Escolar Documentos
Profissional Documentos
Cultura Documentos
. ,
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the latest international standards and ~.ht:i >.'lai .~\ , Li:~' ~w~
l',\
specifications which in, turn conform to ~Wl.J' ~1 ...>±!~, .J1 1' c'll
environmental'. requiremertts and the future Lb.:;JL: 0..>--hH ~ ~) A),I;;! III o]}
need to link the road network with the · ~IJ .,.ll
, development programme.
..... pJl: ~. ":L •
." ......,.,.,:.\.~.
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·':"f~~f~t Therefore,
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the initiativ'e of,' the Civil 4-l.Jl ~~1 o.JLJJ oj.J~ u~ ,l.l...J
,~~.....!",:;. ~ Engine.eri~1~' Department~n ~he Ministry of ' ~ '~IJjl'-' ~.l4l' U.JJ ·,t" o.JljJ-:
.. Municipal Affairs and Agricultural to up~ <.:?:U\"#~.Li.;hll ~" yL.:iS ~~
date the .Qata~ High~ay Design Manual, '~~," ~A~ rL.c o..)A JJ'/ .J~
which was published for thefirst timein ~ °8 il\ ~I....,:.J~..?' ~ H.l
1
i
is witnessing··· and emphasises·. theJ----:1.ll1 ~ ~Iyl ~) .r.} ~1j~J
.
determination· of .this Ministry . . that its· . . 4-llAci ~t hUll
achievements are proof of its work.
'We ask God to guide our steps to ,the , ,-,~.,;hl'~.Jc. \.jL.h:;., ~~ ui-J~ JJ1.J
righteous' path. '. ~r----i1.l
The Road Network represents the arteries u-! 4 <.;=JI uy~ ~.rJ:J' ~
Street~ are not just for pedestrian and w 1 iSyJl ~...?-J .~ ~ l~l!
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and telephone cables, and sewerage .b.J b-=. -' \ ; , "j~ .b j b.; )
' . "be c:onfined to' population ,density,- the - A _ 9J11,-, ' ~~1 ~\:jSjl ~ <.....i..-i~
-~~.:.t.:.:~.~.-;.J.-~;:,~.';~.•
nature of land and its topography only. ui ~ ~ ~- .h-i!\Alji - '114-' u:aj'il
,-",::~. :.;Thedesigner - has to coordinate with _ '-"'--'~.JwL--~1 ~I.J..) ~ ~
, servIce' '-'authorities- 'a.qd study the ~ -!J1H-J .a, 9bioJr~'.;--uJ1 j~\ ...
'develop'ment, ptog~ess ·of the ," area, its.Jj It'' ' -~ ~.J ~..r-J:J"~ ~J J---:il J
'environment, 'and - .the effects of -road _." ~ .
,constru,cti on' and the movement of traffic.
l
. ,
~J,I~l~~·~
ALI BIN SAAD AL KUWA.RI
, d..c.1JjJl~ ~~1 ~~~1 ~Jlj~ ~~
UNDERSECRETARY OF THE MINISTRY OF MUNICIPAL AFFAIRS
AND A6RICULTURE
",I'
to.
()
Introduction by the Director of Civil-E~gineeringDepartment
,'·:r.~i;;;~~~:: ."Whilst it' is the intention of this Manual to y~','L....A {J-o.', uk ~,j) ~J' '
. .;... 'be used in. th~ road, con~tructi6n'se,ctor,.. ~.'1 4 H''1 J J.;1JiJ~- ~ ~ ~
never the· less, it should not be considered· ~~ ~L.t.J! ~~ .JA ~ ~y\ c--=.--yll
the only·', source; it is" only' a guide to t )L.-b'!' J l =-'. :. .'" (4 J1c ~..#' u'.J'·
highway_ enginee~s.The·engineer neeqs to '~. (.j~' ~ Jj~·~~'11J
research, review· and .be assisted by other ~~ J~ ~ Y yL.:i.S..lII.l...Ja i .. u
scientific sources. 'Th'e l\IIanual does' not J' '.?~.~~. J laiJ LAJ ' J.J~l. '
_cover the area of traffic' engineering and ,w)\ <,,~., w~l.J~J ' . b;b
I 6.jH·
,related '~atters such: as planning and (.) ." Y L:u~ til .,LAWl ~1 c.JJ~J
. : trari~p,-ortation, studies and issues: of general t.:JUL....QJ ~l ~L::..l...}i!I' J\ ~\- L; >)L.a~~
policy: We will welcome any' observations, .- ~.l'.,4; lIloH u~
sugge.sti~.n or additions for futu-r~ is,sues. '
'" . -.-
~
The Givil Engineering '.De'partment while
:1
} wo~king earn~s.tly to benefit from new,
engineering developments to keep up with
the times, requests all·those specialising in
r9ad design in "the . State of Qatar to
implement the specifications and standards
contained in this Manu'a!.
Nlay god gives us the fortune to carry out ~ L.J J--.u.U3 ~lAYl ;l~'J ~\ ~3
the trust we bear and to do. what benefits -'~)~\~
the Country.
~Jj
•• Jl4.:du·
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••
ALI BIN. NASSER AL THA.Nl
A j~l
! ....oW.tAll dj l.1! Jo:!~
7
QATAR HIGHWAY DESIGN. MANUAL DOCUMENT HISTORY
rV"
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DOCUMENT HISTORY
The purpose of the Document History is to record changes to the Qatar Highway Design Manual. In the
event of a revision to the manual, CEO will issue the amended pages and re-is5ue the Document
History.
The Document History pages should contain a description of the cha0ge the issue reference and the
J
date of issue as noted below. The updated Document History should re"pJace the superseded history
and the revised pages. of the manual. should be placed in the appropriate position iri the manual.
t:. The Qatar Highway Design Manual draws on technical input and experience from a number of
recognised international sources and applies these to the road system requirements for Qatar. Within
the text there are references to publications where the engineer may seek further intormation on a
specific topic. The main reference sources are acknowledged below:
Section 6 of this manual contains text and diagrams which are based on material co.ntained within the British Gov.ernmenfs
Highways Agency publication the "Design Manual for Road and Bridges ~ Volume 6 Sec.ticn 2.
Crown COP'If\gh\ mater\a\ has been adapted w\th the permiss\on 01 the controHer of r:er
Maies-r/s Stationery ~ft\ce and the
Highways Agency who do not accept any responsibility for the accuracy or comprehensiveness of the contents thIs Manual.
I)
QATAR HIGHWAY DESIGN MANUAL CONTENls
c·.
. .' .\
CONTENTS
Page·No..
....
GLOSSARY , , 0 •••• , ••• , , • G/1
Tertiary Routes
CI~use 2~l General' 0 ~ 0 •••••• • •' " " ' ' ' ' ~ '• • • • 2/1
Clause 2~2 ' Stoppin'g Sight Distarlce . '. ," ',' -.··.·0, • • _'. ~ ~ 0 ~ •• ',' .. , 2/1
Clause.2.3 FuJI· Overtal<lng Sight ,Distance' . ' " ~' ~ 0. ' : - •• -, '.' _ _ 0, • ': " •• ·2/1
Clause'2~4 Obstructlons·toSl.ght·Olstance "'~ .' ,' . - ' ·0 .. , •. 212
Clause,.2.5 Effect of HorJzOn1af.Curves on. ~1'ghtDlstanc'e ~ o••• • :• • • • • • , . : ~ ••• 0-' •• 212
Clause 2.6 '. Speci&il' Considerations ' .•: ~ ',' : . ~ 0 '.' ' ' ~ ••••• ~ • 0 2/2
. I "1
QATAR HIGHWAY DESIGN MANUAL CONTENTS
SECTION 6 JUNCTIONS'
6.2.5 Roundabout' .
6.2.6 . Grade 'Separated Interchange
6.2.7 "Traffic Signals .. .
Clause·6..3 JunctJon Selection e' ~ ••' _ ~ '•. , ._..... •
6.3.1 ' Status of Inters'acting Road~., .
6.. 3~2· .Continuity of Stand~(d"'.' .
6.'3.3'. ' Junction capacity. ...... '., ': "'. _.. - .-
. Clause 6~4 MajorlMInor Junctions ~. 'General .'. . . ~ ..-.'.. ~ . - ' ~ -.. · 6/9 "
Clause6'~5 Safety At, MalorlMlnor Junctions ..' ~ ' " ~ .'. ~ J '• • • 6/9 '
Clause 6.6. :~ ..., ~
Major/Minor Junction Types. ' ' _..'" ' . 6/9
6..~6·. 1 .- The" Simple T-Junction
6-.6.2.' T-Junction with' Ghost Island
6.6.3 T -Junctionwith-SingJe Lane OualJing,
6.6.4 T-Juncti'on on a Dual Carriageway with Median
, Separation
6.6.6 Crossroads·
6.6.7 Staggered Junction .
6.6.8 Right and Left Hand Skew Junctlon
6.7.3 Visibility
6.7.4 Corner Radii:
6.7.5 Carriageway Widths
6.7.6 Central Islands .. Major Road
6.7.7 Central. Island Tapers
6.7.8 Turning Length in, Median
, /J
QATAR HIGHWAY DESIGN" MANUAL CONTENTS
SECTION 7 INTERCHANGES
~
CJause 7.1 In1roduction . 7/1
7.2.1 General
7.3.1 General
7.4.1 Definitions
. -.~_:.': -.~
.w• ....;.j ...
...'"
I"
, 7.4.7 Lin~ Roads
7.5.4 Signing,
7.5.5 Lighting
"
8.3.1 Introduction
8.4.1· Introduction
8.5.1 Introduction.
A tr_
QATAR HIGHWAY DESIGN MANUAL com-errs
CJause 8.6 Subsurface Drai-nage ~ 0 • 0 0 • .:. 0 •••••••••• ~ " •••••••••• 8/25
8:6~ 1 Lntroduction .
8.6~2 Subsurface Drainage Methods
SECTION 9 _ PAVEMENT
CJause 9.1 Introduction ..... ~ 0 0 • ••••••••• 0 ••• 0, •••• ~ ••••••••••• 0 ••• , • 9/1'
9.1 ~ 1 General
9.1.2 Typical Pavement Structures
9.1.3 Road Deterioratfon
9.1 ~4 Variability in Materials and Road Pertormance
Clause 9.2 . TraffIc Assessment .. ~ .. 0 0 ~ • • • • • • • • • • •• -9/2
9.2.1' Introduction
9 .2~2 Design Life
9.2.3 Traffic Forecasting
9.2.4 Traffic Counts
9.2.5 '. Standard Axles. .
9.2.6 . Deterrrlination of Cumulative Standard Axles
9.2.7 Design -Traffic Classes
- . Clause,9.3 ··Pavemen·t "MaterIals .- ~ .. ~ 00 ••••••••• ' •••• -. " ' ••• 0. • • • • • • 9/6
9.3.1 Qatar Construction Specification (QCS)
9.3.2 Subgrade
10.5.1 Supply
10.5.2 Feeder PHJars
10.5.3 Cables
10.5.4 Ducts
':::~'~~APPENDIX A SUR·VEVS
;~\;i~ciause A1· Introduction " ' ~ " ,~ . ~ ~ ·. ··, AJ1 "
," ·:·:\tls'LI'Se ~ Su~ey in Qatar . . . . . ~ " .......•... .- " . . . . . . . 0_. • • • .' • • • -AJ1
A2.·1 --Ge~tre for GIS - Mapping and Positionfng,' Services
" . A2.2 _Land Information·Centre· General-Survey· Section (GSS)
1: A2-.3 Planning D·epartment .:.
AS.3"," S-pecifications··
Clause 8-3 Preparation of· the Brief " . : . " ~ . . . ". . .. . ". . .. . . 8/2
83.1 Geotechnic~1 Investigation Works
83.2 Field Tests
83.. 3 Laboratory Tests
84,1 .2 Boreholes
84.1 .3 Samples
84.2 Testing
84.2.1 . In Situ Testjng
84 . 3 Earthworks
Clause 85 Sample Pro Forma for Quantifying Geotechnical Site Investigations 8/14
AADT(Average Annual Daily Traffic) - Total Buffer Zone (Bufff;!r'Strip) - Land adjacent to
yearly two-way traffic volume divided by the a highway acquired by the highway authority for
number of days in the year. the purpose of preventing development that
would be adversely affected by traffic noise, or
Acceleration Lane - A speed change lane to for erecting noise barriers. '
enable a vehicle entering a roadway to increase
its speed to' merge with through traffic. Business District - That portion of a
municipality or an area within the influence of a
Access Road - Road prov.iding access to a municipality in, which the dominant land use is
local area or individual properties from a offices, banks, hotels and govemment bUiJdi~gs
distributor road.
California Bearing Ratio (CBR) .. The ratio of
ACT (XX) (Average Daily Traffic) .. The current the fO'rce required to penetrate a soil mass with
or projected average two-way daily traffic for the a circular piston of Scm diameter to the, force
year 19xx or 20xx used to define the traffic for "required to penetrate a mass of high quality
that year in the Gregorian Calender. crushed stone with th,e'same piston. ·The rate of
. Axle Load "- The totaJ I:oad transmitted by all _. Capillary Break LaYe~. The layer'qf sp,ecified
wheefs"on a" single axfe' exten'dJng 'across the , or selected material- pl'aced on th~ subgrage'to
full width of the vehicle-. '- Tandem axles 1m or , break the capillary rise of water an~ salts.
Jess ~p~rt shall be considered ~s a"singleaxJe. '
-. ' -.. . . . . ,Capping ."Layer' .• ' Layer, replaclng . e,xi~tin.g
"Backslope - Itl cuts, the stope frqm, the b9ttom'
.". materi~~u~der tne pavement. '
of the ditch to the top of the cut,.
,
,
'
,
,Carriageway -,The part of a highway, including
, Berm .. (1) A raised and'elongated· area of earth " 'shoulders, for' vehicular use. 'Single
intended to di.~ect a flow of water, screen carriageway or dual carriageway.
headlight gl,are. ' (2) "Embankment'widening' to
provide lateral support for the roadway. Catchment - Area feeding 'rainfall, to a specific
point.' '
Bra'king Distance' .. The' distance required to
stop the vehicle from' the instant', brake Centreline . ~ (1) For a twb-laf1e hi'ghway the
application b,egins. 'centerline is the middle of the travelled way,
and for a divided highway the centreline may be
Braking. Reaction Distance - The di'stance the centre of the median. For a divided
-traversed by the vehicle from ,the instant the highway with independent roadways, each
driver sights an object necessitating a stop, to roadway'has its own centreline. (2) The define,d
the instant the brakes are applied. ' and surveyed tine shown on the plans from
which the highway construction is controlled.
Bridge - Structure supporting road or
pedestrian walkway over'an area to ,be·crossed. Cloverleaf Interchange A four-leg
interchange with loops for I;eft turns, and other
Broken Back Curve' - An arrangement of connections for right turns. A full cloverleaf has
curves in which a short tangent separates two ramps for two turning movements in each
curves in the same' direction. quadrant.
,(i\
QATAR HIGHWAY DESIGN MANUAL GLOSSARY
.. ., . "
municipality or an area within the influence of a vehicles can travel with safety upon a highway
• municipality in which the dominant land use is when weather conditions are favourable, traffic
shops and commercial business. density is low and the geometric design
Crest Vertical Curve - A vertical curve having Design Vehicles - Selected motor vehicles with
a convex shape in profile. . ~he weight, dimensions, and operating
characteristics used to establish highway design
Crossfall • (1) A pavement superelevated controls for accommodating vehicles of
toward the right or left shoulder on appreciable .designated classes.
curves. (2) On divided highways on straights
or flat curves, each one-way pavement may Design Year - The future year used to estimate
have a unidirectional slope across the entire the probable traffic volume for which a highway
width of pavement; usually downward toward is designed. A time 10 to 20 years from the
Culvert· Aclosed conduit, other than a bridge, Diamond Interchange - A four-leg interchange
which - conveys water carried in a natural with a single one-way ramp in each quadrant.
channel. or waterway from one side of a All left turns are made directly on the minor
:,','·reiriforced concrete,such a box culverts or arch distinct functions. It provides a traffic service
De'celeratlonLane -A speed-cmangelane that , Dltch·~ A trench dug in the earth for drainage
t
enables a vehicle to slow to a, safe, exit speed. purposes..
when making an exit turn. i
Diverging ~ The dividing of a single stream of
Desert Road - A graded track to access a farm ,traffic into separate streams.
Design Hour Volume (DHV) - Th.e future two carriageways for. traffic in opposite directions.
design year (30 HV). or below which 85 percent of the vehicles are
being operated.. i
Design Lane - The lane on which the greatest l.
f1umber of equivalent a-tonne, standard axle Elevated Highway - A highway on fill or
loads is expected. Normally, this will be either structure above the level of the adjacent
L
service life of a facility before the first major Emergency Vehicle - A vehicle belonging to
rehabilitation. the armed forces, civil def!=!nce, police, fire
service . or ambulance service, or other
IL
Design Speed - A speed selected for 'purposes designated vehicle' used' for .answering
of design and correlation of the geometric emergency callsfor assistance.
features of a highway and a measure of the
quality of service offeredby the highway. It is
QATARHIGHWAYOES1GNMANUAL - 'GLOSSARY
Emergency Flood Area, (EFA),· Area set aside Gutter .... A paved and generally shallow'
to store -flood water during heavy rainfall. waterway provided for carrying surface
drainage..
ESA (Equ(valent Standard Axle) - The effect
on pavemenlperforrnance of any combination Headwall ... A vertical or inclined wall at the end
ofaxJe loads of varying magnitude, equated to of a culvert to prevent earth from spilUng into
the number of reference single-axle' roads the channel.
required to produce an equivalent number of
repetitions of an 8-tonne ~ingfe axle. . Hierarchy Class'ifJ~atjon - The grouping of
individuaJ highways in a highway system,
Exit ~ The pO,iht where traffic leaves ,to travel to according to thOeir purpose or function, the type
an 'intersecting road. · of traffic they serve', and their maintenance
. ,
require-ments. The m'ain functional classes are
Fencing - Item placed next to the road to define .Primary, Secondary, and Tertiary., 'though
access.. -'
Formation - Graded surface above subgrade or Horizonta1'Curve -'A circular curve"or transition
c~pping 1ayer on wh~ch_the pavementstructure. .by means of' which' a highway can change
is laid.. . - . direction ~o- t~eright er left
Left Lane - On a two-lane, two-way road, the Parking Lanes - Additional width outside the
traffic. lane that is to the left of the centreline and travelled way of a highway or street thai is
normally used by traffic moving in the opposite designated for the temporary storage of
Left-Turn Lane - A traffic lane within the normal an intersection or elsewhere distinctly indicated
surfaced width of a roadway or an auxiliary lane for pedestrian crossing by signs, lights and by
adjacent 10 or within a median, reserved for left lines or other markings on the road surface.
Median -The portion of a divided highway driver to perceive that he must change speed or
in opposite directions.
Primary Road :" Principle road within the
Median Barrier - A longitudinal system used tb netw-Ork.
·,:':·'.'·:pr.event an errant vehicle from crossing. the
>S!;median of a dual carriageway.
'/~.:~~>~.~ '. . . Profile -. A longitudinal section of a highway.
drainage course, etc.
'-:"M'edi~n Opening - A gap 'in a median provided
.for crossing ant,! turning traffic.. Ramp·- A short carriageway, usually. one way,
Merging.~ The' converging of separate streams interchange from ,the arterial highway, or
. - ' .
One-way Highway - A highway or roadway Reverse Curve - A curve consisting aftwo arcs
having one or more lanes on which all vehicular of the same ar different radii curving in opposite
traffic must go in the same direction. directions and having a common tangent or IL
transition curve at their point of junction.•
Outer Separator - A separator between a
seNice road and the carriageway of a highway Right-Turn Lane . An auxiliary lane ar
right-turn movements.
Ring ·Road.... An .arterial hi"ghwayfor carrying ::~ -'parator - An' area or a device located
r~; tra1f·ic aro~nd an urban· a~eaorportionthereof. Ie·' gitudinaHy betw'een two carriageways so as
'-"i
separate traff·icflowing in the same or
Road (Highway) .. ·A general term denoting a .' . :Jsitedirections, and·so design·ad· as to
public way -tor purposes of vehicular travel ~>·"Jurageorpreventpassag~ by vehicles from
incfuding the entire area within the reservation. U';' raffic lanes on one side of the separator to
n ... :3 on the other.
Roa.dbase - The layer of spec.ified or selected
materiaJ placed on a sub-base or fo'rmatio.n. S' ,dder .. The portion of carriageway
c, -Juous with the travelled way for
Road Hump (sleeping policeman) - Raised ,at·· nmodation of stopped vehicles for
portion of the carriageway designed to sJow er ·jency use, and for lateral support of base
or
,:.', •
Road Markings,.. A traffic, control' device Sh~.J ~i'istance - The portion of carriageway
consisting ofliries, patte'rns, works, symbols, or cc IO~s with the. travelled way which
colours on the pavement, or adjacent to the _ Si:', as the face of the-kerb· from the t~avelled
road. wa.',
Road Stl.fd ~'Reflective or' nonreflective stud 'on StopP'i}·i9. Sight .q·l~t~~~e (ssb,.·- The dist~nc,e '
th·e road surfac~ 'to def'iri~ road. markings a·nd. req~jr~: by a. driver.of a: vehicle, ,travelling at a'
',I
,.. traffi.c p,?sitionin.g.··' '. . -given speed', to ori~g ~J~ veh'ic1e t~ stop' after a
.. an·object on· the roadway becomes visible. It
..: ·Rum'bie.' ·Strlp· .• A '~roug'h' :ts}(tured: ,sG'rface, inciudes .the djs~ance traveHed. -during. the
.' constructed for the ·purpose· ,of causing the tires . perceptjof1 an'd reaction, times, as well. as' the
"' of . a mot9r vehicle d~jVen over it to vibrate v~hicJe braking d,istanc~.. ' .
audibly a~ a 'warning to the driver.
·Storm . '.~rajn (sewer) -' A system· of, catch .
Safety Fence - A·protective cable, beam or·wal~' basins.- :"lnd u~dergrour}d· conduit.s· qollecting,
, 'device placed along the· carriageway edge for concentrating," and conv~ying": water· to a
the purpose of redirecting vehicles that have left . disposai po.int. .,
the roadway at.a p.oint of hazard.
Street ... See Road...·'
t..
Sag Vertical, Curve - A vertical curve having a
concave shape in profile,. '
Topsoil (Rodah soil) - Surface soil, usually Visibility Splay· The area required for driver
containing organic matter. Visibility to the left and right on the approach
to a junction from the minor arm.
Traffic Barriers - Roadside barriers, median
;;{.r;.TFaffic Island - An island provided in the road Weaving':' The crossing: of traffic streams
.':'Jf~§~parate ordirect streams of traffic; includes moving in the same, general direction
. .both'divisional
,: .
and
'. ch'annelizing
' . .
islands.
.'
"
. accomplished by niergingand div.erging.
.'. . .. ..
Traffic Lane-That portion of the travelled way WeavirigSections- Highway segments where
for the m?vement of a single line of vehicles. the pattern of traffic entering and .leaving at
contiguous points of access results in vehicle'
:Traffic SIgnal ~ Lights used to direct and stop paths crossing each other.
and start traffic. . .
i ,
Ro-ads within the State of Qatar each fulfil aatar Area Zones
certain functions within the overall network. A
hierarchy exists which defines their various For ease of communication and coordination
roles. Table 1 shows the status of road types between Government bodies Qatar has been
within the hierarchy. divided into reference Zones.
Width
(m)
PRIMARY ROyTE
P1
A major (oad linking towns, or a Dual 2-3 lane 64 Roundabouts, minor T or grade
bypass separated Junctions. Some U
turns on rural routes
Urban P2
A major urban road
SECONDARY RQUTES
Rural S1 A rural road iinking settlements Dual 2-3 lane 64140 T ..junetfons l with double U-turns
to the primary networks. Single 2·lane on dual carriageway, staggered
Significant traffic flow or use by jun"c~ons on sil)gte c~rriageway
goods vehicles
Urban S2 A major urban road 'for through Dual 2-3 fane 64140/32
traffic
.'
