optimum.
If columns are to be located within the parking area, care should be taken in their
siting. The main span is normally perpendicular to the aisle, and the setback of
the columns from the aisle therefore determines the span. Placing columns
where they do not interfere with the opening of the car doors is beneficial,
however placing them at the edge of the aisle is bad practice, because it severely
restricts accessibility into the adjoining spaces. In determining the other
dimension of the grid, columns should be arranged at lateral spacings which
enable full-width bays to be provided between the column faces. For example,
with 1.0m wide columns, a module of 11.0m would enable four 2.5m wide bays
to be provided between the columns. Equally, an 8.5m module would permit three
bays to be provided.
8- 18
Chapter 8
Highway Facilities
Parking Ramp
Split Level
Warped Slab
Scissors Ramp
Straight Ramp
Interlocking Helical Ramps

Helical Ramp
Figure 8.5 : Common Multi-storey Car Park Structures
8- 19
DUBAI MUNICIPALITY
Maximum grades
Ramps within multi-storey car parks should generally not exceed 10% in grade.
12% should be taken as the absolute maximum. For curved ramps, the grade
should be measured along the inside curb. It should be noted that a 360-degree
turn of a spiral ramp on a minimum radius is unlikely to achieve sufficient floor-
to-floor height to permit adequate headroom.
Rounding
Tops and bottoms of ramps should be properly rounded, to eliminate the risk of
vehicle grounding. A rounded length of 3.5m should generally prove adequate.
Ramp headroom
Headroom needs to be checked carefully at the bottom of ramps, to take account
of the increased effective height of a vehicle passing over a rounded change in
grade.
Circulation
Circulation should generally be one-way, to ease parking and unparking
maneuvers. There should be a clear search path which is easy to follow, and
which takes the incoming driver past the majority of spaces. There should also
be a rapid exit route, which allows departing vehicles to do so by the shortest
practical route, passing the minimum number of spaces on the way.
Dead-end aisles
The use of these should be avoided. If they are to be included in a design, they
should serve a maximum of eight spaces, all of which should be clearly visible
from the main search path.
Ramp widths
An absolute minimum width of 2.7m between curbs, and 3.0m between walls or
barriers, should be adopted for straight ramps. Curved ramps need to be widened
in accordance with the geometric requirements of the design vehicle.
Ramp radii
The inside and outside radii should cater adequately for the design vehicle. For
design vehicle P appropriate minimum curb radii are 4.0m (inner) and 8.0m (outer).
On helical ramps, these should be increased to 6.0m and 11 .Om respectively.
Entrances and exits

The following guidelines should generally be applied.
• A straight and preferably level access should be provided for a distance of
6m on the approach to a ticket machine or barrier arm.
• The width between curbs at barrier arms and payment machines should not
exceed 2.5m, with a minimum width of 2.3m being recommended only
where the approach is straight.
8-20
Chapter 8
Highway Facilities
• There is generally a need to provide a layby in advance of the exit to allow

for drivers who do not have change for the machine, have lost their ticket,
or (on a "pay-on-foot" system) have forgotten to validate their ticket at the
pay station.
• A reservoir space needs to be provided between the exit barrier and the
road, so that vehicles waiting to enter the road do not tail back and prevent
the exit barrier from operating.
• Equally, a reservoir space is needed on the entry, to prevent vehicles waiting
at the entrance barrier from queuing back on to the road.
• The dynamic capacity of the barriers on entry and exit needs to be sufficient
for the predicted traffic flow. It is good practice to provide one barrier more
than the absolute minimum required, to allow for mechanical failure of the
equipment or of a vehicle.
• Ticket equipment should be positioned so a to be within reach of the driver.
A location directly above the curb face is generally suitable on a straight
approach. The height of the transaction console should be around 1.1 m
• It is good practice to display the headroom in a place where it is visible to
drivers before they are committed to entering the car park. If this is not
possible, an escape route for overheight vehicles should be provided. A
movable bar above the entrance, mounted at the minimum headroom level,
can also be beneficial.
• Ticket machines or pay kiosks should be located at least 2.6m in advance
of the barrier arm.
8.6 Curbs
Curbs are to be used on all urban roads, but on rural roads only at special
locations where there is a need to give a clear delineation of the road edge, for
example at intersections.
There are a number of types and combinations of curbs available, each with
particular applications. Some which are in regular use are discussed below.
The normal curb is the upstand curb or raised curb. This is normally used to
define the boundary between the pavement and the sidewalk. The upstand curb
may also be supplied with an integral channel block, to permit drainage from the
road channel.
The upstand curb is available in a range of sizes and shapes, allowing installation
on curves of various radius. The designer is advised to check the availability and
dimensions of curbs with the suppliers as the full international range may not be
available in Dubai.
A heel curb is used where a paved area joins an unpaved area, and it is laid level
with the surface of the paved area.
8-21
DUBAI MUNICIPALITY
A channel block is laid within a paved area, level with the paved surface, and
permits water to drop into a pipe to be collected and taken away, without any
ponding on the surface.
A flush curb is one which is laid to the same (or nearly the same) level as the
adjacent surfaces on both sides. Uses include at driveways, and at cut-curb
ramps where the curb is level with the adjacent sidewalk, and 25mm above the
pavement. Sometimes it is effective to use an upstand curb laid on its back to
provide a flush curb arrangement.
Special curb elements available from manufacturers include dropper curbs and
quadrants. Additionally, the use of vehicle barrier curbs, which have a high
profile and are uncrossable by vehicles such as four-wheel drive vehicles and
trucks, is appropriate in certain instances to prevent abuse of a road or parking
layout.
Figure 8.6 shows some typical curb sections and their installation.
Top of Driveway/
I op of Driveway/ 1es 20s 100
i;l_
Sidewalk
Sidewalk -rl',t-,,,,>Jl-t--= Pavement
Pavement s
100
'""
2M
12s\:-"'-
.
___.�.....
I--'-'--!
Concrete Bed & Backing
Concrete Bed & Backing
Upstand Curb Drop Curb
!Hr� oi:::�r: 1
��rrr�
It��FJ- �
. � ��:r:.��::�::b
so
�:�a�tewayl r�, ul Pavem1M1t
� '
:t=
1
20mm Class I MOiia, Hydrauical\y Pressed Precasl
200 Flush Curb ( 150mm x 210mm)
Class 25120
Concrete Bed P, Oar.king 20mrn Class 1 Mollar
Class 251?.0
Flush Curb Concrete Bed & Backing
Pavomenl
Class 25120
Concrclo Oe<f P, Bar.king 20mrn Class I Mortar
Vehicle Barrier Curb
Figure 8.6 : Typical Curb Sections
8-22
Chapter 8
Highway Facilities
Where there is a need to install a safety barrier along side a curbed section of
road, the barrier design, curb design and drainage design should be carried out
together. The curb may affect the choice of safety barrier type, and it is important
to ensure that the combined drainage/curb arrangement does not impair the safe
operation of the safety barrier.
8.7 Fences
There are many different types of fence used within the road right of way, each
having its own particular application. The main types and their uses are listed
below.
Boundary Fences delineate and separate private property from the road right of
way. There is no standard design of boundary fence, but it should be appropriate
for the adjacent land use.
Animal Fences are provided to prevent animals from entering the road right of
way. The height and nature of the chosen fence depends on the type of animal to
be contained, for example camels or goats.
Acoustic Fences may be required to lower the traffic noise level in sensitive
situations, such as where a freeway passes close to properties in a residential
area. The fence forms a barrier which both shields and reflects the sound, thus
making acoustic conditions more acceptable in the protected area. Many designs
of proprietary fence are available, most being solid and close-boarded.
Headlight Fences may be introduced, generally in the median, at locations where

it is desirable to minimize the glare of the headlights of oncoming vehicles. This
is likely to occur at bends on unlit rural freeways and expressways, especially on
crest curves.
Pedestrian Fences may be required where there are significant numbers of

pedestrians on a sidewalk or at other venues where crowds may gather. The
fence is designed to channel the movement of pedestrian traffic, and when used
near the curb reduces the risk of a pedestrian accidentally stepping from the
sidewalk into a traffic lane. It is particularly useful, even when pedestrian numbers
are low, in discouraging them from crossing at hazardous locations, for example
where there is an inadequate view of approaching traffic, or when used in the
median of a busy arterial road. It is also very effective in the vicinity of at-grade
intersections, channeling pedestrians to designated crossing points.
Pedestrian fences can also be used away from the road edge, for example to
direct pedestrians along a footpath to a grade-separated crossing of a freeway,
and in this circumstance, the fence needs to be high (around 2m), long enough
for the need (typically up to 500m on either side of the crossing facility), and strong
8 ·23
DUBAI MUNICIPALITY
enough to withstand wilful damage. Alternatively, a fence in the median may

serve the same purpose. It should be high enough, or be designed in a manner
to deter pedestrians from climbing over it. If it is a simple fence, then a height of
1.5m with the diagonal rather than horizontal bracing, may be effective.
Various proprietary designs of pedestrian fence are available, but it should be

noted that they are designed to constrain pedestrians, and are not capable of
withstanding any significant vehicle impact. Where the main risk is from errant
vehicles rather than straying pedestrians, safety barriers (not pedestrian fences)
should be used.
8.8 Safety Barriers
8.8.1 General
A safety barrier is a longitudinal barrier used to protect errant vehicles from impact
with natural or man-made objects located along a road corridor. It is normally
warranted if the consequences of the vehicle striking the barrier are considered to
be less serious than those which would result if the vehicle were to continue
unchecked. It functions by containing and redirecting the errant vehicle.
A safety barrier may also be used to protect bystanders, pedestrians and cyclists
from out of control vehicles.
Safety barriers may be located in the verge or median depending on their particular
function. Figure 8.7 shows the elements of a safety barrier located in the verge, but
similar considerations apply to safety barriers protecting hazards in the median.
I II
=-·
--
I II
I I II
I I 11
lot'Qlld-
I I 11
I
I
I
I
I
I 11
I 11
I II
-
1: � 11 111
- Ill
l.qll
I II
I 11
I II
I II
-
- lot'Qlld-
--·-�·--
I II I II
I 11 I I II
.,--
I II I II
.,u.. ....... Ott,on _
i..--orl*..«l
TWQll<I-
Figure 8.7: Safety Barrier Elements
8-24
Chapter 8
Highway Facilities
There are three generic types of safety barrier, namely flexible, semi-rigid and
rigid, and, following on from consideration of the justification for a barrier in
principle (Section 8.8.2), the following sections discuss the uses and design
features of the three types in turn.
For further reference on the different types of safety barriers refer to the British
Design Manual for Roads and Bridges(12l and the AASHTO publication Roadside
Design Guide(11l. For details of specific safety barriers the manufacturer's
technical literature should be referred to.
8.8.2 Warrants for Use of Safety Barriers
The decision on whether or not to provide a safety barrier can often be simplified
using the following analysis, with costs and likelihoods being considered where
the decision is marginal.
• Option 1: Remove or reduce the hazard so that it no longer requires to

be protected.
• Option 2: Install an appropriate safety barrier.
• Option 3: Leave the hazard unprotected.
Medians
Head-on impact with an opposing vehicle often leads to fatalities, and so a
continuous safety barrier is often provided in the median of a divided road to
separate opposing traffic. Such a barrier should always be provided on freeways
and expressways, and should be considered on other roads carrying large traffic
volumes at high speeds or where there is a fall across the median.
Embankments
The provision of safety barriers should be considered when slopes are steeper
than 1 in 5 (20%) or the height of the slope is greater than 6m. The barrier should
always be located on the verge, forward of the top of the slope, and not on the
slope itself. Where barriers are not to be provided, rounding of the top of the slope
reduces the chances of an errant vehicle becoming airborne.
Cuttings
Safety barriers are seldom required in cuttings. Exceptions are where there is a
steep rock face or where large boulders of other obstacles are located in the
cutting slope.
Roadside Obstacles
A safety barrier should only be installed if it is clear that the result of a vehicle
striking the barrier would be less severe than the accident resulting from hitting
the unprotected object. Generally if the clearance from the object to the edge of
the traveled way is greater than 1 Om protection is not required.
8-25
DUBAI MUNICIPALITY
Table 8.7: Guidance on the Provision of Safety Barriers
Object Comment
Bridge piers, abutments Protection generally required.

and parapet rails
Culverts, pipes, Judgment needed based on size, shape and location of

headwalls hazard.
Cut slopes (smooth) Generally protection not required.
Cut slopes (rough) Judgment needed based on likelihood of impact.
Ditches (transverse) Protection generally required. Ditch profile to be

considered.
Embankments Judgment needed based on height and slope.
Medians Protection required for freeways and expressways.

Judgment needed for other roads based on traffic speed,
volume and median slope.
Protection of Judgment needed where a particular hazard is perceived.

bystanders
Retaining wall Judgment needed based on relative smoothness and

anticipated maximum angle of impact. Protection
generally required before and after the wall.
Signs and lighting Protection generally required for non-breakaway supports

supports on higher speed roads.
Traffic signals Normally unprotected. Isolated traffic signals on high

speed rural roads may need protection.
Trees Protection may be required depending on site by site

conditions. Judgment needed.
Utility poles Judgment needed. Generally better to relocate pole.
Permanent bodies of Judgment required based on depth of water and likelihood

Water of encroachment by errant vehicle.
8-26
Chapter 8
Highway Facilities
Protection of bystanders
This is normally only justified where a sensitive use adjoins an unusual feature on
a road. An example might be if a school playground is located on the outside of
a sharp bend at the foot of a down-grade.
Table 8.7 summarizes the need for safety barriers where the clearance to the
traveled way is less than that distance.
8.8.3 Flexible Barriers
Flexible systems are generally more forgiving than other categories, because
much of the impact energy is dissipated by the deflection of the barrier and lower
impact forces are imposed on the vehicle. There are two basic types of flexible
system:
The first is a cable fence, normally comprising 4 strands of tensioned cable.

Cable fences redirect impacting vehicles after sufficient tension is developed in
the cable, with the posts in the impact area providing only slight resistance. The
closer the post spacing, however, the less the barrier can deflect. An important
feature of the cable fence is that, after most impacts, it returns to its original
position, and damaged posts are easily replaced.
The second type utilizes a standard steel beam section mounted on relatively
weak posts. This system acts in a similar manner to the cable fence. It retains
some degree of effectiveness after minor collisions due to the rigidity of the beam
rail element. However, after major collisions it requires full repair to remain
effective. As with the cable system, lateral deflection can be reduced to some
extent by closer post spacing. This system, as with all barriers having a relatively
narrow retraining width, is vulnerable to vaulting or vehicle under-ride caused by
incorrect mounting height or irregularities in the approach terrain.
8.8.4 Semi-rigid Barriers
Semi-rigid Systems work on the principle that resistance is achieved through the
combined flexure and stiffness of the rail. Posts near the point of impact are
designed to break or tear away, distributing the impact force to adjacent posts.
Lateral deflection of a Semi-rigid Barrier may typically be as much as 1.5m.
Semi-rigid barriers usually remain functional after moderate collisions, thereby

eliminating the need for immediate repair. There are a number of different types
on the market, each system having its own performance requirements and
capabilities. A few examples are listed below.
• Box Beam
• Open Box Beam
8-27
DUBAI MUNICIPALITY
• W-Beam (corrugated type of barrier)

• Blocked Out W-Beam
• Self Restoring Safety Barrier
The self-restoring safety barrier is a high performance barrier designed to be

maintenance free for most impacts and capable of containing and redirecting
large vehicles. The combination of high initial cost and high performance makes
this barrier more suited for use at high accident frequency locations.
When traffic speeds are expected to be greater than 50km/h the semi-rigid system
should be tensioned. Tensioned systems usually require a minimum length to be
effective and are unable to be installed on sharp radii (typically 50m minimum
length and 150m minimum radius). Individual barrier manufacturers'
specifications should be adhered to.
8.8.5 Rigid Barriers
Rigid systems offer no deflection when hit by a vehicle. The impact energy is
entirely absorbed by the vehicle. For high angle and high speed impacts,
passenger size vehicles may become partially airborne and in some cases may
reach the top of the barrier. For shallow angle impacts the roll angle toward the
barrier imparted to high centre of gravity vehicles may be enough to permit
contact of the top portion of the vehicle with objects on top of or immediately
behind the barrier, for example. bridge pie�s.
For these reasons, rigid barrier systems are not generally recommended for use
on roads with design speeds over 1 OOkm/h, and their proposed adoption on
higher speed roads should be carefully evaluated by the designer.
Commonly used rigid systems are the New Jersey Barrier in the USA, and the
British Concrete Barrier in the UK.
Typically the system is relatively low cost, has generally effective performance for
passenger-sized vehicles and has maintenance-free characteristics.
8.8.6 End Treatments
The untreated end of any safety barrier is extremely hazardous if hit, as the beam
element can penetrate the passenger compartment and will generally stop rather
than redirect the vehicle. A crashworthy end treatment is therefore considered
essential if the safety barrier terminates within 1 Om of the traveled way or in an
area where it is likely to be hit end-on by an errant vehicle.
The termination of the safety barrier should not spear, vault or roll a vehicle for
end-on or angled impacts. For impacts anywhere within the length of need, the
8-28
Chapter 8
Highway Facilities
performance of the barrier depends on that of the lengths adjacent to the point of
impact. For potential impacts close to the end treatment zone it is therefore
essential that the end treatment should have the same redirectional
characteristics as the standard section. This means that the end must be properly
anchored.
A number of different end treatments are available, working on a range of

principles. Some of these are listed below.
• Breakaway Terminals
• Turned Down Terminals
• Energy Absorption Systems
• Special Anchorage for Cable Fence
• Anchorage into Embankment
Further reference is essential to select the most appropriate system for each
particular situation.
8.8.7 Transitions
Transition sections of safety barrier act as a link between lengths of different

strength or rigidity, and are necessary:
• to provide continuity of protection when two different barriers join; or
• where a barrier joins another barrier system such as a bridge rail; or
• where a roadside barrier is attached to a rigid object such as a bridge pier.
The transition section should be at least as strong as the stronger of the two
sections which it links.
It should be long enough so that significant changes in deflection characteristics

do not occur within a short distance. Generally the transition length should be 10
to 12 times the difference in the lateral deflection of the two systems in question,
for example in a transition between a beam with a design deflection of 1.5m and
a rigid barrier or abutment, the transition length should be around 15 to 18 metres.
Drainage features such as ditches should be avoided at transition positions as

they may initiate vehicle instability.
The stiffness of the transition should increase smoothly and continuously from the
less rigid to the more rigid system. This can be achieved by decreasing the post
spacing, increasing post size or strengthening the rail element.
8.8.8 Selection of the appropriate type of safety barrier
The selection process is not easily defined but the most desirable system is one
which offers the required degree of protection at the lowest total cost. Table 8.8
summarises the factors to be considered.
8-29
DUBAI MUNICIPALITY
Table 8.8 : Criteria for Choice of Barrier Type
Criterion Comments
1 Performance The barrier must be structurally able to contain and

capability redirect the design vehicle.
2 Deflection The expected deflection of the barrier should not exceed

space available for deflection.
3 Site The slope approaching the barrier and the distance from
Conditions traveled way may preclude use of some barrier types
4 Compatibility The barrier must be compatible with its planned end

treatment and capable of transition to any other adjacent
barrier type.
5 Cost Standard barrier systems are relatively consistent in cost,

but high performance barriers can cost significantly more.
6 Aesthetics Occasionally safety barrier aesthetics is an important

consideration in its selection
Maintenance
7 Routine Few systems require a significant amount of routine

maintenance
8 Collision Generally, flexible or semi-rigid systems require

significantly more maintenance after a collision than rigid
or high performance barriers
9 Materials The fewer the different systems used the fewer are the
Storage inventory items and storage space required.
10 Simplicity Simpler designs tend to cost less and are more likely t be
reconstructed properly on site
11 Field The performance and maintenance requirements of

Experience existing systems should be monitored to identify problems
that could be lessened or eliminated by using a different
barrier type.
8-30
Chapter 8
Highway Facilities
8.8.9 Placement
Lateral offset from the road

As a rule safety barriers should be placed as far from the traveled way as
conditions permit. This gives the errant driver the best chance of regaining control
of the vehicle without having an accident. It also provides better sight distance.
Table 8.9 gives suggested lateral offsets related to the design speed, and it should
be noted that these are quoted from the edge of traveled way, not the pavement.
Judgment is always necessary, and other factors such as continuity of shoulder
provision, may override these suggested figures.
Table 8.9 : Suggested Setback From Edge of Traveled Way
Design Speed Setback from edge of

traveled way (rn)
50 1
60 1.5
70 1.7
80 2
90 2.2
100 2.5
120 3
140 3.7
Clearance between barrier and object being protected

The desirable minimum distance between back of barrier and rigid hazards should
not be less than the dynamic deflection of the safety barrier for impact by a vehicle
at impact conditions of approximately 25 degrees and 1 OOkm/h.
Manufacturers' specific requirements must be followed. However, as a guide, the

clearances set out in Table 8.10 are typical.
On embankments care should be taken to ensure that at full deflection of the

barrier the wheels of the vehicle do not overhang the edge of the slope.
The use of curbs with semi-rigid or rigid safety barriers should generally be
avoided, as impact with the curb causes instability in the vehicle's progress prior
to impact with the barrier. However, if the face of the safety barrier is laterally
within 225mm of the kerb face a vehicle is not likely to vault the barrier, and the
8 • 31
DUBAI MUNICIPALITY
performance of the barrier should be within normal tolerances.
Table 8.1 O : Clearance Between Barrier and Object Being Protected
Barrier Type Clearance from

Back of Barrier to
Hazard (m)
Tensioned wire 2
rope
Tensioned beam 1.2
Box beam 1.2
Rigid 0
Flare
A safety barrier is considered flared where it is not parallel with the road. Flared
ends should be adopted generally, because they locate the end of the barrier
further from the traveled way and minimise a driver's reaction to a hazard near the
road by gradually introducing a parallel safety barrier installation. Flaring may
also permit a reduction in the total length of barrier needed.
The flare rate is as shown on Figure 8.7, and is a function of design speed and
safety barrier type. Table 8.11 shows typical flare rates. It should be noted that
flare is not normally provided on the downstream end of a barrier on the outside
of a divided road.
Table 8.11 : Typical Flare Rates
Design Flare Rate for Flare Rate for Barrier

Speed Barrier within beyond Setback (Table 8.9)
(km/h) Setback
(Table 8.9) Rigid System Semi-rigid System
60 1 :13 1 :8 1 :7
70 1 :17 1: 11 1 :9
80 1 :21 1 :14 1: 11
90 1 :23 1 :16 1 :12
100 1 :26 1 :18 1 :13
120 1 :30 1 :2 0 1 :15
140 1 :35 1 :2 3 1 :17
Note: Refer to manufacturers' technical literature for special conditions.
8-32
DUBAI MUNICIPALITY
performance of the barrier should be within normal tolerances.
Table 8.1 O : Clearance Between Barrier and Object Being Protected
Barrier Type Clearance from

Back of Barrier to
Hazard (m)
Tensioned wire 2
rope
Tensioned beam 1.2
Box beam 1.2
Rigid 0
Flare
A safety barrier is considered flared where it is not parallel with the road. Flared
ends should be adopted generally, because they locate the end of the barrier
further from the traveled way and minimise a driver's reaction to a hazard near the
road by gradually introducing a parallel safety barrier installation. Flaring may
also permit a reduction in the total length of barrier needed.
The flare rate is as shown on Figure 8.7, and is a function of design speed and
safety barrier type. Table 8.11 shows typical flare rates. It should be noted that
flare is not normally provided on the downstream end of a barrier on the outside
of a divided road.
Table 8.11 : Typical Flare Rates
Design Flare Rate for Flare Rate for Barrier

Speed Barrier within beyond Setback (Table 8.9)
(km/h) Setback
(Table 8.9) Rigid System Semi-rigid System
60 1 :13 1 :8 1 :7
70 1 :17 1: 11 1 :9
80 1 :21 1 :14 1: 11
90 1 :23 1 :16 1 : 12
100 1 :26 1 :18 1 :13
120 1 :30 1 :20 1 :15
140 1 :35 1 :23 1 :17
Note: Refer to manufacturers' technical literature for special conditions.
8-32
Chapter 8
Highway Facilities
Plate 8.6 shows a typical barrier installation in the shoulder.
Plate 8.6 : Barrier Protecting an Obstruction in the Shoulder
Runout
The runout length is the theoretical distance required for a vehicle which has left
the road to come to a stop. This is clearly dependent on the friction between tire
and ground (of unknown properties), but the simplified information in Table 8.12,
based on American practlce'!", may be used in the absence of better data.
Table 8.12 : Runout Length
Design speed Runout length (m)

(km/h)
50 and 60 60
70 and 80 90
90 and 100 110
120 and 140 140
8-33
DUBAI MUNICIPALITY
By measuring a distance in advance of the hazard equal to the runout length, the
point at which an errant vehicle leaves the traveled way is identified. A straight
line is drawn from the outer edge of the traveled way at this point to the furthest
point of the hazard from the road. This defines the triangle of need.
Length of Need
The length of need is the length of barrier within the triangle of need. The farther
the setback from the road, and the sharper the flare rate, the shorter is the length
of need. Nevertheless, the flare rates in Table 8.11 should be respected.
There then requires to be end treatment outside the length of need, as shown in
Figure 8.7.
The length of need can be determined from analysis of the plan of the road and
the obstruction. For a straight road, it can be calculated from the following
formula:
(8-A)
Where L1 = length of parallel barrier in advance of obstruction
L2 = lateral offset from edge of traveled way to face of parallel

barrier
LH = lateral extent of obstruction from edge of traveled way
LN = length of need
LR = runout length (from Table 8.12)
x = flare rate (1 :x) (from Table 8.11)
These parameters are illustrated in Figure 8.8.
8-34
Chapter 8
Highway Facilities
-------;;:;;:.-----------------
----- -......_
...
-----------. _
---
Edge of traveled way
Figure 8.8: Length of Need
The length of safety barrier required should be such that it protects vehicles for
the full extent of the hazard. This includes the length of the approach flare, the
length of need past the hazard, and the runout length(s). The downstream runout
length is particularly important on undivided roads where protection is required for
vehicles traveling in the opposite direction, but should not be overlooked on
divided roads, where the possibility of contra-flow working during maintenance
operations should be considered at the design stage.
8.8.10 Underground Obstructions
Where there is a risk of driven posts or standard concrete footings interfering with
cables, ducts or pipes, and the alinement of the safety barrier cannot be adjusted
to avoid the obstruction, or where the depth of pavement construction is such that
the standard driven post or concrete footing would not penetrate into the
subgrade, special posts or footings should be provided subject to the approval of
the Roads Department, Dubai Municipality.
8.8.11 Existing Systems
With the development of technology and understanding of this subject it is usual

to find that older installations are sub-standard and do not always meet current
recommended performance levels. These deficiencies usually fall within two
categories, being either due to structural inadequacies or as a result of
inadequate design or poor construction methods.
Such installations will require upgrading to current standards at some time, and
the need for replacement of each installation should be considered on a site by
site basis.
8-35
DUBAI MUNICIPALITY
8.9 Energy absorbing barriers
Energy absorbing barriers, also known as crash cushions or impact attenuators,

are protective devices to prevent errant vehicles from impacting fixed object
hazards. This is achieved by rapidly slowing down a vehicle, if possible bringing
it to a safe stop before the point of impact with the hazard, but if not, slowing it
down to such an extent that the severity of the impact with the object is kept within
sustainable limits. Some designs of energy absorbing barriers also have the
capability to deflect and redirect a shallow-angle impact.
Energy absorbing barriers are therefore designed specifically for use at locations
where fixed objects cannot be removed, relocated or made to break away, and
cannot be adequately protected by a normal safety barrier. They primarily serve
to lessen the severity of an impact with a fixed object, unlike safety barriers which
attempt to redirect the vehicle away from the object.
Energy absorbing barriers work on one of two principles, namely absorption of

kinetic energy or transfer of momentum.
In the first case the kinetic energy of a moving vehicle is absorbed by hydraulic
energy absorbers or crushable materials. This can be achieved by the use of
water filled containers from which the water will be expelled in a collision, or by a
progressively crushable mechanical array of elements. Crash cushions of this
type require a rigid back stop to resist the impact force of the vehicle.
The second concept involves the transfer of momentum of a moving vehicle to an

expendable mass of material or weights. This mass is often provided by a series
of free-standing sand filled containers. Devices of this type require no rigid back
stop.
Although the theoretical principles involved are relatively straightforward, the

detailed calculations depend on the characteristics of the individual proprietary
system, and its ability to slow a vehicle of a particular mass traveling at an
assumed speed with an acceptable deceleration force. It is therefore necessary
to rely on the manufacturer's advice, based usually on the results of his own test
programme. Most manufacturers have design charts which enable the designer
to select an appropriate layout, usually indicating how many of the system units
are needed to meet these defined conditions.
Energy absorbing barriers are generally appropriate for cars traveling at speeds
of up to 100 km/h, but not for trucks and buses, although clearly they would have
some effect in reducing the severity in the event of a head-on impact by a truck,
bus or faster-moving car.
The most common application of energy absorbing barriers is at an off-ramp in a
8-36
Chapter 8
Highway Facilities
depressed or elevated structure, where a bridge pier or gore parapet requires

protection and there is insufficient space for a conventional safety barrier lead-in.
Plate 8.7 shows an energy absorbing barrier protecting an obstruction located in
the gore area of an off-ramp terminal.
Plate 8.7: Energy Absorbing Barrier Protection to Obstruction

Located in the Gore Area
For optimum performance, the barrier should ideally be on a relatively level

surface. Curbs should not be provided as they may cause the vehicle to become
airborne, thus coming into contact only partially with the crash cushion.
There are many different designs of energy absorbing barrier systems, each of
which has its own particular merits and applications. In the selection process, the
road designer must consider the site characteristics, cost, maintenance
requirements, and structural and safety characteristics of the different systems.
Further general reference on this subject is given in the American Association of

State Highway and Transportation Officials' publication, Roadside Design Guide.
For details of any specific energy absorbing barrier, the manufacturer's technical
literature should be referred to.
8-37
DUBAI MUNICIPALITY
8.1 O Traffic Calming
8.10.1 General
Excessive vehicle speed is a significant factor in the majority of accidents in urban

areas. Although the vehicles concerned may not have exceeded the posted
speed, they have traveled faster than the prevailing conditions required. This is
frequently due to the driver being "given the wrong signals" from the road
infrastructure - being unaware that he is driving at a speed which is too great for
the circumstances in which he finds himself (either associated with the road layout
or related to other road users and those living in the area).
Traffic calming is a generic name for techniques of speed reduction through road
design. The objective is to alter the driver's perception of the road so that he
drives at a speed which is appropriate.
On roads of arterial standard and above, traffic calming is never appropriate. The
prime function of such a road is the safe movement of traffic, and imposition of
speed reducing features would lead to driver frustration as well as being
economically negative.
On urban collector roads, some elements of traffic calming may be appropriate,

but the place where calming techniques are particularly relevant is in the design
of local streets.
In residential areas, the local street right of way is often used for purposes other
than mobility, and the worldwide trend is for the street to be regarded more and
more as an "urban space" rather than a traffic route. In such an urban space, the
movement of motor vehicles should be subservient to the needs of other road
users (namely pedestrians and cyclists) and those who are simply meeting,
conversing or playing in the area. Traffic calming helps towards that aim.
8.10.2 Objectives of Traffic Calming
• The main objectives are:

• to improve road safety; and
• to improve the quality of life for residents of the area.
Secondary objectives are:

• to smooth the flow of traffic;
• to reduce the volume of traffic;
• to improve the environmental quality of roads;
• to discourage the use of unsuitable routes by heavy vehicles or streams of
unnecessary through traffic;
• to limit vehicular atmospheric pollution; and
8-38
Chapter B
Highway Facilities
• to reduce traffic noise levels.
The introduction of an area speed limit can assist in achieving these objectives,
but unless the road is designed appropriately, incorporating relevant traffic calming
measures, the posted speeds are likely to be disregarded by many drivers.
8.10.3 Factors to be considered
Whether it is proposed to introduce a traffic calmed zone in an existing

neighborhood, the questions to be considered include:
• What is the posted speed? What are the prevailing traffic speeds? Are
these appropriate for the area, given its architectural, ecological and social
framework?
• Is there any unnecessary traffic passing through the area? Can it be
accommodated on the surrounding roads? Or, if it is a short journey, could
the same purpose be served by walking?
• Is there a history of accidents in the area? Is speed a contributory factor?
• What traffic regulations exist in the area at present?
• What are the physical features of the area - location of curves, intersection
spacing, presence of grades, etc?
• What are the access requirements of all the activities which are undertaken
in the area?
In the design of a traffic calmed environment, whether on existing roads or in a

new area, the following factors are important:
• Selection of the desired target speed and hence design speed of the road
elements.
• Identification of those places where specific calming measures need to be
introduced, for example if there are long straight sections of road.
• Consideration of the need for bus movement.
• Assessment of the level of on-street parking required - parked vehicles or
suitably designed bays can sometimes act as traffic calming features in their
own right.
8.10.4 Types of Traffic Calming measure
There are a vast number of techniques available to the designer, and this manual
can only indicate some of them. Calming is a developing science, and new
approaches are being developed in many countries. The designer is particularly
referred to techniques used in Europe, particularly in The Netherlands, Germany,
France and Great Britain. In the latter case, the publications Traffic Calming in
Practice'P', Traffic Calming Guidelines(14l and Traffic Calming - A Code of
Practice(15l provide useful source material.
8- 39
DUBAI MUNICIPALITY
It is stressed that any proposal for traffic calming measures (many of which
involve techniques not currently prescribed for use in Dubai) need to be
developed in close liaison with Dubai Municipality, and will require to be formally
approved by them before implementation.
There are four generic types of calming techniques, namely traffic engineering
measures, visual or aural features, horizontal alinement features and vertical
alinement features.
8.10.5 Traffic engineering measures
Intersection priority change

This can be introduced to break up a length of road which has priority through a
series of intersections. Care needs to be taken in the signing of such a measure.
One-way streets
The introduction of short lengths of one-way operation can create a "maze"-like
road system, thus discouraging through traffic. The technique can also be used
to limit traffic speeds by breaking up straight lengths of road into short sections,
and can also permit the transfer of space from pavement to sidewalk or landscape
use.
Shared surfaces
In appropriate circumstances it may be possible to provide an area to be used by
both pedestrians and motorized traffic. It is essential in such areas to ensure that
only very low vehicle speeds are achievable.
8.10.6 Visual or aural features
Bar markings
These are colored road markings which can be laid across the road, particularly
to draw attention to a change in speed limits. They may also be perceived by
changes in tire noise.
Entry treatment
Where drivers enter a calmed road or area, it usually helpful to draw this to their
attention by use of different visual signals - paving color, texture or material being
the usual method. Alinement features are often provided in association with entry
treatments.
Gateways
Gateways are a form of entry treatment, but with added vertical features such as
walls or fences at right angles to the road, relatively close to the edge of the
traveled way, to give a visual effect of narrowness.
8-40
Chapter8
Highway Facilities
Over-run area
This is an area of the road pavement which is surfaced, textured or colored
differently so that it appears to narrow the traveled way, but yet can be run over
by those larger vehicles which are unable to maneuver within the delineated path.
Planting
The presence of long sight lines can be a contributory factor to high speeds.
Planting serves two purposes, firstly to provide an enhanced environmental
appearance, and secondly, to assist in keeping sight lines as short as possible,
compatible with the very low design speeds which traffic calming adopts.
Rumble devices
These are textured areas of pavement which cause tire noise to be perceptibly
different, thus raising driver awareness.
8.10. 7 Horizontal alinement features
Speed Limiting Bends

These are tight curves, with inner curb radii in the range 1 Om to 15m. They should
only be used where the other elements of the roadscape make it evident to drivers
that traffic calmed behavior is expected. Drivers should be able to see the bend
clearly on approach, but sight distances around the bend should deliberately be
reduced by the provision of planting or hard landscaping. A stopping distance of
30m should be provided.
Build-outs
These are local protrusions of the sidewalk into the pavement area, effectively
narrowing the vehicular traveled way. They are often provided in combination with
vertical features.
Chicanes
These consist of a pair of build-outs on alternate sides of the road but not opposite
each other, thus creating horizontal deflections which can only be negotiated by
vehicles traveling at low speeds.
False roundabouts
These consist of small roundabouts where there is no intersecting road.
Medians
The introduction of a median (which may be raised or flush with the traveled way)
on an otherwise undivided road has the effect of reducing lane widths and
achieving effective visual narrowing. If space permits, the median can be planted,
and apart from improving the amenity of the road this prevents excessive forward
visibility. Figure 8.9 shows such a layout, which has been specifically developed
for use in Dubai.
8- 41
DUBAI MUNICIPALITY
Parking
___ ___._ _
-
-!-----------------� Landscaping �-------------
----::-:.:----.. - - -
......
E
Parking eo
Figure 8.9 : Traffic Calming Layout Using Planted Median
Pinch points
These are locations where the road is deliberately made too narrow to permit two-
way operation, and vehicles have to operate in "shuttle" fashion, one direction at
a time. On busier roads it may be necessary to give priority by signing to one
direction of travel. Figure 8.10 shows such an arrangement.
E c=i c:==J c::::::J c::::::J E=J c=I

(0
"' Parking
---
Landscaping Parking
----
--------------' E ''\.._____________
("')
''
--- ----
Parking Landscaping Parking
E
�
("')
c::::::J c::::::J c::::::J I:=:) c::::::J c::::::J
Figure 8.10 : Traffic Calming Layout Using Pinch Point
8-42
Chapter 8
Highway Facilities
Sidewalk widening
Reallocation of space within the right of way can sometimes be achieved by
widening sidewalks and reducing traffic space accordingly.
8.10.8 Vertical alinement features
Sidewalk crossovers
These allow pedestrians to continue at sidewalk level across the mouth of a minor
intersecting road, with the road being ramped up to sidewalk level and down
again. In these installations, drivers are expected to give way to pedestrians.
Road humps
Humps are locally raised areas of pavement, typically 100 to 200mm high and 4m
long (parallel to traffic direction), which can only be crossed comfortably by
vehicles traveling at very low speeds.
Speed cushions
These are a form of flat-topped road hump which extends across only part of the
traveled way, allowing buses (with wider wheelbase) to pass on the level, but
requiring cars to run one or both wheels over the cushion.
Speed tables
These are raised areas of pavement flush with the sidewalk, and are often
provided over the whole area of an intersection.
Thermoplastic humps
These are small road humps constructed of thermoplastic material and typically
40mm high and up to 0.9m long (parallel to traffic direction).
Speed bumps
These are small road humps, typically up to 75mm high. They are normally 0.3m
long (parallel to traffic direction) and laid in threes, at 1.3m centers.
8.10.9 Designing the traffic calmed layout
This is best achieved in a design team, incorporating most or all of the following
people:
• a road design engineer
• a town planner
• a road maintenance engineer
• a road safety practitioner
• a landscape architect
• a representative of the residents
8 • 43
DUBAI MUNICIPALITY
Best results are normally obtained by balanced use of a number of the techniques
identified above, but the finished scheme should convey the message that drivers
need to travel slowly, take care, and make allowances for children and other
pedestrians. Limiting forward visibility is one of the chief ways of achieving an
impression of "intimacy" rather than the usual "open road" feeling.
Features used out of context can actually create an increased risk of accidents.
Encountering a maximum height speed hump when traveling at 50km/h on a
straight alinement, for example, can cause loss of control, and damage to the
vehicle.
Refer also to Chapter 9, Local Roads.
8.11 Landscaping
Apart from the amenity benefits, the landscape treatment of medians, intersections
and verges can have practical advantages. By ground sculpting, perhaps in
conjunction with planting, the alinement of the road can be made more obvious to
drivers. Hard landscaping can have a practical value, for example in protecting
an embankment from erosion. Plate 8.8 shows such a use, with soft landscaping
contrasting with the hard material in a manner which is visually pleasing.
Plate 8.8 : Hard Landscaping Used to Protect Embankment,