TERTIARY ROUTES
..o
" ~
..',
R,ural Local Road TR1 A rurai road linking settlements SIngle 2...lane "" 40132 T -junctio,:\s
~ ~_.4.,,~
". ;"p~1 ;tciis.tr.let Distributor TR2 An urban road IlnkJng districts Dual 2..3 lane 64140/32 R?u",dabouts,snp.onlSllp~affor
':~::;..~.,: .," wide single or- . signalised j~ncttons. No U-turns.
single 2..lane, Limited _ access," from eXis ling
:_,p.r~P.~rti .•s.", "~N.ew'
propertie$tQ
provide, (sar access. " Parallel
parking in bays
Local Distributor TR3 " A road distnb\Jtlng traffic within W.Jde single or. " " 40132/241 Roundabouts. .T-junctions or
a "dlstrtct single 2.. lan8 20 signallsed junctions. Offset X..
(soma existing roads. Direct" access from
routes may be- " , prop.~es', Parallel "parking bays.
dual' "
_carriageway)
Access, Road _TR4 - A" rcad "giving direct access to Single 2·lane 24120116' Roundabouts or T..Junetioris.
" "properties " " , -Offset X~roads. Direct access
- .:. residential oUljor acces,s trom properties. ,- Parallel parking,
.. re$lde"ntial minor access on st~ee~. "
.. cut"9s..sac serving a maximum
of 12 properti~s
Sarvtee Road ,TRS A road giving direct access to Singie 1..way
'Merge/diverge tapers onto dual
properties and collecting minor _or2..way
cJway. Parallel alignment "to major
roads for entry/exit onto Dual , road -way. T-Junction access for j
Ca,rriageway: Minor roads.. Sp'eed reduction.
direct access from properties. on ""1
street parking, parallel or angle. .~
SPECIAL ROUTES (2)
Scenic Routes . SR1 Roads with special functions as varies varies Varies, em"phasi-s on integrated
dIgnitary routes or recreational landscaping and architecture.
routes
Lorry Routes {3} SR2 Specially designated and varies varies Varies. emphasis on pavement
designed for heavy vehicles " design, appropriate junCtion radii
etc.
Notes (1) The general road corridors are based on the MMAA's plan "General guidance for road cross~secUons and utility dispositions",
(2) These can be either primary, secondary or tertiary routes.
(3) The main Lorry Routes include the Regional Primary Roads and the Rural Distributors;
1.
Table 1 Route Classification and Function
·QATAR·HI.GH"WAY,DI;SIGN MANUAL RO"AD_SY.STE'M~IN ,QAT AB..
.r=::..
r-. ~
..UY
. -.<
~:"l::" ~':w
_.. _ PRIIIARYROUTES
.,,-
. ......"
. RO".\OSYST·Er,4 IN QATA'R
I ~L'
~l
. _ ZONE BOUNDARY" .
~.
.',
I'll
Ill, ,"
IJ',. Jt-/,
t. .
1
II,!
~ I.
1 . ...
ill
~J
Jq
...J
-:11~_ J...I
Jq~.~~.
Figure 3 OARS Zones - State of Qatar
,Zq
, .
_: ~ ZONE·.~O~NDARY.
, II,' ZONE NUMBER
1:,'
l" ..
i
i
57
I
Figure 4 OARS Zones .. Greater Do.ha
Ja'nuary 1~97
QATAR" H'JG-HWAY D,ESIGN.· MANUAL ROAD SYSTEM "'IN,QA1'AR,
1. A~ Jasra 31.
S". r AI Sadd
-:
"',
"
~I
'Nualja (West) .-, ,
. :' .~ . -h . 4.~. • ," ..
, ,.. . ,.:+4;
14.. Abdul: Aziz ,,' . "
'
, ,
AI-NuaJja (East)' , , "h '.
. ,
15.. : AJ 'Ooha ~I Jadeed8' " : • 'I ~ t " . , 49, ". ·AJ.Matar AI Qadeem,'''' ' ,'"
16. "
'AI G'ha.nim AI 'Oadeem ($otrth . ~ .. .. ,..
'~
, . - . " . , ,
.17. . AI, Hitmi ;
47.
30.
QATAR HIGHW,AY DESlGN' MANUAL ROAD'SYSTEM IN QATAR'
-:.- ~ ......-. ~
ZONE ZONE
87.
I
't __
t.
_I~"II~"'" 1007
, ,_. . - .. . . , - .. , . ;' . ,
, '. . ye.ar.-'The addition of rainfall to, a ro~q "~urface : Ta6~e·1.~ ".,' . Oes,g.ri SpC$:ed·· for Various
".w:':;:-'~~~~~Which .has reduced', skid .resis~a~ce incr~ases , Road Classifications.
, ;'~:~i~~the potenti~1 for ·acCj.den~s. This. is ·p.artlcularly'. ,
'~l~~:~:~'d" on '~e' ~pp'roaoh,-:to ·,a~.d:··atiun9tions· Where Design :speeds;for.S~eciat:·RQ.l\.d~::(Class
. ,:;'~'. ~~fUrri~og. ,.· ·'~riq:~ ~.tQ~Pt~·.·.·.: m~Y.~,~~~!~',." ~~~~_::'.:~'~.!g,~. ReterenCEf,~SR1,:....M.d ,~'.:SB2). ,': .r~q~jr~ , _$p·~p.i~J, .
, . Furthermore,"water Is, ofte." spined from'··wa~er '. consid'eration and should be' agreed With the
'. , ,tankers-'at roundaboUts' and'Junctton·s~ ..Beari~'g Director of Civil' Engineering. ...... ..' .
. 'this in 'mind, the sel~cti~n of ,design speed' and' , . . . ~ .': .. :
~. ~ ~ , ~
, hence stopping, diStanc~ i~. extr~~ely .~mportan~.· ' All· reference to, speed in, this manual shC)uld be
• Th~"'~eSi~~' ~~~~d'Of"C1:'~'9~~~ ;~~~:b: ~~f'h~~ .•..
'taken as 'the:.. 'design. speed ·,unless . nC?ted'.
.otherwise.. ~, .' . .. " ,
:as, the'Jirghe$t,q9ntlrlLJ~~··sPf!ed:' at whion"'any" .
. .vehicle can safely travef wh'en::giVen f~vo~~~le' . 1.2 'OE$IGN' SPEED, ,'" .. RELATED
.weathe'r:condltioo,s' and', 'OW. trafflc'volumes,"[So." ... PARAMETERS'"
··that :tne' .~esign. f~a~res·~f.' . .th.e'.·hi,gtlw~y.'~ay·"·' . ~ ~ .
gOvs·rn.'. t:Sue'h' ··design:'·.feat,ures: may· includ.e,··
The driver\vm vary hi$~P~d~cco~djng to his
. strUCture's~":'· or' ·freq,uency. J?f junctions. .:The ." impression' of ,the "road ,a~gnment andlayo,ut.. ,
.desjgn·.'spe~d .is tefated' ~o the" pos~ed speed,
Table 1.2 details the 'main des,ign speed related
which ~.rep:rE!sents" the' 85th perc6f)tile '. qf' ' tne
parar:neters, Which', 'are de.aft with in gre~ter
des'ign $p~'ed, that is the varus' at.. which' '1"50/0 of depth in· t~eir resp~ctive 'clause~ in. tDismanual .
veh'icles .are' ~xpected' to' exceed the' d.esign.
,spe"ed. '. R'afar to ~ection 1~4 for posted sp~~s·.
~..
R~ference
, • _ •• • 4 • • • ' , •. ' • I • _ • '
- ". . Parameter'
The 'road alig'nment s'halt,be designed, as to so Po~ted Speed Clau~e 1.4 ,
ensure that standards of alignment, visi,bility table 1.3
and' s,uperef,evation a-re, consistent with 'the
selected" 'design speed. This chOice ,.".will 'StoPPlng Sight . Clause 2.2
Distance Table 2.1
essentially be dependent on·tne prOVision of ~he
highway and' "its .location, i.e.' single or dual Overtaking Sight Clause 2.3
,~ j
}
~
"tf
,J~ 1'.' camageway,or whether in a rural or urban area·.
The visibiHtY criteria are dealt With in Section 2
Oistai:lce Table 2.2
, 51
52
Secondary Routes
Rural Distributors
Urban Distributors
140.. 120
100
Care shall be taken to ensure that traffic
- calming measures; being introduced do not
impede emergency'service vehicl~s.
:.. ~ '\:_: .... ~::.: ': . Departures below:' minimum values may be .
FaT furthe'r detaUs on traffiq calmi.ng measures, :
refer to the Qatar Traffic M,anual.
, . ';'~'~iS;i~consid~red ~h~n cost or anvironmental'~avings
Jlf~
any one or more· 01. the lraffld calming' measures
, listed below.
" ,QATAR 'HIGHWAY DeSIGN MANUAL
o /-'
o~~~::~.
." " .','.' '. ." . '.""',"".":.'
, considered: .
• Sports venues,
• Cinemas .'
• Bus stops
.''., '
.: ,Avoid buUdirig .on comer plots
~' .. '
QATAR H-IGHWAv DES'IGN MANUAL, SECTtON2
o.&.
.
I~
" .. --+----..............~---..
,,~
I
I
.
E
~
. -:
;~:%.~~~.:
(JJ
::l
:'~'. ,,............
o
..<',.
ct:
-----t-~IP'-I"""~~.......:::::~---+--
__~__-+-r-+-++___r____I·O~
~.
1------+---------+~~~~ri-..c::;..---.;--4----.,.;'~-1J,'_~;__~~.ss~
-.-----~---~- ........_-~----~---.;,-~'""-~_l'_-___I 0c9
<..:,(
--r--i,o----+------+-----1--~~.-..+-....::::;;;;-~~_+_--_f?
0",
I
t
.0 L(') 0. an . o i.,
.(1') N .N
-1
<I
IX.W
1-. CD'
Z,u..
wu..E
00><
~~1..
t· '"4II"j~4irIirt..~-....
"t~
".~
"-=.0:=.:.,
.- ~ ~ .' . ~ ~
~ ~-
,~ 1
\, ~} ,
'-)
..
( '. :.'
.~
·.,~AW:;~r·,::..
.~.I.(~~.,.;.-:
't
.' ·;:·.YfJt<~ I
11
<5.
c..,
CD
'f\) ,2040 . 2880 .. . 4080 5760
"»
-I
»
:n
~, :t:
C5
30
7.07 • .It- X
~'
R
< \ \ \ »
CD
.... \' -<
(Q \ ' \ o
CD \ \ rn
\ .
\ (J)
~ 25 \.
a: '\
\.
\. Ci
m '\ z
:J \
S" \ \ \ .The valii,s attownare: maxima and apply ss:
.)Ii
to .\ > Gurvo.:langlh. Land for '.
-.. \ . \ , where FOSD z
...,
·0
II 20
\
\' , . vI';lblBly &~Quld be checked from the plans, 5.0 ·c
l>'
r-
~
O'
.<'
en
\
"
\
\
'.\
".\
" ,..,.
" .
5
I J I I' I - J I . I ' . I -,-. ., ,.. , 11.25
3.1" GENERAL,'
d) B.roken-b~ck, CLJrVes Consist' "of two
The most irnportantcon$idera.tion in determining curves· ,jn,,,the"sam$· ·direction·,Gonnected .
the· horizontal.. alignment of, a, road is the. with "a short straight anq $no~ld not be
provision.of safe and continuou~ 9peration at a ..used~ This type of curve is unexpected
uniform design sp~ed -for 'substantial .lengths of 'bydrive~s ,and .is Aot pleasing' in
road 'way. The 'major aspects influencing the, appe,ara"nce., An attempt should be
horizontal alignment. are; safety, design speed, made to adopt one simple curve or
, topography, costs, vertical alignment and road even a compoun~ curve.
,. -classification. '.'
e) HorizQntal'alignment and its associated
All of these tactorS must be balanced to produce de$igfl speed shOUld be consistent with '
an 'alignment that is safe, economioal, and in , other desig.n,featur~.s'andtQpography.
.k~epin.g ·w.ith -the "natu~ con~C?,u.r of the .Iand and" ,Co-ordination with yertical .a·IJgnment is
the ~djacentJand'Use. Poor design. will. ,Jesuit in discus·sed in 'Section 4.5.. ,
in
'. '(ower speec;js.. ~~d a reduction' t~e 'capacity of
The le.ngth of transition dE!,pen.~s on the radius of 3~4. CAMBER AND SUPEReLEVATION
." : ~ .~.I:~. ~ : ~ .~'". - .'. •
thecircul·ar curve and the 'design speed.. The ... _; _ ~ -:" .. ~.. , ~;. .. ;~. ~ . r. -~.~~. ~ :.: ..... .- ~ ." .'-< ... .•
.:~ ~ :r- ~ .• ~.... _~_
:.~'. ,!The eJtJments ,forcircular:an'd transition curves · 'considerations relating to low speed areas.
<\::i~~'.,'''' .,'. "',,;. :.,." . , '...'.' :-::.':' ..'.', ,.': ".. ," . . . . . . Tne: ·fOII~~lng.:. su~~televati~~ .• a~~ :,:;inj~um'
'~<\~~:uPere{evati'on or elimination of adverse cam~er '. ::~' .curVe~· .a.re,' iecomme~~e'~. (Table :3~~)~' ' ... '...
, ". 'shal.! gen'e'raIlY"be applied on'-p:r within the "Iength , . . ~' .. -: .'
, ~ .' ... , . , ;: ,
. ' . .:
lo~ger ,transition~ to ·ma.tc~ th.e s.uper~fevati6n · . 'J~.'.'-. .·".:~:3;~·.:.",,,:,: :'.,,' ..~~O:",:>.· '. 2~ . : .1~~;.,,:. .':1'~~O .I
de·sigh.'·. ",' ,',' ' ,'., ~'120 ; 2880:. ~:',', :;2040'· >". 1300:" :1020', .' ,'120. '.
'. 1~ . ~= .~=:.~ ~ ;~:.;':;:g
J
"
2400
2200
2000
. 82
,98
89
5~
56
'62 36 On. radii less .~han,those s'hown in' Table 3.1
and 'Superelevation.
I
,1800 109 69 40
n superelevation_ shall be provided, s~ch 'that:
1600
1400
'1200
1000
122
140
163-
'96-
88
103
123"
4.5
51
59
71
30
37 24 's = \,P /2.828R·
L
800 154- 89 .46 31
600 119 61 41 26
. Where:
400
200 '22 n
91
22
45
61 39
t
.. ,Refer Table 3.3 for restricted use of superelevatlon S = .Superelevation· (%)
v= Design S,p'eed (kph)
Table 3.2 Basic Transition Leng~hs '(m) A =:=. Radius of Curve (m)
t,
, 'QATAR HI·G'HWAVPESJGN:';M}lNUAL'
Su,p~relevation sh'af! 'notexceed5'°tlct., ,On'tY,in Whenexpanded i , this "formula p.rovides'the
special circumstances and with,prior'perrnission eq4~tion for the· vertical reverse cUrve to' be
from the . 'Director 'of Ciyil ,Engineering .used, ,for the supe-relevationcu,rve.This- reverse,
Department will superelevatlon' greater than 5% curve is shown in Figure 3~3
be considered,. ' . Table ,3.4 gives~,examplesof
sU.perelevatiQJl for ·sete'ctad design speeds. and
radii.
1···!·r·~?I·~[
G= % x SIL'
Where:
Elem ents: .
,PI =
Point of Tangent Jntersection '
R =
.Radlus of Circular Curve
T Tangent
=
LC :: Length of Curve
Circular Curve'
,~:'i;_:.:'~:0:
7
.~ .1;O;~~~':: ."
~;~~r~ 3.1' . Circular CurVe Elements
.~ ~;..
:~'~I·.~r.;;../' :,"
.'. ,.' +
,.,',.
.
. .. :~ .' ... ; . ~. ," .' .
" ~.. "'.,~'.
. '"
' '
."
•
, ~•
t
..... • •
.:."
• I • • :. . ~ ~ '",;" .
Ele'm.n·ts:~/::·· .<: "'}''',' :, ".. ' '.: ':. '. "~' .:.:. :'. '.."
PI -.PDln1 of Tangent InterSection .
··':~~·~::;~::1::~~~5:!:;·>,··"·:'"".· ."
·ETC .'."E nd ,of T·ran.IlIDn.. c; ~rv. -. ' .. ~. :'","',
.r
.~"
'~,
. ~~' ,,:'';' T,tti'•• Defl6ctlOn ·A·n·.,ie'···· '.'
, " ·:.:;6:T· .it ~D·.fl8·CtiOn·:~:n'lf~ rtf !ran.dilon :Cu~e
'~.' >:-:"".' ".,::
i.
: ,./)c .' .·l):ef.i8.otlmfAn9le.,Df Circular Curve:.:
"R ' ". R.·dluaof .C1~·lar·Cuive . .
MT • ,Main T;slngent .:. .' ' ,
TK • Shc;.'rtT•.n.IJ~!'It.,;C;.f Tr.n~It'Dn CUNe'
T l '.•·~Lo·ng Tangent of· Tran s'llion Curve.
. 'XM ". Absc;;i••·• ,o{th'e Centar,ot'Radlus 'P'olnt
,',b'R: . c Ctri:'u.lar C"rve Offaet '
X • Abscissa of Bee Dr ECC
Y s:Ordlnats'of a,c.e or -E'CC
l T' III Length of Transition Cu'rv'e
L. C' • Length of Circular Curve.
L
lilL,.-
HI~HWAYbe$IGN·MANUAl.
...... '
.QATAR , :,SEl~T10N."~·
. ,0
0,(")
II-
~unoff Slope\. ~.~
o
Slope 1:400
Normal
,0
I
m
-- -r
: ? Grade
crown
~~--~---r--;~----------4-
o
t-:'
" "
.W
o
t
m
.--',
- .-. ,). . .,:
.,.--..--- ==.
'...... ,:~',
... '.'
- -
Slope 1-:400 -- ".:':,:~:~"';.Tad.··"'," '~-~'eu-+t--~-----
.' .:....
_,_. "prm.I"!1~~OflleQtad.e--!
.
Normal' _-.-_ _~-....__.......
-+_.-:=:----. _. _ _ ..
"crown --
- - - - '- ,"- ~:":~~' ..' : In~lde,.~g~oftra.v:ell~d~Y
' •• ,. '::",.+'
. - ~ ." .. ~ ..
t .-•
S'uperelev'ation runoff
" ·"1": ' .--, . ','
""1
,'. '. .'1-' .'"
. '. Runout
,tangent g~ ,,;' .',0' """, '",";
'.e;, '0. -",,' .
. ~ w '0 0 ,"
" " , CD ,0 ai·W
.... .'
'
, ,Norm'al _ _-=
crown ==-
NDt!D.!L~rofjl-e.g~!ge_.
_, --:- -.;.. ...- ',-
_ "..
,_' _' -. e,·'··.:,,<;·: -= .,":' '_ =".-:'-'
Q,uu;tQ" edge.of travell-ed way
-. "
A B c Outside edge
·P·'roflle" control,
Travelled way revolved about o'uts·ide edge
. Notes:
A = Normal crown
o :: Full superelevation
/1,.,
a:ATAR HIGHWAY DESIG'N MANU,AL , , SECTION 3'
Iqng vehicles;
'Lane, Width . ' Ra,dI~s ~,~': .,: :." ..-: ,..'A4dJUonal ',.,
'" . "~'.:' ,....~, -: -'~'_ '," "', ,.~. :." •..~~.~ .. :::':t~:~~""~::',l'" ,,~.,~. ':~ ·':~tdth(m)··~:':
•• - . . . . . . p. 1 • ~... 100 .... -:~ • -A .,'0;,. .. , ' . " . .
,Width,· .
:~~~p.(ftiVet~)" -
.. ., . .'. ,
respectively)
·and '~, .. om
(for 2 'and 3 lanes
re$pe~ety) -:. .
LiQ
. . - "
Circ.ular curve
. .' .' ".' .... ' .: .. ~, .. :,: ~: ,:', :.. ,~." .......
" , './",., ,:, ';,,' ~~' , : •• l,r~..~ :.:. .. ; .~ ••:.~~ •••• '.~ •• : •• 'J" ....
, ..~ ,', ~
11a
Radius·'· '
.... ',dJr~ctloD in a flowing ,alignment.· These.. ,Q,(e. ,,", alignment whe,n straightS can be, dispensed
:likety,·to ,appear,unsatisfactory· from"rthe-·V&Aiefe .:~, :,:.,.-, ,'" ,<wfth·. ,,·lhis;Gf -COkJrse ~$ ,not ·always -posslele ,·er ·in
',Furthermore, smaU transverse -displacements· '. ' .fact ·desirable. For ~xample, in- roads .which are, i
can pTesenta"confuslng:prOsp~forthediiver. . not dua("oarrlageways, the sight" tines". on.
,[
of
, ," ":','....:: stretqhEis' road 'wh~re overtakin'g is "'pennit;ted .,'.
.~~~~~~~~~~~~~~~~~~. ~u~b~.b~ed~npu~~~g~~~~a~~~nd':' I
. , not stopping sight Jdistance..' ,Straight lengths, . i
. ,may·'then be '·req~.lired to :'achiev-e '.the-s'e'.·sigh~· ,
Straight' ' distances. 'AlSo, it;ShO'-l1d be born,e,;in' mind·that
such effects will ,not n.eeessarily be sig,nifi~a"t' j'n '
ShDrt ' the to1al, v,jew,: for."any· parti.Clilar ~se'.. _',Each'..
curve des;ign ,should be ,conside~ed in its ,Ia,nd~ape ,
¢onteXt~ . "This 'is true ~bf 'many aspects .of intemal '
Straight harmony.: ,altt;lciugh the' greater ·the '-'d~sign'
speed,',the tess the eXtemal features modify the
.intemal vie~s. This. occurs because" vegetation
a·nd buildings a~e 'further back from th,e road
edge, the carriageways are Wider. sight lines
'Iongerand'the ·roadWorks generally constructed
Fig~re 3.6 . Example of KJn~ to a larger scale. ' '
" In all cases, when additional width is required. Abrupt .,changes, in di·r,ection ,can be
1
the extra width should 'be appUep .uniformly unsatisfactory on access ,roads as well as
I
should take place on the inside of curves. This The appearance is quite diffe'rent when a
..QATARHIGH·WAY,·O'E$I(3N')MANUAL· .:
~"
~I /-.
• + • < . '. ~ .
~. .~.
~.. -, •• + ~~ •
Short straight sections. of road sho'uid not ·be· Simil~rjYf in the case oftwo· subsequent C·urves
, r' opp'osite sense. since-the appearance of a. kink shorf straigrt, as sh<?wn-.fnFigure··3.. 14t~'1S' Jike.ly
is.lik~ly to re,sult, refer,.Fig~r~ 3·11. ,'A .ppssip.le .to.p.roduce,af1 uns.atj~acto.ry·vi$U~J .effeet.~ H~re
'so"utfon is th-e 'useof' a pai~of transition.c~ryes . there. may be the possibility ,of. replacing. the ty\to
refsrFig-ure" 3. "L2. Wheh designing for slower - curves and the straight with one circular-curve,'
speeds or in 'the case of very large radii it may refer Figure 3.15.· Another possibi.lity may be to
be feasible to join the two curves directly as interpose one transition curve ~etween the two
shown in Figure 3.13. This could be done with radii~ refer Figure 3. 16'
care since here also an impression of lack of
flow may result. \, A series of rever~e curves is likely to pro9uce a
landscape. ..
, Straigh~
G~nera'ny; no . struCtures·
apart .from ,roadside'
I.
, .. ·furniture,should be in accordance.with the Oatar
:. tr8Jflc····'·Man'lJal.. ~I( Ifjs~ nof·~po~~i·bie-'to 'p·osltio·n f
·stiuctUr-eS oUtside1hereservation,,-consideration .' . .·t.
:., ·sh·Oijld "be'~gtve-n to p~O~.'i~~ng._ s~~ty·. b,ilr~er 0 r. , .
. .,·,-:saf-ety'·:cu_~h·iQnsi· refe:r: ':clause~ ',5.-1.5' ·a'nd 5.16
,:" .res·peetlvel,y·~: Setb·ack of' 'cTas~:~anie'rs '~is' 'dealt:
".' ,'. ·with, jn :tJ1·e-·cJa~~~.:F~f~~tep,~,$(;J,·pre,yiously~.. ,.' '
•' '·4 • _ .~ _
• "II"
I
Distance~' . .
I~-
'52~ -
Circular CIrcular
~.,~,,,,, cUrve Straight curve
1\L':;j . ~- ~ .. ". ;.,,,"
I
~I
i
-,-Figure 3.14 TWO"SUbS~q~:entc;urvesi J iheSame Direction - -", ;
b.( . J)
t~
I
" Clrcular curv e
i
I~
InJ
, .: ..Figure. 3'~16., ',..:'." Sin,gte . Transition' "CUrVe'"
.,: ..,::", ',': :Setween T~o Curves
til
J
,II "
.~ _.
. T~D belvoide,d.,>",·,
j
'~'
, 2 Short hofizoJi,tal'cu'rve b&tvteen two straights'
IJJ (9" ~ . . >,'.:.
.
~
-.
·D" , ',
.
'j
,
~."
.. ~ ,x,
:'. 3,Sho;rt ltra.i'g~ts- :between.."h.orizontal cu.rv.es of '
'opposite .sens,~' , '
;11 ',~ x
4 Short straight between horizontal curves of
.
5 Out of bal.a-nee ,aU'gnrnent
-'1 J
To be atlain,ed
~'l
~
.1
1 Wel1-b~lanced ,a1ignm~nt.
_feasible
. the following:
Minimum" recommended centre line radius
.for local roads (TR3) is 100rn and for
access roads '(TR4) is 45m
• Local streets should be designed to
minimise through traffic~ovemen~s. Case 3 4% crossfall applied across the full
section, falling from the outer kerb
..towards the inner kerb
• Street .patterns'. . should minimise
excessive vehicle travel. Minimum recommended centre Une radius
for local roads .(TR.3) is 9Qm and for
• ,The'"localcirculatioi1 should n'ot have'to .. ' access ,roads',(TR4) "is" 40rn' .
rely on. extensive traffic regulations' or ..
" sig~s tn order to f.unction properly... , '. Tabl~.3.6 . Possible", Road Sections at
" . . Bends"
.'.
. ,,:. " . . "" , '
Th.~: . loca.!. .. $tre.~,t $yst~m .·.should'·',be '. ~,.~...,~ff~.c~i.ye, for,m . ,,?f .sp.~~d. cpotr9'1~ ..HoW,$ver·
designed for a· relatively uniform,. low . . .bends,' of: smaller·::r:adius than those giv.en, in ..
.volume of traffic~ '.. ,.'. '.. ' . '. . 'Table '3.6 exagg~·rate.. this effect and' w.ith
• .' .Pedestrta'~-: vehrcular. conflict'- should . ' '1[, ·Short·:..cuJ~,de-sa-cC)r (o.ops~· sucfl'as-'SOm .or
.be'··fT1inim.ised.- . . . " . les·~' .·:in ·':Iength,:· wh'ere·. speeds are, :Iow . the'
.. '.. ;.. ' ·v··· ..·; '~-" .,
. '... .. ... ~
. :. desirable" minimum .inner kerb .radius ~'is 15m
• " Par~ing' requirements: should· be . 'with an absohJte:minimu·m ·ot..1.0m..
pro~id.ed " .~.tnout·, reduci~g~·. '. visibiUty , . ,.- . ".. -
• There shoUld' be ·a "min·im.um·· 'of The 'typical driveway should be designed for
. - .
turn;. an ins.ide "radius of Sm' and an outside
• 'Local streets .should be related to' swept path of a· 9m radius wi·1J comfortably
l
side of.a residential street while entering a
L
. so critical, it is not normal to implement paiks', increased. driveway widths are
····L
· .Januarv 19Q7
,
54
SECTION,4 VERTICAL AUGNMENT surface~ ~the .profi·le shaUbe established so. that
tne~IQw'edge'of"tr,e' fini~J!ed shoulder is at least
A 4.1 . GENERAL CONTROLS . O'~5m' '~bo.v'e' tn~'~E:!-rnpo@'ry'w~~erlevet. 'If the
~
watertable is permanent then' the road, formation
Vertical alignment, consists of a·. series of level should be ,at least 1.0m above'the·table
gradients c,onnected ,by verf~cal curves. It ,S due to the pos~ibi~itY ,of 'capillary action. ' In areas
controlled by"safety, topography, highway class, of rock, if practical. the profile' should' be
design \speed, . horizontal alignment, established so that the loW edge' of the "finished
construction costs, adjacent development, shoulder is at least O.3~ above the. rock level.
· drainage, vehicular ch~.ra·cteristics. and This should avoid ~nnecessaryrock excavation.
aesthetics. The vertical alignment is usually
referred to as the prQfile. . " For aesthetic ·reasons the len'gth of vertical
curves should be substantially longer than th·e
A smooth profile with gradual changes, ~C}ngth. requir~. f~r stopping sight distan~e.
consistent with the class of highway and the
.' character of the terrain, is pref: ~. ".2 M'AXIMUM AND MINIMUM GRADES
vertical alignment with n~mero sharp breaks - }
and short lengths of. gradient. '. /. ;;~neral.ly gradients should b~ fixed to be
··~::asistent with the topography tnrough Which the
. ,';ghway passes in order to· minimise excessive
.' . '~hecessary earthworks. . The maximum
..... adtents for.design.pl:Jrposes shalf be as·sh·own,.
'; :able 4.1.
10
, 10 .'
same ·di·recti ~separated b~:4·s·h·ort section of.
•
sags'where fl~jlJ vi~w
• :' ~ :.~
e pro1ife' is"~'-ossrble_ .' .
--~----~~
chan.ge in superelevation rate required by the"
·QATA-RHIGHWAY DESIGN'MA·NUAL
a
A crest (sum.mit)· curve is Vertica.1 curve whi'ch
is convex in ~hape.· Generally' the. sign 91 t~:e ' .
gradient as the driver 'tr8:v~ts, '. up 9~ainage,' Table 4.3 K-valu,es," "for· , Sing,le
,ch~nges from +ve, to 'zero to' -ve._ ...:.. ' .'. -"_ . , <
gradient a~ the driver travels, up. ch~ina.ge, ' . cau.sed by safety fences, median 'kerbs, ·bridge .
.cha~ges from -ve .~~ ,zero_ to +ve.. . . piers, etc. especially at-combined horiz~ntal and
.. . .
'vertical curvature. . ..
,
Design
Speed
Desi"rable
MInimum
Absolute Minimum '
K·value
than the absolute minimum K-vaiues in Table
4.3. 1
140
Crest
230
Crest
182
Sag
50
Where, at crests, the sight line is across the
verge,- consfde,ration shall be given to the design
of a lower verge profile' in order to allow for a
L
.I~nll::l.r\l 1 aQ7
QATAFJ' HIG,HWAY DESIGN' MANUAL'
~ ~ ~ .'_" ,_ _- - - , ',' '·,.Sf;CTION'4
------.....o.-----_..,;;;;;,.-...;;....;;...;...;..~
The choice. of vertical profile is,fixed:rnain'ly by . :.'-3'dlus must be sufficiently larg~ ,for the
the geometric standa.r~s_,but~s also influenced by· :iPpearanceof ? ,kin'k to be avoided, refer.
the nature of materiaJ in the cuttings arid 'thetotal - ' :7igures' 4.2', and ,4.-3'~ Even large radii will· giv,e ~
earthworks. Ideally', a ···bal·ance '~';should be· ·;te appearance of an abrupt changeir:'l direction
achieved ·between cut and' fill, and: the ; the viewpoint' is sufficiently far from the·curve,
calculations, should include compaction faetqrs ··It this'is unimportant since, at great distances,
for shrink ana sweH and allowance for suitable ',,viU not be found disturbing. Drivers do not tend
and unsuitable material. . . become aware of an approaching valley curve
·.r=-til they are about SOOm from the start.
Due to the topography of Qatarr it. i~ unlikely that
steep gradients. woul.d· be .implemented which
'would require a climbing lane. However, if a .... Straight·
sch.eme inclUding a climbing lane was to be
considered, reference should be made to the UK
Department of Transport pubHcation 1 ,'Design
. Manual for Roads .·and Bridges, Volume 6,
Section 1, Highway Link Design (TD 9/93).
an.d Clause 4.5, combini·ng the horizontal and' Tangents, especiaUy short ones, between two
vertical: a·lignm.~~t. .. , valley·curves"can,result in an awkward lOOking
.. line, refer Figur.~s ~~4.a~.d, 4'.5..
Th~ ,'v'aney c.urv·e :'plays' an 'important, part.Jn
achieving' interna.1 . hatmo~y in -the alignment.
especially since it can often be. viewed.along its·
whole' length at one time.. This is not' normaily
possible in the case of .cre~t curvesbut.for this
rea~on particu'lar' attention must· be pajd to ..
ensuring. that visuaJ-' continuity is' maintained'.·,
This. leads' to the avoidance of shott su.mmit·,
,curve.s· even though they' may ·satisfy visibilitY
requirements.. . .Figure 4.5 :
. .'Grad~nt -8
..
depen'ds on the curvature· of the sharpest bend
. , . Valley· .:'
. ..
Gradient'· ...•
:.
. 91 the' hyperbola and its location in relation to the
end. 9f 'tt~e ~an·gent. :' It .ls' ,desira.ble, that the
, curve hyperbola does not start at the' position, 'of its
smallest radius. In criticat cases it i"s advisable
to examine perspective drawings of the'line. An
Figure 4.2 indicatio.n of the effect of sm~lIand -large tadi us
vertical curves on the drivers .view are shown in
1
.-----1,'.;
. ~
,I '
Figures 4.6 and 4.7 respectively~ .
. J'
l}, f
}.
J-.
"1 !
Figure 4.3
-1 1
_L As \5 the case with horizontal curves and
.'" ... stralghts, when a valley curve is used to join two
IJ~'
gradie.nts, or a gradient and a level length', the Figure 4.6
'_,,~' -4
-QATAR-HIGHWAY DESIGN MANUAL . 'SECTION 4
Summit Summit
curve curve
A level length of road containing a short Iow , When a· terrace is' created by' a sequence of
. summit curve can cause a visu~1 discontinuity summit and valley curves, whether or not there
since the distant length of road, diminishe'd in are tangents between the curves, it is likely to
size by perspective, can be seen over the crest, result in· an unsatisfactory view if two summits
refe~ Figure 4.8. . 'can be seen at 'the same time. - An. example is
-shown in Figure 4.12.
'.
~)~
.
.
-'. -
,~
. , , ' ..
.. ' ..
'. ~.
1
//.. ,
.- '., ", .
,'Fi.9t1re. 4~11
Figure 4.8.;, .
, ' 'n', ~
, 4 ' .
Longitudinal section
Figure 4.13
Valf"y
Leo".' CU"'ft Gr.di.nl;·
Figure 4.15
,
,,~,.I-,
.....---------------------.
~
':-:'::~ ~;.;~~ I
caltIlU.n!
Figure 4.16
Figure Notes
-
II I· 1 discontinuity will probably be even
more pronounced.
GD
~
alignment. - Small changes in direction
between tangents are as undesirable in'
the vertical plan.e as they are in the
horizontal plane.
'II
---------- , tends to give the horizontal curve the
appearance of 'a sharp bend.
~:,
.~
..
,"/'
!f
Valley Curve'
k-----w.-_·
. ·.· ~ --.J"
the distance beyond.
,
Q
o
o
o
4.24
• . ..I
Straight
HorlzonSal
OUIY. .F . S. 1r.1 h I·
• A short horizontal curve within a·long
valley'· curve. This combination can
result in the ~ppearance ot-a kink.
ValleV curve
ItT
~
a dangerous arrangement since the
driver is not able to anticipate the
change in curvature.
t:::-::r:::D ../
be improved by having
J attained. the horizontal elements
-
aUg htlylead'ing th e
vertical ones)
I ;
UMU X
Horizontal curve
containing a low valley ~ Where possible use three
curve within its length
~ ./ dimensionable curves and
I
-
avoid the use of straights
! HDr;zontal curve
~
X containing a low summit
~
I-t~rr~ curve wit,hin' its length
r::C:I=:1 Y Use a well balanced three
dimensional alignment
-'
!
!~ ~
X, ,betwee-n gradients in a
horizontal curve
Table 4.6 Summary of desirable/
undesirable combinations of
horizontaJ and ,vertical
.alignment
III ~
Horizontal curve following
a straight and starting
X
~ .. on a valley curve which 4.6' VERTICAL CLEARANCES
follows a gradient
!II . VaHey curve joined by a
The minimum vertical· clearances are spe'cified
to prevent vehic~es or,th'eir .Io~ds from coming
""
J
~~
.
~
X c·u rv atu re situated at th e
top of a sharp summit
Where a road pa~sirig underneath a bridge is
curve
on a sag curye, the 'headroom given above
shall be increased in accordance with Table
~
4.7. The sag radius is measured along the
c:CI::t:::J X
Out of phase alignment
carriageway over a 25m chord.
~ Bad\y balanced
j J
.t=e:L111 X arrangement
_______ '-'-'- .. _~ _ _ -,--.-,.".~ , •• ; ••'.',• •,,,•• ,., ...•.,. . , , ' b'.··.. · " , '..; · ;.,'
Addition-al
• Maximum . driveway gradients to
Sag Radius
(m) Clearance properties shall be 1 in 15.
(mm)
• Low retaining walls/planters may be
1000 80 used to assist in matching road levels
1200 70 to existing plot boundaries. However J
1500 55
they shaH not be allowed present a
2000 45
3000 25 hazard to vehicle or pedestrian traffic.
6000 15
>6000 nil h)dustrial
Residential'and Com'mercial
~
In generafthe different road reservations are
intend.ed to provide drrvers with a.dequate sight In the case of road qentretines being offset from
~ distances and anow the public utilities sufficient the reservation. The utilities rayout shall be
space for existing and proposed plant. Where revised to suit the specific road cross section ,
&
~ space for utilities is. limited, "way leaves"
outside the road reservation may qe obtained
by contacting the relevant planning authority.
. proposed, the' 'revised utility locations to be to
the approval of the Utility Authorities. '
n
~
!!
Figures 5.1 to 5.9 show cross sections depicting
the e~sentjaJ elements in typical sections for
If .the engineer is unable to utilise
.. recommendations from the typical cross
sections because of existing bUildings, building
two way single carriageways and dual usage or land ownershipproblems, _tor exa~ple,
~
3
carriageways for urban and rural roads. Each
of the differ~ntelements comprising the cross
then advice should be sought from t~e Director
_ of' CiVil Engineering D·epartment· before
sections is discussed in detail in the follOWing proceedi.n'g.
ill,
~
.
clause.s. The cross sections shown are typical
and the final layout of the reservation should be
agreed. with the 'Director of the Civif Engineering
Ce-rtaiD special routes, such as abnormal or
'exceptional load routes or scenic routes, may
In f""'\ :!~»;.- Department.
'require individual reservations to satisfy their
performance ·criteria, ego the Corniche. In these
~ :..;~;>i:j:The recommended reservation details ~or rural cases., consultation should besought·witH the
·.1·\ '~::>·~~.~~i:~?ads are similar to those. for urban roa~s but. Director of Civil Engineering Depa~ment.
.~ :~·',·:,·"-ref·lectthe
reduced· access and draInage
~ requirements of the·rural situati9n.' Generally. .tn .many ~reas of eXisting develqpment,road
", J
i
I for the rural' :situation' the· near side of .the
car.riageway would not. be kerbed althO. ugh flush
ke.rbingmay be considered at certain Jocations.
co.md.orwidthsor aJigDment may be restric;:te,d
,;
1
-I
J
R'aisedkerbi"-ng .·to the median of rural dual
c~rriagewaY$' .should'· only be provided at
specifi~: locations ega bridges, U-turns. ,In all·
.the·:norm.. 'lnJhese sit~ations the designer must
pay _'partjc'~lar . attention to many factors.
including sightdistances, clearance at junctions,
i cases an edge strip shall be provided between' utifity Joca~ion~reduced. carriageway widths,
, ..
.j
j
I the kerb and lane ,·edge. ·Verges shalf be
designed to .tall away from the carriag'eway ·in
the rural' situation and thus water will drain to
restricted acces~ and road closure.
surrounding ground~
J__~.', .. .
carriageway shan be located on the reservation
centreline. However, should existing or
..
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Main Clrftageway
11.0
'Landscaped
f nol ServiceI Road
10.3
BUffer Zone
.
NORTH
Verve
3.7
EAST
VarIes
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-·T /'- E E T 0
(0)
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QATAR 'HIGHWAYD.ESIGN MANUAL ~t:l,.; I '-UN 0
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Figure 5.8 Typical Rural Sing\e Carr\ageway
-73
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74
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January 1997
QATAR HIGHWAY DESIGN MANUAt.
5.2 LANE WIDTHS The use of 4.0m Jane widths maybe permitted
t7A in particular situations to maintain continuity with
1U Lane widths hav'ea great influence on the the r~mainderofan·existing route. If the. length
safety and comfort of driving. It has been of" new "road ,concerned is significant,
J;1 shown that undesirable conditions -are consideration should be given to adopting a tie
~
~ generated' O~ "t~o-lane, two-way, rural roads, "in for economic reasons.. Where an existing
I
oarrying moderate traffic, with road widths less "road·with 4.0m wide ,fane' widths is' to be
I i
than 6.5m. Furthermore, -it has -been shown
that narrow widths severely affect the" capacity
of a road.
redesigned, 'the lane widths should be
redesigned as 3_65rn wide. '
tl1 .
':ca."fnafieway :stfouJd bff·inc:re'ased';",in"'aceo"rcJance "
with Clause 5.5. ... ...
JJ Lane Wi~th
$.
J
Lane "Width Edge' "
-- Edge
strip,
I) Strip,"
.U r~\,
- -
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:"
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75
In most urban . situations, the capacity of Table 5.1. ~ecommended Road Capacity
intersections on a particular network will govern
the capacity of the network as a whole. FordE?tailed assessment of highway capacity
Uninterrupted flow only takes place when the and level of service for different roads, refer to
influence of at-grade intersections can be The· Kingdom. o~ Saudi Arabia, Ministry of
neglecte·d. This is rarefy the case on most urban Communications, .- Highway Design Manual,
road systems. Volume 2, Design of r4oadways, SectioI11.q3.
At the planning stage, major routes should be c) Stormwater drainage is improved. as the
planned and designed as mUlti-lane, divided, water can be discharged further from
controUed access facilities ·even though they the running carriageway.
may be developed by staged construction. In
the plans tor each stage of development,
d) Additional width 'increases sight strip there' is no need to provide a shy distance.
distance in cuttings and improves
lateral' clearance to signs a~d safety It is recommendedthat a shy distance of O.5m
fences. should-'-be added to the rpa.d width for each
kerbed road edge on roads 'with a des'ign speed
,e) The apparent openness of the inside greater than'·80kph. . . ·On kerbed dual
lane reduces .driver stress. carriageway roads of design speed less than or
equal 10 80kph a shydistanceofO.35m shall
J
f) A co'st benefit analysis should be be added to the outside edge as'a gutter. Refer
carried out at th'e initial scheme .. Figures 5.1 .. 5.7. The shy distance is an
assessment phase. additional pavement width and the lane width
shall not be reduced. Shy distance at junctio"ns
Where shoulders are provided a width of 3.0m is discussed further in Section 6.
should b~ used at a standard -erossfall of 2
percent .or as an extension of the crossfall of 5.6 ·MEDIANS
the carriageway.
Medians are used to separate opposingtraffic
5.5 ' EDG·E STRIPS AND SHY DISTANCES lanes on .dual highways. . They provide
protection from interference by opposing traffic,
Edge 'Strip mh1imise headfight glare, provide space. ·for
Edge strips provide a safer carriageway', with utilities and future 'lane width, provide add,itional
.~., p'."
~I
, ,..
,,;.impro,ved drainage a,nd more space
.. '.' . .
,,~.'.,' ~.~ase of an emergency. Edge .stnpskeep
move in
Urban Narrow
Single
,,. .. ·Narrow me·dians are those in the range 1.2m to
Dual 2 s 80kph Kerb + 0.35 Kerb . less than 4.0m and are used ·in restricted
Dual 3 ~
Dual 2'>
80kph
80kph
Kerb + 0.35
Shoulder
Kerb
Kerb + 0.5
·conditions. Medians ·1.2m wide do
not provide
D.ual 3> 80kph Should~r Kerb + 0.5 a refuge area for pedestrians but do provide the
·WhHst awaitingsarvices and kerbs to be installed, a minim'um space' permitted for clearance of
tempor:ary edge strip O.35m shall be added 10 give a opposing traffic provided the lane edge is
carriageway width of a.Om. kerbed.'<Narrow medians are used where there
is a need to provide' 'a 'divided road, but where
,J
Table 5.2 Edge Strips & Shy Distances theavaiiabJe reservation 'does not permit a
greater median width", ,Narrow medians, are not
Shy Distance wide ·enough to 'provide effective left turn lanes,
Where a kerb is provided there is a tendency for The minimum aUowable median width to provide
·drivers to steer a distance away from the kerb, a safe pedestrian -refuge is 3.5m. Pedestrians
u
this is termed "shy distance • At slower speeds ability'to cross at narrower medians shall be
t,·Jp-.,'\ the requirement for shy distance is reduced,and " controll-ed .or actively discouraged by the
~ ~;"-'
'- ~-,' conversely. at higher speeds, an increased shy provision of barriers/high .kerbs, continuous
distance is required. Where. there is. an edge planting and other features.
71
It is not recommended that narrow medians are again, consideration should be given to the
used on rural roads. prov.isionofadditionaJ storage capacity or
outlets to allow for storm conditions. All
A narrow median should not be cons'idered if it drainage inlets in the median should be
is poss~ble~.to p.rovide an intermediate or wide designed with the top flush with the ground, and
median at that.particular. location. Acceptable culvert ends provided with safety grates so they
standards for the remaining cross' section will not be hazardous to out of control vehicles
elements should be maintained. that run off the road.
medians. If the median is 'kerbed, the median speed of the road. Additional care should also
surface should be designed to have slopes of 2 be taken at traffic signals and junctions where
percent, and should fall towards the 'centre of morS signage is implemented.
the median if unpaved, or slope out if paved.
Depending on whether the median is paved or Verges .may be paved, landscaped or graded
open,or planted or not, the drainage should not depending on the intended use of the verge.
interfere with the operation of the highway.
Paved medians may require positive drainage It may be necessary to ·increase the verge width
systems incorporating manholes, pipes etc. if soakaways are to be instaUedwithin -the verge.
Non-paved medians may be self-draining, but
Dimension Ang~e
accommodated s~alf be made at the design F.igure
5.9 45· 60· 75 , '90·
fo stage. ' . " .
Stall width. parallel A 4.25 3.50 3.25 3.00
5.8 ,PA~~ING BAYS AND 'LANES to aisle
The need for parking is determined' by the Stall depth to wall C 6.40 6.70 6.60 6.00
existing and future development of the
immediate surrounding area. Consultation will Aisle width between 0 4.50 5.00 7.10 8.00
stall lines
be required with the Traffic Section and the
Planning Departf11ent to determine the future Stan depth interlock e 5.30 5.95 6.20 5.00
development plans and the amount of on':street ,ModuHt. wall to F 1~.20 17.65 19.90 20.00
interlock
a,!d off-street parking required.