With Contrasting Soft Landscaping Area
8- 44
Chapter 8
Highway Facilities
Landscaping can play an important part in aiding drivers waiting to exit from a
minor road by providing reference points or features by which to judge the speed
of drivers approaching on the major road. This is particularly useful where a
major/minor intersection is located in open land, with a lack of natural reference
points. Planting can also provide a positive background to the road signs around
an intersection, and can visually unite its various component parts. Limiting the
view to that necessary for the driving task helps to avoid driver distraction.
Specialized planting, which is generally more appropriate in urban than rural

areas, requires significant maintenance effort if it is to be successful. The
preferred watering method is an automatic irrigation system supplied from a return
effluent main. Approval for any such scheme must be sought from Dubai
Municipality Roads Department. If a return effluent main is unavailable, care
should be taken to ensure that watering can take place without tankers needing
to obstruct the traveled way at any time.
A well-defined maintenance programme should be developed if extensive planting

is used, to ensure that such planting does not at any time obscure other traffic
movements or traffic signs.
Grade-separated intersections offer great scope for sympathetic landscaping, to

improve their appearance, to reduce the overall visual impact which arises from
their sheer size, and to take full advantage of the extensive earthmoving that
normally takes place in order to achieve the required vertical alinement of the
various roads.
In rural areas planting should be restricted to indigenous species and be related

to the surrounding landscape. In the desert, for example, planting of non-local
species would appear incongruous, and landscape treatment is therefore often
restricted to ground sculpting.
Within at-grade intersections, the areas required for visibility envelopes can only
be planted with species having a low mature height, so that when they are fully
grown they do not extend into the lower edge of the relevant visibility envelope.
Higher and denser species of bushes and trees can be planted outside visibility
envelopes, and in roundabouts it is usual to adopt such planting towards the
centre of the island. In all cases, due allowance must be made for the situation
that will develop with fully mature growth.
Apart from the amenity benefits, the landscape treatment of roundabouts can
have practical advantages. By earth sculpting, perhaps in conjunction with
planting, the presence of the roundabout can be made more obvious to
approaching traffic. The screening of traffic on the opposite side of the roundabout
to the point of entry can, without restricting the necessary visibility, avoid
distraction and confusion caused by traffic movements which are of no concern to
8-45
DUBAI MUNICIPALITY
a driver. Planting can provide a positive background to chevron signs and

direction signs on the central island while visually uniting the various vertical
features and reducing any appearance of clutter.
Generally the planting of roundabout central islands less than 1 Om in diameter is

inappropriate as the need to provide the driver with adequate forward visibility
leaves only a small central area available. Such a restricted area of planting is
out of scale with the roundabout as a whole, and may appear as an incongruous
"blob".
Recent experiments with a ring of black and white paving laid in a chevron pattern
inside the central island perimeter at a gentle slope have proved successful in
improving the conspicuity of central islands, and this hard landscaping can
therefore also be effective from a safety point of view.
It is not uncommon to provide sculptures or other works of public art in the central
islands of roundabouts. These can provide a focus for the traveler, and if
designed and positioned correctly can prove an asset to the surroundings.
Lighting of landscape features can enhance their appearance at night, but care
should be taken to avoid distraction or dazzle to drivers.
8.12 Utilities
Road rights of way are intended to provide adequate space for road cross section
requirements and at the same time allow the public utilities sufficient space for
existing and proposed plant. Where space for utilities is limited "wayleaves"
outside the road right of way may sometimes be obtained by contacting the
planning authority.
The public and private utilities to be accommodated include the following:
• Telephone
• Cable Television
• Electricity - Distribution
• Electricity - Lighting
• Electricity - Transmission
• Sewerage
• Irrigation Water
• Surface Water and Land Drainage
• Water
• Oil and Gas
Each utility has its own working procedures and works specifications. These
should be referred to when designing the road construction and drainage facilities.
8- 46
Chapter 8
Highway Facilities
Particular consideration may be required to position soakaways if right of way

width is restricted. Where space is limited, soakaways may be lowered, by the
addition of ring sections, to allow shallow utilities such as ETISALAT to pass
above the soakaway chamber. However, in new roads priority is to be given to
road related utilities such as drainage and lighting.
References for Chapter B
(1) Guidelines for Urban Major Street Design, Report of Technical Council
Committee 5-5, Institute of Transportation Engineers, 1983.
(4) Guide for Development of new Bicycle Facilities, American Association of
State Highways and Transportation Officials, 1981.
(5) Guidelines for construction of cycle paths beside roads outside built-up
areas, RONA, Netherlands, 1985.
(6) Cykeln i Stadsplannen, Trafikplanering AB, Sweden, 1971.
(7) Les deux roues dans la ville, Ministere de l'Equipement, France, 1976.
(8) Guidelines for planning and design of cycleways, Bicycle Track Committee,
South Australia, 1980.
(9) Project R660 : Geometric Highway Design Manual - Working Paper No.4
"Vehicle Type Information" (unpublished) April 1998.
(10) Design recommendations for multi-storey and underground car parks (2nd
edition), Joint committee of The Institution of Structural Engineers and The
Institution of Highways and Transportation, UK, 1984.
(11) Roadside Design Guide, American Association of State Highway and
Transportation Officials, 1989.
(12) Design Manual For Roads and Bridges, Department of Transport, UK.
(Document TD 19/85, Safety Fences and Barriers and Volume 3 Highway
Construction Details)
(13) Traffic Calming in Practice, The County Surveyors' Society, Department of
Transport et al, UK, 1994.
(14) Traffic Calming Guidelines, Devon County Council, UK, 1991
(15) Traffic Calming - a code of practice, Kent County Council, UK, third edition,
1994.
8- 47
Chapter 9
Local Roads
Chapter 9
Local Roads
9 Local Roads
9.1 Introduction
This Chapter deals only with those roads which are defined within the hierarchy
as Local Roads, and gathers together the advice contained in various locations
within this manual. For Collectors, Arterials and Expressways/Freeways, see
Chapters 10, 11 and 12 respectively.
Local Roads have the function of providing access to the land-uses which
generate and attract the demand for travel.
Local Roads generally link to Collectors, which in turn give access to the higher-
status roads within the network. They are almost without exception undivided
roads of two-way two-lane or one-way single-lane width, carrying typically less
than 1 OOveh/h in the design year.
9.1.1 Rural Local Roads
Local roads should be related to topography from the standpoint of drainage,

economics, amenities and access to adjacent properties. Predicted traffic
volumes have an influence on the design of the road and its intersections.
9.1.2 Local Streets (urban)
The more important local streets (generally those which link other local streets to
Collectors) are referred to as Major Local Streets, while the short accesses,
small loops and cul-de-sacs, servicing areas and parking lots are referred to as
Minor Local Streets. These two sub-classes are used in this Chapter, where
such differentiation is needed.
Local streets should be designed to minimize through traffic movements, with

street patterns selected to reduce vehicle travel distances and speeds. Traffic
circulation should not have to rely on extensive regulations or signs in order to
function properly. Application of basic cross sections with few simple at-grade
intersections will produce a layout capable of catering for the relatively low traffic
levels which characterise the urban local street. Traffic volumes are not a major
design consideration.
It is accepted that local streets may not always be free from obstruction. Cars
stopping to set down passengers and vehicles undertaking maintenance
operations are just two examples where local streets may be temporarily or
partially obstructed.
9-1
DUBAI MUNICIPALITY
In residential areas, because of their function, local streets have a high level of
non- motorized activity, caused primarily by the movement of pedestrians and
children at play. The roads therefore need to be designed in a way that reflects
this, and leaves the motorized driver in no doubt that his needs are not the over-
riding ones in the local environment. Traffic generators such as schools, mosques
and shopping facilities should be carefully considered in the overall design.
Pedestrian activity levels may be locally high, and conflict with moving traffic
should be minimized. Adequate levels of curbside parking should be provided,
without obstructing visibility or jeopardising the safe operation of the road.
In commercial and industrial areas, the prime function of the local street is to
provide access to premises. The type of vehicle necessary to service the adjacent
land-use activity generally determines the scale and layout of the street and its
intersections.
9.2 Basic Design Parameters
9.2.1 Design Vehicle
Local Roads are generally designed to accommodate PC, BUS and SU vehicles
only. In rural areas, however, consideration should be given to the likely usage by
vehicles larger than these, and due allowance made. In industrial areas, the
design should generally be designed to accommodate vehicles up to WB-15, with
a degree of encroachment into other traffic lanes being acceptable, but a more
generous provision may be warranted by the nature of the industrial activity.
Roads leading to parking lots are normally designed to carry only PC vehicles, but
a check should be made that SU vehicles can gain access, with encroachment as
necessary, for maintenance purposes.
9.2.2 Design Speed
The Design Speed of a rural Local Road should respect the nature of the area
in which it is located. In the absence of other determining factors, the
recommended Design Speed is 60km/h. In areas where the terrain is more
difficult, lower speeds (down to 30km/h in mountainous areas) are appropriate.
The Design Speed of a Major Local Street should be such as to allow motorized
travel at a reasonable pace relative to the other activities of the area, and the
permitted values lie between 30km/h and 60km/h. In the absence of any other
determining factors, the recommended value is 50km/h.
In a Minor Local Street, speeds should be kept low, so that the road can fulfil its
proper function. The generally recommended value is 40km/h.
9-2
Chapter 9
Local Roads
Traffic calming is a suitable technique for use on all Local Roads and Streets,
and the recommended Design Speed with traffic calming is 30km/h.
Where a Design SReed of less than 50km/h is selected, it is important that the
design parameters, particularly in respect of visibility and horizontal curvature, are
kept close to their minimum permitted values. If greater levels are provided,
higher traffic speeds are thereby encouraged.
All Local Roads and Streets should have a Posted Speed of 50km/h or lower as
local conditions dictate. Consideration should be given to the nature of the non-
motorized movements when selecting Posted Speeds. For example, a lower
Posted Speed may be appropriate near a school, and will be necessary in an area
which has been traffic calmed.
9.2.3 Levels of Service
Level of Service is not a relevant consideration for Local Roads, due to the
relatively small amount of vehicular traffic which they carry.
9.2.4 Sight Distances
The Stopping Sight Distance relevant to the Design Speed should always be
provided on a Local Road. The Stopping Sight Distance requirements and
associated vertical curvature K values are shown in Table 9.1. For increased
Stopping Sight Distance on 60km/h design speed roads which are on a
downgrade, refer to Table 4.1. At other design speeds, the effect of grade is
insignificant and can be ignored.
Table 9.1 : Stopping Sight Distances and Associated Vertical

Design Speed Stopping Sight Minimum K value for Vertical Curves

(km/h) Distance (m)
(Level Road) Crest Sag
30 30 3 4
40 45 5 8
50 65 11 12
60 85 18 18
Passing considerations may apply, exceptionally, on some longer Rural Local

Roads. The relevant Safe Passing Sight Distance from Table 9.2 should be
provided at locations where passing is specifically to be catered for. It should be
9-3
DUBAI MUNICIPALITY
borne in mind that the sight distances and vertical curvatures which permit safe
passing are very significantly more generous than those for stopping only. If
passing is to be catered for, the result will be a road on which much higher speeds
may be undertaken by vehicles not involved in passing. By comparison of Tables
9.2, 4.1 and 6.4, it can be seen that a layout designed to permit passing on a
30km/h Local Road would permit safe driving over a crest curve (with no passing)
at over 70km/h, and safe stopping on a level road (with no passing) at a design
speed well in excess of 90km/h. For this reason, passing is normally only
catered for on a longer Rural Local Roads.
Table 9.2 : Safe Passing Sight Distances and Associated

Vertical Curvature for Local Roads and Streets
Design Safe Passing Sight Minimum K value for

Speed Distance (m) Vertical Crest Curves
(km/h)
30 180 40
40 230 65
50 280 95
60 365 160
Decision Sight Distance is never a relevant consideration on Local Roads and

Streets.
9.2.5 Grades
Local Roads are the most flexible of all roads in respect of grades. The upper limit
for rural Local Roads and urban Major Local Streets is set at 8%, while for urban
Minor Local Streets grades of up to 10% can be adopted. There should seldom
be a parcel of land to which access is prevented by level differences.
However, there are some constraints on the maximum grade which may be
p. 'Vic1d:
• In industrial areas, the presence of trucks makes an upper limit of 6%
desirable.
• Where a Local Road abuts the frontage of a residential plot, it is desirable
practice to limit the grade to 3%.
• Where a Local Road approaches a "Give Way" or "Stop" intersection, the
last 15m should be at a grade not exceeding 2%.
The minimum grade to be adopted on a Local Road is 0.2%, and drainage should
be checked carefully to ensure that ponding does not occur.
9-4
Chapter 9
Local Roads
Critical grade length criteria are not relevant to Local Roads.
9.2.6 Superelevation and Crossfall
The maximum superelevation for horizontal curves on a rural Local Road is 4%.
Crossfalls of 2% outwards from the crown line should normally be provided on
straights.
In order to discourage excessive speed on urban Major Local Streets, it is often

prudent to limit the superelevation to 2%. Crossfalls of 2% outwards from the
crown line can be provided on straights, although current Dubai practice requires
the entire pavement width to be cross-hung at 2% as this proves beneficial for
drainage purposes
On Minor Local Streets (and where traffic calming is used) it is again the
drainage consideration which makes it preferable Dubai practice to adopt a 2%
superelevation across the full pavement width on straights and curves alike.
Where longitudinal grades are very low, consideration may be given to increasing
crossfalls on straights to a maximum value of 3%, if this helps to eliminate flat
areas and consequent ponding hazards.
9.2.7 Horizontal curvature
The minimum radii for horizontal curves on rural Local Roads and urban Major
Local Streets are set out in Tables 9.3 and 9.4.
Table 9.3 : Minimum radius for rural Local Roads
Design Minimum radius (m)

Speed
(km/h) 2% 4%
superelevation superelevation
30 40 35
40 70 60
50 110 100
60 165 150
9-5
DUBAI MUNICIPALITY
Table 9.4 : Minimum Radius for Urban Major Local Streets
Design Speed Minimum radius (m)

(km/h)
2% normal 2%
crown superelevation
(Preferred)
30 50 40
40 90 70
50 145 110
60 220 165
On urban Minor Local Streets, higher levels of side friction factor are appropriate,
and these lead to the adoption of lower radii than would be the case for the same
design speed under open road conditions. Tables 9.5 and 9.6 contain the details,
and should be contrasted with Tables 5.2 and 5.3 pertaining to open road.
Table 9.5 : Side Friction Factors for Design of Urban Minor Local Streets
30 0.28
40 0.23
50 0.19
60 0.17
Table 9.6 : Minimum Radii for Curves on Urban Minor Local Streets
Design Minimum radius (m)

Speed
2% normal 2%
(km/h)
crown superelevation
(Preferred)
30 28 25
40 60 50
50 115 95
60 190 150
9-6
Chapter 9
Local Roads
On traffic calmed urban Minor Local Streets, even tighter curves may be
introduced as speed-limiting bends, where the designer considers that vehicles
will indeed travel extremely slowly. These bends should have an inner curb radius
of 15m, but this may be reduced to 1 Om, typically on cul-de-sacs. On such speed-
limiting bends, the maximum available forward visibility should be restricted to the
Stopping Sight Distance appropriate for a design speed of 30km/h, namely 30m.
9.2.8 Widths
Lane widths on Local Roads should be as shown in Table 9.7.
Table 9. 7 : Lane Widths on Local Roads
Lane width (m)

Single-lane roads 4.00
2-lane roads Residential 3.50
Commercial 3.50
Industrial 3.65
Lane widening may be required on curves on Local Roads and Streets. On

curves of over 125m radius, the recommended lane widths are as set out in Table
5.5. On curves with radii of 125m down to 15m, Table 14.8 (Case 1) gives the
width requirements, but it is anticipated that there may be some encroachment by
larger vehicles on to the opposing lane. The designer should consider carefully
both the design vehicle which he wishes to accommodate and the degree of
encroachment which he considers to be acceptable from a safety viewpoint.
The use of vehicle swept path templates or suitable computer software greatly
simplifies the task of designing curves on Local Roads. This process should
always be used when designing traffic calmed layouts with speed limiting bends.
Consideration should be given to providing the widened area on the inside of the
bend in a distinctive paving material, for example deeply textured paving blocks,
to encourage drivers of cars and other smaller vehicles to drive on the unwidened
section of the road.
Urban Local Streets are curbed, but no curb clearance is required. Parking lanes
may abut the running lanes.
Rural Local Roads are generally uncurbed, but are provided with shoulders.
9-7
DUBAI MUNICIPALITY
9.3 Intersections
Local Roads generally have major I minor intersections, whose spacing depends
on the layout of the development.
Sidewalks should normally be provided on both sides of a Local Road in urban

areas, but in rural areas sidewalks are rarely necessary, given the significant
shoulder and verge widths which normally exist.
Sidewalk widths greater than 3.15m are desirable. However, minimum sidewalk
widths of 1.8m may be used subject to agreement from Service Authority
regarding access to their existing, or future, underground operations. Widths
should be checked for adequacy to handle the anticipated flows in the vicinity of
major pedestrian generators (see Table 8.2).
Pedestrian Crossings are not normally required on Local Roads.
9.5 Traffic Calming
Local Roads are generally well-suited to the application of traffic calming

techniques, and the designer is referred to Section 8.10 for full details.
The complete range of traffic calming measures may be considered for adoption
on Local Roads. Best results are obtained when an entire area is considered from
the outset, with traffic calming and speed reduction features designed in to the
geometric layout. However, the application of traffic calming techniques to
established areas can still yield safety benefits and improve the environment for
pedestrians and for children.
9.6 Turning Areas
Cul-de-sacs should be provided with an area at the closed end to allow vehicles
to turn around and return along the road. (Where vehicles larger than SU and
WB-15 are expected, a loop or through road should be used instead of a cul-de-
sac.) Figure 9.1 shows a range of typical turning areas, with their dimensions.
In the circular turning area, an outside curb diameter of 20m is ample for private
cars, 26m for a WB-12 vehicle, and 30m for SU and WB-15. A 20m diameter also
permits an SU truck to turn by backing once. These circular turning areas can, of
course, be accommodated within a square courtyard with 20m (or 26m or 30m)
sides.
9-8
Chapter 9
Local Roads
1
.. 20m
·1 l(��>I
�20m �20m
�Min. �(30m)
r:
I
I
L
I
..
I
I
I
I
L
I
I
I
Square End Square End

(with angle parking) (minimum)
20m 20m
(30m)
6m ----.;::---i- 6m
----+(10m) ��-_,_(10m)
Circular Circular Offset
Hammerhead
Dimensions in brackets relate to SU Design Vehicle
Figure 9.1 : Typical Turning Areas
9-9
DUBAI MUNICIPALITY
9. 7 Driveways
Care should be taken in the siting of driveways which give access to properties
adjacent to the road. Section 14.9 contains full details.
9.8 Summary of Design Parameters
Table 9.8 summarizes the key geometric parameters relating to preferred Design
Speeds for Local Roads and Streets.
Table 9.8 : Summary of Geometric Parameters for Local

Roads and Streets
Urban
Rural
Local Major Minor Traffic
Geometric parameter Road Local Local Calmed
Street Street Layout
Preferred Design Speed (km/h) 60 50 40 30
Stopping Sight Distance (m) (level road) 85 65 45 30
Minimum Horizontal Radius (rn) 150 110 50 25*

(e=4%) (e=2%) (e=2%) (e=2%)
Maximum Superelevation (%) 4 2 2 2
Maximum Longitudinal Grade (%) 8 8 10 10
Minimum Longitudinal Grade (%) 0.2 0.2 0.2 0.2
Minimum Sag Curve K value 18 12 8 4
Minimum Crest Curve K value 18 11 5 3
Minimum Vertical Clearance (m) 5.5 5.5 5.5 5.5
"Lower radii are permissible for speed-limiting bends.
Typical cross-sectional elements relating to Local Roads and Streets are shown
on the Figures which follow.
9- 10
Chapter 9
Local Roads
8! (1) r
• <ii �.
� 0 "'
- -- - ,!
cCl)
E
"O
c
J 1
l
<(
>
(1)
a:
u: . ti
f
0 e, ;;; 0
0 o, 0
�
E (/)
0
N ff � .!
..._:
�
C\i
<])
!! e z
� "'
O c:
�
:!
O Ol
0 '<t _J
a: c
j � b ·u0
- --
Cl)
CJ)
·---··---- Ill
��
c Q) e
Ill
I �E
·u5E
o
�8 «i
'
::,
«i c
Ji (J
Ol
0 ::::?
_J
c
0)
c ·v;
jJ
Ol
-e
(1)
0
�
t-�
.I
--
(J
·.:::
"E ai
�rn JII
E
·.,::_:
a Ol
,,','
!Z�,�;J
, , '
"O
c
u5 e
Ol
�
0..
0
(1)
<!J
�-- ---1'--.....r--- -
-�
Ci
Figure 9.2a : One way, one lane local street with parallel parking-
residential/commercial. (Row 40')
9 - 11
DUBAI MUNICIPALITY
_,
l
a ; .
'
a o "'
Cl) �
mrq
l21
g
D
E
Cl)
E
t-_______.___,..,.---11 cil _ -·
'O
c
J !
�I
-�U--1---nrf-��
- -, I..,
t.ilJ
NI -8:-Ji
:c
�
"!
�
l
<(
>
Cl)
a::
_ _J iri Ill
ID
b
�
Ill
"l <D
M
iI! a.
0
---1
i---'---L-
�If I� 0,
1111 9l
- - J --·------'-
a. iii u
a. 0
lo 0
� f li ,..
(J)
.. ....:
0 s . . _� z
� g-,i �
E
0
..J J] ,..
M
a:i c
j
0
;: b u
pJ
<D
- <I)
�,
0 (J)
a: (/)
�Ii -, e
(/)
. J
,l�qi .
0
_ Ill
co:::,
_)
�
"! co c
8� . IJ 8
_J
�
cu
c:
�11
sC\i
Ol
'iii
fa
jJ
Ill
-, ID -e::> 0
.
91;!1 a,....; �
0
·c
uin
_JI�
I -,i 12
cu
i
f.:
JII l�
_J a,
�
'O
0
o�=i a,
.C\i �
(J)
�� 0
cil lj
1�
'! !
�
H
u
Figure 9.2b : One way, one lane local street with parallel parking-
9-12
Chapter 9
Local Roads
B: f
ro !,
Q)
I a
�
c
Q)
E
u
c
i
Q)
E
<(
I
<
>
Q)
a:
�j g I
0
::.::
a..
j'
�
Ol
9>
.. ti
f <(
a..
; 0
0
(/)
Ji ,... .. 1-:
�! ] z
JI ,...
�
j b
<O
Q
ti
Q)
(/)
0
11
a: V)
e
V)
J ]e o
o::8
-- ni
--, ::,
c
I�
1..: J Jj �
0
....J
�
(1)
c
_....J
� .Ql
c V)
,
8�
jJ - -e
(1) Q)
a
... �� II")
::,
�,
(J
'°
41 ·.:
awn
I Ill
,...; g
u
iii
Qi
JI
....JI�
u
E
... J ,.; 0
g
io
0,
c Q)
o�==::[� -C\i (1)
- � � -·-_-2
� if)
-
0.
!B � >
d. O!
0
--·B·--1 ·:.;B...
IJTI
ll1I
...
•••
M
. !L '· j�
'i i
-· .. ___,......._,_ --"...r----
t
�:t
<'.I
Figure 9.3 : One way, one lane local street with parallel/angled parking-
9- 13
DUBAI MUNICIPALITY
!II Q) f
I ...
iii :!,
0
I
E
Q)
E
"O
c
I
Cl>
-----··--- E
-c
I
-e
>Cl>
a:
ll g
i
I!
0
�
Cl.
jl Ol
9>
.. 0
I i O
,,
Cl.
Cl. 0
CJ)
.. �
�! 1
C\I
z
11 C\I
c
�
I g 0
n
'+"
0 0
ex: Cl>
CJ)
�
J o
e
'
1�1-�
----, �
�If
c
__ ...J
1u: It)
<'!
JI ] <11
:::::;:
c
C7)
'iii
i!IB :.->---1--.- 16
jJ -e:::, Cl>
... � � It) 0
�, --- ��
- 1--- � .,.; 0
111 '5Q)
__ ::'.)li!J--..... 1?
� ___ �
JII j
c-; <11 E
J
J�
0, "O
ci �
o�-�--+- N
CJ)
ffi!!I �
0, 0..
ci
It)
ci
�
:H
. ��' 0
Jl :,;
j �:!
0
Figure 9.4 : Two way, two lane local street with parallel parking-
9- 14
Chapter 9
Local Roads
�
- f
J
Q)
(!J
:g
,,,,
- - _u:
a !
- ----- - '------!-,
E
Q)
E
'O
c
J I
l
<
>
Q)
a:
ii 0
(X) .. �
i a..
I!
JI
0
O>
'?>
.. 0
O Cl)
I a..
a.. 0
; 0
1a
"! __, (/)
.. �•
(")
(\J
JI
� z
]J (\J
I
0
0 'fl
(X)
O Cl) Q)
I() c
. co (/)
jl
M __, (/)
e
(/)
J o
�
- --- cii
�If
:::,
"iij c
N if 0..
Ji o
0
...J
(!J
::E
c
Ol
- - -, c 'iii
�I :� I ji -
(!J
-e
Q)
:::,
a
o
·c
____ J O Q)
� 'E
(!J E
��
i�
'O
c
8 ---
11 (!J
u5 Q,
I()
ci
Figure 9.5 : Two way, two lane local street with parallel parking
9- 15
DUBAI MUNICIPALITY
J � • s«I {"',...
�1
I
ltl
�
ci
15 I 0
I
Ol
0
i
13
j
!.Ji� ECD
co � . .! � E
Is
�I!�
d 'C
a, c
I
CD
J·!i �t
t8 � E
c(
I
..: <l>
8 8' i" 8' a,
lQ' u
��
---, �
0
� llli >CD
�If :3I -
<
er
!.. ��Cl.�8'
__ _J
z� N
i�
0
,.'
sa.. I
0
8
(\J
&!
J] (\J
I
0
� ll
-�- �
IIi
Cl)
e
Cl)
I o
'
�
c
n,
� ::!:
c
---, .2'
:�1 jJ i:::>
�If
�
.g
i1
___ J O
�
� i
JII
�� 'C
8
!
� �
Cl)
/======�-�]
�I--�I� �
�-;Jt---..J
IO� �
�H
___ J
·H
�:1
!
Figure 9.6 : Two way, two lane local street with parallel/angled parking
9- 16
Chapter 9
Local Roads
If)
ci
�------- '----
c
<1)
E
"O
c:
J
<1)
E
<(
-- - ---
i
<
>
<1)
a:
11 0
co
�
e
0
�
Q.
jl 0)
9)
0
� 0
i
<(
<( 0
(f)
f ti N � �
0
ci ! .!
_i, - � z
�
..,
0
..,: l! N
"'� c:
j
0
0
0
co u
� �
<1)
a: (f)
(") j ::=. c\i
Jg ·e
Cl)
ss
(/)
0
J jE u
a::8 <ii
::,
<ii c:
Ji o
0
-'
�
ro
c:
- -,
Ol
. -· .. ·- --- c: "iii
ro
js -e <1)
1�1 - a
lu:j
::) o
·c:
___ _J
R � Q)
JI! s
ro E
i�
ii}� 'O
c:
8
(f) 0..
M
1H
,J'
Jl .
�
··-· ·-·--------- -- 1..--·· __ - .
t H
0
Figure 9.7 : Two way, two lane local street with angled parking
9 • 17
DUBAI MUNICIPALITY
!,..
J'
Cl)
i
-- �I
�----
IO �
c:i E
"O
c
....---.--
\ I �
�1,
0,
(B��
c:i <I'.:
�1 I
oj
---, 0,
. �
\�:�H
C\i
:fl..,
---;-Hr
IO
"": <
>
Cl)
IO a:
,le IO
<'i
--, "'
__ .J
I�
I..: I �
i
I!
�
a..
CD 0
iiii
�
a.. • u
,,&!
a.. 0"0
� �
� Cl)
8 .. ..,.:
l
(\J
@!
n
�
0
- en
ail :I
I z
(')
co IJ (\J
c
�
0
([ � �
�;
I g ' fl
Cl)
Cl)
I
! Cl)
Cl)
...0
ol
>,
-le
J o
---, '
I cij
�,
rs
I�
::::,
c
co
__ _J t(l Ji � :::E
-. � �as:- c
.21
---,
41
--e:;;n-
-le�
-
. -
IO la
jJ ::,e s
Cl)
__
u'i
___. 1J1�1
� .g
0, M 'Eco i
c:i � E
o�J
� J�
C\i "O
ffi� s JII �
Cl)
IO
c:i
j�
·t·i
H
!
Figure 9.8 : Two way, two-lane local street with
parallel parking - industrial (Row 60')
9- 18
Chapter 9
Local Roads
�·,.
8l f
J
<I)
cii
0
c
<I)
E
u
c
I
<I)
E
<(
·- -·-
l
<
>
<I)
a:
11 �1
"'Cl)
.... e>
• Cl) .. x:
-> I;; i a..
.
e
0
0
. J:
-(/)
jl I
0)
qi
0
t
I 0
0
� (/)
ff ...:
0
0
:! �!
C\J
.."
iii
z
E ·- (/)
"'N }! --
--
C\J
J
0
Cl
-.:!" 's
-· -
<I)
(/)
(/)
(/)
0
I 0
0 :i «i
::,
.: Cl)
ro0 c
co
� �
Cl) .2
.!,! .; Ji -'
0 �
• Cl) � � - -- c
Cl
- > Cl) Cl)
·oo
Cl) <I)
�
jJ
<I)
::, 0
a: 0
·c
-eco <ii
JIi
E
u 0
c
lo
<I)
co
U) e,
M
1�
·ii
�
H
0
Figure 9.9 : Two way, two lane local street - rural (Row 40')
9- 19
DUBAI MUNICIPALITY
II Q)
r
;;;,
0
J <ii
0
I
c
Q)
E
"'
c::i
"O
c
I
Q)
E

r
"'...
<'i -f#.J �
- < Q)
wl
"'Lt) a:
--i-'
;I<:_ _J i<"'
..
(\j
C\i 0
---, �
-..... I
<.O
�e
.. � c,
10 I!
>
..:5
I� 0
----'
-g
<O - -
0 - .,,
:, 0)
O 9>
s: "'
e
u
.- .
.. 0,
(J')
s 0
.. g�
,,
.,, "' 0
"' .,,�
E.. "'3:
c:
<O
. "' C:-
..
(') ..I
�
Cl)
"' �
� ;: �..
Cl .s!
�!
N
z
E (/) .,,c:
J!
0
(') ,(! N
ai Cl :,
� �1 c
."' I ·u
0
0 0
a: "'
<O e
<5�
w"'
<.O
-.
Q)
.
(') ..I Cl 8. Cl)
-= "'..
IJl
e
0 - IJl
.,,.; � >-
I o
:s
-
3
0
0:5
s:
. «i
<O :, i<
---,
i
c::i O (J') ::J
c
- >.
q e, I�
I..: Ji
«i
0 <II
::E
-8
0
----' "'
"! ...J c
Cl
�8� ...
«i <ii
- jJ Q)
---,
<>I
i<
"'Lt) ::J
a:
0
0
I
·c
� -�1 g "E Q)
,:,; I�
JII
_...J <II E
<'i
__ _J g
..
0)
"O 0
c:i c ti Q)
o� C'.\i <II ·.s- o
u5
�>
ffi(.J ... 0)
c::i
0:
M
Ii)
c:i
1�.J•�
'n !
� H
�
Figure 9.1 O : Two way, two lane local street - rural (Row 60')
9-20
Chapter 9
Local Roads
8: Q)
a I
--- - -- -- ---·- �
cii ;;;,
c
Q)
E
"O
c
I
Q)
E
<(
- _.__ -·--·-
l
<
>
Q)
CI:
-· -- ·- - -·
1 .
s
.(mpunog )Old
::J
J tJ �
� a..
I!
0
lj J'
� ---
Ol
9)
ti
f
-·-· ---
� 0
0
(/)
tl lu I-:
a:0 Ia.. !!
-�
I
z
.
._Cl)
c:i
�
Bco }] -
·--·
E
0
8
� -,,, - c
I --
0
<O b "flQ)
N
�
0
- (/)
a: (/)
.
(/)
0
J u.
- -- <ii
::,
(0 c
Ji
_:.,: (0
0
_:.,:
u5 �
c
--- - O>
$
Jl
. ·u;
a
Q)
·-- .(iepunog - :=i ·co:

)Old 1ii
1:!
(0 E
"O
I
0
JII u5
c
(0
o
Q)
--- . - .. ...
�
J�l�
'ii�
l 11
o
Figure 9.11: Typical Sikka coss section (Row 20')
9-21
Chapter 10
Collectors
Chapter 10
Collector Roads
1O Collector Roads
10.1 Introduction
This Chapter deals only with those roads which are defined within the hierarchy as
Collectors, and gathers together the advice contained in various locations within
this manual. The function of Collectors is to cater for short-distance trips at
relatively low speeds, and to provide a means of access to and from the Arterial
road network. (For Local Roads, see Chapter 9, and for Arterials and
I
Expressways Freeways, refer to Chapters 11 and 12.)
Rural Collector Roads are undivided roads and should be designed to

accommodate the highest possible standards compatible with traffic and
topography.
Urban Collector Streets, which are normally undivided roads, cater equally for
mobility and access. Access control should be used primarily to ensure that
access points conform to desired standards for location, design and safety.
Minimization of conflict points, the adequate handling of turning traffic, and the
achievement of minimum conflict with pedestrians, are desirable goals. Traffic
volumes in the Design Year will be a determinant of the scale of facility to be
provided,
In residential areas, collectors provide the link between local streets and Arterials,
and also serve the frontage development along their length, with curbside parking
being provided as necessary. In commercial areas, they link the Arterials with the
local roads which lead to parking places, and they may also have curbside
parking. Limited access is provided to fronting development. In industrial areas,
they are designed to handle the movements of larger vehicles in accordance with
the nature of the industry which they serve, and are often provided with shoulders
which can act as curbside parking lanes. Access points to adjoining properties
are relatively infrequent.
In general, the geometry of Collectors should be adequate to handle vehicles up

to SU and BUS, but not semi-trailers. In industrial areas, however, all sizes and
types of design vehicle should be catered for.
10.2.2 Design Speed
The Design Speed of a Collector should lie in the range 60km/h to 80km/h. A lower
10- 1
DUBAI MUNICIPALITY
value of 50km/h may be adopted if necessary in fully developed urban areas or in

mountainous rural areas where topography is a major constraining factor.
In the absence of other relevant considerations, the recommended design speed

for a rural collector is 80km/h, and for an urban collector is 60km/h.
Level of Service D is normally adopted for design purposes on Collectors, but

traffic volumes will rarely be high enough for this to result in practice, even in
urban areas.
The Stopping Sight Distance relevant to the Design Speed should always be
provided on a Collector. SSD requirements and associated vertical curvature K
values are as shown in Table 10.1. (For increased Stopping Sight Distance on
roads which are on a downgrade, refer to Table 4.1.)

Curvature for Collectors

(km/h) Distance (rn)
50 65 11 12
60 85 18 18
70 110 30 25
80 140 50 32
On undivided Collectors, passing considerations apply. The relevant Safe

Passing Sight Distance from Table 10.2 should be provided at all locations where
passing is to be permitted.
On rural Collectors, which may be of considerable length, it is important that

adequate opportunities for passing are provided. On urban Collectors, which
normally connect to a divided Arterial road (where passing can safely take place)
at some short distance downstream, passing considerations are rarely relevant.
Decision Sight Distance is rarely a relevant consideration. See Section 4.5 for
details.
10-2
Chapter 10
Collector Roads
Table 10.2 : Safe Passing Sight Distances

and Associated Vertical Curvature for Undivided Collectors
Design Safe Passing Sight Minimum K value

Speed (km/h) Distance (m) for Vertical Crest
Curves
50 280 95
60 365 160
70 455 240
80 545 350
10.2.5 Grades
The maximum longitudinal grade tor a Collector is 6%, although flatter grades
should be achieved where possible. Where residential properties abut the road,
a maximum grade of 3% should be sought.
The critical grade length set out in Table 6.2 should not be exceeded.
The minimum grade to be adopted on an Arterial road is 0.2%.
The maximum superelevation for a Collector is 4% in urban areas and 6% in rural

areas. Normal crossfall of 2% outwards from the median (on a divided road) or
from the road edge (undivided road) should be provided on straights.
10.2.7 Horizontal Curvature
The minimum radii tor horizontal curves are set out in Table 10.3 below.
Table 10.3 : Minimum Radius for Collectors (m)
Design speed 4% 6%
(km/h) superelevation superelevation
50* (100) (90)
60 150 135
70 210 190
80 285 255
* In rural areas, this design speed is only appropriate in mountainous terrain
10-3
DUBAI MUNICIPALITY
10.2.8 Widths
Urban Collectors are curbed and should be provided with lanes which are 3.65m
wide, except in industrial areas, where 3.75m is provided. No curb clearance is
required. Parking lanes may abut the running lanes, and in an industrial area it is
good practice to provide a continuous 2.Sm wide outer shoulder which can also
be used for parking.
Rural Collectors (both divided and undivided) are generally uncurbed, and have
3.65m wide lanes and a 2.Sm outer shoulder.
Median widths depend on circumstances, but the preferred width is 6.0m.
10.3 Intersections
Collectors are generally characterized by at-grade intersections, all types

(including signalized and roundabouts) being suitable for use on Collectors.
10.4.1 Sidewalks
Sidewalks should normally be provided on both sides of an urban Collector, and

should be provided where justified on rural Collectors.
In locations with high pedestrian flow, the width of the sidewalk depends on the
level of pedestrian activity, as given in Table 8.2. In other locations, a minimum
width of 2.0m applies, but widths of 3.0m or more are desirable. In rural areas,
footways are not normally required, but where provided they should be 1.8m to
3.0m in width, located within the verge.
It is normally possible for pedestrians to cross a Collector road without the

assistance of any special facility.
• Grade-separated crossings (bridges and subways) are only likely to be
justified in exceptional circumstances
• Crossings incorporated within signalized intersections can be provided on
Collectors, normally where they intersect with Arterials.
• Controlled marked at-grade crossings (of the "Pelican" type) are unlikely to
be necessary.
• Uncontrolled marked at-grade crossings (of the "Zebra" type) are only
appropriate on urban Collectors with a posted speed of 60km/h or less.
10- 4
Chapter 10
Collector Roads
10.5 Traffic Calming
Although Collectors are designed to handle short-distance traffic movements,

traffic calming may be provided where considered appropriate. Measures which
may be adopted where clear benefit can be shown include Bar Markings, Entry
Treatment, Gateways, Rumble Devices, False Roundabouts, and Medians.
Section 8.11 gives full details.
Tables 10.4 summarizes the key geometric parameters relating to preferred

Design Speeds for Collectors.
Table 10.4 : Summary of Geometric Parameters for Collectors
Geometric parameter Rural Urban
Preferred Design Speed (km/h) 80 60

Stopping Sight Distance (m) (level road) 140 85
Safe Passing Sight Distance (m) {level road) 545 365*
Decision Sight Distance (m) {level road) 155** ***
Minimum Horizontal Radius (m) (for e=4%) 285 150
Maximum Superelevation (%) 6 4
Maximum Longitudinal Grade (%) 6 6
Minimum Longitudinal Grade (%) 0.2 0.2
Minimum Sag Curve K value 32 18
Minimum Crest Curve K value 50 18

Minimum Crest Curve K value 350 160*
(for Safe Passing Sight Distance)
Minimum Vertical Clearance (m) 5.5 5.5
* It is rarely necessary to provide Safe Passing Sight Distance on an urban Collector.

** This figure relates to the approach to a STOP (sign or signals). In other cases the figure is 305m.
*** It is not normally necessary to provide Decision Sight Distance on an urban Collector.
Typical cross-sectional elements relating to Collectors are shown on the figures

which follow.
10- 5
DUBAI MUNICIPALITY
J-v"--,�-
. :J-�---�
E
Ql
E
"O
c
I !
��
8 ...
I
----, -e >
l�I
Q)
a:
� _J ___,_
- �
f �!8
e 'I �·
U)1
-·
8 � ! ,� z
�
E
0
....
J1 (\j
,,i
"'
ti! <O:i!
�I
---,
e�1
.:-.:-��1
'°4
0
___ J �
O!
0
Ill
0
Figure 10.1 : Two way, two lane collector with

parallel parking - residential/commercial (Row 80')
10- 6
Chapter 10
Collector Roads
--,
: ! 1-
__ _J ___._
�,
O>
9>
<(
a.
�
0
2
-�-
'
cii
:::,
c
�
_:.f?� � SlID
-�
�,
I�
Ul
- _JI� O
___ J
........., _
__._

parallel/angled parking - residential/commercial (Row 80')
10 • 7
DUBAI MUNICIPALITY
Ell] .
�, o�
I .1-,I
l .l �
a
:,
J'
snl f
0
E
�I
II 11n
Q)
� :!l E
I
0 -0
..; c:
Q)
�
i1ii
__ J
E
l
o"f <(
ll!I __a_ .. 11 ":IJ

--, Ill
r
I I
__ ...J � al., I�
I
-,io,
__ J
--
- "'
<
>
s
Q)
I
a:
Sl
Ill
JI 8
"'
w�
----, �
0
.. �
i a..
!I ___ JI
I!
� !�
0
(1)
"' i 0
t
(1)
f
,,
� 0
I!
� � (J)
. . ..,.:
J
C\J
� � .! z
�
J]
!
C\J
c:
I
N
0
lo " fl
�
a: � � ·a,
Q)
Cl)
I
VI
e
VI
J
� I�
o
I
---, � <ii
,.. I
j
:::,
I� c:
____ J
H
0
�
JI nl
:::E
c:
01
8 'iii
� ff jJ
Q)
� 0
::::, 0
0 ·c:
;:j ai
"E
JII
E
.,�
nl
---1l!
__ J I ...,
-0
� i�
Cl) Cl.
� II
0 .. ,
!:l
�0
M
1�
·i i
a.
"l
m8
0
11
!
angled parking - residential/commercial (Row 95')
10- 8
Chapter 10
Collector Roads
0
J
* I,
! ---1
Ms•. cil �
0 �
.l:., Cl
1\IJ £
11
__ .J
�
l{) E
C\I
<O -
lfl lfl
(1)
E
l{) l{) u
,..: co c
I
(1)
E
0
"': -c
:,1 l
---, r
0
l{)
C\i If ---,
---'
__ ,111 <
>
(1)
!I
•1 8'
a:
�
C"i
] i b
N �
Iis
"' -8
iii
�
0
a..
,!:: �
O'l
9l
�� ...,fs" ..
�I
ti
a..
,,
li 0
a.. 0
� ----, I j ;.
al U)
t-
-�JII .. ._.:
l{)
I
N
�!
C\I
gl -=��
�!
I z
r
E ,a
�-
0
'° I 1]
r 0" '<t
a>
M .�
o·a c
� s�[
I ·u
io 0
0 �� N
-
a: r (1)
U)
I
(I)
e
(I)
��
I o
'
iii
:::,
IJ j �
c
<II
c
Cl
�� c "iii
,I jl
<II
-e
(1)
0
!I :::> o
·c
� If --1,i t! ai
<II
-e
E
JII l�
---' c
__ _,:,1
---,
�
0 en Q.
"':
� II M
r
l{) l{)
--., lfl
,..: co
l{)
__e�l...,
� 1�
·ti
r
H
!
Figure 10.4 : Two way, four lane collector with
parallel parking - residential/commercial (Row 125')
10- 9
DUBAI MUNICIPALITY
f
"rm§ Al
I'
Q)
iii 8,
o' �
i1 a
IO S!
J 0 0 �
H
"E �
�il
>,
I
0 T
It)
(') :: � Q)
c
Q)
--, c: -6
en. o_ E
__e�i.,
"O
- c:
c
• �
I
0 Q)
0 .Q Q)
0 ::! .:5! E
� ·e .9! �
Ji
<(
oi
0
IO
iri --1.,
__ _.,
0
�
.... z c "E .c1a
O
ti)
ti)
�
0
.,,
...
I
. � Oa-ij,
I-�
---1.1 � � c: <
>
Q)
a:
___ J
en a � g
0
IO
C\i !� !I ·1 0
,....
(\j
.. �
0
I e,
l8 0)
(') � 9l
.. u
! 0
,,
<(
0.. 0
f' It)
q (0
(') �
�!
Lt)
C\I
!:,
E
....0 ---, I J! "<!"
coM
�
8 I -�JII
I in
,....
(\j
c
·u
0
JJ
CD
]
]
0
�
ti)
a:
e
ti)
J o
. I
iii
::,
Lt)
.,,
c
(0
(') � JJ ::E
c
C7)
iJ :::>!
"iii
Q)
a
It) 0
(0 ·c
(') � Q)
�
JII l�
"C
E
s
If �
� II
C\i
--,
__e;:.., �
·--, 0
It)
CX)
...; ffl
;�;J I J�
s � ·d
•8 8. 0 0
�
H
Figure 10.5 : Two way, four lane collector with

parallel/angled parking - commercial (Row 125')
10- 10
Chapter 10
Collector Roads
..
c
Q)
�--...J E
"O
c
---1�1 � I I
0 "' -
I
___ _J �
�
CX)
"'
-
�18 I �
Ill � Q.
1!' �-d! �
.. 0
[ 111111 f � ! 0
--- '- '--·-·-· .

--.._ 'iii •
]
----,
1 .. 1�1---,--y-
- , r---J
�
c
O>
c 'iii
l!I�
8 -- jJ �
-·-
�
·c
JI �
�
:a
'n
E
� Ii -
I!
�
s
(.!}
---,
I co 2 (/) c,
.,
I� ---iir
--;-J d-
�,
�---,
§::!I--- ..
� j gJ
oi--�o-t-
.,. OOl!l�__l �
'
lo
Figure 10.6 : Two way, two lane collector with parallel

parking - industrial (Row 95')
10- 11
DUBAI MUNICIPALITY
J !
J
Q)
i
iii
0 ;·
d I
-
�
II
·---,
:g s=: �
E
-
:fl
,..: ___ ..J
"O
c
I
Q)
E
� <(
I
�
C\i If <
>
Q)
a:
�� i �
t!
0
0)
9>
.. u
� 0
e
,,
��
Q.
Q. 0
-
Ill
(\I
[--
8
81J �!
C\I
i
�
0
st I! "'"
a: c
j in
....
C\I
0
·g
�
i
II)
�� II)
0
....
J o
I
"iij
�
�� Ji j c
co
:re
c
O'J
c 'iii
co
JJ -e Q)
� If
0
::> 0
·c
'E a;
JII N I�
co E
"O
� II -
Cl)
�
- ffl
Ill
"l
-
�
it�
·H
�:1
l
0
Figure 10. 7 : Two way, four lane collector with parallel

parking - industrial (Row 125')
10- 12
Chapter 10
Collector Roads
t
'I Q)
:,
_J iii
0
-I
ml!!� "' d
o� I
--, :c I
:!!.,; "'d E
---1
,u --.- co
Q)
E
---� d
"O
c
8�1
I
Q)
__ _J
�
s<D E
<{
8
�G� !!!� 0
l
---1
": >
I
< Q)
a:
I�
O
Cl)
Cl � __ _J
I u!
N 4)
> 0
(X) �
� "C
� iI! a.
O Q) -
. .: 8 s
N - ::, 0
(/)
a,
9'
ft!�r
..!
0
0
0
� �
,.; j
� Cl)
._;
z
0
�1
E
'<I"
,,i
"'
�
c
I ·u
0
0 b
er: � �
(X)
(I)
Cf)
,.;j
(/)
e
(/)
- �
I o
<ii
.
"' ! 3§ :::,
. .: 8 s c
(/)
Ji § ....J
<11
:E
c
en
� e>
Cl)
----, ·cn
�:::,
N Cl>
>
___ J
I�
I..: I iJ a:
�
0
·c
�
0
": ¢i
II j l �
n, E
l!I� "O
8
s<D
-
U)
---, �
:!! 8::ll
��1
.,; co
d
"'
-H
__ _J
d
o�
ffil!I � "'d 'i i
Ill
d
j
H
0
Figure 10.8 : Two way, two lane collector - rural (Row 80')
10- 13
DUBAI MUNICIPALITY
�I II
s<O !
o,
IBl!!�f � J 0 S!
l
- oj II)
-f "1
A<lf o..f-
H�I
___ ...J E
Q)
t,,f E
II)
co
,..: ----�,1'.i!J--2..
� "O
c:
I
Q)
____ J �
E
<(
l
a,
<
>
Q)
a:
0
.....
0 �
i
I!
Q.
�
ts
0
�
,,. (/)
.. ....,:
Iz
(\J
!!
}! (\J
c:
I
0
II).,
in
:!l �
'Q
0) o
Q)
(/)
�
e
I• J o .
I
"f i
-8 <ii
T
(I)
----, :::,
,,:. I
c:
.,
0"'
.,;�
JI �
<O
c:
____ .J
,.,
0 Cl
'iii
l!I�
8 - jJ �:::,
a:
so
·c
� �
0 ro E
i�
..; "O
�
JIi j
---1� I
(/) 0.
II)
a,
co
,..: ___ J
-.ii" ,.,
0
0
hf
�,
---, !ii
�
H�
---/1 :!l
0 Ji
IBl!l�__J_ 0
"f ii
j
o
H
Figure 10.9 : Two way, two lane collector - rural (Row 95')
10- 14
Chapter 10
Collector Roads
J
I
I
Q)
cu
a �I
EQ)
E
u
c
I
Q)
E
<t:
I
0 )!;� -c
>Q)
"'· c:::, a:
� -..c::
C O
Cl)
:sen
c �
1/) w z0 I!!i Cl.
<.Oz 0
(') :'.5
(1)
9>
u
� 0
,,
0
Cl)
w ....:
1z
<.Oz
1/)
C\J
(') :'.5 �!
)] """
c
j u
in 0
----, �
C\J
�I
lq Q)
Cl)
luS (/)
___ _j
e
(/)
8• � �
"'>
a, I o .
��8 cii
j
:::,
c
--,
1/)
"l
41
8t;jl -
1/)
1/)
Ji �
C1l
c
(0 Ol
__ .J 'iii
�
� �
---,
I
jJ :::,
a: a
Q)
0
·c
__ .J Ol
Q)
ci 'E
C1l E
l�
u 0
Ol
ci JII �
Cl) Q.
1/)
ci
-1�
'1 i
j
�:1
0
Figure 10.10 : Two way, four lane collector - rural (Row 125')
10- 15
Chapter 11
Arterial Roads
Chapter 11
Arterial Roads
11 Arterial Roads
11.1 Introduction
as Primary and Secondary Arterials, and gathers together the advice contained in
various locations within this manual. It should be noted that Expressways and
Freeways, whose design characteristics enable them to carry greater volumes of
traffic with fewer access points, are dealt with in Chapter 12. Previous Chapters
deal with Local Roads (Chapter 9) and Collectors (Chapter 10).
The function of Arterials is to provide high-speed, high-volume links between

major points in both the rural and urban road networks. Arterials are divided
roads, normally of four or six lanes.
Rural Arterials are designed on the basis of traffic volume needs, and should be
constructed to the highest standards possible. The geometric design is
determined from the selected design speed and design traffic volumes, taking into
account the type of terrain and the general characteristics of the alinement. Direct
access to adjoining development should rarely be permitted.
Urban Arterials have mobility as their main determinant, with limited service to
adjacent development. Where greater development access is required, service
roads are often provided. In major centers of activity, the arterial street system
must cater for vehicular mobility while recognizing and providing for a significant
level of pedestrian activity.
11 .2.1 Design Vehicle
The geometry of Arterials should be adequate for all sizes of design vehicle.
11 .2.2 Design Speed
The permitted range of Design Speed for a Primary Arterial is from 1 OOkm/h down
to 80 km/h. For Secondary Arterials, the range is 90km/h down to 60km/h. It may
be necessary in mountainous terrain to adopt lower design speeds, and values of
60km/h for Primary Arterials, or 50km/h for Secondary Arterials, may be used.
In the absence of other relevant considerations, the recommended Design Speed

for a Primary Arterial is 1 OOkm/h (rural) and 90km/h (urban), with 80km/h being
appropriate for Central Business Districts. The corresponding recommended
11 • 1
DUBAI MUNICIPALITY
figures for Secondary Arterials are 90km/h (rural), 70km/h (urban) and 60km/h
(CBD).
11 .2.3 Levels of Service
Level of Service C is normally adopted for design purposes on all Arterials, but in
urban areas heavily-developed parts of the network may necessitate the use of
Level of Service D.
11 .2.4 Sight Distances
The Stopping Sight Distances and associated vertical curvature K values are set
out in Table 11.1. (For increased Stopping Sight Distance on roads which are on
a downgrade, refer to Table 4.1)


(km/h) Distance (m)
50 65 11 12
60 85 18 18
70 110 30 25
80 140 50 32
90 170 75 40
100 205 105 50
As all arterials in Dubai are divided roads, passing is not a relevant consideration.
Decision Sight Distance should be provided at relevant locations in accordance
with the guidance set out in Section 4.5 and in Table 11 .2.
11 - 2
Chapter 11
Arterial Roads
Table 11.2 : Decision Sight Distances and Associated Vertical

Design Speed Decision Sight Minimum K value for

(km/h) Distance (rn) Vertical Crest Curves
50 170 75
60 215 100
70 260 135
80 305 185
90 350 225
100 400 310
11 .2.5 Grades
The longitudinal profile of an Arterial should be designed to suit the topography.

The maximum grade permitted is 6%; flatter grades should be achieved where
possible.
The minimum grade to be adopted on an Arterial road is 0.3%.
11 .2.6 Superelevation and Crossfall
The maximum superelevation for all urban Arterials is 4%. In rural areas, the
maximum is 6% for Secondary Arterials and 8% for Primary Arterials. Normal
crossfall of 2% outwards from the median should be provided on straights.
The minimum radii for horizontal curves are set out in Table 11.3 below.
11 • 3
DUBAI MUNICIPALITY
Table 11.3 : Minimum Radius for Arterials (m)
Design Speed 4% 6%* 8%*

(km/h) superelevation superelevation superelevation
50** 100 90 80
60 150 135 125
70 210 190 170
80 285 255 230
90 370 335 300
100 n/a n/a 385
* The maximum superelevation in urban areas is 4%.
** A design speed of 50km/h can be adopted only in mountainous terrain.
11 .2.8 Widths
Urban Arterial roads are curbed and should be provided with lanes which are
3.65m in width. At lower design speeds, no curb clearance is required, but at
higher speeds an outer curb clearance of 0.6m, and either a median curb
clearance of 0.6m or a median shoulder of 1.2m, are provided.
Rural Arterial roads are not curbed, and have 3.65m lane widths with a 2.5m outer
shoulder and a 1.2m median shoulder.
Median widths depend on circumstances, but are normally 6.0m to 8.0m on urban
Secondary Arterials, 8.0 to 1 O.Om on urban Primary Arterials, and varying on all
rural Arterials.
Section 11 .6 contains further details and typical cross sections.
11.3 Intersections
Arterials are generally characterized by at-grade intersections, although grade-

separation is always permissible and may be more appropriate in certain
instances.
Not all at-grade intersections are suitable for use on Primary Arterials.
• On Primary Arterials in urban areas, Major I Minor intersections should not
be used, and U-turns should be avoided wherever possible. Signalized
intersections and roundabouts are appropriate types to use.
11 - 4
Chapter 11
Arterial Roads
• On rural Primary Arterials, Signalized intersections should not be used, as

experience elsewhere has shown that the risk of high-speed accidents can
be unacceptably high. Roundabouts may be preferable, but often grade
separation will be considered appropriate.
11.4 Service Roads
Parking is generally discouraged on or abutting the through running lanes of an

Arterial road, as this could lead to excessive speed differentials and unexpected
maneuvers.
Where parking is required in order to serve the fronting land uses, Service Roads
are the preferred facility. These are roads provided parallel to, and physically
separated from, the main line (see Section 7.13.2). It is normal for Service Roads
to have a single one-way running lane of at least 3.5m width, and adjacent parallel
or angled parking bays on the side adjacent to the development, with an
appropriate buffer lane being provided where possible (see Section 8.5.3).
Occasionally it is appropriate to provide a further bank of parking bays (and a
further buffer lane) adjacent to the outer separation between the service road and
the arterial proper.
11 .5.1 Sidewalks
Sidewalks should normally be provided on both sides of an urban Arterial, and

should be provided where justified on rural Arterials.
In locations with high pedestrian flow, the width of the sidewalk depends on the
level of pedestrian activity, as given in Table 8.2.
In other locations, the widths set out in Table 11.4 should be provided.
Table 11.4 : Preferred Sidewalk Width for Arterial Roads (rn)
Urban Rural
Primary Secondary All Arterials

Arterial Arterial
Desirable 4.3 or more 3.35 or more Where provided within
verge width, sidewalk
Minimum 1.8 1.8 should be 1.8m to 3.0m
11 - 5
DUBAI MUNICIPALITY
It can be hazardous for pedestrians to cross Arterial roads, and adequate thought
shouldbe given at the design stage to the requirements for pedestrian crossings.
• Grade-separated crossings (bridges and subways) are always acceptable
on Arterials, but may not always be cost-justified.
• Crossings incorporated within intersections are normally provided on
Arterials.
• Controlled marked at-grade crossings (of the "Pelican" type) are generally
the norm for mid-block crossings of Arterials.
• Uncontrolled marked at-grade crossings (of the "Zebra" type) are only
acceptable on urban Secondary Arterials with a posted speed of 60km/h.
Tables 11 .5 and 11 .6 summarize the key geometric parameters relating to

preferred Design Speeds for Primary and Secondary Arterials respectively.
Table 11.5 : Summary of Geometric Parameters for Primary Arterials

- Urban
Geometric parameter Rural
Generally in CBD*
Preferred Design Speed (km/h) 100 100 80
Stopping Sight Distance (m) (level road) 205 205 140
Decision Sight Distance (m) (level road) 400 400 305
Minimum Horizontal Radius (rn) (tor e=4%) 480 480 285
Maximum Superelevation (%) 8 4 4
Maximum Longitudinal Grade (%) 6 6 6
Minimum Longitudinal Grade (%) 0.3 0.3 0.3
Minimum Sag Curve K value 50 50 32
Minimum Crest Curve K value 105 105 50

(for Decision Sight Distance)
Minimum Vertical Clearance (rn) 5.5 5.5 5.5
*CBD = Central Business District
11 - 6
Chapter 11
Arterial Roads
Table 11.6 : Summary of Geometric Parameters for Secondary Arterials
Urban
Geometric parameter Rural
Generally in CBD*
Preferred Design Speed (km/h) 90 80 60

Stopping Sight Distance (m) (level road) 170 140 85
Decision Sight Distance (m) (level road) 350 305 215
Minimum Horizontal Radius (m) (tor e=4%) 370 285 150
Maximum Superelevation (%) 6 4 4
Maximum Longitudinal Grade (%) 6 6 6
Minimum Longitudinal Grade (%) 0.3 0.3 0.3
Minimum Sag Curve K value 40 35 18
Minimum Vertical Clearance (rn) 5.5 5.5 5.5
* CBD = Central Business District
Typical cross-sectional elements relating to Arterials are shown on the Figures

which follow.
11 - 7
DUBAI MUNICIPALITY
---:-,
II&
2 t
p=---- -��_] J
�I
(1)
0
c
.!!! I
-g
8 :::?
<D � E
c<D Q)
0
E
'O
-11
c:
I
Q)
<D
0 E
<(
-- -- --
l
lO
so c
<D
<
> Q)
<'i j a:
�
-1
E 0
a.
jl 0
-.i a,
10 � 9l
so c .. 0
f a. ! 0
<'i j
a. 0
(/)
cr: tf
<D -ii
.. ._.;
!
(\J
0
0 0 o�
�! :i
lO
- ---,
:s
JJ
:i i
st
E
,-..
0 g l§i. c:
I
...: 0 0 0
'!i --- �
__ _J
�
I() ts
Q)
� (/)
oi:I i
0 (/)
a: 'O
(/)
0
O
«I
0
a: �
t c'3
0
.

0 8 a:: <ii
I=
'
Q)
� 0
·c0:
'E Q)
JI
lO (1) E
s i�
'O
"'!
----, �
�1 __
ul j if)
s
0..
8tj I
«I �
M
0 _J
---1�1-=-
en
'O
c
lO j
(� :,;z
(') I Tc_] �
<D
;Q � �o
0
g it�J �
en 0
Jli
0
lO
0
�
0
H
Figure 11.1 : Two way, four lane secondary arterial with service road
and parallel parking - residential/commercial (Row 150')
11 - 8
Chapter 11
Arterial Roads
8 � -�
---;,
1-_'.:III_J
- -g
$
:,
B0 -::"'
Ill
J
�
co
0 !
�
ii
o � [ ss
-� !
<D
�
�
d -, j �
�
j�
:, 0
ECl)
:t; . i� E
I ;!
'O
- !a j '5c c
.s
I
Cl)
i E
1
c
<(
� ..J� }'3 �
C')
g,i� cc
O>o,
[� iii
:l2 O> :l2 ·- I
�1 ig, ! al <
>
Cl)
o,"O "' -
a:
CD��cijg>
�
"
0 Q."'
z,...: C\i
-
0
� C\I �
i
I()
"l ..J
C') "' 0..
(!
a
jl
� �i
� 0,
9)
0
� �1 f � a� 0
u:: Cf)
ff
�s
0
d
a)
C\I
� zI-:
.::. 0
E "'
0
a,
j,
"O
�
a:
J! ""
c
.,o
�
0
a:
8 �
,,i 2:
G) I - 0
co
.0
Cl)
i
Cl) Cf)
I e"'"'
o
I
'
"iij
i
:::,
c
co
---, Ji �
=
:iJ
c
�Ji
Ol
'iii
ai
__ ...J
---, jJ -e Cl)
0
:,1- :::,
"E
o
'C
Q)
�,
__ ..J co E
l�
0
": 'O
�
JIi �
Cf) a.
:g
� co
I lfl
----,
41
8t;i1--
:�
-g __ ...J
�
n!
3
G)
---1�1 g
-J§H
:2 _J
� d Jl:,:
H
Cl)
l!j>'�
d, os-o
s
d j
c
Figure 11.2 : Twc, way, four lane secondary arterial with service road
and angled parking - residential/commercial (Row 180')
11 - 9
DUBAI MUNICIPALITY
�·l
180!Jl9WW S ---1
·-i_'!_oJ �
J f
�
� Ji o� J 0
8
<O
s al
o�
�� ii
.i;J
.s
0
-iJ i 1'"�
-f .i.,, E
Q)
E
-, OJ
.Ii �-
u
c:
.8 i;'
I
Q)
"'� j! E
ll E <(
f�fi
�� I
Ii
� }�I e [ <
>
Q)
cc
"'�§..
z..: c,i
�1
ll ...
b
(\J
---
i
I!
�
a..
1•
0
� O>
� 9>
.. ti
� "'� j! ! 0
I
,,
0 � 0
8
�
� !I
(/)
E
.. ...,:
1
C?
�!
(\J
� z
� lj
i
0
cc 11 <D
c:
j b 0
0 l3Q)
�
(\J
�
(/)
i
(/)
8 cc Vl
" en u.
0
·�
J
�1
«i
�I I=
:,
c:
cu
ll �
c:
c,,
----, c .iii
cu
lil
Q)
JJ €
:::,
0
�ff
__ ...J
o
----, £
�
iii
Q)
JII j l�
cu E
u
- _.J
� (/)
[83
$
----, "'
� (0
9::l I �
��i
. I t1
__"'..JI
�
iiJ•
... in§ � --1�1�� . �
Jl .
Ci
_To_J
i!l�o- � H
oso 0 !o
Figure 11.3 : Two way, six lane secondary arterial with service road
and parallel parking - residential/commercial (Row 180')
11 • 10
Chapter 11
Arterial Roads
----,
* I!
s:
1-�_J �
I
ii o� 0
u::;
8.
:3
is
8-
.r.,g.
j $.,
�.. . 1l:, § E
Q)
l; � � f E
-0
!.I i�
c
j
Q)
�� E
f��f�
J� <(
�
aa l
l! 11
i!i ��fa -e
>
Q)
� � c,; a:
!�
J if
E
'<t m
!"
if .. 0
��
q
� a� 0
8
�
E
q
;;:; �
I ,. , Cl)
.. .._;
� �1
�! z
C\J
�
0
!
0 "'
a:
}] (D
c:
..,
I 0 0
0
C\J al
� Cl)
8 a: E II)
IJ)
.;
.�
IJ)
J
�
e
o
'
a:: nl
J=
::>
ii
c
JJ nl
:E
c
----, s ·wO>
Ji) -e
�If Ji
Cl)
0
___ ...J.
::, CJ
----, . ·c:
:� 1 12
nl
ai
E
JJI ens
__ ...J -0 0
� -1 �
e,
[IB
!
----, :ll
M
I
a::!!
"'I
__ _J
�.; :!i 1H
(f)
·H
H
�
Figure 11.4 : Two way, six lane secondary arterial with service road
and angled parking - residential/commercial (Row 200')
11 - 11
DUBAI MUNICIPALITY
8l
s ;·f
I (1]
0
�
�
E
-0
c
I
(I)
E
-c
0
<'!
,..
:c
(f) l
<
>(I)
a:
0
N ::.:'.
i a.
s
a,
9'
.. 0
� 0
� 0
0
in 10 w (/)
N
::::.
(0
� fl ....:
1z
(') N ..
E
0
�!
_11.
,..
a:i
(') 1] st
c
-- -io
�
I
0
in
0 --, -�
:ii
a: N
,..
0 :c (/)
I.()
(f)
N U)
e
U)
__ _J
----,
:�1 I o
-�r
«i
w ___ _I -- ::::,
�I
0
0 <.:>
� c
0 0::
N�
l!l[ffi
,..
Ji J= �
(1]
c
O>
"iii
I.()
�
---,
(0 (I)
ll!
,.. (0
(.() jJ ::::,
a:
0
0
·c::
II
a: 8� I
�I � Q)
E
__ ..J 0
�
l�
ll)
ll!
---1�1
,.. c
0
"<t JII s (/) 0..
-�/ 0,
ci
/--
l!l�o I-
oso
r
0,
ci
ffi
1iJ l
Jl -
-0�
H
Figure 11.5 : Two way, four lane secondary arterial - rural (Row 125')
11 - 12
Chapter 11
Arterial Roads
s
..; i
I
LL
JO�Jll9WW�S
rp=-.r ---1
-�OJ
-,
o I N'ffl HOW'8llJS10
_ Jl()llYORH
II
I
Cl>
iii
0
i:
Cl>
E
l
i
"O
c:
�
;J
Cl>
J E
<t:
lll �
... j
$
"'>
t �1 I
LL
::,:
-e Cl>
� ili a:
�
ill � l8w i a..
5
ri
j ri�
�1
0)
9'>
.. ti
! 0
� ii
0
en
if
�� fl C\J ii�
! .! � z
g LL
� j�J ;! '<t
� 1�1
� c
.Q
'j, � ili
"' j �
�
�
a:
en
(I)
e
(I)
8 } J
�1 ![
f o .
iij
::,
j �o
I
c:
.f ---,
Ji
LL (IJ
$ �
'jj
a:
Ii) = c:
Cl
__ _J
---, ·u;
:�1 jJ �
::, 0
Cl>
s ,f
a:
�1
0
---' ·c:
�
� Q)
E
1!1�83
(IJ
!]
"O
�
a)
---, l1l
..:8 JIj c:
(IJ
ci5
,
Cl.
... I
0::!
5
11 �
__ J
--i�J �
LL
-i/ a,
ci
ss-
11
a,
09·0 ci
.�
H
0
Figure 11.6 : Two way, four-lane secondary arterial rural - (Row 180')
11 - 13
DUBAI MUNICIPALITY
ti r
...;
-
Q)
o,
I --� <II
0
-
-
c
Q)
E
u
... c:
I
Q)
�
-
IC!
-c,
E
c �
Ql -
O <(
I
-c 0
- J:.
<n
-e
>
Q)
a:
"
b
�
(\J
�
i a..
g
jl I
�
lO � 0
� 0
I a..
,,
�j a.. 0
�
�1
(f)
....,:
�! Jz
0 (\J
ci
lO
��1
s
E l] �
I
,.._
0
c:
lO
I b .Q
st
� �o,-----� �
I()
�
(f)
0 ---,
__ :ii
a: U)
I e
U)
l o
""I ---,
� � I
:�1
_J
«i
�
J
c
JJ
<II
__ _J :E
=c
c
0)
.iii
jJ
<II
!!l�ffi---1-
Q)
€ 0
::::, 0
·c:
� ai
JII � E
c:
<II
ci5 Q.
J�
Figure 11.7: Two way, four-lane secondary arterial industrial - (Row 150')
11 • 14
Chapter 11
Arterial Roads
�
_;;:�J �::, 'A sco
a
f.
o] !
... §::;
!
13
n(
.s 'i c
i·- I :i!, s
Q)
j le E
"O
c:
_yo-d . .8 ::,
i
Q)
E
<{
.8Ealc
=.i ·se �E } l
� � Cl�
>
i�
C> Cll
c: c: c < Q)
� g, re
ll� [
.. fl � g' iJ
jg l!j
8C\J ::.:'.
� Q. «I J Q.
��
z...: C\i cS
E -
it -<t
�I
0)
!!>
.. u
i � ! 0
��
(/)
ff
ff
ii(/d a! C\J
I�
0-l-
0
ft }] <D
� iJ
§ 0
�I --lsl
,..; c:
I
0
0
-�
<O
�
0
gj
__ ..J
a: (/)
i
V)
e
V)
I 0
81 I
.. I <ii
�
J-
c:
«I
Ji �
c:
- Cl
·u;
--, c:
co
:m l jJ
Q)
€ a
__ ..J
:::> u
·c:
t! Q)
� II �c,;
JI en l � �
c:
co
E
j c,
s �
--, c,;
"'
�8 :
� If
�
�, -=--=--=',
___ J
,�1 1�
� .J �
lo H
M�o � H
Figure 11.8 : Two way, six-lane primary arterial with

service road and angled parking - residential/commercial (Row 220')
11 - 15
DUBAI MUNICIPALITY
!,l-
�
Cl)
• <O
� 0
. ··------·-I
,.,., .wwrt-= �
c
Cl)
Ji
0
0 E
0 u
c
....CD
I I
T""
� _g
'.!i!
o· .
"'! / .Ecn
I
lO
(0 <
>Cl)
c,; � a:
§
lO
(0
c,;
lO
.. 0u
!
(0
�
c,; _, �
cr:::
0 lO
<O
0
lO
c,; � :i;
�
/I] c
·-•I -
�1
I b 0
E 09·0-
lO
C\J 0
Oen lO
N -�
u:i 0 SI CJ)
i
r-, C\i II)
e
II)
� I o
0 �
a:
I
0 0::
0
� s <ii
:,
I J
c
co
Ii �
c
Ol
c ·u;
co
jJ e
Cl)
Ji
0
0 :::) 0
lO ·c
I.() u
.... Q
co E
i�
u
JII c
co
cl> e,
�
�11
�
io uS § sl N I•
�1
'.!
'.!
M
��
--- ----- '.!
Figure 11.9 : Two way, eight lane primary arterial with service road and angled
11 • 16
Chapter 11
Arterial Roads
,·��r -_�J Cl)

£;
IJ
I
sro
0 !
I
� Qi
j"!i
8
ci
ii '6 � �
c
Q)
/11
..- .!a -; 12 E
u
"'i c:
-�
O
i 'O!!
I
Q)
0
E
�-i[
C\! <(
I.O
CD
�
., e! .,
1l:, � I"' I
I� II
(')
.... >
a:
ll
I.O
CD
(') � 0
0 �
i..
(\J
Q.
a
I.O
CD
JI � a,
(') � 9>
• 0
�
f � 0
li 0
��i
I.O
�
s�
0 CD Cl)
ti
l�
(') (\J
!!
E oso . .
�ii
..._._ ..., co
0
'<t 0
SI --1,1
J]
'° __ ,
0
co C\i c
I e
0 0
� co
0 ] �
(\J 
�j
a: Cl)
I
0
�
J o
e
'
� ll
a:: iii
::,
J
c
ro
Ji �
c
Ol
� JI
c "iii
ro
JJ -e:,

0
0
·c
"E ai
� E
� JIi c:
.l!!
Cl)
I�
e,
�u
df i;l_
�� I �
I�
�
�
�
jH
•·
__ ..J
�
N5•-a ii
--'1
H
�
Figure 11.10 : Two way, eight lane primary arterial with service road and angled
11 - 17
DUBAI MUNICIPALITY
c
.!!!
c
0
� al
(X) �
E
-0
c
-.
j �
� --i11
.
�1
0
<NI
l
,_; (/)
..,
c
0
�:J
� j�
�
. ...J!a �
Q)
Ol
C')
� <
rr
8
i
J!
a.
� E
. ...J!a
Q)
C') �
w CJ)
9)
.. t5
0
:x:
. ; 0
(\j 0
,_; (/)
c
·u
0
rJl
U)
e
U)
J 0
'
cii
::,
c
C1l
:E
c
Ol
"iii
l/) 
C')
0
�
cri 0
·c
Qi
E
i g
0 ('.)
a:
Figure 11.11 : Example road configuration primary

arterial - rural (Row 220')
11 - 18
Chapter 11
Arterial Roads
8l Cl>
zi J 'iii
-- ---r-=-= �-� __ Hr
0
-- i-
,..,,ioww.(s cl�
;1.!J
J!j
£ja cCl>
11�1
� �it
- ...
8
g �i
J I, ..
•zi..
�
E
u
c
p� j
Cl>
o E
/!II
<(
� !ii
----
.c
..: Cl) .CH
j_ � � 0 l
:s ., § >
:s..; j! e;j I!! Cl>
a:
j -e
� g
- - !I j
e _U
I
'
:s...;j., ! i i[
:s...; J! I
I!!
0
'
- . Ol
!ii Cl).c � 9>
.: .. t5
f
,, - J �
! 0
:s..; j� 1
.3
.._
(/)
-. C\J
��
� :s..; j� -
J!
�i�J
C\J
(l
� c
j b .Q
E 09·0
l(I
(X)
C\J
t5
Cl>
ca
,._ 8 - ,- (/)
''---J�j I
csi Cl)
� e
Cl)
i;
a: I o
8..; ex: co::,'
I 111 c
Ji I- �
co
c
� J!J
Ol
'iii
�
jJ ::,
a: 0
Cl>
0
·c:
"E a;
{g E
� jJf JII c
co
u5 I�
e,
M
� 1Jf I
1�
JIJl -
H
�
Figure 11.12 : Example road configuration primary

arterial - rural (Row 250')
11 - 19
Chapter 12
Expressways and Freeways
Chapter 12

12.1 Introduction
as Expressways and Freeways, and gathers together the advice contained in
various locations within this manual. Local Roads, Collectors and Arterials are
dealt with in Chapters 9 to 11 respectively.
Expressways and Freeways represent the highest standard of road provision in

the Emirate. They provide high-speed high-volume links between the main
population centers, and serve long-distance traffic moving to, from or between the
adjacent Emirates. The prime determinants are mobility and safety, and access
is strictly controlled.
The difference between an Expressway and a Freeway lies primarily in the degree
of access control. An expressway may serve adjoining land uses between grade-
separated interchanges by means of direct free-flow ramps connecting to Service
Roads. A freeway has absolutely no connections between interchanges.
Expressways and Freeways are divided multi-lane roads. Their geometric design
is determined from the selected design speed and design traffic volumes, taking
into account the type of terrain and the general characteristics of the alinement.
The geometry of Expressways and Freeways should cater for all sizes of design
vehicle.
12.2.2 Design Speed
The permitted Design Speed for a Freeway is 140km/h or 120km/h in a rural area,
and 120km/h or 1 OOkm/h in an urban area. For Expressways the corresponding
figures are 120km/h or 1 OOkm/h in a rural area, and 120km/h down to 80km/h in
an urban area.
It may be necessary in mountainous terrain to adopt lower design speeds for both
Freeways and Expressways, and values down to 80km/h may be used.
In the absence of other relevant considerations, the recommended Design Speed

for a Freeway is 140km/h (rural) and 120km/h (urban), and for an Expressway is
120km/h (rural) and 1 OOkm/h (urban).
12 - 1
DUBAI MUNICIPALITY
Level of Service B is adopted for design purposes on Expressways and Freeways

generally, but in mountainous terrain or in heavily-developed parts of the urban
network Level of Service C may be applied.
The Stopping Sight Distances and associated vertical curvature K values are set
out in Table 12.1. (For increased Stopping Sight Distance on roads which are on
a downgrade, refer to Table 4.1)
Table 12.1 : Stopping Sight Distances and associated Vertical