Module. Interlocking G 15.10 16.90 19.50 20.00
Where possible, parking shall be provided away Bumper overhang H 0.50 0.10 0.75 0.75
from the carriageway and in conveniently· (typical)
located,specific ,'Iots ·or,a:.~ong, service roads. -Dimensions for 3m by 8m stalls
Parking should'not be provided n'ear junctions
or oppo.site acc~ss points as this is likely to , Table 5.4 Parking BayDimensio~s (m)
..
r",
'increase'the probability of accidents'andalso
hinder .·s~,ght distance.
l
I ' ;L;~':;-: Provision to'r parking
J •. No'.""
:>.~).,.:t..·followjng methods~
is' achievable. b.y, tho e. .V .~
.,:~~f:~i::< .'.,
. . ;;.. . f··1=i~rklng' ,Lct,nes'(parallelparking)
.
. ParkingIClnes.maybe·provlqedaqjacent to the
in'sid~~ '-lahe. ~~~of ,'·~ne-·'~c~ftia·geway:;~~(ie. the' "slow
lan~).~ .~~.stand~rq. width :r:~q~ired f.rir~..p arking
lanais 2.5m;~~ch·ba.Ybein,g. nor:ninaUy 6.5m in ,H .
len.9tl).: G·~r.e~~o.ul~.pe~!ak.enwhen pr9vidlpga .
pa.rldn.g lane to' ensurettHit~he"d~sign'speed is F
approp riate "tQallciw. a. sa~,e 'stoppin:gdistance, if W aU io lnt.rtock lntertoot to k.rb
Modult M'Ddu"
for.example, apassehger Were to'accldenta:lfy
,step,)nto thEl:ca·rriag~~ay,w~U~t el'!lbarkin,g·or . .'x • Stalthot .v....b.. 1n Gil".,!, .layouta
dise'mbarkip9)i :v-e~icle~ ,It-is,.r~co·mmendedthat·
pa~Jng lanesshould o'nty be, provided on .single
carriageway roads, with posted'~peeds of 50 .Figure '5.9 ~a:rking Bay . ,Dimensions for
kph o'r less.. The lane provis-ioh,de·signsp·eed,. 3.0mx ·S.Om Stall~
stopping sight· distance and ·traffic "volumes
·should al-sobe appropriate to allow minima! Service Road Parking
interruptions to traffic floW' when vehicles are· If there . is sufficient reservation. width,
entering or leaving the parking lane. co'ns·ideration should .be given to the provision of
a service:tqad to access either a parking lane,
Parking Bays (angled parking) parking ba~ts or designated car park. This
If the width of available reservation allows, results in a safer ·highway and fewer
consideration should be given to the provision of interruptions to through traffic,- and enables flow
parking bays.' Parking bays should not be to be maintain,ad more easily. 'Refer to Clause
permitted on the main through carria-gewayof 5.11 .for service roads.
dual carriageways. The perpendicular parking
bay should be made up of stalls 3.0m wide and Parking on Access Road's
6.0m· in length. The dimension requirements for Where residential development is "dense and the
angled parking are shown in Table 5.4 and requ'irement for additional· on-street parking i~
Figure 5.9. Parking in. bays requ'ires greater likely, then the standard 'parking lane width 0'
adjacent lane width to accommodate the turning 2.5m shall beused~' The minimum parking lanf
movement depending on the choice of parking width is 2.2m. The designer should bear in mini
angle. that the very low, number of vehicles usin
access:' roads means occasional. on-strel
parking by visitors or delivery vehicles will n
cause congestion. In fact, their presence '"
help to keep the speed of other vehicles io'w.
~r"\ t ,..". a. I IF,..,, • ...., "".'-"1 "JI'"\.'~_Y"""'---"
~.;)\' .•~:.~. .
":-
·5.0m mtn· !I 5.0m min- Parking
fall~~·and remoVal of surlace ,water run off. This
. .0': .',.: _ .....
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i additional width also·prov'ides 'a useful area for
.. 'I.•••\; f
!
':~/' -:-, •• r'r~·' :1,':
.;. rock face maintenance. It is becoming cQmmon'
practice in"·the (JK for': rock '9utcroppirigs to be
, ::.·feff:in"
,~":'".
";nlace
';~ t.:J';. . .
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."for"'reasons'ofeconomy
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or
... " .. "II" '1."-::" ....: I "0"" 'IIi: ::","'l'" , I": ""w'- .,.,..,.........
,·t·", :
-In all cases parking must not encroach on visibility splays. aesthetics. 'Tnls' .may·be·co"t:"t~idere'd for
'- appl.icatic~:n ·'ir1. Qa~~r .. 'Howeverin'·SLJch.situations
- Fjgur~ ~·.10 Typical. Parking Lane thismay;p'roveleth'al if a \lehicle were ·to collide
Treatment at T.. J~nctjons. -with the·'6t.itcrop.·.lfisrec6mm~n:de.d,t~at at all
such~' locati6n'~ .:a . safety:'fence :be" pro,\lided.
5.9 ,SI'DESLOPES Refer' to .CJau·se --:5.15,·forsafety
...... - ",.,:.' , . .
- :-,."
. -' .
fences.', ' . ,"
Side slopes faU 'into 'two categorj,es, F6rd~tails 'of sand sjopes~ :w'ind blown'sand and
embankment ,al1d cutting. They serve two,main ~ 'd~ne contro,l 'refer to, .the Kingdo,m of, Saudi
functions; firstly they proVide structural. stability Arab,ia, -Ministry of Commun'ications, Highway
to the road, secondly they prOVide a surlaceon . Design' Manual, Book 2, Section ~ .16, Sand
which out of control vehicles may travel and Dun~ Control. '
recover, minimising th'e chance of overturning.
go
Auxiliary lanes serve as speed change lanes, Where S == Storage length (m)
storage lane~ or a combination of the two. They N = Design volume of turning
may also be either right tum or Jeft turn facilities vehicle (vehicles per hour)
at junctions E-refer to Section 6 Junctions). A L = Length in metres occupied by
speed change. lane is primarily for the each vehicle (7m for passenger
acceleration or deceleration of vehicles entering vehicles, 12m for trucks)
or leaving the through traffic lanes. A speed
change lane Should be sufficient in length and . For further details of junction design and lane
width to enable a driver to make the necessary capacity refer to Section 6 Junctions and the
change between the speed of 'operation on the Qatar Traffic Manual.
through highway and the lower speed' necessary
to turn, with minimal disruption to the speed of 5.11 SERVICE ROADS
following vehicles. Speed-ch'ange lanes can
have different Jayouts depending on 'the Service roads are roads which run roughly
alignmef!t of the' highway, fr~quency of parallel with,· and are connected to the main '
intersectj~ns and the distance required to effect through h1ghway. They are generally of 'ow
the ~ecessary c,hange of speed. design speed and preferab'ly' restricted to one
,way traffic. "Figure 5.7' shows a typical
~'"
r
'
R'efer to Section 6 Junctions for further details
,,on the foltowing topics.
-reservation with a service ro,ad.
/:;~~A"decelerationlane consists of a taper arid a full surrounding 'area. The provis'ion 6f service
'.:.I··;o~a·ne width. 'The lengthofqeceleration ,lanes roads .feducesth~ ',number of acoess points onto
should be determined according to the design the :main::highwa'y and segregates the higher
81
P~nA 5/17
QATA,H HlliHWAY LJt;~I(;iN ,MAN,UAL "" S~CrJON 5
development adjac~nt to the highway. footpaths should be provided on both sides of,
R,efer to HMSO publication, Designing for roads -can be salVed with a footpath on one side
Deliveries for detailed explanation and onjy. ',In these areas, footpaths must be
guidelines of-e. requirements for service continuous for the (ult_pedestrian route.
Pedestrian facilities are generally found within usually 'ocated ,between the bottom of the
the verge and at road crossing points. The . embankment and the property line.
provision of paved pedestrian areas is related to
the function of,tne roadside development. It is Pedestrian Ramps
often difficult to obtain reliable estimates of In order to piovide adequate. and reasonable
pedestrian volumes and movements. For this access.for the safe and con·venient·movement of
reason, studies should be carried out at the pedestrian and handicapped persons. including
concept and preliminary design stage.' All urban those' in wheelchairs, kerb ramps should be
roads ,and junctions shallaltowspace for included at aU pedestrian -crossing points. Kerb
footpaths unless the area, strictly forbids ramps should be' at ,least O.9m in width, sloped
, ,walking. A width of 2.0m should be provided at the rate of 1 in 12 or flatter, and locate9 on
.,~·:d~pending on ,pedestrian needs. The width of the pedestrian sid,e of the kerb face.
~~ie'nues, commercial areas or other'areaswith shall be flat and~et 25~m above the Jevel of the
laid to crossfalts of 20/0 towards the roadway to where ,they' 'may 'caused' a hindrance, to
ramp,approaching ·an.und~,rp~ss should provide There are a number of types and combinations
~
a clear view thro,ughthe underpass. The of ke'rbs available, each with particuiar
desirable headroom clearance through the appnc~tjons. ' Some- of the details in regular use
underpass is.3.0~. ' are'listed ,below.
5'.13 UTILITIES
Channe.l block
Road corridors a~e given in Figures 5.1-5.9.
~
i
These are intended-to provide adequate space
for road cross $ecfion requirements and at the
Flush kerb
'lr\,
"
the "road reservation may b~ob.tained by
j -~.:0::>~ntacting the planning departm~nt. -' . Vehicle. barrier unit (V8U).;'
, Electricity • transmission
, edge . of carriageway;' to controL--' highway
,'draina.ge;
pedestrians.
to ,~egregate 'vehicles
'
and'
, , '
- - . . ,
Oil and gas. , be carried oultogether. The kerb may affect the
}-t
(.fA I"A'H"MIUMVVA T LJC~I\.2N IViANUAL
1 '
errant vehicle from leaving the carriageway and Table '5.5 summarises of the various needs for
striking a fixed object or feature that is, safety f~nC?ing.
considered more 'hazardous than the barrier
itself. This is accomplished by containing and Pedestrians ,
redirecting the errantvehi·cfe. "Th:tf mosf .·desirable· 'solution toptotaet· the
'in'n'ocent bystander is to separate pede~trians
On a divided 'road, a'safety fence is located in and .vehicular.traffic. If this is not achievabie
~j~~ the median to
separate opposing traffic. then considera1ion of safety fencing should be
":i::~':~Q'" . .' '" ' ". ' .' , given at schools, "busy 'commerc.ial and retail
:~"q~~f.~ty fences. should only be installed if they centres, sp'orts' ve~ues :and other, locations
. ' ,·~~l·fe.duce· the severity of accidents.. This may where high pedestrian movements are
appear subjective, but gen~rally a 'barriershould anticipated or ob~erved~
.:'.be~,p·r.ovlded,'if."..the,,,,cor.lsequ.ences~.:of
--B vehicle
striking~fixed object,. or 'running off. the road
'are determined to be more serious than hitting
the safety fence itself. Other considerations·are
. traffic speed and traf·fic volumes 'and a cost
a'1,~.lysis. '.,
Embankments
Embankment height and side· slope are factors
in determining safety fence need. The provision
of safety fencing should be considered when
stopes are steeper than 1 in 5 and/or the height
of the .slope is greater than 6m, refer to Figure
5.12. Rounding slopes reduces the chances of
an errant vehicle becoming airborne. The
optimum rounding may be defined as being the
Janu'ary' 1997
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(J) length o~ Need . other Feature length of Need
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(1) orEn ,Standard Sectfon or End
~ Treat rnenl Standard Section Transition or Bridge R-all : ,Transition standard Section Treatn ent a:
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QATAR HIGHWAY DESIGN 'MANUAL seCTION 5
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Januarv 1997
,QAT~R . HJ~HVVAYUt:::S·I~N_ . JVI,A-~.lJ.p..L
Types of Standard Secti~ns of Safety Fence ·The self~restorjng.,safety fe.nee ..isa high
Safety fencing is usually classified as -flexibje, per:tor~anC?e ~ : . fence '.'. -designed to .be
.semi-rigid or rigid. . maintenance free for most impaCts and ,capable
of contai,ning'·'and 'r~c:1ir~Ctin~',large" vehicles.
FI~xible systems are generatfy ,more ,forgiving Th~ combination 'of 'high ,initi'cil cost and high
than other cptegories, as .much of the impact perlonnance makes this barrier more suited for
energy is dissipated 'by the . deflection of the use at 'high accident frequ'ency locations. '
barrier and lower impact forces are imparted on
the vehicle. There are two basic types of When traffic speeds are expected to be greater
flexible system: · than .50kph -the semi rigid' system should' be
,·tensioned., Tensioned systems usually reqUire
The first is a cabled fence, normally comprising a'minimum length to be· eft-ective and are
4 strands of tensioned cable. 'Cable fences unable to be installed on sharp radii (typically
redirect impacting vehlcles after sufficient SOm length and 150m ,minimum radii).
tension is developed in the cable. with the posts Individual barrier manufacturers specifications
in . the impact" area·providing only slight should beadhere.d to.
resistance. The cable f·ence returns ··to its
, , original' position and damaged posts areeasity· 9qject ··Comment
repla~ed. .
Bridge.-piers, '. " .Protection, g'eneraUy .
The second type utilizes a standard steel beam abutments and railing . , required
ends .
l~{ '. section moun~ed on .re!atively weak posts. This
,. i ; ... ~;:·:,;:system, acts In a Slmlla~ manner to the cable CUlverts" pipes, JUdgement required based
§ . .;.L.:;·~ts:~afety f,ence. It retains some degree of .' headwalls ~ on size, shape· and location
.of.h,~rd
~
::7~t~~.7A~~~;~~tiv.~e.ness after' ~i.n~~ coflisionsdue. ,to the
r ;s'·~::"igldltyof the beam rall element. However, after Cut slopes '(smooth) ,Generally protection not . .
t, 'major collisions it. requires .full repair to remain required '
effective. " . A~, .. with ..th.e"",cable.s)lstem." lateral.
deflection -can be reduced to some extent by .J~~8in'~htr,q~l'~ ba,sed "
til closer post spacing. This system,' as with all
barriers having. a rel,ativ'ely narrow restraining, Ditches (transvers~)
on JikenhQOd'
, t:
"
ofimpac1
." • I '~.
GeneraUy, protection
_.:.j '''.
"Judgement'reqUlred ba'sed
on height and slope
. -
,
,.
- .
S~mi Rigid Systems work on the principie that
, ' -~., . ~;. ,
Box Beam
TabieS.5 Consid,eration for the Provision
Open Box Beam of Safety Fencing
W-Beam (corrugated type of fence) Rigid Systems offer no ·"deflection when hit by
a vehicle. T.he ·impact energy·is absorbed by
Blocked Out W-Beam the vehicle. For high angle and high speed
impacts, passenger size vehicles may b.ecome
partially.airborne and in some cases may reach
Se\~..Restot\\\g Salety Fence
the-t0po1 .thebarr\er..For sha\\ow angle
(.: ", ..,:
.. 4;··" ~~ - .
impacts,. the . roll angle toward. the barrier len§th should' be ··1 0 to 12 t1mes the difference
imparted to :high centre' of gravity vehicles may in the lateral denection of the. two systems in
be enough to' permi~ contact of the top portion of question ego for a beam deflection of. 1.5m the
to the vehicte with objectso.n top of. or imr:nediatefy transition should be around 15m. ~
behindthe fence, eg.bridge p.iers. Commonty
used rigid systems are the New ,Jersey Barrier in Drainage fea~ures such as ditches should be
the USA, and tne British Concrete Barrier in the ~void~d.'at· transition positions as they may
UK. initiate vehicle instability.
Typically· the 'systemis relatively low cost, has The stiffness of the transition should increase
generally effective performance for passenger smoothly and continuously from the less rigid to
sized vehicles and has maintenance-free the more rigid 'system. This can be achieved
characteristics. • by decreasing the post spacing, increasing post
sizeor strengthening the rail element.
'End Treatments
The untreated end of a·safety fence is extremely Seiection .of .$afety Fence
hs:~ardous .if hit,as the be~~ ~Ieme'!t can Theselection.process ;is not easily de.fined but
p.enetrate the p,a~sen.gercompartment and will .the mb~st d~siraQle.system·is one.that Q,ff~rsthe
generally stopthevehicte. A crashwo·rthyend required 'degree of protection at the lowest total
treatment~.f$thereforeco·nsidered essential if the cost Table·5.6 summarises the fa·ctors to be
·safety' fence ·term'inateswithin' 1Om.of the considered.
travelled way and/or is in an area where it is
,.~~~:,-~ .H,kely to b~hit head-on 'byan errant vehicle.· The
···::~~~.:i.~erminationofthe s~fety fence should not spear,
:+fi~j"!:ult or roiL a vehicle for head-on or angled
. ·;;;:im'pacts. FOJ impacts within the length'of -need,
, .' the ,·end .treatment '. .should have the same
'redir~ec,tional characte'ristics '. as the standard'
,"1 .-r~' ....... ~~~L'.~I .. ~'~~'I:O'~'_.',·I· ...' ':.'::":.:4' "'~- :.••. ··... -:~' .... .J.".'·~f~.· ....'-,-';,· .-"":",",,,;- ........" . . • •' . • ,-,-,'.,. ~'r' ~ ..... '. ":" ':~'II-''''''.'. '," ... ,",'+, •.••..•. ' .•• '--, ·• .... 1: .... ~. ",•..
,.
'" '.".
Brf!ak'aw?y'Terminals
' ....., ,1··7"'·
'Tume'd~D~w,n Terminals
Transitions
Transition sections of safety fence' are
necessary to provide continuity of protection
when two dlffe-rent barriers joifl, when a barrier
. joinsanotner barrier system (such as a bridge
raU)' or when a roadside barrier is attached to a
rigid object (such as a·bridge pier).
QATAR-HIGHWAY'OeSIGN'<:MAN,LJAL ":'S6GTIONS,"
Lateral Clearance
.
ma,intenance '
IJ"_~:ffE-~
for Safety Barriers -frornEdge .
--~-'!.,~-
: b) Collision Generally. ,flexible' ·or semi- ·~f T.ravelled. Way. . ,
rigid "systems require
JI
°
, , . . ,
ill
I'
c) Materials
,~ 'fences -. '
,,The
.
fewer the· different
than the dynamiC' deflection of the ·safet}?:fence
,_Jor Jmpactbya. ~ehic.l~at.-irt1pactconditions of
,.,,',appr9Xi.mate!y ?~ ~~g~~es:~.Dd. 1qO~h •.
Stor~ge systems,:; used . ,the ,fewer
,- inventory. items arid .stor~ge
'-S,pe,qif·iq.m~nufacturers
.II -~pa~e,requlr~ . -.' - ,
'followed.
:r:equirementsmust'be
However,·,asa·:-guideline, , the'
d) Simplicity Simpler. designs cost less and .:: qle'ar~Dce~ set o~t-in TabJe5.8 . are typical.
are·:- 'more:_ ,:Jikety , ·to, ·be
recon~eted,properly on site
lJ ,.~arrier Type Clearance fr9mBack 'of
7 Aesthetics Occasionally' safety fence to
Fence Hazard (ni)
aesthati~are' 'an important
;] consideration in its selection
.- ., , .
Tensioned wire rope 2;G
If existing,systems;- :'should,:'be
monitored to ,identify problems
that could be lessened or
Box beam
Rigid
1.2
O·
eliminatecl,byusing a different ~Minimumclearance .of obJects behInd the barner to
fence type, traveUed way must be maintained.
_·+"""·'TypiearF~-are~~Rates-
,- 'seve'at}!· of :accide'nts
Or,
avoided as this· may cause the vehicle to large ~ports compl'exes where crowds
become airborne. may gatfler.- the fencing controls the
moveme'nf of pedestrian traffic 'and
t< The effective use.of crash cushions is restricted .fowersth.e· ·risk .of a pedestrian
to cars travelling up to speeds of 100kph, and accidentally . m9vin9, onto a live,
not applicable for large trucks and buses. carrjag-eWay.
. . . .
There are many different manufacturers of crash 5.18 ROA-O ClOS.URE AND PARTIAL
cushion systems, each with there own particular .CLOSURE
merits and applications. However, the engineer
in the selection process must consider the site ·rh~ main aims' of full or partial road closure are
characteristics, . cost, maintenance and the· to:·
structural . and safety characteristics' of the
different systems... • Deter non~a,ccess· traffic from using
residential roads as through routes
For further refe'renee on the different types of
crash cushions refer to the . American • Limit the number of minor accesses
Association ' of- State .H,ighway and onto major routes
Transportation Officials pUblication, Roadside
DesignGuide~ For detaUs of sp'ecific crash e. R,amove the crossroad type Junction
cushions, manufacturers technical literature which .is generally considered unsafe.
l('"i f' ... :~.~hOUld be referred to.
,Refe~ ~~ction 6 June:tions
~
~
.' ,)·'~':·:·-.517
-:. >_.-.'
FENCING
-
.
· Aithoughthese' ~i·ms arecornni6n to the ,des~grt .
.:/.~:. ±;:'::!i-~, .. . '.' . . ' of new roads, the approach ·hereis differetitas.
'~:?:~1~t6~reare many different types of fences us~d '.. ,e~t~~~ished route patterns, rnal1Y h~vingb.e.en
... within the roadreservation,each type having ··in .:·us.e .tor'
years,,· 'have, to be· broktm a~d
"partic,ular.. ,.appUcatlons. Th~, m~~I1., .type~ .. of :., ref.qJ.1fl;~,~ ~J~~~!1~r~·"e~oy!~~C>n: ,,,9,t,gl,~~r,
fencing 8:re 'Usted. below: ' , .·c.o.ncise, .WaniiflQ,:·,and/.or:'OJverslon-slg:ns ~ -are
. ·,;'advised'during,Jhefir~ttwo to ~hree ,months of
·.operatlon.•·,This will help. re-educale··the:driver
• .Right of Way 'Fencing to. define'ate and ·.w,h·o.:w·~s .famj:n~·r,:·with·the·:'Old road, I~Y~ut.·
~·.. t'~· ;<~,~_~~~'.~"'" -....~._~.'. ~.-: .'., ~:'o'~' ~ ,:,.~ ,o~ ..,.".:···. :...., . .;:~~,
separate priVate property from. the· road : .'. -:,. '··'1 .' '0, "".' -- 0
92
Janu~rv 1 g~7
QATAR HIGHWAY DESIGN· M·AN·UAL
. f- I• ~;::.I·I .'.
$,,: /~ .... ""
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;ls4~f~ ~:' :i
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. E.. J? 8·"
\4
.~. t:-,,~
IJ , AU dimension·in metres.
Note:
A central island radius of 10 metres will
just allow the vehicle to turn a,bout. In
view of the restricted area available, the
island may be reduced or omitted altogether.
\.'l )
.gp.TAR~HiGHWAYDES!GN MANUAL SECTlON 5
5.19 LANDSCAPING the opposite side of the roundabout to the point
of entry can, without restricting' n~cessary
I- Apart from the amenity benefits, the landscape visibility. avoid distraction and confusion
treatment of medians, junctions and verges can caused by traffic movements of no concern to
a driver.. Planting can provide a positive
have practic~t advantages. By ground
background to chevron signs and direction
modelling, perhaps in conjunction with planting, 'signs on the central island while visually uniting
the layout of the road can be made more the various vertical features and reducing any
obvious to traffic. appearance of cluttera .
Landscaping can play an important part in aiding 'Generally the planting. of roundabout central
drivers waiting to exit the, minor road by islands less than 10m in diameter ,is
providing reference points or features by which II' inappropriate as the need to provide driver
to judge the speed of drivers approaching on the
visibility' leaves only a small central area
available. Such a restri~ted area of pl anti ll9 is
major road.. This is particularly useful where a out of scale with the roundabout as a whole,
major/minor, Junction is located in an open and becomes an incqngruous ublob
ll
•
,-
envelopes .can be ptanted with species having ~'''''.'
low mature height, with higher and denser
species of bushes and trees towards the centre
of the island.. Due allowance for the situation
that will develop with matured growth must be
made.
Section X~X
Apart from the a.menity benefits t the landscape
treatment. of roundabouts can have practical
advantages. By earth modelling, perhaps' in
conjunction. with planting, the presence of the Figure 5.14 Contrasting Chevron Markings
roundabout oan be made more obvious to for Roundabouts
approaching traffic. The screening of traffic on
Advice is given on the main factors which affect -In determining this distance, due consideration'
t
;;
t
the choice .between different types of
major/mi'nor -junction, 'on the siting of such
must be given to:
junctions and, suitable types of layout. • Design speeds
fl
To ensure a consistent approach to the design
of the m,ajor/minor junptions, a $eries of
• Weaving lengths for merging/diverging
traffic flows
"iI
6.1.1 ·J.unctlon Sp#cing
. . . -
6.1.2 Traffic Flows corner radii and Jane widths that are likety to be
affected. Swept -paths should be checked using
to An important factor th'at g~vems the choice of standard templates or a computer software
junction type, at a given locatic)n, is ~he, volum~ of package. '
trafficthat is. curr~ntlyus:ing the main road and
side roads, an,d the ','predicted, future' traffic The vehicle classification to be used in Qatar is
demand. Before any detaj~e~ evaluation, can be shown in Table 6.1.
made it is important to obtain the best estimate
of all the relevant traffic flows and turning Failure to make adequate provision is likely to
movements for the junction. ,-, , .result in:
In situations where this data is not readify • A reduction in the junction capacity as
available it will be necessary to undertaKe traffic , the larger vehicles are forced to'straddle
surveys, or use traffic modelling to predict the two traffic lanes to facilitate the turning
likely traffic fJowlevels .. movement at the junction
• Enable, 's. ,:,deci~j~n to,' be', :c,made" tq' section fot use in'the design of ,a major/minor
, co'n~train the traffic flows, at the 'given ,,'junction have. been developed' to cat,er for a
a..
,loCatio~ for, particul~r reason ' 16.5m ,long -articulated vehict~,whose' turning
-. . -.".",. - -, ,. - "
wic#h is greater tha~ for 'most other vehicles that
.' Identify th'e need to 'aliow for current or regular.ly use these' juhcti6ns. ','
future junctions.
,The.' "tLirnin'g requirement ,of.' a' 20'.Om long
Guidance on acceptable traffic- flows for junctton ,dra~bar traHercorribinationare less'bn'erous
types and layouts are given throughout this' regarding road ~idth-. ,
Section.
In cases where hardstrips are present" the
6.1.3 Design Vehicles design vehicle is assumed to use these on
some turns,' and at som'e simple j~nctions, it
An obvious but often overlooked aspect of the may encroach into opposing traffic lanes.
design of junctions is the type of vehicle that will
be using the junction .. ·Different sizes ,and ,Where buses or other long rigid vehicles form a
classes of .vehicle have varyjng swept paths significant portion oftotaf or peak time traffic,
and turning circles. All 'junctions need to be and their turning movements within these
designed to allow the vehicle with the greatest di~ensions would be- awkward or present a
swept path, that will regUlarly use the junction to hazard or significant delay. Then corner radii
turn in a safe and easy manner. For example a and lane widths·should be i'ncreased based on
36 tonne articulated 'torry is unlikely to be a the use of appropriate swept path templates.
regular user of a residential road. in .this
example the most likely largest vehicle wouid
be a refuse vehicle or a school bus. Generally,
the design vehicle is,likely to be a heavy goods, ,
public servlce,or refuse vehicle and it is the
QATARHIGHWAy, DES'IGN M'AN:UAL
is
junction. It essentIal to include engineering
waiting vehicles
..
. than 40/0 on the main road'
alignments.
. " .
.. ~
--f
P>
•• : 1 ~ :,,~"\~,'~t~ tf • •
"0"
U .~ :;4: , '):»"
eD Vehicle Dlm.nilons Turning Width Average Wheels -f
en Vehicle Type Class
betwlen kerbs No.oI No. or (on each £Ido »'
:3]
-J. (180-) Axis Iii Standard 01 lha vahicle]
.a. W.lgM (kg·) Length (m)- Width(m) H;lghl (m) (ro) Axles 'J:
)
!5
~I <
ro f-
::t
:::T 1800 4.5 t.7 1.5 =E
~ ~
(1' :br
~ -
1 '2500 5 1.0 2 5 2 1+1
CD
;
-<
0
~ Saloon cor' 4w-drlv. Pick-up vln
2600 5 1.9 2
a
Pi" ~ m
en
ell
en
(f)
=:;;
U
c;
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~ 2 1800 4.5 1.1 1.5 5 2 - 1+1 z
~
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Taxi
0
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z
U:i c:
~
:::r tA 1+1 :t>
([)
(b
Bus/coach
~ UI
QI -. iFj3
~
\$J 0
0
Qlb 1+1
E :§ ~ 1500 8.5 2.5 3.2 15 2 D.5-1.0 or
.a -=
-0 >
¢I
,
~~,:'Pick-up lorry 1+2
2
....
/D
u
D Q
2 Axle lorry-rigid
V ~
6 18000 12 2,6 4.1 24 2 0.5·7.0 1"'2
'2
e
>
&-'I
'0
0
0
Ol
.·lffiIIJIIIIlIIm Q
~-- ,
o=v
1 24000 12 2.0 4.1 24 3 1.5-4.0 1+2+2
>-
-
nTn-.ml
fit
J:
R e 'fir Table 9.1 fOf Averag8 No. or Standard Axles Per Vehicle
a
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~JC"vr'~'
:=:r ~
------
~ 'N~'''b?
-..-
. :1
~~
.....,
~ l:':·T":ct"· ~:~~ .·.~·r:"'S .. ~
1t'~"51-',:·h.:-:e'~.lli
~,~~
CJ--
.....-.::--".,..0.1;~&"~-.it'
l
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~ :. . .
~.. ' "to
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:=.. ~ . ":; ~ .
r-+ UI
.
CD
f\.) u
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0
0 12 J 42000 18.5 2.6 4.1 16 5 2.0-7.0 1+22+22
t:ll
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..Q I II
13" I .. 0500 16.5 ' 2.6 4.1 '16 6 1.5-7.0 1+22"'222
R e'ar Table 9.1 tor Average No. Dr Standard Axles Pe'r V"llicle
o'
Z"
Ol
aATAR HIGHWAY DESIGN MANUAL SECTION 6
I- . There are seven basic typesot junctions that This type of junction is an at-grade, junction of
should be considered for use. two roads, where the minor road approaches
the major road at an oblique angle. In a similar
There are advantages and djsadvantages to manner to the T- junction, traffic control is
each of the seven types and the engineer provided by "Give Way" or "Stopf! line road
should carefully consider the suitability of 'each markings in conjunction with "Stop" or "Give
type for the intended location and p·urpose. ." .Way" signing on the ~inor road.
The seve"n basic junction types are as follows: As skew angle to the main road decreases, the
6.2.1 T-Junction
6.2.5 Roundabouts
The T-Junction, of which there ,are five main
variants, is an at-grade junction of two roads A ro,undabout is a special form of at-grade
where the minor road terminates at the major junction characterised by a one-way circul,atory
road at rightangies. Jt is the most common tYpe carriageway around a central island located at
of approach road 'junction 'a'hd is a· suitable the .interse-ctio'n 'bf'a rhaximurrt', of SiX-,'rbads.
solution for' coping with most traffic f.low Traffic flows around the central island on the
requirements. Traffic cqntrol is generally . circulatory carriagew·ay in an antiOO!clockwis'e
·::<~;,;]:,provided by "Give Way" or "Stop" signs/road direction until it reaches the required exit point.
':·~~·~'.~,markings on the minor approach 'but could Entry onto the ro,undabout from' the approach
·:~:~gi·~'cfude traffic control on aU approaches. . roads is controlled by the appearance of gaps in
.. ":~':"~:" .":'J•• ~ ,
>t,~.' • • -: .. " . . . . , . ~. ,the circulati'ng traffic' ,flo'w.- Traffic wishing to
In certain urban situations where traffic, enter the roundabout must give way to traffic
pedes-tria·n .' ·or ··',,,sa·fety·,·,,·,,reql;1;tements·..··,,cHatat-e,," . alre·a.sY':G·n,·.the,·ci.rc~lato'ry .cs.rriageway.··
sig,n'alizati'on, may 'be required. The type of ' . ' . - .
100
Januarv 1997
i,
~
4
~
f QATAR HIGHWAY DESIGN MANUAL SECTION 6
Jr\
I ~::~.,;-'
6.3 JUNCTION SELECTION 6.3.2 Continu,ityof S'tandard
The selection ofa junction type at a given In the interests of safety, the sequences of
"1f location is important for operational, economic junctions on a section of road or neighbouring
a and safety re.asons. roads of similar standard should not involve
j
'). many different layout types. A length of major
The engineer should carefully select the road comprising roundabouts, single lane
~ junction type for the location in accordance with
the considerations tiste,d
. below.
.
dualling, ghost islands and simple priority
junctions would inevitably create confusion and
uncertainty for drivers, and may result in
:1j However, in some' circumstances, ,local
conditions such as driv~r behaviour may also
accidents. The safest schemes are usually
· straightforward, containing no surprises for the
;~
influence the engineers choice of junction type driver.
for a particular location.. Where it is felt that
drivers may ignore "St~p~' or '~Give Way'signs, -6.3.3' Junction Capacity
~ a different or higher type ·o~ junctio,n could 'be
i~ road that ,may meet,. 'As a result, for an}r'gi\i~n" nomqgraph.fqr,operatio·na.1 or safety reasons.
permitted combi·nation. of road types,'.". on 1)1.- ' ,', . . - " . . ' ":,"" ' . ,
ce rtain ju nction types will be appropriate for .. The detailed ge~)rTIetfy of.junction types relating
use. Table, 6.2 below ,'outlines a~ceptable·.. '.,," to capacity"isgiyen'l~'Cla'~se ,6.7.,
carri~geway ~nd juncti~n,combinaU6ns.·,
Minor
11.3m
Carriage
way T,Ts,R
Rrl R,I
Key:
T T.. Junction R Roundabout I Interchange
I Ts T-Junction with Signals Tu T-Junction with U-Turn V Service Road
.- Table 6.2 Possible Junction Types for Different Major Road Carriageway Configurations,
,~,
%... \
I 1
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c...
m
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"
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10 20 ·30 40 50 60 70 en
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MA~OR ROA.D ,FL,QW x .10' AADT (two-way) 5z
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QATAR HIGHWAY DE~SJG·N MANUAL. 'SECTION 6
I
6.5 SAFETY AT MAJOR/MINOR I
JUNCTIONS I
I
Vehicular and pedestrlan accidents mainly I
I
occur at major/minor junctions. More accidents
~ I
occur in the urban environment than the rural. _ _ _~_==:.===,J ~ _
These accidents are mainly as~ociated with
poorty jUdged left turn m~vements onto and
from the' major road and with incautious
overtaking manoeuvres.
, 6.6 and, 6.7. Other safety' measures:that'cQuld· minor junctions, on single carriageway ro'ads, but
. be adopted.are,:a.s follows: .. not~dual"'carrfageways. For new ~t1r~I'junctions,
they shaH ·onl.y be', use·d. when the design flo·w on
.' 'The use 'of road m'arkings, double .white . the, minor roaq does' not ~xceed.300 vehicles
lines, raised' rib markings, na,rrow central 'AADT "(tWo-way) and· on the majo,r road does
h~tching,block paving, cera~ic studs, . n9t exceed, 13000' vehlctes AADT (two-way).
refu'ge islandS with keep right bO,Hard,s or
d·ifferent cotoured surfacing to: dis'courage At eXisting rural and urban functions. upgrading
overtakin'g. manoeuvres on, the' major to' a~: I~Jfturni~g:f~~Hity·, gho5th~.Jand or srngle
, road ,lane duaJling"shoufd"be corisi:de'r~d when·: safety
considera:tions dictate or where thernhior.road
'. Skid resistant road, surfaces. 'ftow .' ~xcf3eds'~OO, vehjc~es, AA.0 T-"'(twQ-way) .
. . .
• At urban locations where pedestrian
"
Gho~t' islands~' 'however, shou,ld' not . 'be the 'major route to· s'peed, up thro~g,h the junction
,. positioned"where,' ov~rta~i.ng .,>oPP,?Jt~nity is ,Where' 'slow vehicl.es may be crossing. Care
restricted: eitHer 'sl'qe .of"-(he'ju'nction. becaus~ . ne'eds to· be, t~ke·n·wheri 'siting th'e jun;ctibn~
drivers,m~y U's'e thewid~ g,t)QstJsJ.an,d hatching .
to·
and,_ centraJ,'an~ as apla~, 6verta·k~. If a The single lane duaHing carriageway width is
gho~t "jsl~nd--, "h~s. tq.. b~., pO,sitio.ned ,at' 'these 6m, where 4m i~ the run~ing .carriageway and
locations theftan aJtematrve such as sh,gle lane there are 1m hard strips onboth sides. Some
duaHing$t;1PlIld be 90nsjqer~:d. drivers. may'trY. to ,overtake in this width and
hatching 01. the 1m strips will. di~courage such
, ,".; ~- r ," ~ ..
J -------- ~--------
::>:<: ~
~
-
~ Figure 6.5 T-Junction with Dual Carriageway with Median Opening (Signalized Only)
n
11:: j
h
• ". ....... '"':. 110_. ~
;'j:''::~~.: J.
""".~ . : - : : , . " 1.1
~: .. j.~~,.. ..~ j ~
Jl -,- -- -- -- - - , - ' - -
.
- ' - -"-'- -'. -,-,-"- -- -- ---
. , .
1]
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n
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, '
lj j ,6.6.4 'T..Junctio," on a Dual Carriageway with be incorporated. 'The turning facilities should be
'Median Opening (Signalized) provided 'nearby at another junction. The
nea-rby Junct{on m'ay be grade separated, a
l]~-
~ These T-J~nctionsmaybe used on'two or"three roundabout' signalization or a, U-Turn where
:f
lane dual carriagew,ays.-'" This layout shall' only traffic'speed"~nd,traffic' flow conditions'are,
be implemented ,with traffic signals. Refer to different. Refer to Figure 6.6. Acceleration and
, Figure 6.5. decel'eration lanes from and'to the minor road
} should be designed in accordance with through
Short ,lengths of dual carriageway just to traffic volumes arid speeds.
incorporate a j-unction should not be provided.
1
6.6.. 6 Crossroads
j On continuous dual carriageways the median
v~idth is usually between 2 and 8m. If required, As discussed eartier'in Clause 6.2.2, simple
this width can be widened to prqvide space for crossroads are not recommended. Staggered
1 a left turn lane and, waiting space for vehicles junctionsare'-always considered a much safer
J
turning left into the minor r.oad. alternative, especiafly if a signi'ficant proportion
of the flow on the" minor roads is cross
I 105
QATAR HIGHWAY
. - .' .tDESIGN
.. - ...... MANUAL
~ ~ SECTIONS
6.6.7 Staggered Ju'nction do not overlapf' an9 the left turni'ng traffic from
the minor roads does not mix with the turning
It A staggered junction comprises a major road traffic on the, major road., Refer to Figure 6.7.
passing through the junction ~ith opposed T
Junctions on either side. Figures 6.7 to 6.11 Right/Left Stagger
show variations of staggered junction layouts. A simple rightllett staggered junction should not
be considered. However, the righVleft
Left/Right Stagger staggered junction with ghost island or single
The left/right stagger Js preferred because the lane dualling would be an alternative. Refer to
two left turning traffic streams on the major road .. Figures 6. to and 6.11.
~=====:====='
~.,------_
, . _~~=y.-":.-:.--~---_
.V ..
. .
to"
QA1AR HIGHWAY, DE$I,p.N.MANU·:~L SECTioN 6
lCJ
i]
II
!
:'
:~
:, ij Figure 6.10 Right/Left Staggered Junction with Ghost Island
;h,""
J1~~ .
~ .
1- . .)
..:"= . ! A
II ,."~:" ":'~ : ..~ ==================~==========~_:.:.:.:.:. ~IL :-=;:====~
. . S--- ~- ---~b? - --
.~ ...... ,,,,, . ~
. -- -,-~- - - - - - - --
~
It·
.-----·O=t===
n , e
;
'
n .".~ ,
. 6.6.8' Right and Left Hand Skew Junction
right handed.
The existing junction is improved on safety
grounds by channelizing the minor road with
islands and road markings, and connecting it to
the major road at right angles for optimum
visibility.
!
combine staggered junctions single lane
dualling and dual carriageways.
1 .
,;u,~,. road .
:.::li:~,~~7.3 Visibility
'~t.J::~:{;J: '~. . ' Minor, Road _, ,
:~"C'iek;~ visibility' on' the approach to, at and Minor road traffic has to approach the junction
travelUngthrough a junction is essential for the' , and join" or cross- the, major rO,ad when there are
safe;,and- efficlenfu-se'of that junction. ga,ps 'in th.e major, -ro·ad·: traffic- stre-ams.. It is
therefore essential that. minor road drivers'have
In dete~mining the correct ·visibility _adequate visibif.ity" in each, direction to see the
requirem'ents' fora junction, the· engineer must junction layout and oncomin'g. major road traffic
consider both the layout of the junction. and the in, s'ufficient time·to permit them to make their
\(~hicles th~at will' use it. The visibility and - manoeuvres safely.
intervisibilitY reqUirements provided within this,
clause are rel.ated to the desi"gn speed'of the The princip.le of providing the required visibility
major road and little benefit is to be gained by for ~rjve~- approac.hing the ·junction from the
i"ncreasing th~m. However, 'each junction must minor road ~as threed-istinct featu~es (refer to
be considered on a site-specific basis with an Figure 6. 13).:· . '
assessment made of 'additional visibility to be
p.rovided due to factors sUch as: W: Approachin,9 . drivers should ,have
unobstructed visibjlity of the junction from. a
• Width of major road to be crossed _ distance corresponding, to the stopping sight
distance (SSD) -for the design speed of the
.-. Traffic control on' the minor ,approach minor road. This allows drivers time to slow
road down safely at the junction, or stoPJ if this is
-necessary. Where,a "Give Way" or "Stop" sign
• Turning movements to be made at the is proposed, the visibility envelope shall be
junction widened to include the sign.
January 1997
tI__~ _
i
I QATAR HIGHWAY DESIGN MANUAL SECTION 6
II
I
1
the nearer edge of the major road running
carriageway at a distance given in Table 6.3,
measured from its intersection with the
minor road driver away from the immediate
junction conditions. Increased visibility should
not be provided to increase the capacities of
centreline of the minor road. This is called the various turning movements.
'y' distance. Relaxations are not available for
11 this distance. . These visibility standards apply to new junctions
and to improvements to existing junctions.
If the line of vision lies partially within the major
:11 road carriageway, it shall be made tangential to If the major road is one way, a single visibility
the nearer edge of the major road running splay in the direction of approaching traffic will
carriageway, as shown in Figure 6.14. suffice. If the minor road serves as a one-way
... ~(-. exit from the major road, no visibility splays WIll
In difficult circumstances, the 'x' distance may be required, provided that forWard visibifityfor
. -Ll;te taken as a relaxation from 10m to 7.5m for turning vehicles is adequate.
··~~~;rrQ.htly trafficked simple junctions, and in
II -'···exceptionally difficult circumstances, to 5.0m Vehicles parked within splay lines will obstruct
. back from the nearer edge of ~he major road visibility. Parking· and . access . should be
running carriageway. In some urban locations designed to prevent this. Care should also be
II where only lig/::1t vehicles are involved, the 'x' .
distance can be further reduced to 2.5m. .
taken in the placing of signs, landscaping and
street furniture within the Visibility splay areas to
ensure that their obstructive effect is minimised
Design Speed
'y' Distance Minimum 'x'
i[
of Major Aoad
(kph)
(m) Distance
(m)
140 350 10
jI
120 295 10
;'.
100 215 10
80 160 10
(". 70 120 7.5
jf 60
50
< 50
..
Note: In all cases the preferred x distance IS
90
70
50
. . ..
7.5
5.0
2.5
,
10m. The minimum x distances given shall only be used In dlflicult circumstances. In accordance
with Clause 6.7.3. .
Table 6.3 Minimum 'x' and 'y' Visibility Distances from the Minor Road
, I
!
:; II
, I
; )
; J
1-1
! I;""
aATAR HlliHWAY Ut:::;U..:iN MANUAL ~t:~1 fUN b
y y
'Lines over which unobstructed
visibility should be provided
J
--------+-----, -
I
" - :: - 1= =E-= =/ -+ X _
" . I . /
• 0 - -,-. . •
., Of " .. /
,, I / /
z =15 m
, /
w
·'·1·/ : 't
,I · , ,
X 'x' Distan'ce
,, I.'.. y 'y' Distance
'..L' w Minimum Stopping Distance (SSD)
f
f
x: 'Xl Distance
y lyl D'ista n ce
flO
January 1997 "'0', Page.6/16
,QATAR HIGHWAY DESIGN
; .
MANtlAL SECTION 6
,"
T L R 6. i.s' Carriageway Widths
, ::'.:~;. Urban
'., ~ ·'7Simple All of the geometric parameters defined in this
. -:". ·-,junction 1;5 30 10 .clause can be seen for the three main types of
major/minor junctions in· Figures 6.17· 6.19..
Rural
Simple
Junction '1:10 25 15 Through··,Lanes
At g'host and physical island junctions, ,the
Ghost through lane in each direction shall ,be 3.65m
Island
Junction 1:6 30 15
wide; exclusive ofedgestrips~
,
\ \
Page 6/17
January 1997
SECTION 6
If there arena channelizing islands in the minor Where the minor road, approach is a dual
road, the nominal approach width shouJd carriageway it should be either reduced to a
continue up until the tangent point of the curve single carriageway before the junction (see
to join the edge of ~he major road running Figure 6.18), or signalized.
carriageway..
Where· 16.5m long articulated vehicles (eg.
4
~+ ....' l.· ~ , ..
channelizing islands) to allow for the projection
of the trailer over the tractor cab.
~ ;\~3~ ~:~;;,. ' ,
,..~·;,~:rrtg:ure 6.17 Minor Road Approaches
. .'.- ... ' ill· ~ :.
'l
I
'I",
I
I' 1 I
"
f
~ ~
I
I,
"
Carriageway Widths A-round Corners On single Jane sections greater than SOm in
o Where carriageways are taken around corners
and short radius curves, added width shall be
provided to cater for the swept path. of larger'
length, the allowance given in Table 6.5 shalf"be
made for broken- down vehicles. However, the
engineer must be careful not to use this
goods vehicles and the "eu t in" of trailer units. additional width in locations that may encourage
Table 6.5 shows the r~commended minimum 2 lane flow to develop, ego at intersection right
widths" for various nearside curve radii based on turn 'lanes.
the Class 12 design vehicle. For radii above
1 DOm, the standards s~t out in Table 3.5 shall
be used.
Inside Single Lane Width Single Lane Width with Two Lane Width for One Way or Two Way Traffic
Corner/Curve (Excluding Edgestrip Space to Pass Stationa ry (Excluding Edgeship Provision)
Radius Provision) Vehicles (Including (m)
(m) (m) Edgestrip Provision)
(m) Inside Lane Outside Lane Total
Table· 6.5 Minimum Corner. an,d Cu.rv.e Radii' arid Carriageway Widths
I I a ~ ..