(km/h) Distance (m)
80 140 50 32
90 170 75 40
100 205 105 50
120 285 205 70
140 385 370 90
As all Expressways and Freeways are divided roads, passing is not a relevant
consideration. Decision Sight Distance should be provided at relevant locations
in accordance with the guidance set out in Section 4.5 and in Table 12.2.
Table 12.2 : Decision Sight Distances and associated Vertical

Design Decision Sight K value for Vertical

Speed Distance (m) Crest Curves
(km/h)
80 305 185
90 350 225
100 400 310
120 470 400
140 Consider imposition of a lower Posted Speed-
12-2
Chapter 12
12.2.5 Grades
The longitudinal profile of an Expressway or Freeway should be designed to suit

the topography. The maximum grade permitted is 4%; flatter grades should be
achieved where possible.
The minimum grade to be adopted on an Expressway or Freeway is 0.3%.
The maximum superelevation for all Expressways and Freeways is 8%. Normal
crossfall of 2% outwards from the median should be provided on straights.
The minimum radii for horizontal curves are set out in Table 12.3 below.
Table 12.3 : Minimum radius for Expressways and Freeways (rn)
Design Speed 4% 6% 8%
(km/h superelevation superelevation superelevation
80 285 255 230
90 370 335 300
100 480 425 385
120 740 655 590
140 1100 965 860
12.2.8 Widths
Expressways and Freeways should be provided with lanes which are 3.75m in
width. The number of lanes is based on capacity considerations.
Outer shoulders should always be provided, with a minimum width of 3.0m on

freeways or 1 .2m on expressways. Median shoulders of 1.2m width should also
be provided.
Median widths depend on circumstances, but are a minimum of 6.0m in urban

areas, and 8.0m in rural areas.
12.3 Intersections
All intersections on Expressways and Freeways are grade-separated interchanges.
12-3
DUBAI MUNICIPALITY
12.4 Service Roads
Where access from an Expressway is required in order to serve the fronting land
uses, Service Roads are provided. They are roads provided parallel to, and
physically separated from, the main line (see Section 7.13.2), and are connected
to the main line by means of ramps designed to the same standards as apply at
grade-separated interchanges (see Chapter 18).
Service roads are not appropriate on Freeways.
Because Expressways and Freeways are pedestrian-free zones, pedestrian

crossings are always grade-separated, and sidewalks are not provided.
Tables 12.4 and 12.5 summarize the key geometric parameters relating to
preferred Design Speeds for Expressways and Freeways respectively.
Table 12.4 : Summary of geometric parameters for Expressways

Decision Sight Distance (m) (level road) 470 400
Minimum Horizontal Radius (rn) (for e=8%) 590 385
12- 4
Chapter 12
Table 12.5 : Summary of geometric parameters for Freeways

Decision Sight Distance (m) (level road) not normally 470
required
Minimum Horizontal Radius (m) (tor e=8%) 860 590

Minimum Crest Curve K value not normally 400
(for Decision Sight Distance) required
Typical cross sectional elements relating to Expressways and Freeways are

shown on the figures which follow.
12-5
DUBAI MUNICIPALITY
-�� r -"�J a f
� JI I *
&,
t!
IJ•
0
I
� 1) 1:
4)
E
"O
c
R(")
I
4)
� E
-c
R
l
(") � >
4)
"" a:
0 b
0
i.. �
I'--
(") � C"l
8
(") �I (J)
� A
s
g
·•I C\i 0
�
0
J --,-
111
�j I
ci --.J
C"l
•
0
�
(\J
E
'#-
0
!\ c
I
0
I'--
',-
<!:
,- •Ht 0
C\i
b
0 'tl<l)
0) �
0
----- - C"l
(/)
3:0
� 11 � il!
e
a: I ' o
'
cij
:,
l
0]
c
«s
�j Ji �
c
Ol
.iii
jJ
4)
� �!
' 0
0
·c
(\J CXl !ii Q)
�
JI
E
"O
c
«s �e CJal
gjf
r
j u5 0.
·::Ji•�
iri
�11,
0
--, N
�el--
,!i ·---· � r-:
---, ,-
i1,J i
,�1 0
Jl,:
�
H
-- .. J
H5•
Figure 12.1 : Two way, six lane Expressway with

service road and angled parking (Row 300')
12- 6
Chapter 12
'J !.
*
�
;-jf--4 -"'.!J
!
la
0 -g
§��
0.
a t:!
I
•I
.5 '6'
<'!
al "i nl
E
Cl)
E
� a. :, � 'O
j� ��
c
I
Q)
i-j 'sI= ?t
g E
-c
c,; �
nl
E�
g,� g>c,
I
g ] >
c,; � g, �� < Cl)
a:
a.� [ig_
alg,�j
g iii ,� 1 g, b
g
0
J if
'-a.co
c,; � z,...: N
0
s0
� ""
c,; � ! 0
� 0•
�i
0
!
•'}!
a
�·
CJ)
8c,; .. �
.g
-�
E C\J
""�
"':
U)
oi:, �
�! Jz
O[
� �1
C1>
-��
o »....
Q)
CX)
�
·--J•I c
..
0 <'? c5 s
I
b 0
a: w :,
-�
(\J
�I 00 0
�
C")
ls .5 U)
-=
UI,!!! �
1) � £
:Q
(I)
fl J o
e
� -� '
"E nl
I nl (/) ::,
8
J !
'O
c ....
(I) [ij
si
nl :,
iii �
c: Q)
JJ ::E
c
0,
O O
z- 'iii
� !I jJ
Q)
' a
o
!I ·c
ai
'E
JII en
nl E
l�
� if
'O 0
c
Ill
---,
J •lt
Q.
� Jli M
0 __
---, N
a• !----:::-
� :::;,j;
-r-.J ::.1 �i
•!!· J� ·i �
ci
} H
o
Figure 12.2 :Two way, eight lane Expressway with

service road and angle parking (Row 300')
12- 7
DUBAI MUNICIPALITY
r I
............. I.I s«I
_;a�J
I 0 ::i'
� II
I
E
Q)
E
� as u
c
j
Q)
E
�3
<(
l
>
�3
Q)
<
a:.
0
I'-
c,; �
ij b
0
(")
.5
i
:,,::
Cl.
jl 8l
t
f:
0 �3 f 0
.
!!!
0
� fl (/)
E 8 ::c C\I .....:

c,; !� - ! z:
"'
0
U1
....
(/)
Ol
�
J! co
c
0
l b 0
a: 0 tiQ)
(")
<f)
(/)
��
•
e
(/)
0
<ii
::,
a >, c
U1
.... I
JJ
-- u..
«I
::::E
c
0)
'iii
jJ
Q)
f
(/)
' 0
·-· �
·�
ca 0
-- ·c
_ _Ni
> C\I
------ "E
«I
Q)
E
J�
u
tJ
l{)
---,
C\i
JIR c
«I
cl, ll.
l{)
---, N
�8� �
:::�..J,�1_ �-I-·:;I
---... �iJ �
-�·-:t- � ci
n.,
H
i
�
------
Figure 12.3 : Two way, eight lane Freeway (Row 300')
12- 8
Chapter 13
Intersections - General
Chapter 13
13.1 Introduction
An Intersection is the area where two or more roads join or cross. This may be
achieved at-grade, in which case there are three basic types of intersection,
namely major I minor intersection, roundabout and U-turn. These are dealt with
in Chapters 14 to 16 of the Manual respectively. Each of these types may be
signalized, and additional material relating to signalized intersections is given in
Chapter 17.
A bridge or underpass may be provided to enable two roads to cross each other
without interconnection, but this simple case of grade separation is not
considered further in this Manual.
Where one or more bridge or underpass is provided and the roads are
interconnected, the result is an Interchange, the design of which is dealt with in
Chapter 18 of the Manual. Some interchanges incorporate at-grade intersections
within their layout, while others permit only merging and diverging movements and
are known as free- flow interchanges.
Intersections may be upgraded in capacity terms as an area is developed. For

example, a major I minor intersection provided initially may be designed to have
its capacity increased in the future by the provision of channelization or the
addition of signals, and a signalized intersection may be designed for conversion
to an interchange. This manual generally presents intersections in order of
increasing complexity and capacity.
Key issues to be addressed in the design of intersections include:

• visibility
• driver perception
• signing and road marking
• traffic control
• geometric implications arising from chosen design vehicle
• safety of pedestrians (if present)
13.2 Intersection Spacing
The location of main intersections is generally dictated by the geographical

position of the roads within the network, and intermediate intersections are usually
a function of the surrounding area and its current or future development.
In urban areas, development is generally dense, and the residential properties,

commercial and industrial areas generate significant demand for short-distance and
13 - 1
DUBAI MUNICIPALITY
long-distance travel. Consequently there is a need for frequent access points so

that traffic from the local road network may cross, join and leave the main roads.
In contrast, rural environments generally have fewer developed areas, and access
needs are intermittent. The over-riding demand on the main road is for through
traffic movement, and intersections occur much less frequently. A consequent
problem, however, is that it is not always possible to achieve the proper
hierarchical connections set out in Chapter 1. For example, a local rural road may
serve a number of dwellings, but may have no suitable collector road to which it
can lead. In such cases, great care is needed in the design of intersection to
ensure that there is no mis- match of standard on the main road.
The spacing of intermediate intersections is therefore a balance between the

needs of through traffic on the road and the requirement to access adjacent
development. In general, the needs of through traffic takes priority, and in
particular it should be remembered that no access whatsoever should be
permitted between the interchanges on a freeway.
Factors which should be taken into account when determining the need for an
intersection (and hence the spacing of intersections along a route) include:
• the class of road within the hierarchy
• the general intersection spacing which applies to such a road class
• the potential traffic demand for access to/from the main road
• the length of the alternative route if no intersection is provided
• the design speed and posted speed of the road
• the lengths required for any weaving to occur safely
• decision sight distances
• the physical dimensions of the intersection itself
Measures which can be used to reduce the number of intersections along a route
include:
• the provision of service roads to collect local traffic movements
together
• the closure of minor roads at the main road (with the provision of
appropriate turning facilities) provided alternative access is readily
available
Because of all the factors described above, it is not possible to apply strict and
rigorous standards for the spacing of intersections. The information set out in
Table 13.1 should therefore only be used as broad guidance when considering the
minimum spacing of intersections.
13-2
Chapter 13
Table 13.1 : Indicative Minimum Intersection Spacings

(measured centre-to-centre)
Road class Intersection Spacing (rn)
Urban Areas Rural Areas
Freeway 1500 2000
Expressway 1000 2000
Primary Arterial 400 1500
Secondary Arterial 200 1000
Collector 100 100
Local Road no minimum 100

specified
Source: Developed from material in the Dubai Structure Planf1J
The distance between interchanges is generally be governed not by minima as

set out above, but by the length required for the ramps and the ramp terminals,
and the length of the intervening weaving section as determined from the
projected traffic movements.
13.3 Selection of Intersection Type
The choice of intersection type is heavily influenced by the volumes of traffic

predicted to use it. A robust estimate of future traffic flows should be available to
the designer at the outset, either from surveys of current traffic and estimates of
future growth, or from traffic prediction models. It is good practice to consider the
heaviest movements first when choosing an intersection type and planning its
layout. Particularly high flows may well require their own dedicated turning lanes
or exclusive connecting ramps.
Although it is not possible to be precise when defining the traffic levels at which
different types of intersection are appropriate, it is clear that the characteristics of
the various layouts make them suitable for traffic flows lying within particular
ranges. Figure 13.1 gives broad guidance to assist the designer in making an
initial assessment of the most suitable intersection type, but this choice will
require to be reviewed as the design progresses.
DUBAI MUNICIPALITY
20
I-
..�
0
15
.....
x
�
0
_J
u,
10
i
0::
0::
0
z
::E 05
10 20 30 40 50 60 70
MAJOR ROAD FLOW x 10 AADT
3
Figure 13.1 : Guidance on Initial Selection of Intersection Type

Source: Based on material in the UK DMRB(2J
In the same way as the road hierarchy dictates which roads should be capable of
connection, so also does it to a large extent determine the type of intersection
provision which should be adopted, regardless of traffic flows. Table 13.2 shows
permitted combinations for roads in Urban Areas, with the equivalent Rural
information being shown in Table 13.3.
In the interests of safety, the intersections along the length of a road should not
involve many different layout types, even although all may be permitted. A primary
arterial which generally has interchanges along its route, for example, should not
have an isolated roundabout or signalized intersection. The safest schemes are
generally the ones which present the driver with no surprises.
13 - 4
Chapter 13
Table 13.2 : Permitted Intersection Types in Urban Areas
Road class At-grade Intersections

Inter-
Major I Round U-turn Signalized changes
Minor about (unsignalized) intersection
Freeway v
Expressway v
Primary v v v
Arterial
Secondary v v v v v
Arterial
Collector v v v v
Local Road v v v
Table 13.3 : Permitted Intersection Types in Rural Areas
Road class At-grade Intersections

Inter-
Major I Round U-turn Signalized changes
Minor about (unsignalized) intersection
Freeway v
Expressway v
Primary v v v v
Arterial
Secondary v v v v v
Arterial
Collector v v v v
Local Road v v
In all cases, it is necessary to check that the chosen intersection type has
adequate capacity to handle the projected traffic levels, and close liaison with the
traffic engineer is essential in developing the layout and lane provision.
The composition of the traffic stream becomes important when the details are
being designed; for example curb radii are influenced by the largest design
vehicle which is anticipated to use the intersection on a regular basis.
13- 5
DUBAI MUNICIPALITY
The potential to insert future intersections as an area is developed or redeveloped

should be borne in mind. For example, if an intersection is sited exactly midway
between two interchanges, this may prevent the future provision of an
intermediate intersection, due to space limitations. On the other hand, if it were
sited nearer one end than the other, a future intersection might be able to be fitted
in on the longer section.
13.4 Design Vehicles
The range of design vehicles for use in Dubai is given in Chapter 2 of the Manual,
and it is anticipated that designers will have access to computer software which
enables these different vehicles to be "driven" around a plan layout in order to
check that adequate space has been provided and that the curb radii are
appropriate. In the absence of such software, reference should be made to
AASHT0(3) which provides relevant swept path templates.
Intersections should be designed with due regard to the types of vehicles likely to
use them. In residential areas, for example, a Single Unit Truck or Bus (SU or
BUS) could be appropriate, whereas for an industrial area, a semi-trailer (perhaps
WB-15) might be relevant.
Occasional use by a particular type of heavy vehicle, for example once per day or
less frequently, would generally not be sufficient to govern the geometric design.
More regular use would suggest that the geometry of that vehicle type should
determine the layout to be provided.
13.5 Siting of Intersections
In selecting locations for intersections on new-build or major improvement

schemes, the designer should seek to ensure that the siting :
• is appropriate with respect to adjoining intersections
• avoids places where the main alinement is on a sharp curve
• avoids the need for intersecting roads to meet at small angles
• enables the grades of the minor legs to be reasonably flat
• avoids the tops of crest curves in rolling terrain.
13- 6
Chapter 13
13.6 Intersection Types (1) - Major I Minor Intersections
13.6.1 T Intersection (Three-leg)
Figure 13.2 shows the most common form of intersection on minor roads, this
comprising an at-grade intersection between two roads, one of which (the major
alinement) passes through the intersection while the other (the minor alinement)
terminates there, usually at right-angles to the major alinement. Traffic control
normally consists of Give Way or Stop signs and markings displayed to drivers on
the minor alinement.
Figure 13.2 : Simple T Intersection
Where the minor alinement is skew to the main line, there is an increase in the
potential for accidents, due primarily to the limited visibility available to the driver
on the minor road. This can be a particular difficulty on acute angles, where
emerging left-turning truck drivers may not be able to look to the right along the
main road. Equally a small angle can make it difficult for the emerging driver to
know whether to look over his left shoulder or to try to use his rear-view mirror
(with its inherent blind spot).
13.6.2 Four-leg Intersection (Crossroads)
As shown in Figure 13.3, this comprises the at-grade intersection of two roads,
both of which continue through the intersection, usually intersecting at or near
right angles. One is designated the major alinement, while the other, the minor
alinement, is usually governed by Give Way or Stop signing.
In some countries, "four way Stops" are provided, in which vehicles approaching
from all directions require to stop before proceeding through the intersection. This
form of control, in which there is no major or minor alinement, is not prescribed
in Dubai because it creates uncertainty as to which driver, having stopped, then
13- 7
DUBAI MUNICIPALITY
has priority to proceed.
Crossroads, by their nature, have a high number of potentially conflicting vehicle

paths, and so their provision is generally not recommended. They may, however
be acceptable on extremely lightly-trafficked local roads.
0
I
Figure 13.3 : Simple Four-leg Intersection
13.6.3 Staggered Four-leg Intersection
As an alternative to a Crossroads Intersection, consideration could be given to

providing a Staggered Intersection. This comprises two T-intersections on
opposite sides of the main alinement, so that crossing vehicles join the main road
and then leave it, rather than crossing it directly. Although this arrangement,
which is shown in Figure 13.4, is preferable to a crossroads, special care should
be taken in design to ensure that there is adequate storage for left-turning
vehicles, and that there is adequate stagger length between the two T-
intersections. A left-right stagger is preferred.
13- 8
Chapter 13
Jrr
c ) --=---,....-- =--
a) Left I right stagger
=======---=--J�L -� .7' - - ---- - - �-:::..

- :.:...--
b} Right/ left stagger
Figure 13.4 : Staggered Intersection
13.6.4 Channelization
Channelization may be provided at major/minor intersections, with resultant right-

turning roadways ("free right turns") which can improve the operation and capacity
of the intersection. Right-turning roadways should be considered where landtake
considerations permit, and are generally warranted when the right-turning flow
exceeds 25% of the approach volume.
13.6.5 Signalization
Major I minor intersections work on the principle that each vehicle in the minor
stream has to select a safe gap in the major stream, in order that conflict does not
occur. Signal control is also an appropriate and frequently-used method of
eliminating conflicts at an at-grade intersection, through time separation of flows,
and is dealt with in Section 13.9.
The provision of right turning roadways, which are not signalized, can provide
significant additional capacity at a signalized intersection. They will generally be
warranted on capacity grounds, but may be provided, where landtake permits, in
order to reduce delays to right-turning traffic. Pedestrian crossing movements
should be carefully considered, and "Zebra" or "Pelican": crossings provided
where appropriate.
13- 9
DUBAI MUNICIPALITY
13.7 Intersection Types (2) - Roundabouts
Roundabouts are a special form of at-grade intersection, characterized by a one-

way circulatory road around a central island. Approaching traffic gives way to
circulating traffic, and then, when a suitable gap appears, flows counter-clockwise
around the island until it reaches its exit. This type of layout can accommodate
three to six legs. Figure 13.5 shows a typical four-leg roundabout.
/ I
II
j,l-
/
/
----<J
- -....... \
--..:\
\
\
\
-rt
II Traffic deflection
I I island
Figure 13.5 : Typical Four-Leg Roundabout
Some countries adopt "mini-roundabouts" which are three- or four-leg roundabouts

where traffic circulates around a very small painted island (typically about 2m in
diameter). Although very efficient in traffic-handling, such an arrangement is not
currently prescribed for use in Dubai due to the uncertainty which it can create,
particularly when vehicles approach simultaneously on all legs. However, larger
flush-paved mini-roundabouts are in use in Dubai, and guidance on their design
is given in Chapter 15.
13 - 10
Chapter 13
13.8 Intersection Types (3) - U-turns
On a divided road, side roads are often connected to the main alinement by three-
leg T-intersections which permit only right turning movements. These "right-in,
right-out" intersections can only be accessed from the main road by vehicles
traveling in one direction, and so opportunities need to be provided for vehicles
moving the other way to turn around. This can sometimes be achieved at a
major/minor or a signalized intersection, but often a dedicated U-turning facility is
provided. Figure 13.6 shows a typical layout.
.-�--:=========� -�� - - --
Li/ (-----------------
1
Figure 13.6 : Typical U-turn
13.9 Intersection Types (4) - Signalized Intersection
While not, strictly speaking, an intersection type in its own right, signalization may
be provided on a number of at-grade layouts to control the movement of traffic,
thereby improving safety and increasing capacity.
Signalized intersections may be designed as such from the outset, or signals may
be added to a major/minor, roundabout or U-turn layout at a later stage. Figure
13.7 is an illustration of a four-leg signalized intersection.
13 - 11
DUBAI MUNICIPALITY
I I
I I
ll
lllllllllll 11111111
�Ii------------
____) ____...J::::=-
�- -------
==�
____---i
=
==�I�UIIIII
IT
1111111111111
Figure 13.7 : Typical Four-leg Signalized Intersection
13.1 O Intersection Types (5) - Interchanges
This type of intersection removes all major vehicle conflict from the main line by
means of grade separation, although certain elements within the interchange may
be designed as at-grade intersections. Where no at-grade elements exist, the
intersection is generally referred to as a free-flow interchange.
A typical Diamond Interchange (which includes two signalized intersections) is

shown in Figure 13.8, while Figure 13.9 shows a typical Free-flow Interchange.
There is a wide range of possible interchange types, and this subject is dealt with
more fully in Chapter 18 of the Manual.
13 - 12
Chapter 13
Figure 13.8 : Diamond Interchange
Figure 13.9 : Typical Free-flow Interchange
(1) Structure Plan for the Dubai Urban Area 1993-2012 (Final Report) 1995.
(2) Design Manual for Roads and Bridges, Department of Environment,
Transport and the Regions, UK Government, various dates. Generally
referred to as DMRB.
(3 A Policy on Geometric Design of Highways and Streets 1994, American
Association of State Highway and Transportation Officials, 1995. Generally
referred to as AASHTO.
13 • 13
Chapter 14
Major I Minor Intersections
Chapter 14
At Grade Intersections
14.1 Types of Major I Minor Intersection
Major I minor intersections provide the simplest arrangement where two roads
join. Their operation relies on vehicles on one of the roads (the major road) being
given priority, by means of signs and road markings, over these on the other (the
minor) road. Accordingly, they are appropriate where roads of generally low
status within the hierarchy intersect.
Major I minor intersections are most suitable when the angle of intersection of the
road centerlines lies in the range 60 ° to 120 °, and the alinement of the centerlines
should seek to achieve this.
There are two types of major I minor intersection for use in Dubai, namely three-
leg intersections (T intersections) and four-leg intersections (Crossroads and
Staggered Intersections). T intersections are further subdivided into simple, flared
and channelized arrangements.
These are dealt with in general terms below, and subsequent sections of this
chapter give guidance on the various geometric elements required for the proper
design of all major I minor intersections. For ease of use of the Manual, each
Figure indicates the various Section numbers where further information on
the design of particular elements can be found.
Suitable types for use where the various classes of road intersect are given in
Table 14.1, and described in the sections which follow.
14.2 3-leg Intersections
14.2.1 Simple T Intersection
Figure 14.1 shows this layout, which is the simplest form of major I minor
intersection. Where the curb lines on both roads intersect, a radius is provided to
assist turning maneuvers, but no other geometric changes are made to the cross
section of either road. This form of intersection is most suited to residential areas.
14 - 1
DUBAI MUNICIPALITY
Table 14.1 : Suitable Major I Minor Intersection Types
Major leg Minor leg Type Suitable layouts

Local Road Local Road 3-leg Simple T
Flared T with minor leg splitter island
4-leg Simple crossroads
Staggered intersection
Collector Local Road 3-leg Simple T
Flared T with minor leg splitter island
T with main line channelization (rural roads)
T on divided road with median opening
May be signalized or roundabout (on rural roads)
4-leg Simple crossroads
Staggered intersection
May be signalized or roundabout (on rural roads)
Collector 3-leg Flared T with minor leg splitter island
T with main line channelization (rural roads)
T on divided road with median opening
May be signalized or roundabout
4-leg Signalized or roundabout
Secondary Collector 3-leg T on divided road with median opening
Arterial Ton divided road without median opening
May be signalized or roundabout
Secondary 3-leg Ton divided road with median opening
Arterial T on divided road without median opening
Signalized or roundabout preferred
Primary Secondary 3-leg T on divided road without median opening
Arterial Arterial Signalized or roundabout preferred
May be interchange
4-leg Signalized, roundabout, or may be interchange
Primary All May be signalized or roundabout
Arterial Normally interchange
Expressway Primary
Arterial
Expressway Interchange
Freeway Expressway
Freeway
14 -2
Chapter 14
14.9.1 14.9.1
Figure 14.1 : Simple T Intersection
In industrial areas where curb radii are designed to accommodate heavy vehicles,
the mouth of the intersection can become very wide, and it is good practice to
provide a splitter island on the minor leg. Plate 14.1 is a photograph of a simple
T intersection with such a splitter island.
Plate 14.1 : Simple T Intersection With a Minor Leg Splitter Island
Where the minor road intersects the main line at an angle outside the range 70 to
110 degrees, the provision of a splitter island enhances safety and reduces the
width of the paved area.
14.2.2 Flared T with Minor Leg Splitter Island
This layout, which is shown in Figure 14.2, widens the right of way on the minor
road in order to provide a splitter island, separating the conflicting left turns into
and out of the minor road.
This layout is particularly suitable for use (in both urban and rural areas) where
14 • 3
DUBAI MUNICIPALITY
any of the following conditions apply:
• There are significant levels of pedestrian movement across the minor leg.
• More than one-third of the traffic approaching on the minor leg turns left.
• The intersection is used regularly by turning trucks or buses.
• A prominent island location for a "stop" sign is desired, particularly in rural
areas.
Figure 14.2 : Flared T With Minor Leg Splitter Island
Where the minor road makes a skew approach to the main line, the introduction
of a circular curve on the approach alinement may bring the minor leg nearer to
the perpendicular, if the Right of Way width permits. The objective is to seek an
angle in the range 70 to 110 degrees, but intersections can operate with greater
levels of skew. Where the intersection angle lies outside the range 60 to 120
degrees, consideration should be given to the provision of a right-turning roadway
in order to reduce the width of the bellmouth.
In exceptional circumstances, flaring may also be applied to the main line, to

provide space for through vehicles to pass those waiting to turn left. In this case
it is preferable to maintain the alinement of the centerline and provide the
necessary widening asymmetrically on the side opposite the minor leg.
14.2.3 T intersection with Main Line Channelization
In this arrangement, shown in Figure 14.3, curbed median channelization is

provided in the major road. A single through lane is provided in each direction,
and the layout is designed to discourage potentially hazardous passing
maneuvers in the vicinity of the intersection. This type of layout should only be
used in rural area, and is normally warranted where more than one left-turning
vehicle is expected to be waiting on the major leg at any time.
14 -4
Chapter 14
Deceleratlon and queuing length

14· 1 O
Teper Turning Auxiliary lane Teper
14.12.1 1416 length taper 14.12.2 14.12.1
14.10.1
14.11.2 14.10.2
14.10.1
14.9.1
14.11
Figure 14.3 : T intersection With Main Line Channelization
The provision of the auxiliary left-turning lane requires additional cross-sectional

width. The necessary widening can be achieved either symmetrically about the
major road centerline (as shown in Figure 14.3), or asymmetrically (with the
through lane on the minor road side normally being maintained on a straight
alinement).
14.2.4 T intersection on a Divided Road, with Median Opening
This type of intersection is sometimes used on a collector or secondary arterial to

provide access at mid-block, and typical examples are shown in Figure 14.4 and
Plate 14.2. The layout is such that it can be readily converted to a signalized
intersection if demand warrants it.
Although it is possible to design a layout which permits left turns both into and out
of the minor road, this is not regarded as appropriate practice in Dubai.
Accordingly, the left turning movement from the minor road is normally omitted,
and may be catered for by a U-turn provision at an appropriate distance
downstream. Weaving considerations then become a significant factor in the
design process. Alternatively, if all moves are to be provided at the intersection,
then a signalized solution is generally appropriate.
14 - 5
DUBAI MUNICIPALITY
OacelereUon and queuing length

14.14
- 14.14.2 Protected longth
Turning loogth Auxillory Iona

4.1! 14.12.2 taper
14.10.1
14.10.1
- - - - - - - - - -- -
4.10.2
.. - -
-
-
--
- -
- --
l '/ - - I
- - - - - - - - - - - - - - -
-
- - -
/
14.9.1
VZ\
I �.9.1
14.10.1
14.10.1
14.11 14.10.4
1. I
Figure 14.4 : T Intersection on a Divided Road, With Median Opening
Plate 14.2 : T Intersection on a Divided Arterial, With Median Opening
14.2.5 T intersection on a Divided Road, without Median Opening
This arrangement, shown in Figure 14.5 and depicted in Plate 14.3, is the most
frequent type of mid-block connection on an arterial road. If it is provided in
conjunction with a pair of U-turns, adequate weaving capacity on the arterial both
before and after the intersection should be ensured.
At a future date this layout can easily be converted to operate with a median
opening, and signalization may be added.
14 - 6
Chapter 14
14.11
Figure 14.5 : T Intersection on a Divided Road, Without Median Opening
Plate 14.3 : T Intersection on a Divided Arterial, Without Median Opening
14.3 4-leg Intersections
14.3.1 Simple Crossroads
Because of the number of conflicting vehicle paths through a crossroads, this

layout, shown in Figure 14.6, is only suitable for use where Local Roads meet
other Local Roads or Collectors. Minor leg splitter islands should always be used,
14- 7
DUBAI MUNICIPALITY
in order to improve driver comprehension of the layout and to provide a suitable

and prominent location for Stop signs to be sited.
Figure 14.6 : Simple Crossroads
In some countries, channelized layouts are introduced at crossroads, but this

should only be done in Dubai if the intersection is to be signalized.
14.3.2 Staggered T Intersection
This arrangement may in some locations be preferable to a simple crossroads

layout since it reduces the number of potentially conflicting vehicle paths.
Conversely, it provides two intersection locations rather than one, which may
make its use less appropriate under certain circumstances. As with the
crossroads layout, it is considered appropriate for use only to connect Local
Roads to each other or to a Collector.
There are two alternatives, the left/right stagger and the right/left stagger, as
shown in Figure 14.7. The left/right stagger is generally preferred, because
although the left turn movements from the opposing side roads interlock, all
queuing of left-turning vehicles on the major road occurs on the approaches to,
rather than within, the intersection.
In urban residential areas, simple staggered intersections may be provided, without

channelization. Normally the offset between the centerlines of the two minor legs
should be 30m or more, and the layout is designed as two separate T intersections.
14 - 8
Chapter 14
14.16
14.11 14.10.6
14.14 14.12.2 14.12.1
14.10.1
14.10.2 14.10.2
---=--
14.12.1 14.12.2 14.14
a) Left I right stagger 14.10.5 14.11
Ynt
14.15
14.12.1
14.12.1
I
b) Right / left stagger
Figure 14.7: Staggered T Intersection
14.4 Capacity
Although the choice of intersection type is often constrained by the road hierarchy
(see Table 14.1 ), it is nevertheless very important to check that the selected
intersection type has adequate capacity to handle the predicted traffic demand.
Close liaison with the traffic engineer on this matter is required at an early stage.
Should there be a lack of capacity, consideration should be given firstly to the

adoption of a major I minor layout of a higher standard, and secondly to the
provision of a signalized intersection. In the latter case, it is always preferable to
begin the design process afresh rather than simply to impose signals on a layout
designed for major I minor operation.
Sometimes a roundabout may be an appropriate solution, generally where there

are significant numbers of left-turning vehicles on most approaches.
14 -9
DUBAI MUNICIPALITY
14.5 Pedestrian Considerations
Major I minor intersections can pose problems for pedestrians, especially in areas
with dominant pedestrian flows, or where the entry to the minor road is wide and
lacks a splitter island. The needs of pedestrians should be borne in mind, and
where there is a perceived need to provide a signalized pedestrian crossing of
one leg, the intersection should be signalized as a whole. If this were not done,
a driver could easily draw the wrong conclusion about the likely movement of
other vehicles from the signal aspects which he sees.
14.6 Design Speed
Many of the layout elements are dependent on the speed at which vehicles
negotiate the intersection. Vehicles following the major alinement should be able
to do so without speed reduction, and in the tabulations which follow, Design Speed
refers to that of the major alinement, not to the minor road, unless otherwise stated.
For right-turning roadways, special considerations apply, as described in Section

14.7.
14.7 Alinement
The alinement of the main line through an intersection is determined in the

normal manner by the application of the standards relevant to the Design Speed,
as set out in Chapters 5 and 6 of this Manual.
For the minor road(s), vehicle operating speeds tend to be lower, as drivers
either accelerate away from the intersection, or anticipate on their approach that
they may have to bring their vehicles to a halt. Accordingly, the designer may use
his judgment in selecting the alinement elements, but should always ensure that
the speed which can be safely maintained meets the anticipated operating speed
for the movements concerned, and bears an appropriate relationship to the
operating speeds on adjacent sections of road. In all cases he should check that
the guidance given in the following sections of this Chapter is adhered to.
The horizontal curvature of right-turning roadways is generally determined from

landtake considerations. Drivers tend to base their speed on their perception of
the curve, and the designer should therefore ensure that other alinement features
on the turning roadway - vertical curvature, superelevation, sight distances etc -
are adequate for the maximum speed which the horizontal curvature permits.
Higher levels of side friction factor are appropriate at intersections, and these lead
to the adoption of lower radii on right-turning roadways than would be the case
for the same design speed under open road conditions. Tables 14.2 and 14.3
14 - 10
Chapter 14
contain the details, and should be contrasted with Tables 5.2 and 5.3 pertaining
to open road and with Tables 14.6 and 14. 7 which relate to curb radii where there
is no turning roadway.
Table 14.2 : Side Friction Factors for Intersection Design

of the curve (km/h)
15 0.4
20 0.35
30 0.28
40 0.23
50 0.19
60 0.17
Table 14.3 : Minimum Radii for Intersection Curves
Design Assumed Radius for

Speed of superelevation design
the curve (%) (m)
(km/h)
15 0 7
20 0 10
30 2 25
40 4 50
50 4 90
6 80
60 4 135
6 125
8 115
Note: These values may also be adopted (away from

intersections) on roads with a design speed of 60km/h
and below, in place of the figures in Table 5.3
14 • 11
DUBAI MUNICIPALITY
14.8 Visibility
14.8.1 General
Because vehicle paths conflict at intersections, good visibility is essential if

accidents are to be minimized. There are four generic considerations:
• visibility for drivers on the main alinement
• visibility for drivers approaching on the minor road
• visibility for drivers turning into or out of the minor road
• visibility for drivers on right-turning roadways.
14.8.2 Visibility on the Main Alinement
Drivers on the main line should be able to see the minor road entry from a
distance of 1 .5 times the Stopping Sight Distance appropriate for the Design
Speed. This is to ensure that they can perceive the intersection and react to its
presence. Standard Stopping Sight Distance should also be provided to the back
of any anticipated queues, for example of vehicles waiting to turn left.
Decision Sight Distance is generally not required on the main line, but the
designer is referred to Section 4.5 of this Manual for further details.
Safe Passing Sight Distance is not required through intersections on undivided

roads, and should not be provided on a road with limited passing opportunities
elsewhere, as this could prove counter-effective through encouraging potentially
unsafe passing maneuvers at the intersection.
14.8.3 Visibility on the Minor Road Approach
Drivers should be able to see the point at which they are expected to stop or give
way from an adequate distance. This means that at least full Stopping Sight
Distance appropriate to the design speed of the minor road should be provided.
In the following instances, Decision Sight Distance (which is greater than

Stopping Sight Distance) should be provided:
• on a rural road leading to a stop sign
• on an urban road leading to a stop sign or traffic signals
• where unusual maneuvers are required at the intersection
• where there is a significant amount of "visual noise"
See Section 4.5 of this Manual for further details.
Safe Passing Sight Distance is never required.
At a T intersection, consideration should be given to the use of planting (or the

provision of other barriers to forward view) beyond the intersection. This provides
conspicuity to the intersection and provide an approaching driver with a visual
14 · 12
Chapter 14
signal well in advance that the alinement is coming to an end.
At crossroads, other means of increasing the conspicuity of the intersection

should be considered. Splitter islands are always provided, and they may provide
a suitable location for maximum size traffic control signage (stop or give way).
14.8.4 Visibility for Emerging Vehicles
Drivers of emerging vehicles need to have an adequate view of other vehicles

whose paths they intersect. This view should be obtained in good time, rather
than when the vehicle arrives at the give way or stop line. This leads to the
requirement for sight triangles as shown in Figure 14.8.
Full width of intersection

C/L
y y
TP TP
x
• Approach triangle
E • Crossing triangle
....
I()
For definition of
distances X and Y
see paragraph 14.8.4
Figure 14.8 : Sight Triangles
There are two sight triangles, both of which have a visibility envelope in the
vertical plane which is the same as for Safe Passing Sight Distance (see Section
4.4 of this manual). This means that the lower boundary for clear vision is from a
driver eye height of 1.05m to an object height also of 1.05m.
Firstly, the approaching driver needs to see and comprehend the layout of the
intersection, and this is achieved through the provision of clear visibility, with no
obstructions, on the approach triangle. The reference line for this is the nearer
edge of the traveled way of the main alinement, and the full width of the intersection
at the reference line should be clearly visible from a point 15m before that line.
14 - 13
DUBAI MUNICIPALITY
Secondly, the driver needs to be able to identify when it is safe for him to proceed
into or across the traffic flow on the main line, and this is achieved through the
provision of clear visibility at all points within the crossing triangle. The reference
line is again the nearer edge of the traveled way of the main alinement, but the
distance (Y) along this line, and the distance (X) back into the minor road, are both
variable depending upon the circumstances. Tables 14.4 and 14.5 set out the
relevant information. Within the crossing triangle, isolated obstructions to the
sight line (single sign posts, lighting columns etc) are permissible, but care should
be taken to ensure that a combination of slim obstructions do not together form an
effective block to the vision of a driver.
Table 14.4 : X Distances for Crossing Sight Triangle
Circumstances X distance (m)

(see Figure 14.8)
Normal In rural areas 15

provision
In urban areas 10
Minimum Generally 5
provision
In densely-developed urban locations 2.5
Table 14.5 : Y Distances for Crossing Sight Triangle
Design Speed of main Y distance (m)

alinement (km/h) (see Figure 14.8)
30 75
40 100
50 125
60 150
70 175
80 200
90 225
100 250
14 • 14
Chapter 14
The figures in Table 14.5 are based on typical performance of single-unit trucks
(SU). In urban residential areas, where vehicles larger than a car (PC) are rarely
expected, the values may be reduced by 30% on roads with a design speed of
50km/h and below. In industrial areas, consideration should be given to
increasing the values by 30% to allow for vehicles up to WB-15. It is not normally
economic to design for larger vehicles.
If the major road is one way (or one half of a divided roadway, with only right
turning from the minor road being allowed), a single crossing sight triangle in the
direction of approaching traffic is necessary. If the minor road serves as a one
way exit from the major road, no sight triangle is required, but adequate forward
visibility for turning vehicles should be provided.
Vehicles parked within sight triangles obstruct visibility. Parking bays and access
driveways should therefore be located outside the triangles. Care should also be
taken in the placing of any signs, landscaping or items of street furniture which are
deemed necessary within the sight triangles, so that the obstructive effect is
minimized.
14.8.5 Visibility on Right-turning Roadways
The Stopping Sight Distance which accords with the relevant speed should be
provided, as described in Section 14.7.
14.9 Corner Radii
Corners may be of constant radius (simple) or may use a compound curve, of

which the three-centered compound curve, shown in Figure 14.9, is in most
general use. This is described by its three radii, in the order which a driver would
encounter them, together with the offset of the middle radius. Thus a 30m-1 Om-
60m, 1.5m offset, describes a curve with initial circular radius (R1) of 30m,
followed by a section of curve with a radius (R2) of 1 Om whose center is 11 .5m
(R2+offset) from the extended channel line, followed by a curve with a radius (R3)
of 60m.
14 - 15
DUBAI MUNICIPALITY
<,
-,
-,
\
\
I
I
Offset \
\
\
-,
1 --+---!--" C1
t----'-..,.--R_
R3
C3
Figure 14.9 : Three-Centered Compound Curve
14.9.1 Corner Radii where Right Turning Occurs
The relevant corner radii are set out in Table 14.6.
Table 14.6 : Corner Radii at Major I Minor Intersections
Situation Corner radius (m)

Urban areas Local road I Local road 10m
(may be reduced to 7m if vehicles
larger than a car occur infrequently)
Local road I Collector 10m

All others 15m
Rural areas Local road I Local road 10m
Local road I Collector 15m
All others 36m - 12m - 36m; 1 m offset
These arrangements are generally appropriate for vehicles up to the size of a bus
(BUS) or a single-unit truck (SU). Where larger vehicles are anticipated on more
than an occasional basis, adequate radii need to be provided, normally using a
compound curve. Table 14.7 gives general guidance on curves which should
avoid encroachment on to adjacent lanes, but the designer is referred to the
extensive advice in AASHT0(1) (Table IX-1 and IX-2, and the accompanying
14 - 16
Chapter 14
Figures IX-9 to IX-17). Checking with templates or by use of computer software

is recommended where larger semitrailers are expected to operate regularly.
Table 14.7 : Three-Centered Corner Radii for Semitrailers
Design vehicle Corner radii (m) Offset (rn)

WB-12 36 - 12 - 36 2
WB-15 55 - 18 - 55 2
WB-19 180 - 18 - 180 3

WB-29 180 - 24 - 180 2
WB-35 120 - 18 - 120 5
14.9.2 Corner Radii where Right Turning does not Occur
In circumstances where right turning does not occur, for example because it is
prohibited by traffic regulation or if it is catered for by means of a separate right-
turning roadway, a curb radius of around 1 m should be provided.
14.9.3 Turning Radii in Right-turning Roadways
The radius of a right-turning roadway is generally dependent on land availability.

See Section 14.7 for further information. If the designer selects a design speed
for a right turning roadway, Table 14.3 gives the relevant radii.
14.10 Lane Widths
14.10.1 Lane Widths on Through Lanes
The lanes on the major road which continue through the intersection should be
the same width as the lanes before and after the intersection. However, in urban
areas where speeds are low and flaring is provided on the main line, a reduced
lane width is acceptable, the minimum being 2 � 3.0m lanes.
14.10.2 Lane Widths on Left-turning Lanes on the Major Road
An auxiliary left-turning lane should be at least as wide as the adjacent through

lane. Where the left turn lane is protected, as shown in Figure 14.4, a width
which provides 3.75m between the curbs on the protected length would be
chosen. Double-lane left-turning lanes, if required, should always be signalized,
and should comply with the standards set out in Chapter 17 of the manual.
14 • 17
DUBAI MUNICIPALITY
14.10.3 Lane Widths on Auxiliary Right-turning Lanes
Depending on the volume and speed of turning traffic relative to through traffic,
it is sometimes appropriate to develop an auxiliary right-turning lane on the main
alinement in advance of the intersection. This allows turning vehicles to
decelerate clear of the through traffic.
The auxiliary right-turning lane, as shown in Figure 14.10, should normally be

the same width as the adjacent through lane.
Auxiliary lane Deceleration length

taper 14.12.2 14.14
Figure 14.10: Auxiliary Right-Turning Lane
14.10.4 Lane Widths on Right-turning Roadways
On right-turning roadways, added width is required in order to cater for the swept
path of larger design vehicles. Table 14.8 shows recommended minimum widths
for various inner radii under three traffic design conditions (A, B and C), as
described below the Table. If large vehicles (typically larger than WB-15) are to
be catered for, then the width should be checked using the swept path template
for that vehicle.
For radii above 125m, see Table 5.5 for details of lane widening requirements.
On turning roadways longer than 30m, it is recommended that allowance should

normally be made for disabled vehicles. On shorter roadways, the designer
should consider whether or not to provide for this eventuality, bearing in mind the
presence of any alternative route for right turning vehicles which may exist within
the intersection.
Where the turning roadway is to be used by traffic in two lanes, the widths
required are as set out in Table 14.9.
14 - 18
Chapter 14
Table 14.8: Width of Single-Lane Right-Turning Roadways
Inner CASE 1 CASE 2

radius Single lane width (rn) Single lane width* (m)
(m) without space to pass disabled vehicle with space to pass disabled vehicle
Condition Condition Condition Condition Condition Condition

A B c A B c
15 5.4 5.4 6.9 6.9 7.5 8.7
25 4.8 5.1 5.7 6.3 6.9 8.1
30 4.5 4.8 5.4 6.0 6.6 7.5
50 4.2 4.8 5.1 5.7 6.3 7.2
75 3.9 4.8 4.8 5.7 6.3 6.9
100 3.9 4.5 4.8 5.4 6.0 6.6
125 3.9 4.5 4.8 5.4 6.0 6.6
Condition A - Design traffic predominantly P, but some consideration for SU
Condition B - Sufficient SU traffic to govern design, but some consideration for WB vehicles
Condition C - Sufficient BUS and WB vehicles to govern design
* Where a shoulder is provided, its width may be deducted from these figures to obtain the lane
width, subject to the minimum lane width of Case 1.
Source: Based on AASHT0(1l
Table 14.9: Width of Two-Lane Right-Turning Roadways*
Inner radius Condition A Condition B Condition C

(m)
15 9.3 10.5 12.6
25 8.7 9.9 11.1
30 8.4 9.3 10.5
50 8.1 9.0 9.9
75 8.1 8.7 9.3
100 7.8 8.4 9.0
125 7.8 8.4 8.7
Condition A - Design traffic predominantly P, but some consideration for SU
Condition B - Sufficient SU traffic to govern design, but some consideration for WB vehicles
Condition C - Sufficient BUS and WB vehicles to govern design
* Where a shoulder {1.2m or wider) is provided, deduct 0.6m.
Source: Based on AASHTo(t)
14 - 19
DUBAI MUNICIPALITY
14.10.5 Lane Widths on the Minor Road Approach
For intersections without a minor leg splitter island, it is normal practice to

maintain the width of the minor road lanes up to the intersection.
For intersections with a minor leg splitter island it is good practice to widen
the traveled way at the approach to the intersection. The minimum approach
lane width at the start of the splitter island should be 4.0m, or, if two separate
approach lanes are being provided, 2 x 3.5m. The width of the lane entering the
minor road at this point should also be a minimum of 4.0m. This is illustrated in
Figure 14.11.
Widening should be applied at a rate not exceeding 1: 10
.. .
�
',J
Normal width I I Nonn8I width
a) Single lane approach
Figure 14.11 : Minor Road Approach With Splitter Island
If the minor leg is a divided road, then no change in cross-section is required.

Consideration should, however, be given to signalizing the intersection or to the
adoption of a roundabout.
14.11 Islands
14.11.1 General
Traffic movements can usefully be separated by physical or painted guide

islands. Minimizing conflicts by separation should mean that drivers are faced
with simple decisions on their choices of movement at any one time, thus
enhancing safety. For the separation to be effective, the intersection must be
14 • 20
Chapter 14
large enough for drivers to identify in adequate time those vehicles which will
conflict with their intended path and those which will not, otherwise gaps in the
flow cannot be used effectively by traffic entering the intersection.
14.11.2 Dimensions of Physical (curbed) Islands
Splitter islands in the minor road should be at least 2.0m wide and 5.0m long,
and should be set back by at least 1.0m from the nearest edge of the main line
traveled way. Where significant numbers of pedestrians are expected to use an
island as a means of crossing the minor road, its width should be 3.5m or more.
Where pedestrian activity is low, consideration may be given to an island which
is capable of being over-run.
The median island at a T intersection with main line channelization (as shown in
Figure 14.3) should be 12m wide (including median shoulders, if any)
immediately downstream of the crossing point. This width can shelter buses and
most single unit trucks turning left from the minor road. Where use by longer
vehicles is expected and a roundabout is not feasible, the width needed for
shelter is at least the length of the design vehicle.
The dimensions of other channelizing islands are usually determined by the

physical characteristics of the site and the swept paths of the design vehicles,
but the area of islands should generally be not less than 6m2 if curbed or 3m2 if
painted. For triangular islands this is approximately equivalent to a length of
side of 3.5m (curbed) or 2.5m (painted).
14.11 .3 Painted Islands
Painted islands should be delineated in accordance with the Dubai Traffic

Control Devices Manual.
14.11.4 Physical (curbed) Islands
The approach end of a physical island should be obvious to the approaching

driver, and both visually and actually clear of vehicle paths. A raised delineator
may be desirable at this point, and guidance on the appropriate form of sign is
contained in the Dubai Traffic Control Devices Manual.
For median islands in the major road (that is, for single-lane channelization), it
is generally appropriate to provide a nose down at the start of the island, as
14 - 21
DUBAI MUNICIPALITY
r
L
Nonnal upstand curb
I Nose down unit
rL
I 1------ll1 l::L---::-
Pavement surface
I=3·1--------1 -____::: . . .: : : ,
Figure 14.12 : Nose Down at the End of a Median Island
For splitter islands in the minor road, a nose down at the end remote from the
intersection may be appropriate in a rural area, but in urban areas the island is
usually entirely delineated by normal upstand curbs.
Other islands should be treated on their merits, but generally are unlikely to
require special nose treatment.
14.11 .5 Offsets to Physical Islands
It is normal to offset the nose of an island in order to lead a driver more safely
into the curbed path which he will follow. Typical offsets are shown on Figure
14.13 for median islands and Figure 14.14 for triangular islands.
E
�
+
a:::
R=0.3m to 1.0m
Figure 14.13 : Offsets to Curbed Median Islands
14 -22
Chapter 14
0.5m
0.6mto1m 0.5mto 1m
a) No shoulder b) With shoulder
Figure 14.14 : Offsets to Curbed Triangular Islands

(Small = near minimum size. See Section 14.11.2)
Splitter islands in the mouth of the minor road approach should be set back at
least 1 m from the through traveled way, and greater setback (or increased curb
radii) may be warranted by the swept path of the chosen design vehicle, if BUS
or larger.
Alternatively, if pedestrian activity is low and there are Right of Way constraints,
the island may be designed with flush curbs so that it may be over-run.
14.12 Tapers
14.12.1 Taper to Median Islands
Median islands are found in main line channelization (Figure 14.3) and
staggered T intersections (Figure 14.7). The rate at which the road width can
safely be increased on the approach to the median depends on the design
speed of the main alinement, and is set out in Table 14.10. Widening at this rate
can be applied on both sides of the centerline.
For splitter islands in the minor road, taper, if any, is applied at a maximum o 1:10.
14 ·23
DUBAI MUNICIPALITY
Table 14.1 O : Taper Rates to Median Islands
Design Speed (km/h) Taper rate
50 1 :20
60 1 :30
70 1 :40
.
80 1 :45
90 1 :45
100 1 :50
14.12.2 Tapers to Auxiliary Left-turning Lanes
Auxiliary left-turning lanes are found in main-line channelization layouts (Figure

14.3), at staggered T intersections (Figure 14. 7) and on divided roads with a left
turn from the main alinement (Figure 14.4). Table 14.11 gives the taper rate to
develop the auxiliary lane.
Table 14.11 : Left-Turning Auxiliary Lane Taper
Design Auxiliary lane taper rate

Speed
Divided roads Main-line channelization and
(km/h)
staggered T intersections
50 1 :4 1 :2
60 1 :6 1 :3
70 1 :8 1 :4
80 1:10 1 :5
90 1 :12 1 :6
100 1 :16 1 :8
On divided roads with a design speed of 90 and 1 OOkm/h, the change in

alinement at both ends of the taper should be smoothed using large radius
curves, typical radii being of the order of 350m to 400m.
14 -24
Chapter 14
14.12.3 Tapers to Right-turning Auxiliary Lanes
Where a right-turning auxiliary lane is provided on the main alinement, it has a

lead-in taper (if it is an auxiliary lane prior to the intersection exit) or a run-out
taper (if it is an auxiliary lane beyond the intersection entry). The relevant taper
lengths are shown in Table 14.12 below.
Table 14.12: Right-Turning Auxiliary Lane Taper Length
Design Auxiliary lane taper length (rn)

Speed
(km/h) Lead-in Run-out
50 1 :8 1 :8
60 1:10 1:10
70 1:10 1:10
80 1 :12 1 :15
90 1 :12 1 :20
100 1 :15 1 :25
14.13 Right-turning Roadway Terminals
Every right-turning roadway, whether it be major-to-minor or minor-to-major, has

an exit terminal, where it leaves one alinement, and an entry terminal, where it
joins the next alinement.
Exit terminals may be either direct or tapered. Entry terminals may be either
"Give Way" or tapered. The choice of which terminal to adopt depends on a
number of factors, including the relative traffic volumes and speeds and the
space available, and should be made by the designer in consultation with the
traffic engineer.
Figure 14.15 is a composite layout to show the use of all four terminal types.
In the DIRECT EXIT terminal, the inner edge of the traveled way of the turning
roadway is directly tangential to the edge of the traveled way of the alinement
being left.
14 -25
DUBAI MUNICIPALITY
Note: W•Relevant v.1dth

- from table 14-8
r GIVE WAY
ENTRY
Inner curb tangentlal

to main allnement curb
Inner curb tangential

10 minor road curb
TAPERED l!NTRY DIRl!CT
EXIT
Figure 14.15 : Right Turning Roadway Terminals
In the TAPERED EXIT terminal, the running width is increased over the tapered
section until it reaches the width of the turning roadway, then curves away
tangentially from that point. The taper rate should be as for a lead-in taper as
In the GIVE WAY ENTRY terminal, the inner edge is directly tangential to the
edge of the alinement being joined. Traffic from the turning roadway therefore
has no merging area, but is directed by road signs to Give Way.
In the TAPERED ENTRY terminal, the turning roadway becomes parallel with
the edge of the traveled way of the alinement being joined, and then the width
is reduced over the tapered section, allowing a gradual merging of the two traffic
streams. The length of the tapered section should be the same as that of a run-
out taper as set out in Table 14.12.
14.14 Deceleration and Queuing
There are two situations to be considered, namely left-turning auxiliary lanes

and right-turning auxiliary lanes. In the former, queues can normally be
anticipated, as vehicles have to wait for gaps in the opposing stream of traffic.
The length of the auxiliary lane is therefore the sum of the deceleration length
and the queue length. In the latter case, however, queuing rarely occurs, and
the length of the auxiliary lane is the same as the deceleration length.
14 ·26
Chapter 14
14.14.1 Deceleration in Left-turning Auxiliary Lanes
The provision of the braking distance element of Stopping Sight Distance to the
back of any stationary queue within a left-turning lane provides a safe situation
under heavy traffic flow conditions, and allows a more leisurely deceleration
during periods of lighter traffic flow when the queue is shorter. This is the basis
for the absolute minimum values set out in Table 14.13, while the desirable
values (relevant for speeds of 80km/h and above) are based on deceleration
rates which allow for less rapid braking.
Table 14.13: Minimum Deceleration Length in Left-Turning Auxiliary Lanes
Design Up-grade Level Down-grade

speed greater than to4% greater than
(km/h) 4% up or down 4%
50 35* 35* 35*
60 40* 45* 50*
70 60* 65* 70*
80 75 85 95
90 90 105 125
100 110 135 160
* On urban roads with intersection spacing less than 400m, see

Section 14.14.2 for reduced standards.
14.14.2 Queuing in Left-turning Auxiliary Lanes
The queue length is entirely dependent on the volume of traffic wishing to make
the left turn maneuver and the opposing flow on the main line. Advice should be
sought from the traffic engineer.
On urban roads with a design speed of 70km/h or less and an average

intersection spacing of 400m or less, it is often impractical to provide the full
deceleration and queuing length. It is normal to assume under heavy flow
conditions that much of the deceleration occurs in the through lanes, and so the
overall length of the left-turning lane should be taken as the longer of (a) the
queue length, to cater for conditions when the queue is at a maximum and
speeds are low, or (b) the deceleration length, to reflect the situation under light
traffic flow when there is no queue present.
Protection of left turn lanes (as shown in Figure 14.4) may be beneficial, and, if
provided, their geometry should be the same as for U-turns (see Chapter 16).
14 -27
DUBAI MUNICIPALITY
14.14.3 Deceleration in Right-turning Auxiliary Lanes
Deceleration in right-turning auxiliary lanes enables vehicle speed to be

reduced, clear of the through running lanes, to that commensurate with the
radius of the right turn.
For this purpose, the speed commensurate with the right turn radius can be
assessed from the data in Table 14.14. The deceleration length can then be
obtained from the chart presented in Figure 14.16, using the appropriate speed
curve.
Table 14.14 : Speed Assessment for Right Turns at Intersections
Curb radius Assumed Assessed

of right turn superelevation turning speed
(m) (%) (km/h)
7 0 18
10 0 21
15 0 24
20 2 28
25 2 31
30 2 34
40 4 37
50 4 40
The values obtained from Figure 14.16 represent the length of the auxiliary lane
(measured from the end of the lead-in taper to the start of the exit curve), as
shown on Figure 14.10. They should be increased by 20% for down grades of
3% and 4%, or by 35% for down grades of 5% or more. Up grades theoretically
reduce the length required, but this should generally be ignored. Where spatial
constraints dictate, however, allowance for this shortening may be made,
reducing the values obtained from Figure 14.16 by 10% (for 3% and 4% up
grades) and 20% (for 5% or more).
14 -28
-... �-
Chapter 14
AHeased
turning speed
�{{{!
100
J lh '/
/; (//
I '/� v
90
JI I I/
I/I I
80
I
, /j I/
I
II I/I I
4�/ /1 '/
�j V.IJ � I
50
I it I�f
I
I /,
VJ vI
/
v
/
40
t> I
I
/
I
V,
30
I.;
/
/
II 100 200
Deceleration length (m)
Figure 14.16 : Deceleration Length in Right-Turn Auxiliary Lane

(Normal braking)
14.15 Acceleration
The only situation in which acceleration may be a relevant design consideration

at a major I minor intersection is at the end of a right-turning lane. There are three
alternatives:
• The ramp terminal is a GIVE WAY ENTRY (see Figure 14.15) in which case
turning traffic is governed by Stop or Give Way rules. The driver allows for
acceleration when selecting a gap in the traffic stream, and so it does not
need to be considered in the geometric design.
14 -29
DUBAI MUNICIPALITY
• The ramp terminal is a TAPERED ENTRY (see Figure 14.15) with a

standard length taper (as set out in Table 14.12). In this case the layout
makes provision for some acceleration to take place clear of the through
running lanes, thus enabling the driver to accept a shorter gap than would
be possible with a direct ramp terminal layout. Acceleration does not need
to be considered further in the geometric design.
• The ramp terminal incorporates an auxiliary lane to permit acceleration clear
of the main traveled way prior to the tapered length. This layout is only
appropriate where the design speed of the main alinement is 80km/h or
more. In this situation, it is appropriate to consider acceleration, and the
length of the auxiliary lane should be obtained from Table 14.15. (The run-
out taper length is given in Table 14.12.)
Table 14.15 : Acceleration in Auxiliary Lanes
Design Acceleration length (m)

speed based on assessed turning speed (from Table 14. 14)
(km/h)
20km/h 30km/h 40km/h
80 220 205 175

90 290 270 240
100 365 350 330
14.16 Turning Length
Where the median "gap" caters only for left-turning vehicles into the minor road,
the layout should be similar to that for a U-turn, and Section 16.9 of this manual
gives relevant advice.
Where (exceptionally) the median "gap" caters for left-turning vehicles into and out
of the minor road, the turning length (the median "gap") should always be 12m or
more. If vehicles larger than single-unit trucks (SU) or buses are anticipated on
more than an occasional basis, the swept path of the left turn should be checked
and the median nose designed to suit the relevant design vehicle swept path.
Further guidance is given in Chapter IX of AASHT0(1l.
14-30
Chapter 14
14.17 Staggered T Intersection Spacing
The separation between opposing legs of a staggered T intersection (shown on

Figure 14. 7) is often dictated by physical considerations, but the following criteria
should be adopted:
For a left I right stagger

Absolute minimum separation 20m
(where no vehicles larger than SU are anticipated on a regular basis)
Desirable minimum separation 50m
(to cater for largest size trucks)
For a right I left stagger

Deceleration and queuing lengths in accordance with Section 14.14
Auxiliary lane tapers in accordance with Table 14.11
Minimum width of median island in main line* 2m
* the auxiliary lane taper lengths may overlap
14.18 Drainage
The crossfall or normal crown of the main alinement should be continued through
the intersection, and the minor leg adjusted to tie in. Superelevation of turning
roadways is desirable, but should not exceed 4% in urban areas.
Consideration should be given to surface water drainage, and care should be taken
to ensure that there are no flat or relatively flat areas where ponding might occur.
14.19 Driveways
Visibility for emerging drivers is important, and a crossing sight triangle, with an X
distance of 2.5m and a Y distance appropriate for the design speed of the road,
should always be provided.
Driveways are a basis form of intersection, providing access from the public right
of way to residential, commercial or industrial properties. Vehicles using the
driveway may disrupt the flow of traffic on the public road and so the position of
driveways and their design should be controlled, the aim being to site them where
vehicles entering and leaving cause as little disturbance as possible to the main
through traffic.
Driveways are not permitted on Freeways and Expressways, and are generally
not appropriate on Primary Arterials. They may be permitted on Service Roads
and Secondary Arterials, and are generally appropriate on Collectors. Local
roads and streets should be designed in such a way as to facilitate full access to
14 - 31
DUBAI MUNICIPALITY
all adjoining properties.
Where traffic volumes are light and access points are adequately spaced they
have a minimal effect on through traffic. However when traffic is heavy and there
are a number of access points in an area, the capacity and safety of the road can
be adversely affected. A balanced judgment is required so that the facility is able
to provide the necessary access for the land user and an appropriate standard of
provision for the through traffic.
The design of driveways should provide turning radii for the selected design
vehicle. Residential driveways should generally be designed for passenger-car
operation only. For a 90 degree turn, an inside radius of 5m and an outside swept
path of a 9m radius comfortably accommodates most drivers in all passenger
cars. Temporary encroachment on the wrong side of a residential street while
entering a private driveway is generally considered acceptable.
Driveway widths of 3m to 4m are normally adequate, but driveways leading to

schools, mosques or apartment car parks, where traffic volumes are expected to
be higher, should be at least 6m wide to allow two-way traffic. The appropriate
tapers and sight triangles for major I minor intersections should where possible be
applied to driveway access points.
Points to be considered when designing driveways are listed below:
• If the road is divided, where are the openings in median located? Can
access be achieved from both directions?
• Are there other driveways or minor accesses nearby? Does this influence
the choice of location?
• Are there other, better locations from which the plot can be served?
• What road constraints influence the choice? Intersections? Bends?
Grades? Drainage features? Location of utility manholes etc?
• Where is the best location in respect of road lighting?
• What design vehicle is to be used? What are the geometric requirements
for that vehicle? Radii? Widths?
• Is it likely to be a heavily-used driveway (for example to a school)? Review
the width requirements accordingly. Is there a need for a left-turning lane
on the road?
• How is it to be tied in to the horizontal and vertical geometry of the road?
• Is the grade of the driveway acceptable (7% or less)? Is there any danger
of vehicles grounding as they cross the channel line?
• Can proper sight distances be achieved?
• Is it likely to interfere with curbside parking, or vice-versa?
• Is there a sidewalk? Can a flush curb be accommodated? Are there any
other pedestrian considerations (particularly in respect of the disabled and
elderly)?
14 • 32
Chapter 14
• If sidewalks are locally discontinuous, does this work provide an opportunity

for them to be improved?
The location and design of each driveway should be considered on its own merits
and variations may be allowed where there is a benefit to the end user, provided
that safety is not compromised.
14.20 Summary of Design Process
As the design of major I minor intersections is a relatively complex process, the

flow chart in Figure 14.17 is provided to guide the designer. It has been split into
two parts, the first relating to preliminary design issues, the second dealing with
issues which are relevant to detailed design.
lnilial Sketch 1--------t Traffic Engineering

Layout Capacily Assessment
Select Major/Minor
Standard Cross Sections
Configuralion ,_____, Lane Widths
Layout
Select Leg Type 1-------t Consider Local Conditions/

Planning Considerations
\------� I
II NOT
OK
I
I
I NOT
Check Process_
• Pedestrian Movements
I
I
I
OK
• Design Speeds I
I
• Turning Radii Traffic Engineering _____ I
• Visibility Capacity Analyses
• Lane Widths
• Island Locations and Sizes
• Turning Roadway Geomelry OK
• Deceleration and Queuing
• Safety
Refined Preliminary
Design Layout
Final Design
Figure 14.17: Summary of Design Process for Major I Minor Intersections
14 • 33
DUBAI MUNICIPALITY

Association of State Highway and Transportation Officials, 1994. Generally
referred to as AASHTO.
14 • 34
Chapter 15
Roundabouts
Chapter 15
Roundabouts
15 Roundabouts
15.1 Introduction
This section deals with the main geometric design features of roundabouts.
A roundabout can be provided on any class of road where at-grade intersections

are permissible, and so is an appropriate form of intersection on all roads, except
for freeways and expressways where at-grade intersections are not to be used.
The designer's main concern must be to produce a layout which is inherently safe,
and to check that it has adequate capacity, rather than to allow capacity
considerations to override good layout practice. If capacity and safety cannot
both be achieved, then an alternative form of intersection should be sought.
Because of the interaction between traffic streams which occurs at a roundabout,

the calculation of capacity is complex and requires the use of relevant computer
software. Roundabouts are prone to "locking up", particularly if the Give Way rule
is not carefully observed or if there is a blockage on one of the exit roads, and this
cannot be effectively modeled.
There is therefore no generalized guidance available to assist the designer in

making a preliminary assessment of whether a roundabout is likely to operate
within capacity. He is reliant on the input of the traffic engineer to advise on this
matter, and he may well need to design and redesign the layout on an iterative
basis to achieve a layout which meets the traffic demand. Nevertheless, it is
reasonable to assume that roundabouts on Local Roads will operate within
capacity, and it is likely that roundabouts on Collectors can be designed to do so
too. On Arterials, adequate capacity may often be difficult to achieve while
maintaining a safe layout.
The roundabout portion of a grade-separated interchange (as described in Chapter

18 of this manual) should be designed as if it were an at-grade roundabout.
15.2 General Principles
The principal objective of roundabout design is to secure the safe interaction of

traffic between crossing traffic streams with minimum delay. This is achieved by
a combination of geometric layout features that should be matched to the volumes
of traffic in the various streams, to vehicle speeds, and to any locational
constraints that apply.
There is a balance to be struck in the design of a roundabout. In capacity terms,

the provision of wide approaches and circulating pavement is beneficial, but can
lead to high speeds through the roundabout under conditions of light traffic flow.
15 • 1
DUBAI MUNICIPALITY
From a safety viewpoint, the roundabout should be designed to limit through

speeds by means of adequate deflection angles and entry path curvature, and this
may constrain pavement widths and thus limit the available capacity.
The guidance given in this Chapter sets out desirable geometric standards for the
various elements within a roundabout, but it is recognized that it may not always
be possible to achieve .fill the standards. The designer must then consider which
of them, if any, may be exceeded without a significant adverse effect on the
accident risk, and should consider whether an alternative form of intersection
would be preferable.
15.3 General Features of a Roundabout
15.3.1 Layout
A roundabout has a one-way circulating pavement around a central island which

is 4m or more in diameter. The entries are generally designed to permit more than
one vehicle to enter the roundabout side-by-side, and the approaches may be
"flared" to achieve adequate entry width.
Figure 15.1 depicts a typical arrangement. Entries from undivided roads should
be provided with curbed median islands of roughly triangular shape where they
meet the roundabout. The medians of divided roads should be widened in a
similar manner.
,,�
II
,.. .... J.J-
-----<)
- I
<, '\
r».
"t_)
'�
�-rr"
,I,I Traffic deflection
Island
Figure 15.1 : Typical Roundabout Layout
15-2
Chapter 15
Roundabouts
15.3.2 Number of Entries
The number of entries recommended is either three or four. Roundabouts

perform particularly well with three legs, being more efficient than signals,
provided that the traffic demand is evenly balanced between the legs.
Plate 15.1 shows a three-leg roundabout on a Secondary Arterial.
Plate 15.1 : Three-Leg Roundabout on a Secondary Arterial
If the number of entries is greater than four, driver comprehension can be

adversely affected. The roundabout also becomes larger, and it is likely that
higher circulating speeds will occur. Six legs should be considered as the
absolute maximum.
15.3.3 Signalized Roundabouts
Signals may be introduced on an existing roundabout, but a signalized

roundabout should not be selected for a new design layout.
15-3
DUBAI MUNICIPALITY
15.3.4 Mini-roundabouts
Mini-roundabouts with flush-paved central islands of 4m to 12m diameter are

suitable for use on Local Roads and Collectors, but should not be used on roads
of Arterial standard. Their layout should be based on the general principles set
out in this chapter, and the need for an over-runnable central island should be
determined by use of the relevant design vehicle template.
It should be noted that mini-roundabouts delineated by a small painted central

island, typically of 2m to 4m diameter, are considered unsuitable for adoption in
Dubai.
15.4 The Design Process
As the procedure for the design of a roundabout is a complex one, Figure 15.2
sets it out in the form of a flow chart.
Firstly, it is necessary to sketch an initial layout in sufficient detail for the traffic
engineer to advise on capacity issues. His response will give a first indication of
the entry widths which might be required in order that the layout can
accommodate the design year flows.
The designer then takes these widths, and refines his layout, checking the following
factors (references in brackets being to the Sections of this chapter of the Manual):
• Is the central island an appropriate size? (15.5)
• Is the Inscribed Circle Diameter adequate for the design vehicle? (15.6)
• Does the circulating roadway accommodate vehicles entering side-by-
side? (15.7)
• Have the required entry widths been achieved? (15.8)
• Is the flare design adequate on each entry? (15.9)
• Is there adequate entry path deflection on each entry? (15.10)
• Are all entry angles within the acceptable range? (15.11)
• Is the radius on each entry above the acceptable minimum? (15.12)
• Are desirable grades able to be achieved? (15.13)
• Does the geometry of the exits meet the guidelines? (15.14)
The result of this process is a preliminary design, which again is assessed for
capacity. Any improvements which are suggested by the traffic engineer should
be considered and adopted where appropriate.
The designer then repeats the check process above, and makes further checks:
• Is the visibility adequate? (15.15)
on the approach (15.15.3)
to the left (15.15.4)
15- 4
Chapter 15
Roundabouts
forwards at entry (15.15.5)

when circulating (15.15.6)
of any pedestrian crossing (15.15.7)
• Can adequate crossfall be provided? (15.16)
• Is drainage properly catered for? (15.16)
• Are the safety criteria respected? (15.19)
This set of checks will then yield a final design, and it is prudent to refer this finally
to the traffic engineer for his confirmation that it is operationally satisfactory.
Initial Sketch 1-----� Traffic Engineering

Layout Capacity Assessment
Refined Sketch
i------.1 Entry widths (Preliminary) -,
Layout
I
I
I
Check Process I
I
• Island Size I
• ICD Check I
• Pavement Width I
I
• Entry Widths I
•
•
Flare Layout
Entry Path Deflection
t NOT OK
• Entry Angles I
I
• Entry Radii I
• Gradients I
• Exit Geomenry I
I
I
I
Preliminary Design
Layout
t---- Traffic Engineering
Capacity Analysis
_ _.,__/
I
OK
Suggesslons for
Refined Prelimina
i-----i Improved Operation -4'4--"
Design Layout I
(If any)
I
I
I
Final Checks I
I
• Visibility
• Crossfall i NOT OK
• Drainage I
I
• Safety I
I
I
Final Design Traffic Engineering -�-.,,,, I
L_ _:..:...:..._.1----;:;;0K;----j Capacity Check
Figure 15.2 : Roundabout Design Process
15- 5
DUBAI MUNICIPALITY
15.5 Minimum Size of Island
The minimum diameter for a central island is 4m. Flush paving should be
considered for roundabouts with island diameters in the range 4m to 12m.
15.6 Inscribed Circle Diameter
The Inscribed Circle Diameter (ICD) is the diameter of the largest circle which can
be inserted within the outline of the intersection, medians and median islands
being ignored for this purpose. Figure 15.3 shows how the ICD is measured.
Figure 15.3 : Measurement of the Inscribed Circle Diameter
The size of the smallest acceptable ICD is determined by the selected design
vehicle. It is good practice to allow a tolerance of 1 m from both inner and outer
curbs, and so typical minimum ICDs are as set out in Table 15.1. An ICD of 33m
caters for all design vehicles with the exception of WB-20 and WB-35.
It should be noted, however, that if roundabouts are below 40m ICD it can prove
difficult to achieve adequate deflections. In such cases consideration could be
given to the use of a larger, low-profile central island which would provide
adequate deflection for standard vehicles but allow overrun of all or part of the
island by the rear wheels of articulated vehicles and trailers. These overrun areas
should have the same profile as the circulating pavement but be paved in a
distinctly colored and/or textured material, and edged with curbs laid flat with an
upstand of 50mm.
15- 6
Chapter 15
Roundabouts
There is no maximum prescribed ICD, as capacity, physical constraints and safety

requirements normally determine the roundabout dimensions at large or heavily-
trafficked intersections.
Table 15.1 : Typical Minimum Inscribed Circle Diameters by Design Vehicle
Design Vehicle Typical minimum

ICD (m)
p 16
SU 29
BUS 31
A-BUS 29
WB-12 27
WB-15 31
WB-18 30
WB-19 30
WB-20 36
WB-29 33
WB-35 39
MH 28
PIT 21
P/B 18
MH/B 33
Refer to Table 2.4 for details of Design Vehicles
15.7 Circulating Pavement
The circulating pavement should, if possible, be circular in plan, and its width
should generally not exceed 15m. However, flush block-paved 'collars' around
the central island can be used to provide additional width if long vehicle turning
movements need to be catered for on smaller roundabouts.
The width of the circulating pavement should be constant and should be between
1.0 and 1.2 times the width of the widest entry. It may be necessary to exceed
1.2 on smaller ICD roundabouts, but care should be taken to ensure that the wider
pavement does not permit vehicle paths with less than adequate deflection.
15 • 7
DUBAI MUNICIPALITY
It is normal practice to avoid short lengths of reverse curve between an entry and
the subsequent exit by linking these curves or joining them with straights between
the entry radius and the exit radius. One method is to increase the exit radius.
However, where there is a considerable distance between the entry and the next
exit, as with three-leg layouts, reverse curvature may be unavoidable.
The circulating pavement must be wide enough to allow those vehicles which
have entered the roundabout side-by-side to continue side-by-side. Due allowance
should be made for increased width because of the curve, as set out in Table 15.2.
For island diameters less than 30m, the width requirements should always be
checked using a relevant software package or swept path templates.
Table 15.2 : Minimum Width of Circulating Pavement
Island 2-lane 3-lane

diameter (m) circulation circulation
30 12.6 Check
using
50 11.1 template
75 10.3 15
100 9.9 14.7
150 9.3 13.8
200 9 13.2
250 8.7 12.6
There may be situations where the turning proportions are such that one section
of circulating pavement has a relatively low flow. In this case there may be an
over provision in width and an area of circulating pavement, usuall adjacent to an
entry deflection island, becomes unused. It is possible to reduce the circulating
pavement width by extending the deflection island and advancing the "Give Way"
line. This method of reducing circulating pavement width may also be adopted as
an interim measure in the early years of a scheme. However, it is important to
ensure that adequate swept path is provided to cater for the chosen design
vehicle.
For smaller roundabouts it may be appropriate to consider interim circulating

pavement reduction by increasing the size of the central island. If this is to be
introduced from the outset, it can best be achieved by the use of contrasting hard
surfacing. '
15- 8
Chapter 15
Roundabouts
15.8 Entry Width
The relationship between entry width and capacity is highly significant. The most
effective way of increasing the capacity of an approach is by providing greater
entry width.
The entry width (e) is shown in Figure 15.4 and is measured from point A (where
the median side of the entry pavement meets the outer side of the circulating
pavement) perpendicular to the outer curb.
e
I
,/
I
I ;
/1·
I
I '
I
I
H v G
Figure 15.4 : Entry Width
Figure 15.4 also shows, for an undivided road, the Approach Half-Width (v) which
is measured between the points G and H, and which is used in capacity
calculations. It is the width of the pavement available to approaching vehicles
prior to any widening. For a divided road, vis taken to be the width of the traveled
way on the pavement leading to the roundabout.
It is good practice to add at least one extra lane to the number of lanes on the
approaching road, but as a general rule not more than two lanes should be added
and no entry should be more than four lanes wide. Each entry lane should lead
into a corresponding allocation of roadspace on the circulating pavement. The
practical range for entry width is 6.0m to 15.0m, but for undivided roads, the upper
limit should be 10.5m.
There may be some cases, usually associated with low predicted flows, where
increased entry width is not operationally necessary. It is recommended
nevertheless that a minimum of two entry lanes be provided, as this gives greater
flexibility in dealing with abnormal tlows, provides a passing facility in the event of
vehicle breakdown, and assists the maneuvering of long vehicles.
15 • 9
DUBAI MUNICIPALITY
Lanes measured across the entry width should be not less than 3.0m wide. They
are tapered back in the entry flare, and should not be marked out as narrower than
2.5m. (Because lane widths are tapered, they do not conform to the guidance for
other forms of at-grade intersection.) It is generally better to use wider lanes,
particularly where trucks or buses are expected. For example, with a 12m entry
width, 3 x 4.0m lanes at the give way line are preferable to 4 x 3.0m lanes.
The alinement of entry lanes is also critical. On rural roundabouts where design
speeds are relatively high the curbline of the deflection island (or median in the
case of a divided road) should be on an arc which, when projected forward, meets
the central island tangentially. In urban areas, where design speeds are lower,
this is less important, but nevertheless should be aimed for. Care should be taken
to ensure that the resultant entry angle is not too low and that entry path curvature
is not too great.
In cases where the roundabout is the ultimate solution, it is usual to consider

design flows 15 years after opening. This can result in roundabout entries which
have greater entry width than is required to handle the traffic flows in the earlier
years, and may lead to operational problems. The design year layout should
therefore determine overall geometry and land requirements for the roundabout
but it may be necessary for the designer to consider an interim layout with
reduced entry and possibly circulating widths.
15.9 Flare Design
Theoretical capacity is very sensitive to changes in the flare length. Flare, should
be developed uniformly, without any sharp changes in angle, if it is to be used
effectively in practice.
Figure 15.4 shows the average flare length (e'). This is obtained by constructing
a line parallel to the curb, from point C, which is at a distance of [(e-v) I 2] from
point B. Point F' is where this line intersects with the line GD (which is parallel to
the line HA). 'The average flare length e' is measured along the curved line CF' .
The minimum value of e' should be 5m in an urban area, and 15m in a rural area.
The upper limit should be 40m.
The sharpness of flare (S) is a measure of the rate at which extra width is
developed, and is calculated from the relationship S = 1.6 (e-v) I e'. The sharpness
of flare should not exceed 1.0 in urban areas or 0.3 in rural areas.
15- 10
Chapter 15
Roundabouts
15.1 O Entry Path Deflection
One of the most important safety checks at a roundabout is that for vehicle path
deflection on entry to a roundabout. It is necessary in order to ensure that
excessive speeds through the roundabout cannot occur. For design purposes,
the vehicle entry path should be such that the radius of the tightest curve
on the entry path does not exceed 100 metres. See Figure 15.5.
c:
·e
E
-T""------
Figure 15.5 : Entry Path Curvature
The method of construction and measuring the entry path curvature is described
in Section 15.10.1, and shown in Figures 15.6 to 15.8. Figure 15.6 shows an
approach with negative curvature, Figure 15.7 shows an approach with positive
approach curvature, and Figure 15.8 a roundabout at a T intersection.
15 - 11
DUBAI MUNICIPALITY
c
E
.- .- -�' ''
--y-----�
E
.,...
----- ------------->�,-----llCII)------
', ....
Figure 15.6 : Entry Path Curvature (negative approach curvature)
c
E
�' 1 m min
.- .- - \
E
,-
-------- x ------ -y---�,