:ss ------------
::trr...- ....:.-
- -. - - -. -.. -/h-
.......--
,
----------
.,_ d
c
C
= _-==_-_ ~'S
~ -j- --,- - - - - - -
-.,J
6.7.6 Central Islands - Major Road one time. This can lead to greater safety. ,For
the separation to be effective, the junction must
,. Ghost Isfands be large enough for drivers to id~ntify in
For new junctions, the desirable width of a ghost adequate time those vehicles which will confHct
island turning lane shalf be 4.0m, but a with their intended path and those that will not.
relaxation to 3~Om is permissible. At urban and If this is not so', gaps in the flow cannot be used
suburban junctions, it can sometimes be effectively by traffic entering the junction.
advantageous to use a greater width not
exceeding 5.0m to allow a degree of shelter in .6.7.7 Central Island Tapers
the centre of the road for large goods vehicles
turning left from the minor road to execute the Central islands, whether for ghost islands
turn in two separate manoeuvres. · (Figure 6.20) or single lane dualling (Figure
6.21) _ should normally be developed
For improvements to existing junctions, where' symmetrically about the 'centreline of the major
space is very limited, a reduced width may be road to their maximum width at the tapers
- unavoidable. - The width of ghost islands shall 'shown in Table 6.6. The maximum island width
not be less than 2.5m. . should continue through the junction to the
tangent point of the minor road radius and the
. At rig:hVJeft stagge.redjunetions, the deceleration edge of the major road carriageway.
length,$ would overlap but the width of the ghost
island shall not be increased to make them lie De.sign Speed Taper for Ghost Taper for
"-~I·::.. $ide by side. The starting points of the left (kph) Island and Single . Dual
':-;~{~~)urning section shall be joined by a straight line, Lane Dualling _Carriageways
;~~;~~~~htch win mean,at higher design speeds, the fun 50 1:20 1:40
. ,,:~',~~~wl.atil of the turning lane will not be developed 60 1:20 1:40
.. , -~ntil\t1~en,9t ofttlt~. ,cfiv~rging se~tion (as shown 7Q. 1:20 1:40
80 1:25 ,1:45
in F,igure 6.-10)·. The,_width-.of the turning-lane 1:3<)" ,
100 1:50
shal~,be t~e full_width ofthe ghost island. 120 ... 1:55
140' - 1:60
Physical Islands
At single lane dualling and dual carriageway' Table 6.6 . Tapers for Central Islands (1 :T)
junctions, the width- of the central- island at the
crossing' point shall' be 10.0m, including median
-T R
hardstrips. l;his -w~dth will shelter'most large
goods vehicles turning left from the minor road, --=1 .L
except for very long vehlcles~ In exceptional
cir6umstahees' where use by very long· vehicles =~~~-s:~~:-=---
is expected ahd,a roundabout is' not feasible, a
------~llr
. width of 14.0m including .hardstrips wilt be
R
needed ,to shelter the largest articulated
vehicles (~6~5m) and a width of 16.5m including T. Ghost Island Taper (1 :T)
hardstrips will be required to shelter drawbar
R. Rounding (50mR Typical)
trailer combinations (20.0m)~ The minimum
width of a physical island,. usually located at the
end of the direct taper shall be 3.5m. Figure 6.20 Ghost Island Development
Crossing left turn movements within the central For - s'ingle lane dualling, the central island
island can usefully be separated by physical or should be introduced by means of hatched
painted guide islands set out with road markings markings until there is sufficient width to
so that the number of traffic conflicts at any accommodate the appropriate sign on the nose
point,is reduced. Painted guide islands can be of the physical island with the required running
enhanced by the use of coloured surlacing_ or clearances to it.
textures within them, block paving, road
marking or traffic studs. However, designs
which have numerous s,mall traffic islands
should be avoided as they are confusing and
tend to be ignored.
'.":"-)..
6.7.10 Left Turning Lanes
'. )
Left turning tapers and lanes in the centre of
ghost islands, and single lane dualling are
especially useful as they provide a convenient
space for vehicles to slow down and wait before
--:::=::======~::::::=============rE ~
turning off the major road. The'sa junction
Road Sign "l"""
layouts can also assist the left turn out of the
minor road.
T. Physical Island Taper (1 :T')
The overall length of a left turning lane provided
at ghost island, single lane dualling and duaJ
Figure 6.21 Physical l-sland Development carriageway junctions will depend on the major
road design speed and the gradient.'
6.7.8 Turning Length in' Median (a)
It consists of a turning length, as described in
The turning 'length is provided to allow fang Clause 6.7.. 8, and a deceleration length. This
vehicle.s to pO.sition themseJves 90rrectly forthe compon~nt shall. be provided .in accordance
left. turn·.. ~- turning length should' a be w'ith--fa.'bl·es'S.S" endS'.9'; inwh-ieh' the gradient "is
minimum 0 1qm ng irrespective of the type of the average for the SOOm length before the
.< ' '~'-, junction, de. · speed or gradient, measured minor road.
.from, the 'centrelin,e of the m.inor road. It is
.. '".shown on Figure 6.1'9. Design Up Gradient Down Gradient
. ~. . :;"r·:·~~. , _ 'Speed
"'~~:~.',~:~~/~5'Yhere 'capacity calculations i.ndicate that for (kph) Q·4°k Above 0..4% Above
4% 4%
. ': significant periods of time there will' qe v~hicfes "
'queuing to turn .(eft' from _the· ·majorroad~ the 50 -&) 25 ~:. ·25..
turning len'9th shall be incre"ased"toaUo"Y'for a 60' 25. 25 25,'
reservoir queuing length to' ~cco~modatesuch 70' 40 25 40 ' 40
vehicles; For s,mplified.·caJculation' of storage' 80 55 40 55 55
100 80 55 80 80
leng.th refer to Section' 5.10. ' . 120 110 80 . 110 ' 110.
The direct taper length-is the' length over which 50 25 25. - ·25 25
60 25 25 25 40
'the width of a left turning lan's is developed. For 70 40 25 40 55
. ghost islands and physica~ island~ in single lane 80 55 40 55 80'
duaHing and dual carriageway junctions, left 100 80 55 80 110
turning lanes shall be introduced by means of a 120 110 80 110 150
140 150 110 150 200
direct taper whose length is part of the
deceleration length and' depends on the design
speed. This taper length is given in Table 6.7 Table 6.9 Deqeleration Length - b (m) for "
and illustrated in Figure 6.19. Dual Carriageways
Auxiliary Lanes
island has been increased to cater for large . approach to a junction in order to turn into a
Measures to regulanse the priority arrangement ·the divergence of the two streams at a small
within the mepian opening include channelizing angle by the provision of a nearside diverging
Consideration may also be given in these Nearside diverging tapers are of less benefit in
circumstances . to· introducin·g differential terms of operation and safety than left turning
colo·ured su·r'facing·or studs to enha,nce,·the "road lane~ because the right turn, ,from the major
markings or indicate the area of allowable road. does not cross an opposing traffic stream
overrun for large goods vehicles. However, and is rarely impeded.. . However, nearside
". such coloured sUrfacing should a~so be visible diverging tapers should always be considered
,'-~z~~~!~~..night and in poor weather conditions. for higher speed roads or on ,gradients.
. Traffic island.s. can be g~o~.ted or kerbed b~. P.~9.vid.~,Q: .~t.Jy.npt"i.9"~. ,p~twe.er:L I11sjbr .and
(phy~ical) anc;j should be 'provideq in the" mouth min~r., roads :vvhere the .design.sp~.e~:,.fo-r the
of the Jnin"'p·r',· rO.~d at major/minor' junctions ·major road is· 8,0 kph or apo.ve.Theyshallbe
(except at si;"p~e, junctions) to: . provided at· .other junctions in'the following
streams'
• Wher~ the perc·en~ageof large goods
• Warn drivers on, the minor road that a ~ehicles is 9,reater ·than 20%~ and the
(one-way). .
teast 4.5 square metres,. and shall be treated to 7000..8000 AADT (one-way), then the figures
be conspicuous in poor lighting conditions. given above for,turning traffic should be halved.
be reduced by offsetting the a·pp-roach nose when the minor road is on the inside of a curve
. from the .edge' of the vehicle paths. . where.,. traffic in the diverging lane could
Wher-e a traffic ,island· serves as a re,fuge for from the minor road. They shall generally not
pedestrians, it shall· be at least 1.5m wide and be provided where the design speed for the
have openings in the centre at carriageway level major road is less than 80 kph nor where the
to make the crossing easier for pedestrians (see cost of provision is excessive. In this case,
Clause 5.12). The recommended layout and adequate warning of the junction ahead must
N,earside diverging tapers shall be formed by a In this instance, consideration should be given
, direct increase to a width of 4.0m contiguous to to the provision of a nearside auxiliary lane
tt1 e corner into the minor road. A radius of at instead of a taper for diverging traffic. .The
, least 20m-should be used where the ma.in road provision of an auxiliary lane, as shown in
d'ssign speed is BOkph and at least 40m above Figure 6.23, would allow turning traffic to move
tl1 is speed . -c.Thewidth around this corner will off the mainline prior to any deceleration.
depend on the radius' selected. The length of
tt1 is lane is defined as being from the beginning The auxiliary Jane should be of sufficient length
of the taper up to the start of the radius, as to aIJow for the speed change from the major
shown in Figure 6.22. . road to the turn into the minor road and would
notnormal,Jy be tess than 'aOm. Its length'may
The desirable length of a nearside diverging also depend on any need for reservoir space for
taper shall be that of the relevant deceleration turning traffic. The auxiliary lane should
I~ngth given in Tables 6.8 and' 6.9. commence with a direct taper (Figure 6.23), the
length. of which shall be determined from Table
A.uxiliary Lane 6.7. The taper should be that used for a left
At major road tlows of over 7000-8000 AADT turning lane for.a single, lane dualling or, dual
(one-way), vehicles decelerating on the main carriageway junction" with, the relevant
carriag'eway and ,moving into'th'e'divergingtaper deceleration
.
length'given in Tables 6'.8~'and 6.9.
'
"/~~~f";~ ",
. -_ .". :
E , '
=======--====.==========-=-=-=-=-====~j-~------_.
I---~·--'~_~..!L..a ~_ _~ ~
a. De.celera~ion Length
====~~-----~----------------------------------~j------
b
a
a. Deceleration Length
b. Direct Taper Length
JanuarV'1997
Page 6/23
QATAR-HIGHWAY DESIGN MANUAL SECTIONS
there
SO 90
··"~'·may 'be safety benefits in providing merging 100 110
tapers at lower, flows.' . 120 130
140 150
------~----------~-~------------------~~~----
_ : .. ~-"- ~ .............. -~---- - - - - -"- - - -
a. Merging Length
II g ,
'9J,....A_T_A_R_.H_'_G_H_.W_A_y_,._D_E_S_IG;.....N~
.. .:.;;;..;M~A::..N:.:U:..:."A..:::L::.;.;.."-:.;;...~.. .;..,.....;.:,
.;.;.;. ..:.:.'';. .;,.;;.-~
;, . . . _;,;. ;-'.;...'"....;,.~
....~....;. . ; '.~'....;:;,.;;~~'. . ~
... ","",,"""-~.-....-_'~S:EC~:fT.!JI~O~NJ:.6
;;,..,:.;;0.";........
a b
Nose 2m minimum
. E
=======
o
-.::t
a. Merging Length
b. Nose Taper
Shoulder
·-~;~t:~~~;:~-------------------------------.....;------J
..........
: .......... (
. Figure 6.25 Major~Minor Junction with Nearside Merging Taper (Alternative for Dual Carriageway with
.a Design Speed of 120 kph) . ' .
Single Lane
DuaUing
centrelines of the two minor roads.
50 50 (Manoeuvnng) ·.
) Left/Right Stagger 60 50 (Manoeuvrli1g) ·.
, For simple major/minor junctions with a left/right
70 60 (10 + 40 + 10) ·.
_stagger, the minimum stagger distance shall be
J '40m. 80 7-5 (10+ .55 +10) . 75 (10 .... 55 + 10)
)
shall be SOm and for a, junc;:tion with single lane
dualling it shall be 40m. These are based on Table 6.11 Minimum Stagger Distance for
the distance. req.uired for 'manoeuvring the Right/Left St.aggered Junction
including the upgrading of rural crossroads) The design parameters where the minor road
J where .large vehicles are expected. approaches at an angle other than 90 0 , for both
left hand and ri.ght hand skew junctions, are
shown in Figure 6.26. The geometric
Right/Left Stagger
parameters are set out in Clauses 6.7.5 to
.1 Th e minimum values for staggered right/left
major/minor junction are given in Table 6.11.
Fa r higher design speeds, the distance is based
6.7.12.
_ _ _ _ _ _ _ _-e;;;;;;--- = =~ __ ~~ __ ~
~==~~===~=~~~~
I. b .~
-. . - - ::: =A
-------------.-~_=-:_=---
~- --=-~-'
~- .-. --=- h= - -- -_.. ---~
--=---
~
~~~
I. b·l·a·1
a. Turning Length (+ Queuing Length c. Through Lane Width (6.7.5)
if required, see cJause 6.7.8)
d. Turning Lane Width (6.7.6)
b. Deceleration Length (6.7.10)
e. Minbr Road Entry Width (6.7.5)
1,2.D
January 1997 Page 6/26
QATAR HIGHWAY DESIGN MANUAL SECTION 6
J---------;\ ' .
1m m ~ ," ", . . c,., ;·~~... 'c';,:, ,;
~ ---~
~ c L_ -------:....--------c:::I:>--------r '~
.
----.--- ------
Y
1 mIn
~ ----" Tim
'T------:------ "
12\
Figure 6.. 43 Determination of Entry Path Curvature for a Roundabout at "a- uyn Junction
QATAR HIGHWAYDES'IGN MANUAL SECTION 6
.",,,,"'.:-.-."4·J ..
~~ ~I
: J:':", .....
.II "I .t~:'-L ,. :,_.r.i '.
;~ ~~~:)::~-
, ..... ...~; ,
Figure 6~45 Example Showing How Island Design can'lncrease Entry Deflection at an Existing
Roundabout
.I~"'l~"' 1007
QATAR HIGHWAY DESIGN MANUAL SECTION 6
~,..~...;",.-..-------------~----.....;...------------_-=.:::..=...~~
On dual carriageways, left turn crossing Traffic shall be introduced to the right turn lane
manoeuvres-at the junction are prevented and by a nearside diverge or auxiliary lane in
-facilities shalf be provided nearby for turning accordance with ClaUse 6.7.13.
"traffic, as highlighted in Clause 6.6.5.· One
method of achieving this is to provide an Traffic leaving the right turn lane should "Give
interchange, the principle of which is shown in Way" or merge with the major road traffic in
Section 7. The design of such crossings is accordance with Clause 6.7.14, or join an
outlined in the following paragraphs and the added lane, dependtng on the major road ,
right-in/right-out connections to the mainline are . design speed, traffic flows and layout.
illustrated in Figures 6.27 and 6.28.
6.28.
~
r ,
:.. ~
."*': ~y... ,.1
(~
c b
a
I" I"
Figure 6.28 T-Junction (Alternative for Dual Carriageway with a design speed of 120kph).
t24
6.7.18 Channelizing Islands b)· For right hand skew junctions, the island
should be about 15 metres long. The left
t- T-Junction .' hand side of its tail (viewed from the
The recommended channelizing island layout minor road approach) should touch the
for T-Junctions or staggered junctions, where curved minor road centreline and be
the minor road centreline is inclined to the major . rounded· off at- a radius of O.75m to
road at an angle of between 70° or 110°, is 1.00m.
shown in Figure 6.29~ This should be .read in
conjunction with Tables 6.12 and 6.13. c) The of,fset, d, for right hand skew
junctions is 4.5 metres.
The following points should also be noted:
d) For Jeft hand skew junctions, the circular
a) "Edge of major road carriagewayU means arc R, touches the curved minor road
edge of major road travelled way. centreline and is tangential to the offset·
edge of'the through traffic iane on the
b) The circular arc R, is. tangential to· the major road into which left turning traffic
offset, d, from the' minor road centreline from the·minor road will turn.
and the offside edge of the throlJ,gh. tr~ffic _
lane on the major road into. which left el The. ·islarid':sho·uld be about 15 metres
turning traffic from the minor road. will long. The tail'is offset.about 1m to the left
turn. of the curved minor road centreline
(viewed from the minor road app·roach)
. .<.. . :.~) By striking' a c'ircular arc of radius: (R,1 + 2) .and rounded off with ~. radius of O.75m, to
metres from the sal)le cen~re..point ~s arc 1.00m.
R 1 to intersect th.e edge of the major road
carriageway,. point A is established where
a' strarght Ji'ne'drawn from. the centre point
of arc R1 to this.inters.~cti,oncr?ssesR, ..
Skew Junctions
The design of a channelizing is'land for skew
junctions. is similar to that outlined above, but
the following points should be noted:
• _. ...
~_._ ~ nn'""7 Page 6/29
Q-ATAR HIGHWAY DESIGN MANUAL SECTIONS
Centreline of -----li~
_~1'1.QJJ9~~ ~ ... _. __
2.5
O.75mR
.(min)
Edge of
major road
'''';''. Ir, ••
fZ(P
Januarv 1997 ,Page.6/30
QATAR HIGHWAY DESIGN MANUAL
6.7.19 Splitter/Right Turn Islands Traffic leaving the right tum lane should "Give
Edge of
Travelled Way
6.8 ROUNDABOUTS .. GENERAL may increase' the potential for another. D.esign,
imposed at entry because this governs the The preferred f!lain· type of roundabout- to be
speed of vehicles throu,gh. the junction. It is used in Qatar is the Normal Roundabo'ut There
particularly ,important whenever approach are other forms such as Mini and· Double
speeds are high. Entry deflection is related to Roundabouts, and other variants of these basic
the entry path curvature and limiting this radius types, ie. Ring Junctions, Interchange
of curvature in the vicinity of the entry to 100m Roundabouts and Signalized Roundabouts.
The characteristics of roundabout accidents and or more in diameter and usually with flared
their frequencies in relation to geometric layout approaches to allo~ mUltiple vehicle entry.
studies have provided insights into how various or 4, Roundabouts perform pa,rticuiarly well with
aspects of design interact to influence the types 3 arms, being more efficient than signals f
and frequencies of accidents at roundabouts. prov·ided the traffic demand is well balanced
Page 6/33
QATAR HIGHWAY DESIGN MANUAL SECTION 6
a Traffic deflection
island
':~:~~~rrt~rchangeRoundabouts . .
.• Two bridge:roundab.out
, (dumb~ell), . ., "
- - '.
•. Ririg:jLII1ctlon.' ,inte-r~han:ge.~",
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Signalize,d'Roundabout . ,
large rouh~abbuts.·
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It is generally known from' studies that fewer Measures to reduce accidents at existing
a'ccidents occur at roundabouts than at round·ab.outs with poor safety records inciude:
signalized junctions of similar traffic flows. The
severity of accidents is also much less than at • . Repositioning or reinforcement of warning
other junctions. signs
Care must be taken in layout design to secure • Provision of map type advance direction
the essential safety aspects. The, m'ost signs
common problem affecting safety is exce.ssive
speed, both at entry or within ~he rqundabout.
The most signi.ficant factors co'ntributirJ9 'to high
• Making the I'Give
conspicuous.
Way" line more
..
entry and circulating speeds are:
• Moving the centrar island chevron sign
further to the right to emphasise the angle
Inadequate entry· deflection
of turn, placing· another chevron sign
• A very acute entry angle which above· the 'n-ormal position., and placing
·encourages fast merging ,rrianoe.uvres chevron signs in"the -median in line with
,.
with circulating traffic ' ' the .. offside lane. approach . on ,dual,
..
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carriageways.· ,Chevron. boards can
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Poo'r visibility to the "GiveWaY",line impinge on circuJatory visibility but the
• I." ~ ... ,- ,-. J~" .' effects can be minimised ,by positioning
• . Poorfydesigned .orpositio.neq warning
,and -~dvanc~ di,.ec~ion 's'igning .
the boards (and ,associated turn right
.sigh)., 2m back', from' the central island
kerbline ,.'
• ,,f'ReduceSpeed',' N·ow signs~: where
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QATAR HIGHWAY DESIGN MANUAL SECTIONS
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It should be noted that at the speed of If entry problems are caused by poor vtsibHity to
traffic on a circulatory carriageway, the left, good results can be' achieved by
skidding resistance is derived from the moving the "Give Way" line' fOJiNard .in
surface texture of the aggregates which conjunction with curtailing the adjacent
form the, surface of the road (the micro circulatory carriageway by hatching or extension
:);.t~:. hatching or physical means cars, with pedal cyclists generally having slightly
• Reduction of the circular ::wi'dth #by in the UK has shown for example that, in 50· and
high profile, kerbs are to be used, on for all types of vehicular road users. As \
approaches,. the kerbs can" be hazardous for . previously stated, ,analysis.ofacci~ent
'vehicles an'd' pedestrians, 'and consideration ',data suggests 'that ,when .'all, types of
.should .be' given to the provision of pe,destrian accident are considered, entry deflection
guardrails. Care should be taken to ensure that is the most i~portant factor
visibility sightlines are mai~tained.'
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•
to 6.10.1 Definitions
is
Average,'Effecti've Flare' Length: II, found as .
shown 'in' Figure~.6.33. The fine GFID is the
projection" of, the nearside kerb· from the
appro'ach:'towards the ,uGlve Way" line, parallel
to the median HA,an.d at a'distance of v from it.
+ 'Entry Arigle
BA is the line along which e is meas~red (and
is therefore"'normal to GBJ), and thus D is at a
when the right hand side of the equation is The designer has flexibility" in the application of
pos.itive. the parameters to best meetthe particular site
" requirements and constraints. The variabl~s
are:
Entry Width
Flare Length
Entry Ang'la'
. Entry 'Rc:ldius
Approach· Carriageway Half Width.
'-;,~".!..:; Figure 6.35 Entr~r~ngte a general'rule, not .more.th~n two lan~~' should
'When the
right hand,side o'tttleequation isze'ro fourlane~' 'wide.. "The relationship... betw~en
or negative, ¢=O. .Angle BLG is measured on entry width ,a~d. capacity"is qUitesignificant."
the,Uoutside"'qJ the 'roundabout~ .that is, :onthe . . Entry width is the largest single ,fac.tor,,-apart
s,j~e, facing away f-rom. the' central' islattd; fraltr approach carriageway ha'lf width, ~ffecting
capacity.
En,try" R~dlus':~' r is'~'easlJred,;:'a~' the.mini,rnum'
, rad'ius of' .curvature of the. nearside kerbline at "There maY·i)'e'. some' ca~esf usually~'associated
entry see Figure 6.32.' ~,For, some designs. the
t' 'with low pre(;iicted flows, wh~re i,n,c'reased . entry
arc 'of mfnimum radius may 'extend, into 'the width is not' operationally neces~ary, but .in
following exit, but this is not important provided these circumstances it isstiUrecommended that.
that a half or more of the arc length is within the two entrY lanes beprovided.:T~is wHI give
entry region,., ;' addedflexibiUtya~ abnorfTIal, ,rlOw periods in the
. ,., . future, ,a passing facilitY, 'in the:", event ,of
..',{;:;",,". . Minimum Stopping ,.Sight.' Distance: as breakdown, and wili f?ase the prob~~m of space'
."' ,\ . defined, in Section 2.'. prov'ision for long vehi'cl(3,s turning.,
Entry Path Curvature: This is a measure of the Lane widths at the "Give Way" line 'shall be not
amount of entry deflection to the right imposed' less than 3m. Lane widths Should be ,tapered
on vehicles at the entry to a roundabout, see back in, the entry flare to a minimum width of
Clause·6.10.8. 2m,. It is generally better to use wide lane
widths because they are more suitable for large
Traffic Deflection· Island: a raised area goods vehicles. For example, at a lOm wide
(usually kerbed) on the .~arriageway, which is entry, 3 x 3.33m lanes are better than 4 x 2.5m
located and shaped so as to direct and also lanes. '
separate' traffic movements onto and from a
roundabout. The development 'of entry lanes should take
account of the anticipated turning proportions
Ghost Islands used for SUbsidiary'Traffic and possible lane bias since drivers often have
Deflection: a shaped area, flush with the road a tendency to use the nearside lane,- The use
surface, delineated by road markings, and .of lane bifurcation where a lane widens into two
within the entry width of the approach to a should .maximise use of the entry width. The
roundabout, so located to deflect and direct use of short offside lanes," is not recommended.
traffic movements \nto the circulatory
carriageway.
~
fr
'r7'~·~jrq~~~ms. A ·de,sign year layout will determine look over their shoulders to the·ir leftar attempt
.'., o\"era.JI ,geometry and land requireme,nts:, for the a true merge. using. their .mirrors (with the
·r(luAGabGutf:·b·ut·,for,th:e·,e·arly,'~.ye,ars"".,it;,may,·be attend·ant pro,blem·s of:di,sreg·a-rding<the,·''':Give
., ne'c'e'ssary ·"forthe. desi9.ner to consider an Way:".lin~· and generation"of .high,·~.ntry speeds).
rnteri'rTi·stage.· This approach. can' result in
red·uced": :entty .wJdths'·.· 'and: e~"try" 'Iar:l"ss. High entry" eng.les prod~ce' ~.xcessive ,entry'
Consideration: can also' be'
given-.-·tb an interim, d'eflection and can lead,' to sharp braking at
reduction of the circulatory carriagew.aywidth, entries accompa·niedby "nose to tail". accidents,
either by an increase in·di'ameteraf the central e'speclaIlY':in, rural ,areas. The best 'entry angle
island:, or by.extending isJands forWard into the value is about 30 degrees. Figures 6.36 and
. circulatory carris:g,ew,~y. 6.37 show two' extreme ·cases...'. ,
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q Entry angle
Deflection
,hardstrip. .'
131
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, QATAR HIGHWAY DESIGN MANUAL .SECTION 6
d-------..=------
- - - - - -.- -- -- -- ---
d-----------=__ --- ____............... a, \
a Kerbs
~
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\
\.
b Edge Lines \
\
c Edge Line Profiled Back towards. the Kerb
d Edge of Carriageway
d_......._ ........ _
--~---~~--~--~~-~ ---
1m·,
d "
...
,~·~"V~ ~}1t~~.$oift~., .. :... ,_
1m
--.-.~ - ~ - -- -----~ ..-. . . . -.......-.~r- ----~~ ~
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Figure 6.39 Method of Terminating Edge Strips on Dual Carriageway Approach to a Roundabout
6.1 0.8 Entry Deflection e) That the vehicle proceeds towards the
.f.""~
. I uGive Wayll line, then:
~~._/ r Entry Path Curvature is. one of the most
important determJnants of safety at - It proceeds towards the central island
roundabouts. It is a measure of the amount of of the roundabout passing through a
entry deflection to the right imposed on vehicles point not tess than 1m from the
at entry to the roundabout nearside channel or kerb, the position
of which relative to the starting point
For dE?sign purposes only, at both new, and depends on the amount of approach
l
improved 'normal type roundabouts, the vehicle flare to the right (Figure 6.40 and 6.41 )
entry path shall" be such that when inscribed in
accordance with the follo.wing construction, the - The vehicle is then assumed to
tightest radius of the entry path curvature shaH continue on a smooth path, with its
not exceed 100 metres. centreUne never J1assing closer than
1m· from the central·island (it may be
Construction of the Vehicle Path more in some configurations). .
The method of construction and 'measuring the
entry' 'path curvature ,is described below, and Draw, to a scale not less than 1/500 using a
shown' 'in Figure's'S.40 't6' 6.43'..· Figuie' 6'.41 fle>dble' curve of equivalent, the centre· line of
shows an approach 'with negative curvature, the most realistic path that a vehicle would take
Figure 6.42 shows an approach with positive k, its complete passage through the junction on
'appro"ach, curvature,· and ·'Figure 6.43· a a smooth .alignment without sharp transition$.
} ...~....!oundabout at a "Y" junction. More than one independent assessment of the
. -::~~~~:;;~~.:~.
vehicle paths shall be carried out
· . ·'::~:~~.JAssume:
c) Th.at the driver will- negotiate the s.ite required path, is to imagine the adva'nce of al'l
co'nstraints with minimum deflections and , the channel· or kerb lines and centr-eUne in the
that lane markings ,by the "Give Way" line , 'case of single carriageways(together ·with
will be ignored central· islands and deflectioni~lands) into the
carriageway by 1 m. .
d) The initial ,approach position for entry , , . ,. .'
..
path curvaturem,easured from a· point not The vehicle path·witl be the line, of least
less than SOm from thOe, "Give Way' line is resistance, whose 'centreline· will normally, but,
within the range: .not always, be tangential to these construction
lines; in the entry~ at the central island and in
- 1 m from the nearside kerb the exit. Any reverse of CUNature: in the vehicle
, . path around the central island must. be drawn so
- 1m from the centreline of a single that there is n9 sharp deviation b-etween that
carriageway or 1 m from the offside curve and the entry curve. Particular care in
kerb of a dual carriageway checking: entry pa~h curvature is reqUired when
considering smaHcentral island designs.
This will ensure that all approach
alignments are examined an·d that no To Measure the Entry ·Path Curvature
vehicle path ·can ' exceed the The entry path curvature is measured on the
recommended maximum radius of curved length of path in the vicinity of the IIGive
curvature WayH line· (but not more than 50m in advance of
it) between points X and Y (see Figures 6.40 to
6.43) about 20m to 25m but not less than 20m'
in length, over which the tightest radius, OCcurs.
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QATAR HIGHWAY DESIGN MANUAL SECTION 6
1-.
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':'---' - - - - - ------------..a....,::----~---f7m
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Figure 6.'41 Determination of Entry Path (On a CUr\led Approach Arm with Negative Approach
Curvature)
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January 1997 ~~ge 6/44
Q'ATAR HIGHWAY DESIGN MANUAL SECTION 6
\. ,.'
. Visual Intrusions .
Sign~, street furniture and pl~ntjng shaH not'be
r place.d within-thevisib:ilityenvelopes so '·as to
obstruct visibHity,. but infrillg-ements byh~ol~ted
sfimprolections"-s~chas·,:,la·mp. columns, sign
supports or bridge 'columns ,c~;n be---ignored
provided they are less 1han5~Pf!lm'wide. 'The
only exception ~o. this will be· positioning of
bollards on c;ieflE!ction islands ~and :staggered
chevron boards on central islands. Where
possible, care shaH be taken to minimise the
effects of pedestrians on visibility requirements.
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QATAR'HIGHWAY DESIGN MANUAL SEOTION 6
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t ; ...
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·,.t'
7 .3mSingle Carriageway
,It.
-
-.-_:<, ~ .
".'.~~~'~' ·i.~~.
. ., r.
.
Ar•• 01 clroulatary c.• rrl.geway C1_V_or_.../
which viail>illty ahall ba obtainad
"]..: } ~/~:}.• ,fram viewpoint <::( .._ _.
a. Sight Stopping Olala!'Ca for Circulating T.rafflc
b.H!Jf..k.!!n.!~I!llh
(
.'
)
(
.t.' .
Figure 6.48 Visibility to the Left Required at Entry (15m back from "Give Way" Line)
....... -- -
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(
.........
-
Figure 6.50 Circulatory Visibility
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r The circu'Jatory carriageway should, if possible, The following advice is based on the swept
be circular in ·plan, avoiding deceptively tight turning paths generated by .a 16.5m long
bends. articulatE:1,dvehict.ew,tha single: axJe at the rear
of the trailer. ' This is. referred to below as the
The width of the circulatory carriageway shalf IIDesign Vehicle Jl
•
~
J
could also be considered. nearside kerb radjus of about 40mat the mouth
of the exit is desirable but for larger rural
roundabouts this may be increased to suit the
r-
QATAR HIGHWAY DESIGN MANUAL SECTIONS
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6.1 0.14 Crossfall .and Longitudinal 9radient Normal crossfall for drainage on roundabouts
should not exceed 2% (1 in 50). Crossfall_
Steep gradients should be avoided at should not exceed 2.50/0 (1 in 40). To avoid
roundabout approaches or flattened· to a ponding, longitudinal edge profifes should be
maximum of 2.% before entry. Crossfall and graded at not less than 0.670/0 (1 in 150), with
longitudinal gradient combine· to provide the 0.5% (1 in 200) considered_the minimum.
necessary slope that will drain surface water
from the carriageway~ Thus, although the The design gradients do not in themselves
following clauses are for simplicity written in ·ensure satisfactory drainage, and therefore the
terms of crossfall, the value and direction 0.1 the correct siting and spacing of gullies is critical to
greatest slope must- always be taken' into efficient drainage.
ac·count when considering drainage.
Superelevation is arranged to assist vehi.cles For Entries
when travelling round a· curve. Its values, when Here, curves may be tightened, (see paragraph
used, are equal to or greater than those 6.10.9) and the degree of superelevation should
necessary for surface water drainage. be appropriate to the speed- of vehicles as they
approach the roundabout but superelevation
SHpe-relevationis,not required on the circulatory sho-uld not·exceed 5 % (1 in-20).ln cases where
carriageways of roundabouts whereas crossfall superelevation is used, it should be reduced to
is required to drain sl:Jrface water. However,.on the crossfall required merely for drainage in the
. the approaches· and exits superelevafton can, vicinity of the tlGive Wayll line, since with
. .~. :;~:~assist drivers to negotiate the associated adequate advance signing and entry deflection,
<:~:t~tes.
speeds on approaches should be reducing.
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SectionX..X
',a'Crown Line
b"Smooth Crown
. , - '..
Figure 6.54 Typical Example of Crossfall Design Using Onf3 Crown Line Which Joins the Traffic
Defl~cti.on r~~ands "by St~ajght Lines '
For C'ircu latory" Carriageway, ,: . central island or away frorn'it. Ttlis should only
Values '01- .crossfaJrshould, be
no greater' than' app.ly w~ere vehicJe speeds are rSl"atively.low.
those required' for draj~age"'alt~'ough,itisgo'od,
practice' at normal roundabouts, to arrange.for For Exits,
crossfall'to, assist vehj~les. To, do this,' a. cross Supere'levation, related - to the horizontal
line is formed , where' the entry and 'exit alignrnerif, :-should be piovfded -where· necessary
(~~ carrlag'ewaysrn'eetthe conflicting' crossfall 'of , -to assist vehicles to "accelerate ,safelyaylay from
the circulatory carriageway.. This'Hne'can e1ther the roundabolJt. .. H'owev-er;aswith' entries,
join the end of the traffic deflection fsfands from crossfalls adJacent to thetoundaboutshould,be
entry to exit (Figure 6.54), or divide the those' requi red for suriace water draina:ge ,If the
cirCUlatory carria.g~way in the proportion 2:1
I internal to external. ' The conflicting crossf.alls at.
exit leads into a left hand curve, superelevation
should not be introduced too qUickly and to
the crown lines have a direct effect on driver such a value that vehicles tend to encroach into
~n
I comfort and may. also be a contributory factor in
load shedding -and large goods vehicle roll-over
adjacent (dual or - opposing single
carriageway) lane.
accidents. The . mt~.ximumrecommended
algebraic dif.ference in crossfaJl is 50/0 ,although Adverse' Crossfall
Jesser values are desirable, particularly for Advers~,Crossfall'1scrossfall th~t acts against
roundabouts with smaller tCD. Care needs to the- desired movement of a vehicle when
-be ta'ken during detailed deSign and at the turning. It can lead to driver discomfort and
construction stage to ensure a .sattsfactory even safety hazards and shoUld, if possible, be
carriageway profile, without sharp changes in eliminated from the paths of the main traffiC
crossfaH,- is achieved. A smoothed crown is movements at' normal roundabouts~ -.Smalle r
essential. normal roundabouts in urban a-reas "are often
superimposed~uponexistingpavement profileS
f~~" in some cases with small \CDs it may -be more .' and 'in-these cases, the cross section,.af_the
'-.,...:...
\
appropriate to apply crossfaH across the full existing roads will influence crossfalls at the
\)
C\fcu\atory carr\ageway width either towards the roundabout. T..Junctio'ns require 'particular
)
Ie; t
aATAR HIGHWAYDESIGN MANUAL SECTIONS
atteht1oh~ . SO"rlie'-t'adv-etse "c(o'§sfall ca'n" tie ~ ",' ·withih>'"'jt. "··'·--FbfWard'visibility throughout '''the
accepted in order to fit the eXisting' levels segregated fane should t;>e the- appropriate
to provided approach'speeds are low. Limited stopping site distance for the design speeda
adverse crossfall at these roundabouts can W'here. the large., goods vehicle proportion' is
assist in making the form of junction more low, the fane width may be, reduced to 3.5m but
conspicuous tQdrivers. shoutd- not be less than 3.3m. Where road
r
when more than 50.percent of the entry flow, or occurs. Further information on the widening of
more that 300 vehicles per hour in the peak lanes on curves is
given in Table 6.5 and
, .'TIier·· Us'a ~ ·of·'thes'$ ·laiies iif 'Uma'ri .a'reas whe re '. pLifposi~j's"a': 'maxlrh'Um·capaCity·oft80n'Hght '
.pedestrians are expected to cross should. be vehicles per hour may·· be assumed where· the
carefully considered. 'In no circumstances exit is free running. Segregated lanes need not
should· ped6strians'be expected ·to cross, right beconsid·ered· .as' part of the entry when
turn lanes s'egregated by road markings... _' ·calculating· capacities,. for other' traffic
·movements.
If pe'destrians' are ~nticipated they should -be·
channelled with.the use of guard raU- ,to a safer· The me·rging between· vehicles' from ,a
" crossing,· 'point. ' If, this is,' not . possible the
segregated right tu.m and· other v~hicles exiting
peak number of' pedestrians. ' 'comparatively I()w. Ideally, there should, not" be
6.10.16 Road'Markings'
. 11
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.~..~:}~: ;... hampered by' the U-turn movement '. ,6.13.1 General
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··.f:.:·.:.·;>~.~.~ TofaciHtate maintenance operations, use The main elements in the. production of an
....: ..:.. _~.. >-'byemergency services etc. acceptable 'U-turn 'facility are:
Safety is a major concern at all junctions r 6.13.3 Width of Physical Islands in °the
particularly on high volume, high speed roads4 Median
Where U-turn facilities are to be provided on
th_ese roads, the hazard created by the turning The width of median atthe turning point shall be
vehicles and their interference' with thro~gh a minimum of 11.6m including hardstrips. This
traffic must be minimised. Designs that enable width is sufficient to shelter most large' goods
vehicles to be in a protected position while vehicles using the U-turn facility. The minimum
waiting to turn are safest. As are those that width of a physical island, usually located at the
make the turning vehicle cross and leave the end of the direct taper shall be 3.5m. The
opposing carriageway before returning to the minimum width of physical island, separating the
near side lane with a standard merge storage lane from the through lanes shall be
movement. 1.2m or that necessary to incorporate signing.
The length of the left turning lane will depend It is pa_rticularly important that U-turns are
on the major road design, speed -and the clearly visible to through traffic. In all cases,
gradient. It cO£lsists of a' median· opening length, street lighting-shall be provided. Refer Section
a stbrage/queuin'g length -and a, deceleration 10.
length. The deceleration length shall be
provided inaccor~ance witt:'l Table 6.17,. in 6.13.10 Traffic Signs and Road Markings
which the gradient is the _average for the 500m
length before the, U-turn opening. U-tu-rns shall be clearly SIgned in accordance
with the Qatar'Traffic Manual. Consideration
6.13.5 Median Openings (a) . shouid be given to providing additional signing
for the traffic on the through route to indicate
The opening in the median at the crossing point that vehicles may be crossing the road ahead.
shalf typically b-e 11.0m wide, as shown on '-Fig
6.55 ..H9wever this should be adjusted to suit 6.13.11 Drainage and Crossfall
long vehicles or those_ with' 'abnormal toads
wh-en reqUired. . , To allow for surface water dra·tnage~aAd . driver
comfort, the road crossf.all on the -major road
6.13.6 Storage/Queuing Length (b) shall be continued through the U-Turn. -Checks
shall be made for flat areas at all changes in
,,-:.~:,··,:";The storage/que-uing
length ,shall be determined . gradient, superelevation or crossfaU. 'Surface
'..~~:i~·~:.,fl
accordance-with the requirements of the run-off shalf not be allowed to cOliect in streams
<~;~~:~'~ta.r Tr~ff~9 Maunal.- ~heqlJe_~ing, le~gth shall and now from' the U-Turn 'across the major
··~"<.b&·:sep-aratedfrom through traffic bya physical through road, or to collect on or·,Cross 'the, U
-island.·on,.. eaGh·side at)d.,the'.queui.n:g,:lane.width ,!urn, .lane S.P. astQJ~I~~~J1.tahg,~r9<JQ .. '!~h,!91~s"
shalt be 5.0m. '. - manoeuvring- a.nd.. ·b-rakin,g. -Inadditio,n, the' rural
, situation'" raqlli'res·the" en·gineer·.-_to '""carefully
.' 6.1-3.7"Mer,g,ing,Len~th (e) consider the maintenance require,ments of any
' ' . ~ , . .' " . . - drainage system he adopts. Ref.a'rto'Section
The 'meiglhg length" shaH ··be -constructed· in ' .8". \·l_.~.".'
a. Median opening
b. Que"lng length
c. Ceceleratlon length + diraC'!: taper length
d. Direct taper length
8. Merging length (noae length when reqUired)
S 1 and 52. Vi.lbillty diltances
.:~.:;;;.~: '~'. Design . Speed . .... -51 52 Design Up Gradient Down' Gradiant
Speed
January 1·997 .
QATAR HIGHWAY DESJGN}v1ANUAL
........
,Panp A/Fi3
QATAR HIGHWAY' DES1GN~MANU'AL se'CTION6
Deceleration
Len th Y = 4.Dm
(See-Table 6.9)
Major Road.
3m Shoulder
Service Roa'd •
...--.. II
Merging
.,.. (se~~~~t':6.10)1.
Major Road ..-,
Service Road
• One W,ay
;\, .....
= 4.0m
ti.~·
.'._:~I::·k)
""-"
..•~
!dy ,y
": T_~~}~~~ .~~:~: "
,'r.';
Parki~g orShould~r
'
,.~' ---
--........
- ~~-
1"\
I
'_.....
10
.. •...
," ,
I'"
-
Len g th
,
~
(Seetable.....6 .9·
,--~~
3D-
I"
15
S'ervice'Road
•
One Way,
Y=4.0m,
Parking or Shoulder
Merging Length
paint Marking
I
(See Table 6.10) 10 .
j 3.E°
.....-:
'
3.0
Service Road
r
One Way~
.~ Y=4.0m
~oy
Figure 6.57 Service Road Diverge/Merge for Speeds ~ 80 kph < 100 kph
6.15 SPECIAL CON·SIDERATIONS , traffic flow, tor drivers on the minorfoad:to fall
to obey the priority signing and drive through the
6.15.1 Residential Areas junction, thereby creating a hazcfrd to traffic on
the major road.
In urban areas and, in particular, within
residential areas, where there is the likelihood The preferred form of vehicular crossing
of pedestrians crossing 'the roa.d and where movement is the staggered crossroads.
parking may be on-street, careful consideration Wherever possible the offset s~ould be to the
is required at road junctions. left so that 'vehicles making the cross
movement fjr~t turn left then ·right. This is
The most commonly used junction to access discussed in Clause 6.2.3.
developments and the most appropriate is the
T-Junction. There are two basic forms of Roundabouts may be used at the junctions of
access layout. local roads with local roads and of local roads
with access roads.
In the first form, the major traffic flow is on the
through route (eg. a local road with access However, roundabouts are generally only
roads joining), as·shown in Figure 6.58. r~quired where the volume of traffic on the
minor road approaches is of the same order as
In the second form, shown in Figure 6.59, all that on the major road, and where the overall
traffic is distributed to the residential access level 01 traffic is such thal vehiQles on the minor
~.
. 4 roads. This is"the preferred method of treating road experience severe delay. If the residential
·7 ... _~;:.<:' ,:'~~. access roads,B.s the"short I'engths ~:of ,'straight, road network is properly planned, this ·should
. :..~j.<~';~:qombin.ed with the turning movements required not occur.
":.7"~'~·?ff~a~ the junction, serve to
res.trict vehicle speeds
.'.;;;:. '!:":a:nd the number of. accesses onto and off ,the 6.15.2 Older Resi,dential Areas
major route.
Many existing o'ider reside.ntiaf ,areas ,in Qatar
.have particular requirements. When considering
reconstruction of these roads. the following shall
be noted: .
. I
.,
I
,I' • Narrow road r~servatj~ns gfv'ing 'rise" to
P
I
,
t
I
poor visibility,. a·specially at junctions '
I
I f
I I
I
---- - --- -- - - - - . - - - - - - .
adjacent.
I
! • Existing .development. in low tying flood
"J areas
• Poor illumination.
~-'.
closed, parking regulated and stJrface water'
As already discussed in Clause 6.2.2, the use effectively cofJect~d. The foHowing are typical
of lsimp\e1 crossroads is not encouraged' as , actions:
~'--
there is a tendency, particulariy in areas of low
I I
•.
....-'
',.-.'.' ':
:"
"
''.'
Consider utili,ty requirements for future
d,evelopments and reconstruction
road crossing widths are less and traffic
movem'ents more predictable, this is rarely'
practical.
{
\
(~
\
\Co\
Pt\"ge 6/67
QA:TAR' HIGHWAY DESIGN MANUAL 5 E,CT.ION,6
6.16 SIGNALIZED JUNCTIONS The lane width on the approach to the junction
shall be in accordance with Clause 5.2.
r 6.16_1 Introduction
The number of lanes at the stop line shall be
Design of signalized junctions brings together maintained across the junction to the ex~t lanes.
the highway engineer and the traffic engineer.
In Qatar this requires the close involvement of The possibility of introducing slip roads at the
the Civif Engineering Department .. Roads corners of a junctior' should always be
Division. The highway engineer is responsible . consjdered. These allow right turning traffic to
for the geometric parameters of the road design . "Give Way" or "Stop" rather than wait for the
on the approaches to and through the junction. signals. They also provi,de larger turning radii
The traffic engineer is responsible for the . than would otherwise be the case and can be
specific layout of the junction in terms of beneficial to pedestrians when prOVided with
capacity, turning movements, signing,~ marking, clearly defined crossing points.
pedestrian considerations. specification and
position of signals. If U-Turns are to be provided at the junction,
lane widths and turning movements of different
Reference shall be made to the Qatar Traffic vehicles should be considered and the position
Manual and a concept layout should be agreed of pedestrian refuge points checked against
with the Director' of. Civil Engineering possible conflict. .
Department prior to. proceeding with the
prelimin~ry and detail design stages. It is preferable that ,left turn lanes and through
lanes are segregated by physical islands for the
'. ".;·~~..·6~1 6.2 Basic Requirements entire queuing length. It is a·lso preferaple that
..~~~ ~':~;': ~ . ~~.:
entry and exit traffic on opposing carriageways
,
1(P2
J
1
e SECTION 7 INTERCHANGES
7.1 INTRODUCTION
c)
d)
To improve the alignment of a road
.i'
roads, this combination of grade separation and
juncti,ons ,is called an interchange., '
" .,Pedes~ri~n~, farmin:g and, 'cyclists.
- ,
\I
1
"1
only,be r.equired for the highest range of traffic Layouts will vary for different locations. It is
flows. unlikely that the layout for o'ne site could be
directly applicable fo(,another. The traffic and
J This section sets out the requirements for the topography are unl'ikely to' 'be the same.
design, Jayout and size of Interchanges. It is However, it is desirab.le to standardise layouts
;I~-
i
iT essential that the engineer produces safe
along a particular route wherever possible to
designs that provide ,adequate capacity.
attempt to reduce- ''ConftJsib-n':_ to ~drive'rs and
thereby improve safety.
Interchanges are _generally required between
,primary routes and between primary and
II
secondary routes although they may be
The two forms of Interchange considered
provide a wide variety of types available to the
positioned at the intersection of any urban or
engineer. These have been classified into the
rural road. The major selection criteria are
foflowing generic types for selection of the most
always safety and capacity.
suitable form:
Interchanges may be considered to improve an
existing junction for a number of different Full Interchanges
reasons. For example:
Full interchanges combine grade separation of
a) To remove a hazardous main at-grade major conflicts with slip or loop roads that begin
junction in order to improve safety and end with diverges and merges.
Trumpet Junctions
Trumpet junctions can be9f varying forms.
Typical layouts are shown in -Figures 7.2 and
7.3.