-- --------,,-----m:ro------
' .... ....
20m min
Figure 15. 7 : Entry Path Curvature (positive approach cu Nature)
15- 12
--- - - --
Chapter 15
Roundabouts
I
I
/'
/!J
1mmln
Figure 15.8 : Entry Path Curvature (roundabout at a T intersection)
15.10.1 Constructing the Entry Path
To define the entry path, the following assumptions are made:

• The entering vehicle is 2m wide and takes the 'straight ahead' movement at
a four-leg roundabout and across the head of the T at a three-leg
roundabout.
• There is no other traffic on the approach and on the circulating pavement.
• The driver negotiates the site constraints with minimum deflections, ignoring
all lane markings.
• The initial approach position for centerline of the entry path curvature (which
must be at least 50m before the Give Way line) is no closer than 1 m to the
outer curb and no nearer than 1 m to the centerline of a divided road or the
inner curb of a divided road. (This ensures that all approach alinements are
examined and that no vehicle path can exceed the recommended maximum
radius of curvature.)
• The vehicle proceeds towards the "Give Way" line, and continues towards
the central island of the roundabout, with the centreline of its path never
coming closer than 1 m to any curb.
The centre line of the most realistic path that a vehicle would take in its complete
passage through the intersection on a smooth alinement without sharp
transitions, meeting these assumptions, is then drawn to a scale not less than
1 :500 using a flexible curve (or equivalent computer drafting techniques). Any
reverse of curvature in the vehicle path around the central island must be drawn
15 • 13
DUBAI MUNICIPALITY
so that there is no sharp deviation between that curve and the entry curve. The
exact path drawn will be a matter of personal judgement and the results should
be examined for compliance and consistency with the appropriate clauses in this
Section. Where path radii are close to the permitted maximum of 1 OOm, more
than one independent assessment of the vehicle paths should be carried out.
15.10.2 Measuring the Entry Path Curvature
The entry path curvature is measured over the length of 20m in which the
tightest radius occurs, on the portion of the path in the vicinity of the "Give Way"
line (but not more than 50m in advance of it). This is between points X and Y
ori Figures 15.5 to 15.8.
The tightest radius is measured by means of suitable curve templates or an

appropriate computer technique.
15.10.3 Achieving Entry Deflection
One method for creating entry deflection on new schemes where there are no
other constraints is to stagger the legs, as shown in Figure 15.9. This helps with
the overall design, reduce the size of roundabouts, minimize land acquisition
and assist with the construction of "easy" exits.
* Centerline Offset 15-20m

(Note 'Easy' Exits)
Figure 15.9 : Entry Deflection by Staggering Approach Roads
15 - 14
Chapter 15
Roundabouts
It is not good practice to generate entry deflection by sharply deviating the

approach roads to the left close to the roundabout and then to the right at entry.
In urban areas, the restrictions on space available coupled with the turning width
requirements of large goods vehicles may necessitate small roundabouts which
cannot provide sufficient entry deflection to the right by means of the central island
alone. In these cases deflection can be generated by means of enlarged traffic
islands (as shown in Figure 15.10), or by means of over-runnable "collars" as
described in Section 15.6, which should be distinctly paved and bounded by a
curb laid flat with a 50mm upstand.
Figure 15.1 O : Enlarged Islands to Achieve Satisfactory Deflection
15.11 Entry Angle
The Entry Angle (<!>) serves as a geometric proxy for the conflict angle between
entering and circulating streams. The method of measuring the Entry Angle is set
out in Figure 15.11.
The line EF is midway between the outer curb and the median line or the
edge of any median island. Where this curved line intersects the "Give Way"
line, the tangent BC is drawn. A'D' is the centerline of the circulating
pavement. The entry angle <!> is measured as the acute angle between the
line BC and the tangent to A'D' at the point of intersection between BC and
A'D'.
15- 15
DUBAI MUNICIPALITY
A'
\ <j) = Entry Angle I
\ I
�--
I
I
<,
<,
'
Figure 15.11 : Measurement of Entry Angle
The relationship between entry angle and entry capacity is a weak inverse one;
as the angle increases, so capacity decreases slightly. However, care should be
taken in the choice of entry angle, because angles which are too high and angles
which are too low may both result in increased accident potential. The Entry
Angle should if possible lie between 20° and 60° , with a figure of around 30°
being the optimum.
A small entry angle such as that depicted in Figure 15.12 forces drivers into a
position where they must either look over their left shoulders or attempt a true
merge using their mirrors (with the attendant problems of disregarding the "Give
Way" line and the encouragement of high entry speeds).
<j) = Entry Angle
Figure 15.12 : Example of Too Small an Entry Angle

(with substandard deflection)
15 • 16
Chapter 15
Roundabouts
Large entry angles produce excessive entry deflection and can lead to sharp
braking at entries accompanied by "nose to tail" accidents, especially in rural
areas. Figure 15.13 shows an extreme case.
Figure 15.13 : Example of Too Large an Entry Angle

(with excessive deflection)
15.12 Entry Radius
The Entry Radius (r) is measured as the minimum radius of curvature of the outer
curbline at entry, as shown on Figure 15.3. For some designs the arc of minimum
radius may extend into the following exit, but this is not important provided that a
half or more of the arc length is within the entry region.
• The optimum entry radius is 20m.

• The minimum entry radius should be 6m (1 Om if significant numbers of
trucks are anticipated).
• Radii above 20m producing very little consequent increase in capacity.
• Very large entry radii almost certainly result in inadequate entry deflection.
15.13 Grades
It is good practice to keep longitudinal grades within the range -2% to +2% at the
roundabout entries, around the circulating pavement, and at the exits.
15 • 17
DUBAI MUNICIPALITY
15.14 Exits
The principle of "easy exits" should always be applied. A curb radius of about
40m at the mouth of the exit is desirable but for larger rural roundabouts this may
be increased to suit the overall intersection geometry. In any case, the exit
radius should not be less than 20m or greater than 200m.
At the beginning of an exit, its width, measured at right angles to the exit radius,
should allow for one traffic lane more than the number on the link downstream.
For example, if the downstream link is an undivided road with one lane in each
direction, the exit width should be the width of two lanes, and if the link is a four-
lane divided road, three lanes width should be provided on the exit. On an
undivided road, this extra width should be reduced on the outer edge in such a
way that exiting vehicles are not encouraged to encroach into the path of
oncoming vehicles at the end of the traffic deflection island. Narrowing should
be achieved using a taper of between 1: 15 and 1 :20, but if the exit road is on a
right hand curve it may be necessary to extend the taper length and the length
of the traffic deflection island.
In exits leading to undivided roads, a minimum width of 6m should be maintained

adjacent to traffic deflection islands, to allow traffic to pass a disabled vehicle.
15.15 Visibility
The provision of good vision at roundabouts is an important factor, and adequate

visibility should be provided:
• on the approach
• to the left
• forward at the entry
• on the circulating pavement
• to any pedestrian crossing
15.15.1 Eye and Object Heights
Visibility to the left and across the central island of a roundabout should be
obtainable from a driver's eye height of 1.05m to an object height of 1.05m, and
the envelope of visibility should extend to 2.4m above the road surface. It is
therefore the same envelope as for Passing Sight Distance, as shown in Figure
4.2 of this Manual. All other visibilities should be assessed in accordance with
the envelope for Stopping Sight Distance set out in Figure 4.1.
Where signs are to be erected on a median, verge or deflection island within the
envelope of visibility, including to the left, the mounting height should not be less
than 2.4m above the pavement surface, and the envelope needs to be carefully
checked on sites where there are significant changes of grade.
15- 18
Chapter 15
Roundabouts
15.15.2 Obstructions within Visibility Envelopes
Signs, street furniture and planting should not be placed within the visibility
envelopes in such a manner that they obstruct visibility. The only exceptions to
this are the positioning of bollards on deflection islands and staggered chevron
boards on medians.
Isolated slim projections such as lamp columns, sign supports or bridge columns
can be ignored provided they are less than half-a-metre wide.
The presence of pedestrians on sidewalks can impede visibility, and this should
be borne in mind when locating sidewalks in areas with high pedestrian activity.
15.15.3 Visibility on the Approach
, On the approach to a roundabout, normal Stopping Sight Distance (SSD)

applies, in accordance with the appropriate design speed, as described in
Chapter 4 of this manual. The SSD is measured to the "Give Way" line as
) Divided road
Undivided road
C!!D Vehicle position center of outer lane
Figure 15.14 : Stopping Sight Distance on Approach to Roundabout
15- 19
DUBAI MUNICIPALITY
15.15.4 Visibility to the Left
Drivers of all vehicles at the "Give Way" line should be able to see the full width
of the circulating pavement to their left, from the "Give Way" line for an adequate
distance "a" (measured along the centerline of the circulating pavement as
indicated in Table 15.3, and shown in Figure 15.15.
Table 15.3 : Visibility at Roundabouts
Inscribed Circle Visibility Distance "a"

Diameter (m) (m)
Less than 40 Whole intersection
40 to 60 40
more than 60 to 1 00 50
more than 1 00 70
The area which should be able to be seen from the centerline of the inner
approach lane for a distance of 15m back from the "Give Way" line, is as shown
in Figure 15.16.
These requirements apply to all roundabouts, including those with parapets on

either side of the circulating pavement. A check should also be made to ensure
that the combination of crossfalls and longitudinal grades does not restrict
visibility.
Excessive visibility at entry, or intervisibility between adjacent entries, can result

in approach and entry speeds greater than those which are desirable for the
intersection geometry. The selective use of landscaping may be helpful in
preventing drivers approaching a roundabout from seeing the previous entry
mouth until they are 15m from the Give Way line. Restricting the forward visibility
along the approach alinement so that it equals the stopping sight distance
appropriate for the design speed of the approach (which can be achieved using a
combination of alinement and landscaping techniques) can bring safety benefits.
15-20
Chapter 15
Roundabouts
z=:J,
-----
----- .......
'
--.; \
'x
Alea of circulatory carriageway over

which visibility shall be obtained
from viewpoint <l
a. Visibility distance for

clrcuiatlng traffic.
b. Half lane width
Figure 15.15: Visibility to the Left F+rom the Give Way Line
�\
-----
Area of circulatory carriageway over

a. Visibility distance for from viewpoint <{
circulating traffic.
b. Half lane width.
c. Limit of vlslblilty splay.
Figure 15.16 : Visibility to the Left Over the 15m Before the Give Way Line
15 -21
DUBAI MUNICIPALITY
15.15.5 Forward Visibility at Entry
Drivers of all vehicles approaching the "Give Way" line should be able to see the
full width of the circulating pavement ahead of them for a distance "a" (measured
along the centerline of the circulating pavement appropriate to the size of the
roundabout, as indicated in Table 15.3. The visibility should be checked from the
center of the outer lane at a distance of 15m back from the "Give Way" line as
-----
---r
.>

I which vlslblllty shall be obtained
I from viewpoint <{
I
I a. VlslbDlty distance for
clrculatlng traffic.
I
I b. Half lane width.
c. Limit of vlslblllty splay.
Figure 15.17 : Forward Visibility for Approaching Traffic
15.15.6 Circulating Visibility
Drivers of all vehicles circulating on a roundabout should be able to see the full
width of the circulating pavement ahead of them for a distance "a" appropriate
to the size of roundabout, as given in Table 15.3. This visibility should be
checked from a line 2m outside the central island, as shown in Figure 15.18.
It is often useful to improve the visibility of central islands by the use of

landscaping, but unless this is done with care the planting may obstruct
circulating visibility.
15-22
Chapter 15
Roundabouts

from viewpoint <l
�-Jt===J
\
\
\
� <;
----- I
<, '\
\
\
\
a. Visibility distance.
---r-"'
I
c. Limit of visibility splay. I
I
I
I
I
Figure 15.18 : Circulating Visibility
5.15.7 Pedestrian Crossing Visibility
Roundabouts sometimes have pedestrian crossings across one or more leg.
Drivers of all vehicles approaching such a pedestrian crossing across an entry

should be able to see it from at least a distance equal to the Stopping Sight
Distance (as set out in Table 4.1 of this Manual) appropriate for the design speed
of the approach link.
Where a crossing is located on an exit (and is within 50m of the point at which
vehicles leave the circulating pavement), drivers of all vehicles at the Give Way
line of the previous entry should be able to see the full width of the crossing as
shown in Figure 15.19. It is recognized, however, that In some urban areas,
adjacent development may prevent such a visibility splay being achieved.
15-23
DUBAI MUNICIPALITY
<50m
---�
---"'""' ..._ \I
..... \
\
\
V?
I
a. Minimum area over which unob6trvcted
vlslbllty Is required from viewpoint ,l
when crossing Is wflhln SOm of exit.
b. Hall lane width.
c. Limit of vislbtllty splay.
Figure 15.19 : Visibility to Pedestrian Crossings
15.16 Crossfall and Drainage
15.16.1 General
Steep grades should be avoided on roundabout approaches. Where this cannot

be accomplished, they should be flattened to a maximum of 2% before entry.
Crossfall and longitudinal grade combine to provide the slope necessary to drain
surface water from the pavement. Thus, although the following clauses are for
simplicity written in terms of crossfall, the value and direction of the greatest
slope (resulting from the combination of crossfall and grade) should always be
taken into account when considering drainage.
Generally speaking, superelevation is provided in order to assist vehicles when

traveling round a curve. Its values, when used, are equal to or greater than
those necessary for surface water drainage. Superelevation is not required
on the circulating pavement of roundabouts irrespective of their size,
whereas crossfall is required so that surface water can drain effectively. On the
approaches and exits of roundabouts, however, superelevation can be
introduced to assist drivers in negotiating the associated curves.
15-24
Chapter 15
Roundabouts
Crossfall on the circulating pavement can be either inwards (towards the central
island), or a normal crown profile, or outwards. Inward crossfall may be
appropriate on very large roundabouts, where circulating speeds are high, but
elsewhere the fall should normally be normal crown or outwards.
To provide comfort and to enable drivers to remain in control, the maximum

algebraic sum of opposing crossfall grades at a crown line should not be greater
than 5%.
Normal crossfall for drainage on roundabouts should not exceed 2%. To avoid
ponding, longitudinal edge profiles should be graded at not less than 0.5%.
Application of proper grades and crossfalls may not necessarily ensure

satisfactory drainage, and therefore the correct siting and spacing of gullies is
critical to efficient drainage.
15.16.2 Entries
Curves may be tightened and the degree of superelevation should be

appropriate to the speed of vehicles as they approach the roundabout. It should
not, however, exceed 5%. In cases where superelevation is used, it should be
reduced in the vicinity of the "Give Way" line to the crossfall required merely for
drainage, since with adequate advance signing and entry deflection, speeds on
approaches should be reducing.
15.16.3 Circulating Pavement
Values of crossfall should be no greater than those required for drainage.
At larger roundabouts may be beneficial for the crossfall to be inwards, to assist

vehicles.
A normal crown profile can be achieved in the following way. A crown line is formed
where the entry and exit pavements meet a conflicting inward crossfall on the
circulating pavement. This crown line can either join the end of the traffic deflection
islands from entry to exit (as shown in Figure 15.20), or can be arranged to
divide the circulating pavement in the proportion 2:1 internal to external.
The conflicting crossfalls at the crown lines have a direct effect on driver comfort
and, if excessive, can be a significant contributory factor in load shedding and
truck roll-over accidents. The maximum permitted algebraic difference in
crossfall is 5 percent, and lesser values are desirable, particularly for
roundabouts with smaller ICD. Care needs to be taken during detailed design
and at the construction stage to ensure a satisfactory pavement profile, without
sharp changes in crossfall, is achieved. A rounded crown is essential.
15-25
DUBAI MUNICIPALITY
A
�·
a. Crown line.
b. Smooth crown
Section X-X
Figure 15.20 : Arrangement for Crossfall Using

Crown Line Joining Islands
With smaller ICDs it may be more appropriate to apply outward crossfall across
the full width of the circulating pavement.
15.16.4 Exits
Superelevation, appropriate for the horizontal alinement, should be provided

where necessary to assist vehicles to accelerate safely away from the
roundabout. However, as with entries, crossfalls adjacent to the roundabout
should be those required for surface water drainage. If the exit leads into a left
hand curve, superelevation should not be introduced too quickly and to such an
extent that vehicles tend to encroach into an adjacent lane.
15.17 Entry Curbing
On uncurbed approach roads with or without shoulders, care should be taken

when introducing the curbs at the roundabout. Normally, the curb should be
introduced at the back of the shoulder, and the shoulder then run out over a
smooth curved length at an average rate not exceeding 1: 10. Figures 15.21 and
15.22 show typical arrangements for undivided and divided roads respectively.
15-26
Chapter 15
Roundabouts
Figure 15.21 : Shoulder Run-Out on an Undivided Road
Figure 15.22 : Shoulder Run-Out on a Divided Road
15-27
DUBAI MUNICIPALITY
15.18 Right-turning Roadways
Segregated right turn lanes can provide an improved service to vehicles intending
to leave a roundabout at the first exit. Plate 15.2 shows a roundabout which
incorporates right-turning roadways.
Plate 15.2: Right-Turning Roadway at a Roundabout
The operation of the right-turning roadway can be impaired by traffic queuing to

use the roundabout itself, and the designer should ensure that entry to the
roadway is clear of likely queuing traffic.
The use of right-turning roadways in areas where pedestrians are expected to

cross should be considered very carefully. Crossing should only be permitted if
adequate sight lines are available (see Safe Crossing Sight Distance in Chapter
17) and if the island is sufficiently wide to accommodate the anticipated peak
number of pedestrians. If these criteria cannot be met, pedestrian fences should
be introduced to prevent crossing, or the right turning roadway should be omitted
altogether.
Right turning roadways should be designed so as not to induce high speeds. The
design speed should not exceed that of either of the roads, and any desired speed
reduction should be achieved at the entry to the roadway rather than within it.
Forward visibility should be the appropriate stopping sight distance for that
selected design speed.
15-28
Chapter 15
Roundabouts
The width of the right turning roadway should be in accordance with Section
14.10.4. Because right turns can still be made by way of the roundabout proper,
the presence of a disabled vehicle on the right turning roadway should not cause
significant problems, and the designer should choose whether or not to cater for
this occurrence.
The merging between the vehicles from a right turning roadway and the other
vehicles exiting the roundabout should take place within 50m of the roundabout,
while speeds are still comparatively low. Ideally there should not be a forced
merge, and Give Way operation may be necessary. Tapers should be designed
in the same manner as at major I minor intersections (see Section 14.13).
15.19 Safety at Roundabouts
Roundabouts generally have a lower accidents rate than signalized intersections

handling similar traffic flows. The severity of accidents at roundabouts is also
considerably lower than at other types of intersection. Dubai data suggests that
(as a proportion of all injury accidents) fatal + serious + moderate accidents at
signalized intersections are twice as great as at roundabouts. (1)
The factor which has the greatest influence on safety at roundabouts is vehicle
speed, at the entry or within the roundabout. Geometric features which can have
a major contributory effect in causing excessive entry and circulating speeds are:-
• Inadequate entry deflection

• A very small entry angle which encourages fast merging maneuvers with
circulating traffic
• Poor visibility to the "Give Way" line
• More than four entries, necessitating a large roundabout configuration
Additional safety aspects to be considered when designing a roundabout layout include:
• Visibility to the left at entry: This has comparatively little influence upon
accident risk; there is nothing to be gained by increasing visibility above the
recommended level.
• Crest Curves: Roundabouts should not be sited on crest curves, as this
impairs forward visibility and driver comprehension.
• Speeds: A design which encourages entry to the roundabout at low speed
and which enables drivers to accelerate steadily on exit contributes
significantly to safety, allowing the intersection to be left clear for following
road users. This can be achieved by adopting smaller curb radii on entry
and larger curb radii on exit. .
15-29
DUBAI MUNICIPALITY
In urban areas, when approach speeds are low, a ring of contrasting paving can
be laid in a chevron pattern inside the central island perimeter at a gentle slope,
to aid roundabout visibility.
The provision of yellow Rumble Strips (as prescribed in the Dubai Traffic Control
Devices Manual(3l) in association with the advance signing for a roundabout may
be beneficial on fast approaches. In other countries, accident reductions of more
than 50% have been reported from similar markings.
Care should be taken with the choice of curb type for the central island of a
roundabout. A safety problem can arise where certain specialist high profile curbs
are used: they can be a danger to vehicles over-running the entry. High profile
curbs are designed for impact at a glancing angle, and more direct impacts can
result in loss of control or overturning of vehicles unless the approach speed is
low. Where high profile curbs are to be used on approaches, they can cause
difficulties for pedestrians, who may require to be prevented from attempting to
cross where the curbs are located.
Although roundabouts have an excellent overall safety record, there are

nevertheless real accident problems for bicycles and motorbikes. Research in UK
revealed that at four-leg roundabouts around half of those injured were cyclists or
motorcyclists, and 15% of accidents involved two-wheelers, although the
proportion of two-wheelers in the traffic stream was typically around 2% at the
sites studied. In Dubai, if significant levels of two-wheeled traffic are anticipated,
then this should suggest to the designer that a solution other than a roundabout
might be appropriate.

(1) Dubai Municipality Project R660 Working Paper 3 "Police Accident
Reports" (unpublished) 1998
(2) Design Manual for Roads and Bridges, Department of Environment,
Transport and the Regions, UK Government, various dates. Generally
referred to as DMRB.
(3) Dubai Traffic Control Devices manual (draft) 1995.
(4) Capacity and Design of Traffic Circles in Australia, Transportation
Research Record 1398, Transportation Research Board, Washington DC.
15-30
Chapter 16
U-Turns
Chapter 16
U-turns
16 U-turns
16.1 General
On a divided arterial road, it is often possible to provide access to collector roads

by adopting a "right-in, right-out" intersection arrangement. For traffic traveling on
the arterial in the opposite direction, however, access is not possible. In most
cases, this difficulty is resolved by allowing U-turns to occur at the intersections
lying before and after the collector road; in other cases the solution is to provide
for left turns through the median directly into the collector road. Sometimes
however neither of these arrangements is suitable, and the provision of a gap in
the median solely for the purpose of U-turning is necessary.
The provision of U-turn facilities is therefore appropriate in a limited number of

situations on divided roads. Generally U-turns should be provided for one or more
of the following reasons:
• To allow drivers who have made a mistaken route choice at an
important intersection to correct this without excessive travel
distance.
• To accommodate beyond an intersection a minor traffic movement
not otherwise catered for at the intersection.
• To remove U-turning vehicles in advance of an intersection if their
presence would hinder the safe and effective operation of that
intersection.
• To facilitate maintenance operations.
• To assist the emergency services to gain rapid access to all parts of
the road network.
Safety is a major concern at all intersections, and U-turns can be particularly

hazardous, especially on high volume, high speed roads. The designer must
balance the advantage of providing the U-turn facility against the potential for
accidents created by the introduction of conflict points, before coming to a
decision as to whether the provision of a U-turn should be incorporated in the
design.
U-turn facilities should not be provided on freeways or expressways, as this

movement should be catered for within one of the normal grade-separated
interchanges, or by the insertion of a specially designed grade-separated facility.
U-turns are unsuitable for roads with more than three lanes in each direction.
The following safety issues are of particular importance, and lead to

recommendations for the layout of U-turn facilities. (Full details are contained in
later sections of this chapter.)
16 • 1
DUBAI MUNICIPALITY
1. Entry to the U-turn
Vehicles entering the U-turn facility generally do so from the lane nearest to
the median, which also normally carries the fastest moving vehicles.
Consequently it is important that deceleration takes place clear of this traffic
lane, in a dedicated lane provided for the purpose within the width of the
median. Adequate median width and deceleration length must therefore be
provided.
2. Stacking within the U-turn lane
Vehicles waiting to make the U-turn maneuver across the opposing traffic
stream should do so clear of the through traffic lanes, and thus occupy
space in the U-turn lane in the median. There should still be enough length
for a vehicle to decelerate clear of the inner (or "fast") lane, and to stop at
the back of the queue of waiting vehicles, even at the busiest times.
3. Lane discipline within the U-turn lane
At busier times, there is a tendency for some drivers to decelerate in the

inner lane alongside the waiting U-turn queue, and seek to force their way
in at the head of the queue. This practice is both anti-social and thoroughly
dangerous, and the layout of the U-turn facility needs to discourage it.
4. Crossing of the opposing traffic
Drivers in the U-turn facility need a clear and unobstructed view of traffic
approaching them, so that they can make a sound judgment of gap
acceptance or rejection. This is best done by a layout which allows the
vehicle to be almost at right-angles to the centerline of the road when
waiting to cross the opposing flow, and by ensuring that there are no
obstructions to sight line, such as may result, for example, from a line of
lighting columns in the median of a curving alinement. The U-turning driver
must be able to see and be seen.
5. Joining the main traffic stream
This can be one of the greatest areas of concern, because driver behavior
is uncertain, and the closing speeds are so great that there is little latitude
for error. The driver making the U-turn can choose to turn very tightly into
the inner (or "fast") lane, or to swing more widely and join the outer lane.
The approaching driver on the main line must anticipate that action and
make any lane-changing maneuver which may be necessary should the U-
turning vehicle have chosen too short a gap.
16-2
DUBAI MUNICIPALITY
1. Entry to the U-turn
Vehicles entering the U-turn facility generally do so from the lane nearest to
the median, which also normally carries the fastest moving vehicles.
Consequently it is important that deceleration takes place clear of this traffic
lane, in a dedicated lane provided for the purpose within the width of the
median. Adequate median width and deceleration length must therefore be
provided.
2. Stacking within the U-turn lane
Vehicles waiting to make the U-turn maneuver across the opposing traffic
stream should do so clear of the through traffic lanes, and thus occupy
space in the U-turn lane in the median. There should still be enough length
for a vehicle to decelerate clear of the inner (or "fast") lane, and to stop at
the back of the queue of waiting vehicles, even at the busiest times.
3. Lane discipline within the U-turn lane
At busier times, there is a tendency for some drivers to decelerate in the

inner lane alongside the waiting U-turn queue, and seek to force their way
in at the head of the queue. This practice is both anti-social and thoroughly
dangerous, and the layout of the U-turn facility needs to discourage it.
4. Crossing of the opposing traffic
Drivers in the U-turn facility need a clear and unobstructed view of traffic
approaching them, so that they can make a sound judgment of gap
acceptance or rejection. This is best done by a layout which allows the
vehicle to be almost at right-angles to the centerline of the road when
waiting to cross the opposing flow, and by ensuring that there are no
obstructions to sight line, such as may result, for example, from a line of
lighting columns in the median of a curving alinement. The U-turning driver
must be able to see and be seen.
5. Joining the main traffic stream
This can be one of the greatest areas of concern, because driver behavior
is uncertain, and the closing speeds are so great that there is little latitude
for error. The driver making the U-turn can choose to turn very tightly into
the inner (or "fast") lane, or to swing more widely and join the outer lane.
The approaching driver on the main line must anticipate that action and
make any lane-changing maneuver which may be necessary should the U-
turning vehicle have chosen too short a gap.
16-2
Chapter 16
U-turns
One of the key requirements for a satisfactory U-turn design is that the width of
the road is sufficient to permit the turn to be made by the largest relevant design
vehicle without encroachment beyond the outer edges of the pavement. In some
instances this leads to a requirement for widening of the median, or, where this
cannot be achieved, the adoption of "local bulbing", or a "jug-handle" on the far
(exit) side of the U-turn.
A further consideration is that the median should be wide enough to provide a

protected lane for U-turning vehicles and an adequate inner radius for the
maneuver.
Plate 16.1 shows a location where the median has been locally widened so that
U- turns are possible.
Plate 16.1 : Widening of the Median to Accommodate U-turns
U-Turns are frequently associated with weaving movements, particularly where a

pair of U-turns is provided in conjunction with a right-in right-out intersection, often
mid-block on a divided road. Weaving capacity should always be checked, as this
determines the weaving length (the minimum distance between the intersection
and the U-turn) and the weaving section width required.
Wherever one U-turn facility is to be provided, consideration should be given to

providing the reciprocal U-turn. In other words, if the minor road has only right
turns out and in, a pair of U-turns should be provided in order to cater for the left
turns, both out and in. This helps to present a consistent layout to drivers.
16-3
DUBAI MUNICIPALITY
U-turning requires vehicles to follow paths which are close to the practical physical
limits for the operation of the vehicle. It is essential therefore that, in every case,
the layout is checked using the relevant vehicle template for the design vehicle, to
ensure that swept paths are always within the traveled way. Should this not be
the case, the layout needs to be redesigned.
Figure 16.1 shows the elements which make up a standard U-turn facility.
Channelizing nose width
I I I I
I I I I
i
I I I I j
I I I
I I �., l
j
I I I I
8 =j
I I I I
I I
I I
I I
I I I =
I
I I
\ I I I
I
J
§
I I I I I I!!
I I
I I
I I
I
I I I I
I
I I
I I
!
I I
I I I I
I Median width
Figure 16.1 : Elements of a Standard U-turn
16.2 Entry taper
The entry taper is the length over which the U-turn lane develops from zero to its
full width. Table 16.1 sets out its length, which is dependent upon design speed.
16-4
Chapter 16
U-turns
Table 16.1 : U-turn Entry Tapers
Design speed (km/h) Entry taper length (m)

50 and 60 15
70 and 80 30
90 50
100 60
At design speeds of 90km/h and above, the change in alinement at both ends of
the entry taper should be smoothed using large radius curves, typical radii being
in the range 350m to 500m.
16.3 Deceleration Length
The provision of the Braking Distance element of Stopping Sight Distance to the
back of the stationary queue within the U-turn lane provides a safe situation under
heavy traffic flow conditions, and allows a more leisurely deceleration during
periods of lighter traffic flow when the queue is shorter. This is the basis for the
absolute minimum values set out in Table 16.2, and it should be noted that the
Perception-Reaction Distance element of SSD is not relevant in this context. The
desirable values (relevant for speeds of 80km/h and above) are based on
comfortable deceleration rates.
Table 16.2: U-Turn Deceleration Length (m)
Design Up-grade Grade Down-grade greater

speed greater than 4% level to± 4% than 4%
(km/h)
Desirable Absolute Desirable Absolute Desirable Absolute
minimum minimum minimum minimum minimum minimum
50 - 35* - 35* - 35*
60 - 40* - 45* - 50*
70 - 60* - 65* - 70*
80 105 75 130 85 175 95
90 115 90 145 105 195 125
100 135 110 170 135 230 160
* On urban roads with intersection spacing less than 400m, see Section 16.4 for reduced standards.
16- 5
DUBAI MUNICIPALITY
16.4 Queue length and Protected length
The queue length is entirely dependent on the volume of traffic wishing to make
the U-turn maneuver and the opposing flow on the main line. If the U-turn is
signalized, the apportioning of green time will dictate the queue length. In both
cases, advice should be sought from the traffic engineer.
A simplistic approach which may be adopted to give preliminary guidance is that

adopted in Canada!", which uses the number of U-turning vehicles expected to
arrive in an average two-minute period. This is based on the formula:
S = N x L + 30 (16-A)
where: S = storage length (m)

N = U-turning design volume (veh/h)
L = average vehicle length (m)
Lis usually taken to be 7m (cars) and 12m (trucks)
Clearly this does not take account of the opposing flow, nor of the platoon effect
which generally occurs downstream of any signalized intersection. In any particular
location, the storage required may be longer or shorter than that which the formula
predicts.
Within the queue length, part or all should be protected by the provision of a
channelizing nose. This should normally extend over one third of the anticipated
maximum queue length, subject to a minimum protected length of 1 Sm and a
maximum of 30m.
On urban Secondary Arterials and roads of a lower class, it is often impractical to

provide full standard U-turn facilities. It is normal to assume under heavy flow
conditions that much of the deceleration occurs in the through lanes, and so the
overall length of the U-turn lane should be taken as the longer of (a) the queue
length, to cater for conditions when the queue is at a maximum and speeds are
low, or (b) the deceleration length, to reflect the situation under light traffic flow
when there is no queue present. The protected length should be the minimum
value of 15m.
16.5 Channelizing Nose Width
The channelizing nose, which is delineated by visibility-painted curbs and

preceded by lining and retroreflective raised pavement markers, should normally
be 2m wide. In difficult urban locations on arterial roads, this may be reduced, but
clearly the smallest dimension is provided by the laying of the curbs back-to- back,
the resulting minimum width being around 0.3m.
16- 6
Chapter 16
U-turns
16.6 Reduced Median Width
This width allows vehicles at the head of the U-turn to begin to turn while
protected by the median, and should therefore normally be 5m or more. In difficult
locations this may be reduced to a minimum of 2m (in rural areas) or 1 m (in urban
areas).
16.7 U-turn Lane Width
The standard width for a U-turn lane (between curbs) is 3.65m. The resultant
width of the unprotected part of the U-turn lane therefore lies within the range
4.05m to 5.75m. Although it is acceptable for the U-turn lane not to be of constant
width throughout its overall length, at no point should it be less than the width of
the adjacent running lane.
16.8 Median Width
Combining these elements indicates that, for a U-turn to be provided, the

desirable median width required is 10.75m or more, and the minimum is just more
than 5m. This is reflected in the standard cross-sections which provide a median
width of at least 6m, except in restricted situations where U-turns would not in any
case be provided.
16.9 Mouth Treatment
The mouth of the U-turn lane needs to be designed in such a way as to

accommodate the swept paths of the design vehicles which will use it. Figure
16.2 shows setting out information, which, although typical, should be checked
against the chosen design vehicle(s).
Where a U-turn is designed to handle vehicles larger than cars (Design Vehicle
type P), greater width, possibly by means of an over-run area of a different color
and texture from the general traveled way, should be provided. It is normal for an
over-run area to be block paved, and edged with a curb laid flat, with an upstand
of 50mm above the adjacent traveled way
16- 7
DUBAI MUNICIPALITY
/
I
//
,/ ��'/
, /: ,! r. I
/
',_ I
.,f',
I ,
_____ / -- -+-------
Figure 16.2 : Typical Setting Out for U-Turn Mouth
16.10 Summary
The values quoted in Sections 16.4 to 16.9 are summarized in Table 16.3 below.
Table 16.3 : Summary of Various Geometric Factors
Factor Standard
Queue length As calculated

Protected length One-third of queue length, but within
the range 15m to 30m
on some urban roads (see 16.4) 15m

Channelizing nose width Normal 2.0m
Minimum 0.3m
Reduced median width Normal 5.0m or more
Minimum (rural) 2.0m
Minimum (urban) 1 .Om
U-turn lane width between curbs 3.65m
Median width for U-turns Desirable 10. 75m or more
Minimum 5.05m
Inner curb radius at U-turn mouth 4m
Outer curb radius at U-turn mouth 14m (for all vehicles)

11 m (for cars only)
16-8
- Geometric Design Manual For Dubai Roads
Chapter 16
U-turns
16.11 U-turn Diameter
The diameter is determined by the types of vehicles using the facility. The values
shown in Table 16.4 are the recommended minima:
Table 16.4 : Minimum U-turn Diameter
Situation Minimum
diameter (m)
Cars only (buses and trucks 15
banned)
General U-turn* 28
* See comment below
Comment: It should be noted that the diameter given for the General U-turn
situation does not cater for the longest design vehicles WB-27 (Triple Trailer) and
WB-35 (Turnpike Double Trailer), as it is considered that these vehicles require
too long a gap to be able to undertake a conventional U-turn maneuver safely. If,
exceptionally, they are to be catered for, a jug handle layout is required.
It can be seen that the space required for a general U-turn (28m) is greater than
the desirable minimum U-turn lane width (3.65m) plus the desirable minimum
reduced median width (5m) plus the typical width of a three-lane road (11.25m),
which together amount to only 20m. Similarly it is not possible to provide a car-
only U-turn in a two-lane divided road to absolute minimum standards, where
typically the available space is 11.95m (3.65m+ 1 m+7.3m).
To prevent vehicles over-running the edge of the pavement or colliding with the
curb under such circumstances, the first aim should be to provide a wider median.
Where this cannot be achieved, local bulbing should be considered. Finally, if that
cannot be achieved, a jug-handle layout may be appropriate.
16.12 Median Widening
Where medians are widened in order to accommodate U-turns, the two

pavements should be designed independently in accordance with the horizontal
alinement standards appropriate to the design speed. The widening can be
applied symmetrically, or one or other of the pavements can be maintained on its
original alinement.
16.13 Local Bulbing
Plates 16.2 and 16.3 show local bulbing arrangements, which allow vehicles,
having emerged from the U-turn lane and crossed the oncoming traffic lanes, to
16 - 9
DUBAI MUNICIPALITY
pull over beyond the edge of the traveled way. Plate 16.4 shows one of these in
use in Dubai.
Plate 16.2: Local Bulbing on an Urban Primary Arterial
Plate 16.3 : Local Bulbing on a Secondary Arterial
16 • 10
Chapter 16
U-turns
Plate 16.4 : Local Bulbing in Use in Dubai
Two local bulbing arrangements are shown in Figure 16.3. Layout A is intended for
Collectors and Secondary Arterials, and is designed simply to provide additional
road space to accommodate the swept path of the U-turning vehicle. Layout B,
intended for Primary Arterials, allows the U-turning vehicle to move completely into
an auxiliary outer lane, then to accelerate and merge with the outer through lane.
Bulb
I I
I I
B: Pllmery 1rtonalt
Figure 16.3 : Local Bulbing Layouts

(Table 16.5 refers)
16 • 11
DUBAI MUNICIPALITY
The bulb area in Layout A should be paved in a visibly different material (for
example, red brick pavers) so that traffic on the main line does not perceive it as
part of the through pavement, or as a convenient lay-by. It should be separated
from the rest of the traveled way by a curb laid flat, with an upstand of 50mm.
In Layout B, the bulb area may be denoted by colored surfacing or painted

markings, but should be a contiguous part of the adjacent pavement or shoulder.
Table 16.5 sets out the main dimensions.
Table 16.5 : Local Bulbing - Recommended Dimensions
Auxiliary Merge Median

Road Class Radius (rn) length taper gap
(m) (m) (m)
( 1) (2) (3) (4) (5)
Layout A
Collectors 4 n/a n/a 25 From Fig
Secondary Arterials 16.2
Layout B n/a 8 50 100 See Note

Primary Arterials
Expressways Grade separation should be provided

Freeways
Note: The median gap is determined by the swept paths of the design vehicles to be
accommodated.
The bulb offset should be determined as follows.
• For Layout A, it should be as required to provide the necessary U-turn

diameter, up to a maximum offset of 4m. Should this not be sufficient, the
median should be widened or a jug handle facility considered.
• For Layout B, it should be in the range 4m (absolute minimum) to 8m

(maximum). The auxiliary lane may be reduced to 4m downstream of the
maneuvering area, and should continue at a constant 4m width until the
merge taper. Swept paths should be checked, and if the arrangement
described is insufficient, the median should be widened or a jug handle
facility considered.
16- 12
Chapter 16
U-turns
16.14 Jug Handle U-turns
The jug handle layout, which allows part of the U-turn maneuver to take place
outside the traveled way of the main line, is sometimes appropriate in rural areas.
In urban areas, it should only be adopted with the prior approval of the Roads
Department of Dubai Municipality. There are two layout options, which are
discussed below.
The first is the jug handle approach, where the U-turning vehicle enters what is
effectively an off-ramp on the outer side of the road, and turns left through 90
degrees to cross the traveled way at right angles, and waits in the median.
Thereafter the vehicle makes a left turn maneuver to join the opposing traffic
stream. This design should not be provided without the specific approval of Dubai
Municipality, because its use can generate serious safety implications.
The second is the jug handle exit, where the U-turning vehicle enters a conventional
U-turn facility, but crosses the opposing traffic at right angles to enter a separate
road which turns left through 90 degrees and effectively becomes an on-ramp to
the outer lane. If a jug handle facility is to be provided, this is the preferred layout,
/.._
Outer curb determined /
by the required radius R
(see Table 2-4)
Inner curb determined

by the design vehicle
swept path
I
-------
I
\1I
I
f;
I
j
�
1
�l'----1
�,,JI ,
Figure 16.4 : Jug Handle U-turn

(Table 16.6 refers)
16 • 13
DUBAI MUNICIPALITY
Jug handle turns should only be used after serious consideration of alternatives,
because errors in driver perception or behavior at jug handles can lead to serious
accidents. They should be used only when no other solution is available, and only
if the omission of the U-turn is considered to be unacceptable.
The following points should be borne in mind when designing jug handle U-turns:
• The facility should be laid out in such a manner as to discourage drivers of
cars from attempting the direct merge (without using the jug handle).
• The jug handle roadway needs to be carefully designed to provide adequate
radius and width to accommodate the relevant design vehicle (see Table
2.4).
• The curbline of the reduced median and the mouth of the U-turn lane need
to be designed using the relevant swept path template.
Table 16.6 gives typical jug handle U-turn dimensions.
Table 16.6: Jug Handle U-Turn Dimensions
Design Auxiliary Merge

speed length taper
(km/h) (m) (m)
80 and Jug handle not
below normally provided
90 and 100 75 50
120 and 140 Grade separation
normally provided
16.15 Double-lane U-turns
It is sometimes appropriate, in urban areas, to consider the provision of double-

lane U-turns. These have a greater capacity than single-lane turns, and, because
queues are in two lanes, the U-turn facility is shorter than would be the case if a
single-lane U-turn had been provided.
Double-lane U-turns must always be signalized. This is because it is not possible

for two vehicles side by side to have adequate vision of approaching traffic, as the
inner vehicle has its sight line masked by the outer vehicle.
16- 14
Chapter 16
U-turns
Geometric considerations are similar to those for single-lane U-turns, but the
principles of signalized intersections, as set out in Chapter 17, should be applied.
Typical setting out details for car operation are shown in Figure 16.5.
11
Q kl
I�
·O,
11
I I
11
11
11
I I I I
A: Collectors and secondary arterials B: Primary arterials
Figure 16.5 : Typical Setting Out Details for a

Double-Lane Signalized U-Turn (Cars Only)
(Table 16.5 refers)
It is unlikely to be economical to design a double-lane U-turn for truck operation.

If it is designed for car operation, it may prove possible for vehicles up to WB-12
to use it by straddling both lanes. Swept paths must be fully checked out, and an
adequate U-turn diameter provided.
(1) Geometric Design Standards for Canadian Roads and Streets, Roads and
Transportation Association of Canada, 1976.
16 • 15
Chapter 17
Signalized Intersections
Chapter 17
17.1 General
Signalization uses the principle of time segregation to eliminate conflicting

movements and increase capacity in an at-grade intersection. Although it can be
applied to existing unsignalized intersections, the best results are obtained when
an intersection is designed from the outset to operate under signal control.
The details of the design depends heavily on the forecast traffic movements and
their volume, and the phasing of the signal operation will be similarly influenced.
The designer therefore should ensure that full and proper liaison with the traffic
engineer takes place at a very early stage of the design process, so that the
operational needs can be properly taken into account.
The purpose of this Chapter of the manual is not to set out the principles of signal
control and operation, for which the reader is referred to publications such as the
US Highway Capacity Manual, the US Manual of Uniform Traffic Control Devices
and the UK Design Manual for Roads and Bridges, but to provide guidance on the
geometric considerations which should apply to intersections operating under
signal control.
17.2 Applicability of Major I Minor Intersection Principles
In general, the guidance given for major I minor intersection layout applies equally
to signalized intersections, with the following qualifications:
• Sight triangles need to be provided so that the intersection operates safely

even if the signals fail. Where one route is clearly the more important, then
major I minor sight triangles are applied to vehicles on the minor
approaches in the normal manner. If all the intersecting legs are apparently
of equal priority, then the sight triangle should be checked at all approaches.
• Lane widths are sometimes reduced at signals, but the minimum width
should be 3.0m.
17.3 Specific Requirements at Signalized Intersections
Signal indications show the driver whether or not he should proceed, and it is
important that the signal heads displaying these indications should be clearly
visible to the approaching driver and to the driver who has stopped as instructed.
The designer is referred to the Dubai Signal Installation Guidelines document'!'.
DUBAI MUNICIPALITY
Signals are usually located forward of the stop line, and where traffic lanes are
being signaled separately, double-headed signals may be required. Overhead
signals, mounted on cantilevers or gantries, or cable-suspended, may sometimes
be provided.
Plate 17.1 shows a typical signalized intersection, with channelizing islands on

one approach and right turning roadways.
Plate 17.1 : Typical signalized intersection with channelizing islands on one

approach and right-turning roadways
17.4 Width of Medians
Care should be taken to ensure that medians are wide enough to accommodate
any necessary signals and to provide a minimum clearance of 300mm between
the edge of the signals and the edge of the traveled way. Table 17.1 gives details.
(Regulatory signs are often mounted below signal heads, and the size of 600mm
diameter is prescribed in the Dubai Traffic Control Devices Manual'", This is
almost the same as the width of a single signal head with a backing board.)
17-2
Chapter 17
Table 17.1 : Minimum median width at signalized intersections

(to accommodate signal heads)
Situation Minimum median width (m)

Single -headed Without backing board 0.9
signal (No regulatory signs)
With backing boar 1.2

Double-headed Without backing board 1.3
signal
With backing board 1.6
These minima are adequate to accommodate the occasional pedestrian who has
been unable in the time available to cross both halves of the road, and so needs
to wait in the median. Plate 17.2 shows a typical pedestrian crossing at a
signalized intersection, with 1.2m width median and a channelizing island.
Plate 17.2 : Typical pedestrian crossing at a signalized intersection with

1.2m width median and a channelizing island
17- 3
Chapter 17
Table 17.1 : Minimum median width at signalized intersections

(to accommodate signal heads)
Situation Minimum median width (m)

Single -headed Without backing board 0.9
signal (No regulatory signs)
With backing boar 1.2

Double-headed Without backing board 1.3
signal
With backing board 1.6
These minima are adequate to accommodate the occasional pedestrian who has
been unable in the time available to cross both halves of the road, and so needs
to wait in the median. Plate 17.2 shows a typical pedestrian crossing at a
signalized intersection, with 1.2m width median and a channelizing island.
Plate 17.2 : Typical pedestrian crossing at a signalized intersection with

1.2m width median and a channelizing island
17- 3
DUBAI MUNICIPALITY
Where, however, the signal phasing is such as to require pedestrians to cross in

two stages, or where no specific pedestrian phase is provided, greater median
width (as shown in Table 17.2) should be provided, because pedestrians will
always have to wait in the median. Consideration should also be given to the
provision of a "sheep pen" arrangement, such as shown in Figure 17.1 below.
This layout minimizes the risk of a pedestrian continuing beyond the median on
the erroneous assumption that he has right- of-way over traffic on both halves of
the road, and provides a safer waiting area in the median.
Min ..
O Sm
, Pedestri an fence
I�/
Min. 2.Sm
:,
-,
c
�
Ill
I
]
�[Ill!
N
�
Min. O.Sm
Figure 17 .1 : "Sheep pen" arrangement for pedestrians at signals

(where crossing occurs in two separate stages)
Table 17.2 gives the minimum median width required to accommodate

pedestrians in straight across (i.e. conventional) and "sheep pen" layouts.
Table 17.2 : Minimum width of median at signalized intersections

(to accommodate waiting pedestrians)
Layout Minimum median width (m)

Straight across 2
"Sheep pen" 3.5
In areas where there is very high pedestrian activity, the total area available to
pedestrians should be capable of accommodating the highest number predicted
to occur during a signal cycle. As a design guide, use 0.6m2 of clear space per
person.
17-4
Chapter 17
17 .5 Size of Islands
Similar considerations apply to the size of channelizing islands within an

intersection, in order that signal equipment (and signs) can be properly located and
that pedestrians can be safely accommodated. The minimum size for a triangular
island, regardless of these factors, should be 2m measured along the shortest side.
17.6 Vehicular Swept Paths
There should be adequate provision of roadspace to accommodate the selected

design vehicle(s), and this should be checked using computer software or the
relevant templates. Particular care should be taken where two or three lanes of
traffic turn together. In such situations, more than the minimum roadspace should
be provided, as such movements can cause considerable driver uncertainty.
The layout and space requirements for multiple-lane turning movements are a
direct consequence of the physical dimensions of the intersection and the radii of
the turns. Accordingly no standard layouts and dimensions can be given, and the
importance of undertaking a proper analysis of swept paths, by templates or
software, is again emphasized.
On right-turning roadways, the information in Tables 14.8 and 14.9 should be

adopted.
17.7 Location of Pedestrian Crossing Facilities
There are two main criteria for the location of a pedestrian crossing within an
intersection.
• Firstly, it should be sufficiently forward of the stop line that crossing

pedestrians do not feel intimidated by the presence of stationary traffic
awaiting the green signal. Providing a clear zone of 2m from the stop line
to the crossing can give comfort to crossing pedestrians.
• Secondly, the crossing should be separated by a sufficient distance from

any parallel moving traffic, so that a reasonable level of safety can be
ensured. Given that the median nose is normally set back by 1 m from the
edge of the traveled way, a further setback of a metre gives a pedestrian
clearance zone of 2m from traffic which is moving while they cross.
Pedestrian crossings of right-turning roadways need to be designed with

considerable care, the following points being important.
• Pedestrian crossings of multiple-lane turning roadways should be signalized.
17- 5
Chapter 17
17.5 Size of Islands
Similar considerations apply to the size of channelizing islands within an

intersection, in order that signal equipment (and signs) can be properly located and
that pedestrians can be safely accommodated. The minimum size for a triangular
island, regardless of these factors, should be 2m measured along the shortest side.
17.6 Vehicular Swept Paths
There should be adequate provision of roadspace to accommodate the selected

design vehicle(s), and this should be checked using computer software or the
relevant templates. Particular care should be taken where two or three lanes of
traffic turn together. In such situations, more than the minimum roadspace should
be provided, as such movements can cause considerable driver uncertainty.
The layout and space requirements for multiple-lane turning movements are a
direct consequence of the physical dimensions of the intersection and the radii of
the turns. Accordingly no standard layouts and dimensions can be given, and the
importance of undertaking a proper analysis of swept paths, by templates or
software, is again emphasized.
On right-turning roadways, the information in Tables 14.8 and 14.9 should be

adopted.
17.7 Location of Pedestrian Crossing Facilities
There are two main criteria for the location of a pedestrian crossing within an
intersection.
• Firstly, it should be sufficiently forward of the stop line that crossing

pedestrians do not feel intimidated by the presence of stationary traffic
awaiting the green signal. Providing a clear zone of 2m from the stop line
to the crossing can give comfort to crossing pedestrians.
• Secondly, the crossing should be separated by a sufficient distance from

any parallel moving traffic, so that a reasonable level of safety can be
ensured. Given that the median nose is normally set back by 1 m from the
edge of the traveled way, a further setback of a metre gives a pedestrian
clearance zone of 2m from traffic which is moving while they cross.
Pedestrian crossings of right-turning roadways need to be designed with

considerable care, the following points being important.
• Pedestrian crossings of multiple-lane turning roadways should be signalized.
17-5
DUBAI MUNICIPALITY
Pedestrian crossings of single-lane turning roadways should be considered

in the light of the individual circumstances prevailing, and signals provided
where otherwise lengthy pedestrian delays or excessively hazardous
crossing would result.
• At a signalized crossing, the primary signal requires to be clearly visible to

approaching drivers, the minimum sight distance being the Stopping Sight
Distance for the design speed of the approaching road.
• At an uncontrolled crossing, the pedestrian needs an adequate view of

approaching traffic so that he can accurately judge the gaps and cross in
safety. The visibility requirement can be built up on the following basis:
o pedestrian observation I perception time of 1 second
o pedestrian crossing time, at 1 .2 metres per second
o safety clearance time of 1 second
The approaching vehicle is slowing to undertake the maneuver, and so is
assumed to travel, during this time, at an average speed of two-thirds of the
design speed of the main alinement. The resultant minimum Safe Crossing
Sight Distance from the pedestrian to the approaching vehicle is set out in
Table 17.3.
Table 17.3 : Safe Crossing Sight Distance for uncontrolled

pedestrian crossing of single-lane right turning roadway
Design Safe Crossing Sight Distance (m)

speed of for roadway width of
main
alinement
4m 6m Sm
(km/h)
30 30 40 50
40 40 50 65
50 50 65 80
60 60 80 100
70 70 90 115
80 80 105 130
90 90 120 145
100 100 130 160
Plate 17.3 shows an uncontrolled pedestrian crossing of a right turning roadway

with adequate Safe Crossing Sight Distance.
17- 6
Chapter 17
Plate 17.3 : Uncontrolled pedestrian crossing of a right-turning

roadway with adequate Safe Crossing Sight Distance
17.8 Width of Pedestrian Crossing Facilities
Crossings should normally be 3m in width, and typically this width should

accommodate up to 600 pedestrians per hour. Where higher levels of pedestrian
activity are predicted, the width should be increased as set out in Table 17.4.
Crossings wider than 6.0m should not normally be provided.
Table 17.4 : Width of pedestrian crossings at signalized intersections

up to 10 3.0 (minimum)
12 3.6
15 4.5
17 • 7
Chapter 17
Plate 17.3 : Uncontrolled pedestrian crossing of a right-turning

roadway with adequate Safe Crossing Sight Distance
17.8 Width of Pedestrian Crossing Facilities
Crossings should normally be 3m in width, and typically this width should

accommodate up to 600 pedestrians per hour. Where higher levels of pedestrian
activity are predicted, the width should be increased as set out in Table 17.4.
Crossings wider than 6.0m should not normally be provided.
Table 17.4 : Width of pedestrian crossings at signalized intersections

up to 10 3.0 (minimum)
12 3.6
15 4.5
17 • 7
DUBAI MUNICIPALITY
17.9 Summary
Figure 17.2 illustrates several of the aspects discussed in the preceding

paragraphs.
--
..........
........
,,
I
I __-- t
--i- . .,. _
...
,(lo,--)
,
I TICN ll.3
I
I
Figure 17.2 : Selected features of signalized intersections
17.10 Designing for Queue Lengths in Left turning Lanes
The traffic engineer should provide estimates of the average numbers of left
turning vehicles per cycle of the signal operation in the design peak period, in
order that the required storage length may be calculated. As a general guideline,
a minimum storage length of 120m shall be provided.
17.11 Signalized Roundabouts
It is possible to improve the operation of roundabouts which are prone to "locking

up" by the introduction of signals. The design of the signal phasing is critical to
the operation, and the traffic engineer almost certainly requires to model the
roundabout using a relevant computer simulation software package. Additional
useful guidance is available from the UK Transport Research l.aboratory'". The
outcome of the traffic engineer's study may indicate that geometric modifications
would be beneficial, and those which could be considered include widening on the
external approaches and rationalization of the layout and pavement markings on
the circulating pavement.
Signalized roundabouts should not be selected for any new intersections, as they
are very sensitive to traffic volume and are difficult to modify. ,
Plate 17.4 shows a roundabout which has had signal operation added at a later
date.
17- 8
Chapter 17
Plate 17.4 : Example of a roundabout with signalization added
17.12 U-turns at Signalized Intersections
Many of the considerations set out in Chapter 16 can be applied directly to U-turns
at signals. It is important that the designer decides at the outset whether U-turns
are to be permitted, and if so whether trucks are to be accommodated. The
alternative possibility of providing a free-standing U-turn facility in advance of the
intersection should be given active consideration.
Local bulbing is dealt with in a different manner at signals, and Figures 17.3 and
17.4 show recommended arrangements. The following points should be noted:
• It is rarely necessary to provide local bulbing for buses and trucks. Where
they are to be allowed to undertake a U-turn maneuver, the pavement
should be designed to accommodate the relevant swept path (U-turn
diameter 28m).
• Local bulbing for private cars is likely to be required only at signalized

installations with a narrow median and two exit lanes. In such instances the
required U-turn diameter of 15m cannot be achieved.
• The paved width of the local bulbing should be designed to provide the
required U-turn diameter, but should be no wider than 4m. The area should
be paved in contrasting material (for example red brick pavers) and
bounded by an curb laid flat at the edge of the traveled way and an upstand
curb at the sidewalk edge.
17- 9
DUBAI MUNICIPALITY
--- -
Figure 17.3 : Widening for U-turns at signalized intersections

(with right turning roadway)
. .. ... ,.,.,. ..
-- .,.
-
_ _ 1mn*1,
-�
--
Paved
�
111111 111 I
,
Upeland cuit:>
Block paved 111'1111
Curbleldlal
Figure 17.4: Widening for U-turns at signalized intersections

(with no right turning roadway)
17 • 10
Chapter 17
Plate 17.5 shows a current example of local bulbing for U-turns at a signalized
intersection.
Plate 17.5: Local bulbing at U-turn at signalized intersection
17.13 Emergency Layby
Signals need to be regularly maintained, and it is important that operatives'

vehicles can be safely parked in a location which is convenient to the controller
and other items of signal equipment. An emergency layby should therefore be
provided on each approach leg, in accordance with the details shown in Figure
17.5. The exact siting should be selected after consideration of pedestrian
crossing locations, island widths and the presence of any underground services.
The layby should be laid with a 2% fall towards the edge of the traveled way.
17 - 11
DUBAI MUNICIPALITY
111111111
III 2.5m min.

3.0m max.
�
MinimLIT'I width of
Island to be 2m
Figure 17.5 : Emergency layby at signals
(1) Dubai Signal Installation Guidelines (currently in course of preparation).

(3) Use of TRANSYT at Signalised Roundabouts (Research Report 274),
Transport Research Laboratory, Crowthorne, UK, 1990.
17- 12
Chapter 18
Interchanges
Chapter 18
Grade Separations and Interchanges

18.1 General
A bridge or underpass may be used to enable two roads to cross each other
without interconnection, this arrangement being known as a Grade Separation.
The main factor for the designer of the road geometry is the choice of "over" or
"under", and this will generally be determined by the design characteristics of the
more important of the two roads. A secondary consideration is the form of the
resultant grade-separation structure, and some guidance is contained in Sections
7.13.3 and 7.13.4 of this manual.
Interchanges use one or more bridge or underpass to separate vertically some or

all of the conflicting streams of traffic. Where all conflicts are eliminated in this way,
leaving only merging and diverging movements which occur at ramp terminals, the
interchange is known as a Fully Grade-separated (or Free Flow) Interchange.
Grade Separations and Interchanges are warranted by the following factors.
(a) Design Designation

The decision that a road should have full control of access is a warrant for
providing grade separations, with interchanges at all intersecting roads.
Interchanges are the only type of intersection provided on Freeways and
Expressways (the highest classes of road provision) regardless of traffic
volume considerations. This is to ensure a consistent standard of provision
for the users of these longer-distance facilities, and to provide the maximum
level of safety appropriate for the high operating speeds which pertain.
(b) Reduction of intersection congestion

Where an at-grade intersection is subject to congestion greater than others
along its route, introduction of grade-separation may eliminate the
bottleneck. On arterial roads, interchanges are appropriate where levels of
conflicting traffic are high, but it should be noted that uniformity of
intersection type on this class of road is unimportant. Interchanges will
rarely be warranted on roads of a lower class than Arterial.
(c) Safety improvement

Certain at-grade intersections may prove to have a high proportion of
serious and fatal accidents. In the absence of other, less costly means of
safety improvement, grade separation may be warranted.
( d) Topography
In hilly terrain, it is possible that grade separation may offer a more cost-
effective solution than an at-grade intersection.
18 - 1
DUBAI MUNICIPALITY
(e) Road User Benefits

An interchange can reduce delays very considerably, and a cost-benefit
analysis may warrant the provision of one.
(f) Traffic levels

Where design flows are greater than the capacity of an at-grade
intersection, an interchange is clearly warranted. Lower flows may also be
sufficient to justify one, particularly if the volume of cross traffic is significant.
It will sometimes prove economic to make an initial provision of an at-grade
intersection, laid out in such a manner that future grade-separation of a
main traffic movement can be achieved at a later date, when volumes have
increased to an appropriate level, by means of a flyover or underpass.
18.2 Types of Interchange
Interchanges can be grouped under the headings shown in Table 18.1, the
numbers in brackets lndlcatinq the Figure Numbers which refer.
Table 18.1 : Types of Interchange
Number Number of Free-Flow Interchanges Other Interchanges

of legs bridges (fully free-flow) (some at-grade elements)
3-leg single • Trumpet (18.1)

• Half-cloverleaf (18.2)
multiple • 3-leg direct (18.3)*

4-leg single • Cloverleaf (18.4) • Partial Cloverleaf (18.7)
• Diamond (18.8)
• Dumbbell (18.9)
multiple • 4-leg direct (18.5) • Grade-separated
• 4-leg hybrid (18.6) roundabout (18.10)
* May incorporate a major fork - see section 18.6.7.
The layout of each of these, together with their advantages and disadvantages, is
set out in Figures 18.1 to 18.10 on subsequent pages, following which there is
general design guidance applying to all types of interchange.
Interchanges can also be designed to cater for more than four legs, and in such
cases should be arranged to cater for the unique circumstances which exist.
Elements within the interchange should conform to relevant guidance given in this
Chapter.
18 -2
Chapter 18
A: Left-hand trumpet B: Right-hand trumpet
C: Preferred left-hand trumpet with skew bridge
Arrangement (A) depicts a left-hand trumpet, while arrangement (B) shows a right-hand one.
As there is no straight-ahead escape route in either layout for a driver approaching at speed up
the "stem of the T", often over a crest curve, arrangement (A) is slightly preferable in that such
vehicles have a somewhat larger radius curve to negotiate.
Arrangement (C), which is a left-hand trumpet, improves on (A) by providing an even greater
radius for the left-hand curve termination of the route approaching up the "stem of the T", although
at the expense of a tighter loop for vehicles leaving the main line.
Positive attribute Negative attributes
• Requires only one bridge.

• Right-hand trumpet (B) unsuitable for
• Provides relatively high-speed direct
or semi-direct links for all
termination of a high-speed route;
Left-hand skew trumpet (C) may be
movements. acceptable.
• Layouts are simple to sign .
• U-turning by emergency and
• Moderate land-take. maintenance vehicles is not
• Exit precedes entry, so no weaving
movements.
possible.
Figure 18.1 Trumpet Interchange
18 - 3
DUBAI MUNICIPALITY
A: Simple B: With C-D road
The half-cloverleaf is a 3-leg interchange, but it has little to commend it over the trumpet
interchange. It introduces apparently unnecessary weaving of the South to West and the East to
South movements, and its sole advantage is its ability to allow the intersecting road to be extended
Northwards at some future date.
Positive attributes Negative attributes
• Provides moderate speed direct or

semi-direct for all movements.
• Not suitable for the termination of a
high-speed route.
• Layouts are simple to sign. • Introduces significant weaving
• Only one bridge required. movements; C-D Road arrangement
• Moderate land-take. (B) is preferred, but weaving still

• Permits future expansion into 4-leg exists .
interchange. • U-turning not possible for vehicles on
• Provides U-turning for emergency
and maintenance vehicles
the main line .
approaching on the "stem of the T".
Figure 18.2 : Half-cloverleaf Interchange
18 • 4
Chapter 18
A: Fully conventional B: Fully conventional 3-level
*
C: Partially conventional D: Unconventional
* Unconventional : diverge right to travel left
0 Unconventional : mainline turns through 90°
Arrangement (A) is the conventional layout. Traffic on the main line leaves by a conventional
ramp located on the right side of the road, and traffic joining the main line does so from the right.
Traffic approaching the main line along the "stem of the T" diverges to the right if wishing to travel
to the right along the main line, and similarly to the left if traveling left.
Arrangement (B) is a conventional layout, but on three levels.
Arrangement (C) is somewhat unconventional, in that traffic approaching along the "stem of the
T" diverges to the right to travel left along the main line, and vice-versa. Such an arrangement
might be considered appropriate where there is a heavier flow in the SE quadrant than the SW
quadrant of the intersection, but where both these flows are exceeded by the through flow on the
main line.
Arrangement (D) is unconventional, in that the main line is designed to turn through 90 degrees
in the SE quadrant. This layout could be appropriate in circumstances where the flow in the SE
quadrant is the dominant one, and that in the SW quadrant the lowest.
• Provides high-speed direct links for

• Requires two or three bridges .
all movements.
• Relatively high land-take .
• Conventional layouts are simple to
sign.
• U-turning by emergency and
maintenance vehicles is not
• Suitable for the termination of a high-
speed route.
possible .
• No weaving movements .
Figure 18.3 : 3-leg Direct Interchange
18-5
DUBAI MUNICIPALITY
A: Simple B: 1 pair of C-D roads
C: 2 pairs of C·D roads
The standard form (A) provides the driver on both main alinements with the following sequence of
elements:
1. An off-ramp (for the leaving right-turn traffic)

2. An on-ramp (for the joining left-turn traffic from the loop)
3. A weaving section, often relatively short
4. An off-ramp (for the leaving left-turn traffic to the loop)
5. An on-ramp (for the joining right-turn traffic)
This can be difficult to sign, because there are two exits in succession, and drivers have to decide
in advance on, usually, their compass direction · for example, do they want Route E3 North or E3
South? It also leads to turbulence in the weaving area, even in through lanes which theoretically
do not have any need for lane-changing. For these reasons, a C-D Road is normally provided, as
shown in (8) and (C). This simplifies the signing (just one exit, followed by a compass decision,
for example north or south) and ensures that all weaving takes place away from the main line · on
a C-D Road where every vehicle weaves.
The further advantages and disadvantages of the cloverleaf are given in the table.
• Provides moderate speed direct or

semi-direct links for all movements.
• Entails significant weaving; C-D
roads normally required, as in
• Requires only one bridge . arrangements (B) + (C).
• Allows U-turning for emergency and
• Difficult to sign.
maintenance vehicles.
• Left-turning traffic leaves by the
second exit on the right
Considerable land-take
Figure 18.4 : Cloverleaf Interchange
18- 6
Chapter 18
A: 4-level B: 2-level
The 4-leg direct interchange provides high speed connections for all movements.
Layout A locates three structures at a single location, which minimises landtake but requires
considerable earthworks to achieve the necessary level differences for this four-level crossing.
Layout B restricts all the crossings to two-level, but as a consequence requires five structures.
Landtake is greater, but earthworks are considerably reduced.
Many other arrangements, symmetrical and asymmetrical, are possible.
• Provides high-speed direct links for

• Requires three, four or five bridges .
all movements.
• Relatively high land-take .
• Layouts are simple to sign.
• 4-level layout (A) is difficult to
• With the 2-level layout (B), it is
possible to provide an emergency U-
integrate into a flat landscape .
turn facility.
Figure 18.5 : 4-leg Direct interchange
18- 7
DUBAI MUNICIPALITY
It is possible to produce designs which incorporate features of several types of interchange. This
figure shows one such hybrid, which uses the direct form, but replaces two of the direct
connections by loops.
It is not possible to comment on the generic advantages and disadvantages of hybrid junctions, as
each will have its unique attributes.
Figure 18.6 : 4-leg Hybrid Interchange (example)
18- 8
Chapter 18
Many forms of partial cloverleaf are possible, with one to three loops in various quadrants. The
one illustrated (with two loops in opposite quadrants) eliminates weaving on the main line, albeit
by accepting at-grade left turning on the minor road.
• Provides moderate speed semi-direct

links for some movements.
• Introduces at-grade movements,
normally at signalized intersections.
• Requires only one bridge.
• Requires more land than Diamond
• Can enable the elimination of Interchanges .
weaving (as in the layout shown in
Figure 18.7)
• Left-turning traffic leaves the minor
road by the second exit on the right -
• Layouts are simple to sign if weaving
is eliminated.
danger of wrong-way travel by left-
turning at signals.
Figure 18.7: Partial Cloverleaf Interchange
18- 9
DUBAI MUNICIPALITY
A: Full diamond B: Split diamond
C: Overlap diamond D: Sinale-point diamond
The Diamond Intersection is probably the most common form of grade-separated intersection, in
which the ramps connect to the lower-category road by means of signalized at-grade intersections.
Arrangement (A) is the conventional full diamond, with two sets of signals.
Arrangement (B), the split diamond, is sometimes adopted where the spacing of adjacent cross-
arterials is too close to allow the ramps to effect the necessary level difference. This layout, in
which there are four sets of signals, is particularly suited to situations where the cross-arterials are
one-way streets operating in opposite directions.
Another solution to this situation is the overlapping diamond shown in arrangement (C). This
layout requires two additional bridges, and retains the four sets of signals. Again this works well
with one-way cross-arterials.
A major difficulty with arrangement (A) is the fact that all the left turns "hook" with their opposites,
rather than "sliding" past them. This can impose a significant capacity limitation on the
intersection, generally necessitating four-stage signal operation. Arrangement (D), the single
point diamond, gets around that difficulty by allowing all left turns to "slide", albeit at the expense
of a layout which requires more space and is potentially more prone to driver misunderstanding.
With such slide turns, the signal operation can be reduced to three-stage.
18 - 10
Chapter 18
Single
Full Split Overlap Point
Attribute Diamond Diamond Diamond Diamond
Positive:
• Very small land-take v' v' v' v'

• Easy to sign v' v' v' v'
• Conventional at-grade v' v' v'
intersections
• Single bridge only v' •• v'
• U-turning possible for
main line traffic
v' v' v' •••
• No weaving sections on v' v' v' v'
main line
• Maximizes spacing v'
between intersections on
main line
Negative
• Lower capacity on minor x x x x
road
• Left-turns interact x X* X*
• Weaving on frontage x
road
• Greater possibility of x x x xxx
wrong-way entry to ramp
• Difficult to expand the x x x xx
intersection in the future
•• Second bridge probably required in any event

••• May be possible, but difficult to sign and control
* Not if cross-streets are one-way
Figure 18.8 : Diamond Interchange
18 - 11
DUBAI MUNICIPALITY
The advantages and disadvantages of the dumbbell intersection are similar to those of the full
diamond. Additionally, the dumbbell scores by eliminating problems arising from the interaction of
left turns, but has the disadvantage that queues may develop on the off-ramp as other traffic
always has priority.
Note that, as there is no traffic likely to use that side of the roundabout circulating pavement
adjacent to the bridge, it is feasible to join the two roundabouts and the median on the bridge to
form a single "bone-shaped" island.
Figure 18.9 : Dumbbell Interchange
18- 12
Chapter 18
A: Simple B: 3-level
Arrangement (A) is the simple form of intersection, using two bridges and a large rotary
pavement. When traffic volumes increase, there is adequate space to permit the introduction of
signals to the roundabout entries, and to further increase capacity by modest widening on the
approaches.
At higher volumes still, arrangement (B) can be adopted. This layout, known as a three-level
roundabout, takes the cross-traffic on a direct ramp, leaving the roundabout to handle only
turning traffic. Such a layout can be introduced incrementally if the median of the cross route is
constructed at the outset with a width sufficient to accommodate the future flyover.
• Easily understood and conventional

• Requires two or more bridges.
layout.
• Higher land-take than diamond or
• Simple to sign. dumbbell layouts .
• Can be signalized to provide
additional capacity or to manage
• Unsignalized layouts can lock up if
there is a lack of capacity
queues on off-ramps. downstream.
Figure 18.10 : Grade-separated Roundabout
18- 13
DUBAI MUNICIPALITY
18.3 Selection of Interchange type
18.3.1 General
The design procedures for selecting the form of interchange most suitable for a
particular location are dealt with in the following paragraphs. The geometric
design standards for the individual elements within the chosen interchange form
are generally to be found in Chapters 3 to 6.
The designer should prepare a number of preliminary sketch designs, and these
are to be compared and considered before the final selection of the interchange
type and the production of a detailed design.
18.3.2 System Interchanges
System Interchanges are those which connect a freeway or expressway to

another freeway or expressway. They should always be free-flow interchanges of
the types illustrated in Figures 18.1 to 18.6.
18.3.3 Service Interchanges
Service Interchanges connect to roads of a lower class than freeway or

expressway. If the road is an arterial, then the full range of interchange options
can justifiably be considered. For roads of lower class, interchanges which
incorporate some at-grade movements (such as shown in Figures 18.7 to 18.10)
are the norm.
18.3.4 Route Strategy
In rural areas, the spacing of interchanges is likely to be so great that each can
be considered entirely on its own merits. Topographical and traffic flow
considerations predominate, and consistency of exit patterns and minimizing of
weaving on the main line have a considerable influence on the choice.
If a new route is being designed it is good practice to consider it in its entirety. This
requires that the interchanges are planned in to the location studies so that the
final alinement is compatible (in three-dimensional terms) with the interchange
sites.
In urban areas, interchanges are closer, and each interchange is likely to be

influenced by the next one upstream and downstream. Consideration therefore
needs to be given to issues of capacity, weaving and lane balance on the main
line, which in turn may limit the choice of interchange type.
On a continuous urban route, all the interchanges should be considered together

as a system, rather than being considered individually. Arrangements for the
entire corridor can be sketched, and alternative interchange strategies can be
developed, analyzed and compared. It is important not to forget the intersecting
18 - 14
Chapter 18
minor roads, and confirm that they are suitable for the additional traffic which the
presence of an interchange will channel on to them.
In general, cloverleaf interchanges are less well suited to urban areas because of
the amount of land which they occupy.
18.3.5 Traffic Flows and Design Year
Interchanges are designed using the Design Hour Volumes (DHV) as described
in Chapter 2. Of particular importance for interchange design is the volume of
traffic predicted to undertake each turning maneuver, and all proposed design
flows are therefore to be agreed with Dubai Municipality Roads Department
before design begins.
It should be noted that the practical capacity of a single-lane loop lies in the range
800pcu/h to 1200pcu/h. Loops rarely operate as two-lane pavements, regardless
of their width, and in general they should not be designed to do so because of the
difficulties in designing proper ramp terminals and for driver discomfort reasons.
In general, therefore, when a DHV of around 1 OOOpcu/h applies to the one-way
turning movement in one quadrant of an interchange, serious consideration
should be given to the adoption of a form of connection other than a loop.
18.3.6 Interchange Spacing within the Network
In selecting the form of grade-separated facility to provide, the designer should

consider the location of that interchange within the overall road network. The aim
should be to produce a consistent interchange strategy across the network that
maximizes safety. Guidance on the interchange strategy for a particular location
should be sought from Dubai Municipality Roads Department.
The indicative minimum spacing of intersections set out in Chapter 13 (Table 13.1)
is aimed at providing adequate lengths of uninterrupted flow appropriate to the
road class. These spacings allow effective signing to be provided for each
interchange, but the minimum values should not be adopted without first
considering the length required to accommodate any weaving which may occur
on the intervening section of road between the last on-ramp terminal of one
interchange and the first off-ramp terminal of the subsequent one. Guidance on
the design of weaving sections is given later in this Chapter.
18.3.7 Initial Information Requirements and Decisions
The following information should be assembled and used as the basis for the
selection of interchange type:
• the class, cross-section and Design Speed of all the intersecting roads
• the Design Hour Volumes
• the location and nature of any constraints to the scheme - land ownership,
18 • 15
DUBAI MUNICIPALITY
existing and proposed utilities, planning constraints, topography, dry wadi

courses, flood plains and ground conditions.
• environmental constraints - proximity to dwellings, severance of
communities, plants of particular importance, animal habitats and regularly
used animal tracks and migration routes.
Having collated the above information the designer must take the following action
before he can finalize the form of interchange to be used:
• He should discuss the overall interchange strategy with Dubai Municipality

Roads Department.
• He should agree the DHV (including turning volumes) with Dubai
Municipality Roads Department.
• He should decide which turning movements are to be accommodated.
• He should decide which movements within the interchange are to be given
priority with grade-separated links and which movements (if any) are to be
accommodated through at-grade intersections.
• He should confirm the vertical and lateral clearances for structures.
18.3.8 Type of Interchange for Preliminary Design
The type of interchange needs to be selected, on the basis of the relative

advantages and disadvantages set out above, before preliminary design can
begin. For a given location two or more solutions may be worked up into outline
designs (usually in sketch form) for preliminary evaluation.
The choice of "over or under" frequently arises, and no firm guidance can be
given. In general, however, one of the roads is likely to have a higher design
speed than the other, and so requires longer vertical curves to achieve the
necessary level difference. Keeping it at or near its open road level therefore
usually proves economic. Note also that any scheme which involves pavement
levels below the existing ground level requires careful design, especially where
water table levels are high, for example near creeks or the coast.
18.3.9 Preliminary Designs
Preliminary designs (considering both horizontal and vertical geometry) are

prepared for alternative interchange arrangements in sufficient detail to determine
the land take required. Items to be defined in the preliminary design include:
• Safety implications for road users.

• Number of lanes required for each movement.
• Design speed for individual elements within the interchange.
• Horizontal radii (especially important for loops).
• Vertical clearances for structures.
• Maximum pavement grades.
18- 16
Chapter 18
• Length of ramps and ramp terminals.

• Length of weaving sections (between interchanges and within each one).
• Provision for crossing traffic (not wishing to join the main line).
• Provision for pedestrians.
• Estimate of construction costs.
The designer must also consider:

• Method of construction.
• Method of maintenance and the need, if any, for a maintenance layby.
• Environmental effects including landscaping.
• Lighting and signing principles.
• Provision of fences and barriers.
Preliminary designs will need to be discussed with Dubai Municipality Roads

Department and their approval received before the designer progresses further.
Certain elements of the preliminary designs may need to be worked up in greater
detail if requested by the Municipality.
18.4 Lane provision
Initial estimates of lane provision are undertaken on the basis that the Design
Hour Volumes should be accommodated, Service Volume being taken as 1800
pcu per hour per lane. The designer may wish to increase the lane provision
above the minimum number required to accommodate the predicted future flow,
for operational or lane balance reasons.
Lane balance considerations are important. Three basic principles apply:
1. Entries
The number of lanes downstream should not be less than the sum of all the
joining lanes, less one.
2. Exits
The number of lanes upstream of the exit must be the sum of the
downstream lanes on the main line and the exit roadway(s), less one.
(There is one exception to this - the short length of auxiliary lane which
exists on a cloverleaf interchange between the on-loop entrance and the off-
loop exit. In this case, the number of upstream lanes may be the same as
the sum of the downstream lanes.)
3. Lane drops
The traveled way of a road should not be reduced by more than one lane at
any location.
18 - 17
DUBAI MUNICIPALITY
It is not normal for there to be a lane-drop on the main line passing through an
interchange. Should this be considered appropriate, the specific approval of
Dubai Municipality should be obtained.
Figure 18.11 shows a typical situation.
(A) ...
"" ...
4 ---------- 3
2
...
2
/" 4 ...
.... 4------
'
.... 4
I
..... ....
""
(8) 4
?""
2 2
(C)
*'
'
---- 4 .,._ 5 � •
2
I
(A) '
Lane requirements from basic capacity considerations would lead
to lane drop through interchange. Although in accordance with
principles, continuity may require 4 lanes to be continued.
(B) Increase in through lanes violates principles 1 and 2, and is

unacceptable.
(C) Provision of auxiliary lanes at* produces satisfactory design.
Figure 18.11 : Correlation of lane balance with continuity requirements
18- 18
Chapter 18
18.5 Design Speed
As the design speeds of the two main alinements are already determined, the
factor which remains to be considered is the design speed of the elements which
connect them. Three different conditions are relevant:
• free-flow links, which connect the two alinements directly, turning through
generally small angles;
• ramps, which connect from a ramp terminal on one alinement to an at-grade
intersection on the other, and vice versa;
• loops, which are also free-flow between the two alinements, but which
generally turn through an angle of around 270 degrees; and
It is normal practice to provide a lower design speed on these connecting

elements than on the main alinements, and whereas the stepping-up of design
speed on leaving a connecting road causes no difficulty, the stepping-down from
the initial higher design speed of the main alinement needs to be carefully
handled. In the tabulation of design speeds in Table 18.2 below, the main line
design speed is the design speed which applied prior to entering the connecting
roadway, except for on-ramps, where it is the design speed of the alinement which
is reached by following the ramp.
Table 18.2 : Design speeds for connecting roadways
Main line design Design speed for connecting roadway (km/h)

speed (km/h)
Free-flow links Ramps Loops
50 n/a 50 30
60 n/a 50 40
70 n/a 50 40
80 70 60 50
90 70 60 50
100 80 70 50*
120 100 80 50*
140 120 90 **
* Higher Design Speeds may be appropriate in rural areas.

** Loops on a 140km/h design speed road should always be accessed via
a C-D road with a lower design speed.
These design speeds apply to the connecting roadway itself. The ramp terminals
require to be designed in accordance with the design speed of the main line.
18- 19
DUBAI MUNICIPALITY
18.6 Off-Ramp Terminal Design
18.6.1 Selection of Layout Type
There are two types of exit arrangement available to the designer, namely taper
type and parallel type. The parallel type provides a greater length over which
exiting maneuvers can take place.
Both layouts can be used with or without a lane-drop on the through main line, and
both can be used with a single-lane or two-lane off-ramp.
The decision as to which layout to use requires the designer to exercise his
judgment, but the following guidance may be helpful.
• The taper type is the normal design, suitable for light to moderate volumes
of exiting traffic.
• The parallel type is generally used where the volume of traffic leaving the
main line is relatively high, or where lane balance considerations dictate its
use (see Section 18.4 above).
• As a guide, if the flow on the off-ramp is predicted to exceed 1250
pcu/h/lane in the Design Year, an auxiliary lane generally appropriate.
18.6.2 Geometric Parameters for Off-ramp Terminals
Off-ramps diverge from the main line at an angle between 2° and 5°. The
parameters are set out in Figures 18.12 to 18.15 on the following pages.
18-20
Chapter 18
II
E
� II
II
£ �
L.
II
fi
>,
Ol
II 5...., !E
f II
ca
3 •• li
1()1()1()1() 1()1()1()
j
000
j 'O
G)
C'iC'iC'i ('j(l'j(l'j(l'j (l'j(l'j(l'j
G)
> } s
i g 11
G)
0
0 ...0 �
s
�
'O
r
0
11
z
t
11 ! �00
(Dr,.. ��Rg 000
,... Cl) 0) fi
�
.9
11 �
!
11 l()gg 1()8gR
"".-.- "" .........
000
(')r,..,-
.-.-N i�
t:i
Ii
'O �
11
11
11
""
,....
....,
..J
t
j
;!�
Ol.11'.
1
"1
o�g rogo
Cl)
�
I
<X>Ol ,- N
,....
looi
,... ON
T"',... ,....
u
"1
>,
-!
!f!,,
'O
11 � •
�
11
11
11
Ai:li:
Figure 18.12: Taper Type Off-Ramp (1-lane)
18- 21
DUBAI MUNICIPALITY
ea I
a
I �
1'
>,
'8 � t I t
J j
k I j
�
0 'd I
f
t I!
11 t�e -
.!
11 u.
�� g� gl/)11')
11),t
0
[
fi}
I
l
E
��2 �28.
.l!
� ��
!
8
1
�
I
�'f,
11
�E
•
..... .......
81/)11')
22� 228� (!)()
!1
HEl
1§�� H
11 11
11 .-d. t"" 288 288�

.. ......
11 tc t
.!!
11
11
l
!
11
Figure 18.13 : Parallel Type Off-Ramp (1-lane)
18-22
Chapter 18
11111
1,1
-
� 11
11
e j
a 6
f I I
•
1l
I I
l
'6
t
I I
I I
ii
0
h ! •••
n
qqq
NNN
1()1()1()1()
c,ic,ic,ic,i
,01()1()
c,ic,ic,i
f
I I �
.!e�
I rr: :8i& :8�&8... &��
I �I
I� �
i� iogg� goo ,... ..
1, j! J �� "'-,.."",.. ,..,..N
1 ...I
III
,1�1 �&§ �&8�...... iooo.........
1l
•
��i
I
t
1, ON'f
1 p�
, ,, i II.
d
t
j
'1 '
l
11 •
I-
11
11
11
��.�
Figure 18.14 :Taper Type Off-Ramp (2-lane with lane drop)
18-23
DUBAI MUNICIPALITY
111
? 0
Ii 8e 1')1')0 IOIOIOIO 1()1()1()
�
sa II I �
c
D
c
8
�i
�"3 ��N ..;..;..;..; ..;..;..;
i:
j I
II I
f
- -i-
i g
s:
�
II I 0c
.2
OE
1')00 ,0008 08�
(j)Cl)Q CO CO (1) <>1"' r e-
II I
8
g 1
�
II I I 1')00
��
,oOOO
p..OC'lt-.
,...,...,...
000
C'lt-.r
rrN
II I
I 11
I
I II
I -- si�.I rl
"
�� ,.,. �I �
(')(')
I II
11 II I
I "
r-
::!. ..
g�8 ��8�1
11 g II I 8��
rr rrr
I j
.. E I
I t II I gc
I
I
I I
Q
t-
11
1
s.. d � • i8� fi8§�,§��
Cc
Ii
I
11
1
! ia
lg
'O
II.
I I
I I 11
E.E,E Id�
Figure 18.15: Parallel Type Off-Ramp (2-lane without lane drop)
18- 24
Chapter 18
18.6.3 Deceleration distances
Vehicles leaving the main line need enough distance to enable them to
decelerate, clear of the main line, to the design speed which pertains on the
connecting roadway. This distance is measured from the painted nose.
The length necessary for deceleration depends on initial speed and the relevant
design speed of the off-ramp, and should be provided in accordance with Table
18.3.
Table 18.3 : Distance to effect deceleration at change of design

speed - level road
Design Deceleration distance (m) - See note

speed of
main line Design speed of connecting roadway (km/h)
(km/h) 30 40 50 60 70 80 90 100 120
50 60 45 -
60 80 65 50 -
70 n/a 85 70 55 -
80 n/a n/a 90 75 55 -
90 n/a n/a 110 95 75 60 -
100 n/a n/a 125 115 100 80 65 -
120 n/a n/a 165 150 140 125 110 85 -
140 n/a n/a n/a n/a n/a n/a 150 140 95
Note
• The values in Table 18.3 should be increased by 20% for down grades of
3% and 4%, or by 35% for down grades of 5% or more.
• Up grades theoretically reduce the length required, but this may generally
be ignored. Where spatial constraints dictate, allowance for this shortening
may be made, and the designer is referred to Table X-5 of AASHT0(1).
Design features to the lower design speed standard must not be introduced
before the relevant distance beyond the tip of the painted nose has been reached.
18-25
DUBAI MUNICIPALITY
18.6.4 Forward visibility
When checking forward visibility (which extends over a length of road, and thus
may span sections of different design speed), the following criteria should be used
for the three sections as set out below:
• Over the taper length - apply visibility standards appropriate to the main line
design speed.
• Thereafter for the distance defined in Table 18.3 - apply visibility standards
appropriate to the average of main line and connecting roadway design
speeds (rounded down, if necessary, to give an exact design speed value).
• Thereafter - apply visibility standards appropriate to the connecting roadway
design speed.
18.6.5 Superelevation
It is normal to continue the main line superelevation across the width of the ramp
terminal, but where the main line is on a left-hand curve, it may sometimes be
necessary to introduce a reversal of the main line superelevation on the approach
to a right-hand curved off-ramp. If this is the case, then the magnitude of the
differential between the two falls should not exceed 3%.
Beyond the painted nose, the vertical profile of the main line and the off-ramp may
diverge, and this effect may be made more pronounced if superelevation is being
developed on the off-ramp. Care must be taken to ensure that the fall across the
paved gore is not too great, and a value of 4% should be taken as a working
maximum.
The superelevation across the recovery area (beyond the paved gore) should be
the same as that of the main line, and the design of the transition from the
crossfall prevailing in the gore area requires careful consideration.
18.6.6 Left Off-ramps
Ramps leaving from the left (inner) side of the pavement are not recommended.
Should one be warranted, it should be preferably be treated as a major fork, and
adequate overhead signing and full Decision Sight Distance must be provided in
all cases.
18.6. 7 Major Fork
Where a freeway or expressway diverges into two routes of similar importance,

and neither branch is considered to be the main through route, a major fork layout
should be adopted. This is shown in Figure 18.16.
18-26
Chapter 18
TI I -1""-
f I I
i I
I: -,--....,.... I i
'd I I
f I I
I I
I I I
I I
E
..
� I I 1� E
..
�
;I I
I I I
I I,
I I
I I
11
J lI
I 11 §
i 11 &
t :: J
11
11
II
11
11
II
11 IJ
Figure 18.16: Major Fork
18-27
DUBAI MUNICIPALITY
18.7 On-Ramp Terminal Design
18.7.1 Selection of Layout Type
As for exits, there are two types of entry arrangement available to the designer,
namely the taper type and parallel type. The parallel type provides greater
length for merging the entering flow in to the traffic on the main line.
Both can be used with or without a lane-gain on the through main line, and both
can be used with a single-lane or two-lane on-ramp.
The designer needs to exercise his judgment when selecting the most appropriate
entry arrangement, and he may find the following guidance helpful.
• The taper type is the normal design, suitable for light to moderate volumes
of entering traffic.
• The parallel type is generally used where the volume of traffic joining the
main line is relatively high, or where lane balance considerations dictate its
use (see Section 18.4).
• As a guide, if the entering flow is predicted to be more than 1000 pcu/h/lane
in the Design Year, a parallel type arrangement should be considered. (It
may be justified with lower flows, depending on how heavily-loaded the
outer through lane is anticipated to be.)
18.7.2 Geometric Parameters for On-ramp Terminals
Typical layouts, showing geometric parameters, are given in Figures 18.17 to

18.20. Note that, where lane gain is indicated, the auxiliary lane may be merged
with the nearside lane after a further distance of 400m, using a taper rate of 1 :50
for design speeds of 100 km/h and below, or 1 :70 for higher speed roads.
18-28
Chapter 18
11
11
II
111
11, ....
�
'
111
!
111 �
J
11, I- itg
-�
'- NNN 0000 000
i .! ..: ,.: ,.: c,jc,jc,jc,j c,jc,jc,j
111
111 -
s
111 Ir,§� o�O o�R�
co,..� co I"' I"' �u
11,
...i
II
II 1r�
6
1§ '°
000
I() I()
gggg ,,..,..,..
. .,.,. II) I()'°
II
�
11
I · Ir �28� 288� 1��
�
II
�t·
J ,5 �
......
"I "t II I ' II.
I
i
II
J
0 '5
t &
�
�
II
" II
H
Cl
II I� \
..
Figure 18.17: Taper Type On-Ramp (1-lane)
18-29
DUBAI MUNICIPALITY
,...,..
II
d
II .'i()
c
II s
II I-
l
II
--
)1111
111
111
111
[
£
11' �
s
'I
111
j ng �ggg 008
II) 0),.
11'
111
ci
�Q
,11
a.
ggg
,. ,. ,. §§��
ot0g l
I
��(')
11'
,111,'
II
II
�
II
II t
I! }
f
-g
f-s
�I
II
11
a
:z
0 ) '6 11
I
f t�
�i
11
l.J1
II �:.\\\
Figure 18.18: Parallel Type On-Ramp (t-Iane)
18-30
Chapter 18
..
al
..
Cl)
Figure 18.19: Tapper Type On-Ramp (2-lane with lane gain)
18- 31
DUBAI MUNICIPALITY
111
111
11 �
1111
1111 �
,..
;:!.
1111
5(» 5
j :!I
3
1111 �0
1111
!
1111
1111
1111
1111
11
11.
II \ c:;
11 ;:!.
\ 5
II I J
0
11 31
f z
),
\
I i
j I': i 11
.. ) I
�
�
0
l
'6
\
t
Q
t E
II \
�
11 I
e·
Bg
0 -�I \ i
11 � \l
.. ii •
Figure 18.20: Parallel Type On-Ramp (2-lane with lane gain)
18- 32
Chapter 18
18.7.3 Acceleration Distances
Vehicles joining the main line need enough distance to enable them to gain
enough speed to be able to merge smoothly into the flow on the main line, and
this acceleration should take place clear of the main line.
Acceleration distance is measured from the end of the curve or other speed-
limiting feature on the ramp, to the point at which the traveled way of the ramp
falls below 3.65m.
The length necessary for acceleration depends on initial speed on the ramp and
the relevant design speed of the main line, and should be provided in accordance
with Table 18.4. The standard geometry of Figures 18.17 to 18.20 should be
maintained, any additional length required for acceleration being provided
between the end of the curve (or other speed-limiting feature) and the physical
nose.
Table 18.4 : Distance to effect acceleration at change of design speed -

level road
Design Acceleration distance (rn)

speed of
(km/h)
Stop 30 40 50 60 70 80 90 100 120
50 60 50 # -
60 100 70 50 # -
70 145 n/a 85 50 # -
80 195 n/a n/a 100 50 # -
90 275 n/a n/a 175 130 50 60 -
100 370 n/a n/a 265 220 145 50 65 -
120 520 n/a n/a 445 400 335 245 170 70 -
140 690 n/a n/a n/a n/a n/a n/a 450 200 90
# Acceleration is not a relevant consideration, as the design speed differential

is only 1 Okm/h
Grades of 3% and above affect significantly the length required for acceleration,
especially at higher operating speeds. Tables 18.4a to 18.4d set out the
corresponding values for different grades.
18-33
DUBAI MUNICIPALITY
Table 18.4a : Distance to effect acceleration at change of design speed -

3% and 4% up-grade
Design Acceleration distance (rn)

speed of
main Design speed of connecting roadway (km/h)
line
(km/h) Stop 30 40 50 60 70 80 90 100 120
50 70 65 # -
60 120 90 65 # -
70 175 n/a 110 70 # -
80 235 n/a n/a 150 75 # -
90 330 n/a n/a 265 195 75 60 -
100 445 n/a n/a 425 375 250 90 65 -
120 625 n/a n/a 715 680 570 440 310 125 -
140 830 n/a n/a n/a n/a n/a n/a 810 360 165
# Acceleration is not a relevant consideration, as the design speed differential is only 1 Okm/h
Table 18.4b : Distance to effect acceleration at change of design speed -

5% and 6% up-grade
Design Acceleration distance (m)

speed
of main Design speed of connecting roadway (km/h)
line
(km/h) Stop 30 40 50 60 70 80 90 100 120
50 80 70 # -
60 130 100 75 # -
70 190 n/a 130 80 # -
80 255 n/a n/a 170 95 # -
90 360 n/a n/a 315 260 105 60 -
100 480 n/ n/a 505 485 350 125 65 -
120 675 n/a n/a 120 120 110 860 650 290 -
0 0 0
140 900 n/a n/a n/a n/a n/a n/a 200 170 500
0 0
Table 18.4c : Distance to effect acceleration at change of design speed -
18- 34
Chapter 18
3% and 4% down-grade

speed of
(km/h)
Stop 30 40 50 60 70 80 90 100 120
50 45 35 # -
60 60 50 35 # -
70 95 n/a 55 35 # -
80 130 n/a n/a 65 35 # -
90 165 n/a n/a 105 80 30 60 -
100 225 n/a n/a 160 135 90 30 65 -
120 315 n/a n/a 270 240 200 150 105 45 -
140 415 n/a n/a n/a n/a n/a n/a 270 120 55
Table 18.4d : Distance to effect acceleration at change of design speed -

5% and 6% down-grade

speed of
(km/h)
Stop 30 40 50 60 70 80 90 100 120
50 40 35 # -
60 60 45 30 # -
70 90 n/a 50 30 # -
80 110 n/a n/a 55 30 # -
90 155 n/a n/a 95 75 30 60 -
100 185 n/a n/a 135 110 75 25 65 -
120 260 n/a n/a 225 200 170 125 85 35 -
140 345 n/a n/a n/a n/a n/a n/a 225 100 45
18-35
DUBAI MUNICIPALITY
18.7.4 Forward Visibility
The forward visibility appropriate to the ramp design speed should be provided
until the vehicle reaches the physical nose. Thereafter, the visibility should be in
accordance with the design speed of the main line.
The considerations applying to on-ramp terminals apply equally to exits.
18.8 Connecting Roadways
18.8.1 Width
A lane width of 3.65m should be adopted on all connecting roadways, with

widening only being provided where the horizontal curvature requires it.
Due allowance must be made for the consequence of a stalled vehicle on the
connecting roadway. Two-lane facilities provide for passing, but on a single-lane
facility, adequate shoulder width should be provided to allow passing of the largest
design vehicles. As the geometric considerations are the same as apply to right-
turning roadways in at-grade intersections, details can be found in Section 14.10.4
(Condition C applies).
18.8.2 Shoulders and Lateral Clearances
AASHTQ(1l provided the following advice on shoulders and lateral clearances on

ramps, and this should be adopted in Dubai:
• When shoulders are provided on ramps, they should have a uniform width
for the full length of ramp.
• Ramps with a design speed of more than 60 km/h should have a right
shoulder of 2.4 to 3.0m and 3.0 to 1.8m left shoulder. For the other ramps,
the sum of the right and left shoulder widths should not exceed 3.6m, with
a shoulder width of 0.6 to 1 .2m on the left and the remainder as the right
shoulder.
• The single-lane ramp traveled-way widths from Table 14.8 for Case 2 should
be modified when shoulders are provided on the ramp. The ramp traveled-
way width should be reduced by the total width of both right and left
shoulder. However, the ramp-traveled-way width should never be less than
required for Case 1. (For example, with condition C and 125m radius, the
Case 2 ramp traveled-way width without shoulders is 6.6m. If a 0.6m left
shoulder and a 2.4m right shoulder are provided, the minimum ramp
traveled-way width would be 4.8m).
18- 36
Chapter 18
• The two-lane ramp traveled-way widths from Table 14.9 should be reduced
by 0.6 where shoulder of 1.2 or more is provided,
• For freeway ramp terminals where the ramp shoulder is narrower than that
on the freeway, the shoulder width of the through lane should be carried into
the exit terminal, and should begin within the entrance terminal, with the
transition to the narrower ramp shoulder effected gracefully on the ramp end
of the terminal. Abrupt change should be avoided.
• Ramps should have a lateral clearance on the right outside of the edge of
the traveled way of at least 1.8m, and preferably 2.4 to 3.0m, and on the left
a lateral clearance of at least 1 .2m beyond the edge of the ramp traveled-
way.
• Where ramps pass under structures, the total roadway width should be
carried through without change. Desirably, structural supports should be
located beyond the clear zone. As a minimum of 1 .2m beyond the edge of
paved shoulder. (Chapter 7 of the this manual gives guidance on clear zone
and the use of barriers).
• Ramps on overpasses should have the full approach roadway width carried
over the structure.
18.8.3 Grade
Grades of up to 2% more than the relevant main line may be adopted, giving the
following maxima shown in Table 18.5.
Table 18.5: Maximum grades on connecting roadways
Main line class Maximum grade on

connecting roadway
Freeways I Expressways 6%
Arterials I Collectors 8%
Where a roadway connects a freeway or expressway to an arterial or connector,

the maximum grade for the freeway I expressway (that is, 6%) should prevail.
On loops, the grade should be uniform throughout the length of the curve, and is
generally be determined by the radius of the loop and the vertical separation of
the roadways.
The maximum superelevation for connecting roadways is normally 4%, but values
of up to 6% may be considered in urban areas.
For loops, however, the maximum value is 8%.
18- 37
DUBAI MUNICIPALITY
18.8.5 Vertical Alinement - Effect on Horizontal Geometry
The design of interchanges needs to be considered in three dimensions, and

some key issues for the designer to consider are set out below:
• What is the likely construction thickness of overbridge decks?

This depends on factors such as the span, the skew, the form of
construction chosen, and whether the bridge has open or closed abutments
• What vertical clearance is required between the two road profiles?

This is the construction thickness plus a clearance of at least 5.50m. As
both roadways are likely to be superelevated, and possibly on vertical
curves, it is necessary to check all four corners of the structure over the road
pavement to ensure that minimum headroom is maintained at all points.
• What vertical alinement should be adopted in order to achieve the

necessary vertical clearance between profiles?
The chosen alinement generally dictates the horizontal location of the nose
relative to the bridge structure.
• What slope should be used for the earthworks between the roads?
This figure, which depends on the nature of the material concerned, should
be agreed with the Roads Department of Dubai Municipality before design
begins. It has a direct effect on how close the connecting roadway can be
to the main line, and so the horizontal geometry should be checked at all
points for compliance with this maximum slope value. Where physical
constraints would require the adoption of steeper slopes, consideration
should be given to the use of retaining walls or elevated viaduct structures,
as these enable the two horizontal alinements to be kept close together.
18.9 Spacing of Ramp Terminals
18.9.1 Possible arrangements
There are four possibilities when considering two adjacent ramp terminals:
• Both are exits
• Both are entries
• The first is an exit, the second an entry
• The first is an entry, the second an exit
18- 38
Chapter 18
These are dealt with in turn below.
18.9.2 Exit I Exit
It is important that drivers are presented with simple choices, and for this reason
the distance between the noses of successive exits from the main line need to be
spaced at an appropriate distance. Similarly, having left the main line, the driver
should not immediately be given a further choice as the ramp splits - this decision
needs to be some distance beyond the main line exit nose.
In Table 18.6 below, these minimum distances, measured from one painted nose
to the next, are set out.
Table 18.6 : Minimum spacing between successive exits
Minimum distance from

r
L
1 preceding exit nose (m)
" " Freeways I

Expressways
Arterials I
Collectors
l� I C-D
roads
Along the main line 300 250

On a ramp or In a free-flow
connecting roadway interchange 250
In other
interchanges 180
18.9.3 Entry I Entry
When two traffic streams join, this generally produces an area of "turbulence" for
a distance downstream. A subsequent entry therefore needs to be located far
enough downstream to avoid this unstable area, and Table 18. 7 sets out the
recommended spacings.
18- 39
DUBAI MUNICIPALITY
Table 18.7 : Minimum spacing between successive entries
Minimum distance from

I I
L
preceding entry nose (m)

7 7
Freeways I Arterials I
�I Expressways Collectors I
C-D roads
Along the main line 300 250
On a ramp or In a free-flow
connecting interchange 250
roadway
In other
interchanges 180
18.9.4 Exit I Entry
This is the safest of the four layouts, and this is reflected in the shorter distances
Table 18.8 : Minimum spacing between an exit and the following entry
Minimum distance from preceding exit nose (m)
Freeways I Expressways Arterials I Collectors I

C-D roads
150 120
18.9.5 Entry I Exit
This is the most complex of the four layouts, as weaving of traffic streams
generally occurs. Only if the terminals are sufficiently far apart do they operate as
a merging movement first, followed by a length of "open road" conditions, followed
by a divergence.
Three considerations apply:

1. There is a minimum distance between noses to ensure safe operation even
under very light flow conditions - this is the minimum spacing.
2. There is a minimum distance between noses to permit the traffic streams in
the design year to cross each other safely - this is the weaving length.
3. There is a spacing beyond which weaving is considered not to be a relevant
factor - this is the upper bound for weaving.
18- 40
Chapter 18
Considerations 1 and 3 are purely geometric, and are dealt with here; relevant
values are given in Table 18.9. Consideration 2 is determined by the volumes of
weaving traffic, and is dealt with in Section 18.10.
Table 18.9 : Spacing criteria for entry I exit arrangements
Distance from preceding entry nose (m)
Upper
Minimum spacing
?'L L j, bound
Freeways I Arterials I For clover- All types

Expressways Collectors I leaf loops
C-D roads
Leading to, 600 480 The 3000

or leading from, minimum
a free-flow is
interchange dependent
on the
Between two 480 300 geometric 2000
other design of
interchanges the clover-
leaf loops
Notes: 1. Longer lengths may be required for weaving - see below.
2. Where the length is less than 450m, an additional lane should be provided
18.10 Weaving
Where two streams of traffic, traveling in the same direction along the same
section of road, require to cross, weaving occurs. If all vehicles are to cross each
other safely, then there needs to be both sufficient width on the road, and
sufficient length between the relevant entry and subsequent exit points. Both of
these elements depend directly on the volume of traffic in each stream, and
require to be calculated by the traffic engineer.
These calculations are outside the scope of this manual, and the designer is
referred to the Highway Capacity Manual(2l. In essence, the length of the weaving
section depends on the weaving traffic volumes (ignoring the non- weaving flows)
and the operating speed. The width depends on the total flow on the weaving
section, with weaving streams being given an appropriate additional weighting
factor over non-weaving streams.
Where weaving volumes are high, and non-weaving volumes relatively low, the
designer should consider carefully whether the amount of weaving could be
18 - 41
DUBAI MUNICIPALITY
reduced, for example by reversing the ramp arrangements.
Weaving at clover-leaf interchanges is generally best handled on collector-

distributor roads. Without these, the turbulence generally interferes with the
smooth flow of traffic on the main line, and safety can be jeopardized. Weaving
calculations must always be undertaken, as the outcome may well influence the
design of the loops, or indeed dictate that another form of interchange be used.
In all situations, a recovery area should be provided at the exit nose at the end of
the weaving section.
18.11 Collector-Distributor Roads
Collector-Distributor (C-D) Roads are provided as a means of eliminating weaving

on the main line. They are normally found within an interchange, but may be
considered for use between interchanges if weaving difficulties are anticipated.
C-D roads are at least two lanes in width, and generally adopt design speed
1 Okm/h to 20km/h less than that of the main line. Decision Sight Distance to the
downstream exit point should normally be provided for drivers on a C-D weaving
length.
C-D roads should be considered for all cloverleaf interchanges, which inherently
generate significant weaving movements. When design weaving volumes exceed
1 OOOpcu/h, C-D roads should always be provided.
Although the provision of C-D roads increases the landtake through an

interchange, its lower design speed may enable smaller loop radii to be adopted,
thus offsetting this disadvantage.
Where a continuous length of C-D road is provided, transfer roads are provided to
link it to the main line at suitable intervals. Both ends of the transfer road are
designed as ramp terminals of the appropriate standard.
18.12 Other Design Considerations
18.12.1 Abnormal Load Requirements
The Designer should seek guidance from Dubai Municipality Roads Department
to ascertain whether any additional clearance or headroom is required at specific
structures in order to accommodate the movement of abnormal loads.
Superelevation and crossfall should be designed in accordance with the relevant

advice in this manual. The Designer must ensure that the entire pavement drains
18- 42
Chapter 18
effectively and that there is no risk of long vehicles grounding at changes of

superelevation.
18.12.3 Safety Barriers
Special consideration should be given to the safety barrier treatment at the

physical nose of off-ramps. High speed vehicles which stray into the gore area are
at particular risk, and the ends of safety barriers at these locations should be
given special treatment to reduce the dangers of head-on impact. Consideration
should also be given to the provision of energy absorbing terminations for these
locations, particularly if bridge piers or other massive elements are located in the
gore area ..
Direction and warning signs for interchanges may be large and possibly gantry-
mounted. The need for protection of isolated signs supports and gantry legs
should be carefully assessed.
In addition to safety barriers designed to mitigate accidents, consideration should

be given to provision of fences to prevent unauthorized movements within an
interchange. Unauthorized movements such as those across verges between
ramps and main line are highly dangerous and must be strongly discouraged.
18.12.4 Signing
Effective and clear signing is essential for the safe operation of any intersection.
This is particularly true for interchanges, where vehicle speed and traffic volumes
are high. Signs are large and frequently gantry-mounted, and adequate space
must be allowed for the large foundations and clearances required.
Detailed guidance on signing is provided in the Dubai Traffic Control Devices

r Manual(3l. The Designer must consider the signing requirements at the
preliminary design stage, because often these may be found to be more onerous,
in spacing terms, than the geometric criteria set out in this manual. At this early
stage the Designer can also identify suitable locations for signs, and check that
visibility is not likely to be obscured, for example by a preceding overbridge.
18.12.5 Lighting
Suitable lighting can greatly reduce the potential for accidents throughout the road
network. The Designer should consider lighting requirements at the preliminary
design stage, and should bear in mind that tall lighting supports can have large
bases which may need special attention.
18.12.6 Utilities
Information must be obtained from the Utility Authorities at an early stage of the
design. Diversion or modification to existing or proposed equipment can have a
18- 43
DUBAI MUNICIPALITY
major impact on the detailed design and cost of an interchange. Utility Authorities
may require service reservations to be provided through the interchange to
accommodate future equipment as yet unspecified.
18.12.7 Emergency Vehicles
At the preliminary design stage the Designer should consider how emergency
vehicles would reach the scene of an incident, particularly if the road is blocked
by other vehicles held up by that incident. Provision of additional clearance width
beneath structures could be considered, along with emergency median
crossovers with demountable safety barriers. The potential advantage of an
interchange which permits U-turns by emergency vehicles should also be borne
in mind.
18.12.8 Maintenance Provisions
Maintenance of the pavement and the structures will be required during the life of
the scheme, and the Designer should consider the implications of maintenance
strategies and traffic management on the layout of his proposed interchange. He
must ensure that the interchange can be safely maintained and that traffic
movements can be reasonably accommodated while maintenance is taking place.
The provision of one or more layby for the use of maintenance vehicles should be
considered.
18.12.9 Environmental Issues
Environmental issues also need to be considered from the outset. All reasonable
efforts should be made to design out unacceptable environmental impacts. Those
impacts which remain should be mitigated as far as is practical.
A main impact of interchanges is the visual intrusion due to their sheer size.
Careful landscaping can reduce the impact of large structures above ground level,
and a combination of hard and soft landscaping often achieves the best results.
The Designer should use materials in keeping with the surroundings and carefully
consider colors, textures and styles. In proposing soft landscaping the Designer
must consider how it can be safely maintained throughout the year, and define an
appropriate watering regime.
Landscaping cannot be allowed to interfere with the operational requirements of

the interchange, and in particular, landscaping features must not interfere with
proper sight distances, obstruct visibility of signs, or reduce the effectiveness of
road lighting.
18 • 44
Chapter 18
18.12.1 O Ramp Metering
When main line flows are near to capacity, vehicles entering a freeway or
expressway find difficulty in merging safely with the through traffic. This can result
in erratic driver behaviour and unexpected sudden braking, and can precipitate a
reduction in Level of Service to Los F.
The provision of a traffic signal on the on-ramp can enable the entering flow to be
metered, and vehicles to be released into "gaps" in the through traffic flow.
Ramp metering signals are usually added to existing ramps, and operate only at
peak periods when flow sensors indicate that flow levels have exceeded a pre-set
threshold. It is very rare for the geometric design of an on-ramp to be undertaken
with future ramp metering in mind.
Factors relevant to ramp metering include the following:

• The signals should be located far enough in advance of the merge point that
released vehicles can accelerate from stop to the anticipated downstream
operating speed.
• There should be adequate reservoir space, so that waiting vehicles do not
interfere with the safe operation of the intersection or roadway at the head
of the ramp.
• As the ramp will operate unmetered for most of the day, it should be
designed to the normal geometric standards set out in this chapter.

(2) Highway Capacity Manual (Special Report 209), Transportation Research
Board, National Research Council, Washington DC, 1997.
(3) Dubai Traffic Control Devices Manual (draft), 1995.
18- 45

Geometric Design Manual For Dubai Roads - Old Manual

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Geometric Design Manual For Dubai Roads - Old Manual

Uploaded by

Copyright:

Available Formats

The successful and thriving economy of Dubai depends to a great extent on

Further construction will be necessary as the Emirate continues to develop, and

Asst. Director General for Roads & General Projects Affairs

Project R660 : Review Committee

The following members of Dubai Municipality served on the Committee

Eng. Mattar Al Tayer Assistant Director General for Roads &

Eng. Nasser Saeed Director of Roads Department

Eng. Sarni Al Hashimi Head of Roads Planning Section

TECHNICAL REVIEW COMMITTEE

Dr. Turki Al Suleiman Roads Planning Specialist

Eng. Khalid Monayyer Head of Road Design Unit

Eng. Raed Al Ramahi Former Head of Road Design Unit

Dr. Hikmat Al Ktaishat Head of Roads Structures Unit

Eng. Zuhair Darwish Design Engineer

Review Committee 0-2

List of Tables 0-13

List of Figures 0-18

List of Plates 0-23

8.9.1 General 8-24

12 Expressways and Freeways

12.2.6 Superelevation and Normal Crossfall 12-3

14.8.4 Visibility for Emerging Vehicles 14-13

15.7 Circulating Pavement 15-7

18 Grade Separations and Interchanges

18.8 Connecting Roadways 18-36

List of Tables Page No

Table 6.3 Minimum Grades 6-4

Table 9.8 Summary of Geometric Parameters for Local Roads 9-10

12 Expressways and Freeways

Table 14.9: Width of Two-lane Right-turning Roadways 14-19

18 Grade Separations And Interchanges

Table 18.6: Minimum Spacing Between Successive Exits 18-39

List of Figures Page No

Parking - Commercial (Row 125')

12 Expressways and Freeways

Figure 13.5 Typical four-leg roundabout 13-10

Figure 15.18: Circulating Visibility 15-23

18 Grade Separations and Interchanges

List of Plates Page No

Plate 8.7 Energy Absorbing Barrier Protection to Obstruction Located 8-37

Abutment The solid structure from which a bridge springs.

Acceleration Lane A speed change lane to enable a vehicle entering a road to

Access Road Road providing access to a local area or individual properties

At-grade Intersection An intersection where all carriageways join or cross at the

Auxiliary Length The length of an Auxiliary Lane.

Berm (1) A raised and elongated area of earth intended to direct a

Block Paving A surface constructed from interlocking blocks, normally of clay

Box Beam A form of Safety Barrier using a closed box-section beam.

Bridge Structure supporting a road or pedestrian walkway over an area

Broken Back Curve An arrangement of curves in which a short tangent separates

Build-out A traffic calming device consisting of a local protrusion of the

Bus A heavy vehicle designed for the transport of passengers,

Bus Layby A locally-widened area of pavement at a Bus Stop, which allows

Cable Fence A form of Safety Barrier comprising (normally four) strands of

Camber A slight arch designed or built into a structure to compensate

Capacity The maximum number of vehicles which has a reasonable

Catchment An area which feeds rainfall to a specific point.

CCTV Coverage Surveillance by means of closed-circuit television.

C-D Road (See Collector-Distributor Road.)

Channel (1) A paved and generally shallow watercourse.

Channel Block A form of curb with an integral drainage pipe.

Channelizing Island A narrow island, used mainly at signalized intersections, which