Advantages:
~ c\
~
.~
S i
.. '.1
d) Traffic signals are not required 7.2.3 Compact Interchange
r
e) Can orientate· the largest radii loop to the This form of interchange rnvolves the grade
larger traffic flow separation of the major turningm·ovements
11
li
combined with low-grade il:1nctions at "the
f) All movements are free flow
commencement or termination of slip roads or
.~ g) Relatively easy to~ sign although some loop roads to accommodate the turning
movements on the minor road. The low-grade
gantry type signs may be required
iunction element,whether a major/minor
h) Lower environmental impact than :;jnction, roundabout or signalization, can
·11 cloverleaf and variants is achievable with .'t;oduce three main types of compact
landscaping and sympathetic topography. '~terchange.
Disadvantages:
lj ~
·)}amond 'Interchange and Variants
5
a) Should be used with care when the ~ diamond interchange has slip roads parallel
terminating leg is on a high speed route " the, major road. The major route is grade
~1
]
m
b) The abrupt end of a high speed route
requires substantial speed reduction with
·-::parated over or under the minor road.
Jrning movements are catered for at T
a potentlal for reducing safety ,;1c~ions between the slip roads and the minor
:·:"';F1d.' .
J'I
1
~ A typk"aJ diamond 'interchange'layoutis shown
in Fig';.;fe 7.4. ,
1) :1
1j
.Ill, .
i
~;
)
I
i
:)
Advantages:
Figure 7.3 Left Hand Flattened Trumpet ,
Restricted Movement.
a) 'High standard merges and diverges can
be prOVided in advance and beyond the
structure
'. ICP5
Disadvantages:
e) Turning traffic from the primary route has Figure 7.6," Two Bridge Roundabout
" to, stop at the secondary route with the Interchange'
possible requirement of· wider lanes for
storage capacity Advantages:
11 )€ t-
h) Can improve capacity of two bridge
roundabout by providing extra lane width 4th Quadrant
at entry, segregated turning fanes and
i traffic signals.
~.
Disadvantages:
)1
operate. Drivers must give way to traffic
on the roundabout to their left and must )) )g~~.:'::r
il- .
J .
Interchanges
Compact partial clov.erleaf intersections can be
used in rural or urban locations. They are .
. The objectives· of compact part,jaf cloverleafs
an~ as follows: '
simple, low speed versions of partial'cloverleafs a) .Provide a safe means of cross-ing.·a high
with the same advantages and disadvantages , speed route
]] except that they 'have sr:naller land· take and
, lowerccostTyplcal co'mpact,.pai1ial cloverleaf b) Reduce the' environmental impact of fuff
interchanges are shown in Figures 7.7 and 7.8. interchanges' ,by 'providing ,a .·compact
j1 juncti0!1·Ic;lY°'i.Jt . '
1/~
l!
. d)'. Removethe·le~.tu~;,. rn.anoeuvres· from
the maJor route .
;I
·1
} e)'
• ~
If
;"
#
f) p'rovide an operC3:tional, efficient j.unction
layout. .
~
j
g} Provide an economic. splution for
Compact
connector·· . modifying an existing jun,ction to grade
I
Road
2nd Quadrant 3rd Quadrant
separatio~ .stand·a~ds..
7.3 SELECTION·OF INTERCHANGE TYPE than the minimum weaving length as defined in
Clause 7.4..9.
7.3.1 General
7.3.4 Initial Information Requirements and
This section outlines the design procedures for Decisions
selecting a form of interchange most suitable for
a particular locatlon. The geometric design of The fofJowing information must be collated to
the elements ?ire covered in Clause 7.4. A . form the basis for the selection of the most
series of preliminary designs shalf be prepared appropriate type of interchange for a particular
for comparison belore final selection and ·Iocation.
production of a detaBed design.
Required Information:
7.3.2 Traffic Flows and Design Year
a) Define the· classification of the roads
The major factorinftuencing junction design is approaching the intersection
safety. However, for the road network to operate
efficiently, new junctions must have sufficient b) Define the carriageway cross-section of
capacity. 'Jt'isnot possible' to ensure at the time the roads on each side
of design that. a new junction has sufficient
capacity indefinitely. Instead, new'and improved c) Define the design speed of. the roads
.. ·,junctions shall be designed on traffic levels
·~,":,:·.'pr>edicted to occur in the Design Year, typically d) ,Define the proposed opening year for the
,-~:'~~;~~O~ye'arsafter the opening ,of the schemes, to new facility
. ,~"~··,~en.s-ure that they are' free of congestion for a
r~asonabJe period.' . e). .' ,Obtain the eXisting traffic volumes must
..·beobtajned·for· the pea,k'hourand apply
Predicted traffic flows shall be based 'on the· growth factors. :' .
existing, observed traffic flows "growthed up to
model the Design Year flows. All Junctions and Define the location at any constraints to
Interphanges,'shall.bedesig.ned ~sjng the peak the ·"·scheme. -These include .Iand
hour "flows. Th:e·, use of ,peak hour . flows will ownership. existing· and . , propose,d
model the worst cas~ for-traffic congestion. Of utilities, ,planning c.onstraints, topo'graphy,
particulat ·."portance to junction·design is the dry wadi courses,·· flood plains' and,
volume of traffic undertaking each turnir:t9 ground conditions.
'manoeuvre. AU predicted traffic volumes and
turning volumes for the, Design Year shaH be g) Define the environmental constraints.
agreed with CEO Roads. These include proximity to dwellings,
severance of .communities, plants of
7.3.3 Junction Spacing Within the Network particular importance, animal habitats
and regularly used animal tracks and
In deciding on the form of the interchange the migration routes.
engineer must consider the location within the
ov~rall road network. The aim must be to Having collated the' above information, the
produce a consistent junction strategy across foJlowing decisions must be made before
the net'Nork that.maximises safety. Guidance on finalizing the form to be used.
the junction strategy for a particular location
shaff be sought from CEO Roads. Initial Decisions:
The minimum spacing of consec.utive junctions a) Agree the overall strategy with CEO
on a multi-lane road is defined in Clauses 6.1 .4 Roads
and 7.4~9t and is based on safety requirements
for weaving movements. This minimum spacing b) Agree. predicted traffic volumes and
will also allow the design of effective traffic turning volumes with CED Roads.
signing and. fighting schemes for each junction.
These' clearances shall be achieved between c) Decide which turning movements will be
the m'aximum extent of the consecutive' merges accommodated
and diverges for each junction. In no
circumstances shaH spacing between junctions
of consecutive interchanges be reduced lower
ICoB
January 1997
1
j1
QATAR HIGHWAY DESIGN MANUAL S'ECTION 7
d) Decide which movements will be given g) Provision for non-motorvvay traffic and
priority with grade separation and high.. non-motor vehicle road users
grade links, and which minor movements
wilt be accommodated by low..grade links h) Estimate of construction costs'
and junctions
The engineer must also consider: .
e) Confirm horizontal and vertical
clearances for structures. i) Method of construction
. : i:' • ~ I=-- t
carriag-eway ,where traffic the main road tr~velled way.
joins the,·main ,rpad.
7.4~2' Design S'peed
The area of tapered
carriageway where traffic ,Design'speeds for slip toads-a.nd link roads are
leaves the main road. ,related to the"design sp:eedsJorthe main road'
as shown in "Table -7.1.-,'-:." -
Auxiliary Lane: An additional Jane added
parallel to the main road and
used in conjunction with a Main Road Urban' Rural
merge or 'diverge carrying Design, a) 120kph (a) 140kph
higher traffic volumes to Speed
b) 100kph (b) 120kph
J70
Janua~y 1997.
. QATAR HIGHWAY,DESJGN MANUAL SECTION 7
Lane provision for the main road, slip roads, link Ha rd Shoulder Edge Strip
Link
If both main roads If both main roads
The engineer may wish to increase the lane Roads
have hard have edge strips
shoulders, continue continue them along
provision above the minimum defined above for them alon,Q. the link the link road.
operational reasons. The 1600 figure is based road. If, not,
11 on UK acceptable congestion standards for all terminate hard
shoUlder opposite
purpose roads and may not be suitable for all physical _nose.
locations in Qatar. Reduce at 1:30 to j
J
-I
Lane provision 10rthe main r,oad or roads Loops
1.0medge strip.
.Where the minimum lane provision is one lane, 7.4.5 Merges and Diverges at Interchanges
ij 1 the eng'ineer may wish 10 add an extra lane to
reduce the potential for pro-blems'with broken Within interchEi-nge areasi~merges and 'diverges
d-own vehicles blocking the ~arriageway or are '.the focati()ns· 'where accidents are most
II
restricted s,pace' for maintenance. Any proposed
changes from the minimum lane provision shall
like"y to occur. It is essential for the: engineer to
pay particular attention ,tb their -layout. Traffic
be agreed with CED Roads. should be able to leave or join'the main road as
smoothfy,,:-BS p,o~sible~ ,To this 'end~ the speeds
11
For the majority of interchanges, the maxi'mum of traffic .joini,ng, 'or :,Ieaving the m,ain road"must
number of lanes provided for connector roads, be .simiiar.to-that,on,the main road~ 'Acceleration
is likely to be tWo. If the lane provision f.or any or deceleration to the appropriate speed should
I]
~,
particular connector road, is-more than two, the take place on the slip, road or link road before
engineer-may have incorrectly defined which is the merge or after the diverge. The geometry of
the main road and shall refer tb CED Roads tor the carriageway or other conditions in the
1] guidance. vicinity of the merge or diverge must no1
impede this -smooth flow. QueUing in the area of
7.4.4 Hard Shoulders and Edge Strips the merge or diverge must be avoided.
c
,11 Where hard shoulders or edge strips Two alternative types of merge and diverge
(Reference to Section 5.4 and 5.5) are provided shall be used depending on the volumes of
on the main road either side of the interchange, fraffic as defined in Clause 7.3.2. They are the
they shall be continued through the interchange. standard taper and the auxiliary 'lane layout .
For 'connector roads, the provision of hard The auxiliary lane layout has an additional lane
shoulders or hard strips shall be fn accordance parallel to the -main road to increase capacity of
with Table 7.2. the merge or diverge taper.
On the main road, the hard shoulder or edge To select a merge layout, hourly flows for the
strip shall continue immediately after the merge and the upstream mainline are inserted
chevrons for the painted nose. into the nomograph Figure 7.9. The
intersection point 'of the merge and upstream
main line flows will fall within a segment of the
nomograph from which the number of lanes
required on the' connector road, and need fa r
an auxiliary lane are determin~d.
17 J
QATAR HIGHWAY DESIGN MANUAL SECTION 7
172
January 199~
QATAR HIGHWAY DESIGN-M·ANUAL SECTION 7
3000
2500
":~:<:~':: .~:
• ~ '.f'J1~# ,t'}':'"i:" : f:
~ ~ ~~
, ..,
" ," •••1" ". .'.
.~;;, .~
2000
1] 1500
rj
II~
1000
~ I
500
-J
j
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o ,
:.i~.]"
1
.;
Lane 1 Lane 2
Lane 3 Lane 4
't
Upstream Mainline
I
~ !
l I I I I I
f :
Upstream Mainline Flow (Veh/hour)
A = Standard Taper
B = Auxiliary Lane
_ .J
}7:2.
Page 7/11
QATAR HIGHWAY DESIGN MANUAL ' ~, .- . SECTION 7
3000
2500
.. ..:. .. ~.,
",' , .'t..
. ,.~
- .s=
CD
~ 1500
-'-~
.2
u...
CD
C)
~
CD
1000
.r!
'0
500
o
Lane 1 Lane 2 Lane 3 Lane 4
Downstream Mainline
,I 1 -I I l I 1
A = Standard Taper
Downstream Mainline Flow (Veh/hour)
B =. Auxiliary Lane
Road Class Length of entry Taper for min Painted nose Min auxifiary Length of aux lane per
taper (m) angle at length (m) lane Jength (m) lane provided (m)
(1 ) physical·nose (3) (4) (5)
(2)
~
Rural
140 kph 205 1:40 115 230 75
120 kp·h 150 1:30 85 190 55
100 kph 130 1:25 75' 160 55
Urban
120 kph 130 1:25 75 160 55
100 kph 95 1:15 .. 50 125 40
80 kph 75 1:12 40 100 40
It (1)
No••
(3)
No••
(2)
Taper.
(1)
Auxiliary, Lane
(4) & (5)
Nose
(~)
No.se
(2)
11
Figure 7..11 Standard Taper Merge
n
Road. Class Length of exit, Taper fpr Painted-nose . Min auxiliary . Length of aux Jar"!8 per
-taper (m) min angJe length (m) , .- lane .Iength (m)- . ·lane provided (m)
r]
i 1 lane . '2 lane
at physical
nose
(4) (5)
:
(?)
(1 ) (2) (3)
Ru,ral
140kph 170 185 1:15 80 ' 200 '75
, 120 kph 150 150 1:15· 70 170 55
100 kph 130 '130 1:15 70 ·150 55
Urban
120 kph 130 130 1:15 70 150 55
100 kph 95 1"10 1:15 50 125 40
8'0 'kph 75 90 1:12 40 100 40
~ ,
==
====:=:S:::S::::S:::::C::::z=-_ -__ . --.. -- -=-~-- - - __ ~===~~~---.----------------~
Figure 7.13 Standard Taper Diverge Fj_9 ure 7.14 Auxiliary Lane Diverge
F~'J
~.~ "
~--
/75
January 1997 _ Page 7/13
QATAR HIGHWAY DESIGN MANUAL ..., _'J' j ••• '
SECTION 7
in accordance with the appropriate design E = Edge Strip (Refer Table 6.5)
/7cP
January 1997 Page 7/14
QATAR HIGHWAY DESIGN MANUAL 'SECTION 7
Weaving
.'
sectionsare those areas of
,~
are measured between the points shown on
Figpre 7.17.
Where:
.nf~-' N = Number of traffic Janes
_.,
n Qw2
D.
-. Min,Qf weav'ing flow ,(vph)
n
-. . :;'. ~ .. -
140 583
120 500
Figure 7.18 Weaving Patameters
100 417
80 333
/77
January 1997 Page 7/15
QATAR HIGHWA.Y DESIGN MANUAL SECTION 7
/7B
January 1997
I
,I
~
surroundings should be used, with careful
J]
The design of hard and soft landscaping must
11
~1 '~T~~,~~;;.<;.:!;;,~
j : "','. ~: "",",- "
'11
TII.'
n
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f .. 1
1.
1
1
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• Guide suriace -water run-off safely 8.1.2 Minor and Major Systems
across or under roadways':
Drainage of highways is the joint responsibility
Minimises disruption to traffic of the Civil Engineering Department's Roads
Division and Drainage Division. Each Division
Minimises damage to the has defined responsibilities 'and procedures
pavement or embankment which sh.all ,be adhered to when designing
structure highway drainage. These are explained in the
following clauses.
Guides surface water run-off to
suitable discharge points Minor System
The Roads Divisjon is responsible for the des! gn
Minimises road impact on the of the Minor System, namely the road drainage 1
\1 IS}
CEO Drainage Div'ision: For the purpose of highway drainage design the
country shall be considered as having the same
Dia-me1er of trunk sewer rainfall characteristics for all regions.
AllowabJe discharge volume
Invert--levef of trunk sewer The Total Rainfall and Maximum Rainfalt in 24
Location of trunk sewer hours data (Table '8.1 a & b) provided from Doha·
Acceptable method of discharge into International Airport Meteorological Station
the trunk sewer. provides the longest, available rainfall record
and shall be referred to for design purposes.
Major System However, a more onerous review may be l
CED Drainage ·Division is responsible for the . required in specific cases where flood damage
Major System which comprises all the drainage to strategic highways' or property would .be
components beyond the agreed interface point severe.
with the minor system:
Intensity-Duration-Frequency
Trunk, surfac.e water sewer network Data. regarding individual storm events in Qatar
Surface wate.r pumping stations is scarce and generally inadequate. However,
Ground water control networks statisticaJ . analy~is and compari~ons by a
Surface water storage retention number of researchers has established an
areas/tanks. -intensity .. duration - frequency relationship
, whfch is generally found to stand., .comparison
.:;, I~.":~:rhe ·preferred drainage method is -by a positive with Bahrain data and to ·some' extent, the
\:~~:'~.$ystetn. However should this not be practical Bilham Formula. See rigure 8.1 a .& b.
Long term" rainfall 'records for Qatar commenced ' .,high run-off for ·all raiClfaH intensities. However,
in 1,962 'arid are recorded daily, together with asdevel.opment ·becomesmore sparse or
1 other weather~info rm"atiO'n, from a ,number of ground conditions more pervious the total run
locatior1S by the Civil 'Aviation and Meteorology off ·will reduce. Run-off is also affected by storm
and Tra'hsport.
Calculation of surface water run-off shall be
Summaries 'of recorded data are issued made using Figure ,8·.2 which gives values for
regularly. run-off coefficients which reflect the above
situatjons.
Qatar lies in an arid region and annuaJ rainfall
may vary from 20mm to over 300mm per
annum. Individual storms occasionally as
intense as 124mm in a 24 hour period and
54mm in a 3 hour period, have been recorded.
RainiEiIl is therefore characterised by:
• High variability
IB2,
January 1997
QATAR HIGHWAY DESIGN MANUAL SECTION 8
~:1 C'",:·,·";J
t ,
State of Qatar
Ministry of Communications & Transport
Department of Civil Aviation & Meteorology
Year/Month JAN FEB 'MAR APR MAY JUN JUL AUG. SEP OCT NOV DEC Total
1962 0.0 0.0 0.2 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.4
1963 0.0 0.0 0.0 1.5 106.4 0.0 0.0 0.0 0.0 0.0 5.6 1.5 115.0
1964 23.1 36.3 13.0 2.5 0.0 0.0 0.0 0.0 0.0 '0.0 0.0 155.4 302.8
1965 5.0 1.2 0.0 e8.1 0.0 0.0 0.0 0.0 0.0 0.0 13.0 0.0 87.3
1966 0.0 40.5 0.0 3A 0.0 0..0 0.0 0.0 0.0 0.0 0.0 0.0 43.9
1967 0.0 2.0 3~3 13.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 19.2
11J 1S68 0.0 40.4 0.0 27.8 0.0 0.0 0..0 0.0 0.0 0.0 0.0 0.0 68.2
1969 10'.8 0.2 0.0 15.1 0.0 . 0.0 0.0 0.0 0:0 0.0 0.0 0.0 "7.1
1970 10.7 0.0 1.5 0.0 0.0 0.0 0.0 0.0 ·0.0 0.0 0.0 0.0 12.2
1971 o.e 5.8 0.0 6.4 '0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 '5.0
'972 1.6 6.7 57.7 9.6 0.0 0.0 0.0 0.0 0.0 0.0 1.0 7'~9 84.7
}j 1973 22.0 0.0 0.0 0.2 0.. 0 0.0 0.0 0.0, 0.0 0.0 0.0 0.0 22.2
1974 S'.S .23.04 16.7 1.7, 0.2 ; o~o , Q.Q ... ()~,Q. p.'C, 0.0" 0.0 4.1 .51.9 .'
'975 3"3 ·46:3 ,. , 1.8 Trace 0.0 0.0 0.0 0.0 0.0 ~).O 4.4' 64.9
J] 1976 . 25.2 . 53.9 23.1 40.3 Trace o~c Trace 0.0 0.0 5.4 45 r:; Trace 193.4
1Sn 4"4 '17.9 0.5' . 2.3 0.0 0.0 0.0 0.0 O.G 17.3 ~.1 3:' ·,90.8
11
1918
1979
0.0
5.7
12.8
0.1
1.0
.sa.9
5.9
Trace' '
0.0
Trace
0.0
0.0
Trace
b.O
f
I,
0.0
0.0
0.0
0.0
0.0
Trice
Tr!lce:
0:0
Trace
' 27.2
19.7
10'.9
1980 12.7 ' 30.8 6.6 Trace 0;7 0.0 0.0 I. 0.0 0.0 0.0 Trae!::' Tra~e 50.6
:198' 6.4 2.4 23A Trace "1.6 ' 0.0 0.0 0.0 0.0 0.0 ; 0.'. . Trace '33.6
1982 2.7 16.7 102..3 2.1 0.0 0.0 0.0' 0.0 Trace Trace 2C; .:
I 2,L2 1~7.3
1983 S.O 5.-4 46.2 6.9 0.9 0.0 0.0 0.7 0.0 ,0.0 o.~ Trace· 68.1
1984 Trace Trace 23.5 Trace 0.2 0.0 0.0 0;0 0.0 0.0 0.0 17.2 40.9
'985 "7 ,0.0 0.5 Trace Trace 0.0 0.0 T;:ace 0.0 ' 0.0 Trace 7.5 9.7
,9S6 4.7 7.4 5.7 32.6 . Trace 0.0 0.0 ' V,O 0.0 0:0 Trace 27.6 78.0
'987 0.9 0.1 60.1 Trace Trace 0.0 0.0 ;").0 '0.0 Trace 0.0 0.2 61.3
1985 5.8 130.5 2.7 12.8 0.0 0.0 Trace !J.O 0.0 0.0 0.0 Trace 1-52.8
19S9 Trace 2.0 12.6 2.7 0.0 0.0 0;0 D.D 0.0 0.0 9.2 43.2 69.7
1992 8.7 26.8 1.9 2.9 ,0." 0.0 0.0 "'i.O 0.0 12.2 0,0 50.6 103.2
'993 12.1 74.4 2.3 6.4 2.6 0.0 Trace -:1.0 0.0 0.0 0.0 Trace 97.8
f
'994 0.' 0.5 25.6 3.9 8.6 0.0 0.0 Trace 0.0 Trace 0.0 Trace 38.7
f
1995 0.0 32.4 141.6 6.6 Trace 0.0 Trace O.G 0.0 0.0 0.0 60.3 260.9
Mean 12.4 18.7 19.7_ 8.4 3.6 0.0 0.0 0.0 0.0 1.0 3.0 13.4 80.1
"
Total 420.2 636.4 668.8 285.2 121.3 0.0 Trace 0.7 Trace 34.9 102.7 454.7 272~.9
-
IB2J
January 1997 Page 8/3
------------ .".'------- ~-"-'
State of Qatar
Ministry of CommunIcations &. Transpor1
Department of Civil Aviation & Meteorology
Year/Month JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC Year
1SS2 0.0 0.0 0.2 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2
'963 0.0 0.0 0.0 0.9 ' 64.0 0.0 0.0 0.0 0:0 0.0 5.6 1.5 64.0
1954 47.0 '5.0 13.0 2.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 80.' 80.1
1955 3.0 0.6 0.0 30.0 0.0 0.0 0.0 0.0 0.0 0.0 13.0 0.0 30.0
1965 0.0 17.6 0.0 2.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 17.B
1967 0.0 1.5 1.5 6.' 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 6.1
196B 0.0 25.0 0.0 104.0 0.0 0.0 0.0 0.0 0.0 ' 0.0 0.0 0.0 25.0
1969 58.0 0.2 0.0 6.4 0.0 0.0 0.0 0,0 0.0 0.0 0.0 0.0 58.0
1970 G.7 0.0 1;5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 6.7
.. , 1971 0.6 5.S 0.0 7.04 0.0 0.0 0.0 0.0 0.0 0.0 0.0 O~ 7.4
-. ,.::-.-.
·2 ~.; 6'~t
1972 0.8 2.5 32.1 4.6 0.0 0.0 0.0. 0.0 0.0 0.0 '.0 5.9 32.1
i·.., 1,1f"
': Ii ~", '~
,.,.
.. . _ 4 ~ _ 1973 15.0 0.0 0.0 0.2 0.0 . 0.0' 0.0 O.q 0.0 0.0 0.0 0.0 '5.0
1974 SA 92 8.0 '.7 0.2 0.0 0.0 0.0 0.0 0.0 0.0 2.5 9.2
...
'~75' 20.2 29.3 1.1 1.3 Trace 0.0 ' 0.0 O~O 0.0 . 0.0 0.0 2.7 29.3
'1976 '23a2 ~3.2 9.4 94.4 ' Trace 0.0 Trace 0.0 0.,0 3.ti 45.5 Trace ~s.o
1S177 10.0 17.9 ' ' 0.5 2.0 0.0 ' 0.0 0.0 0:0 0.0 ".3 S., 3.1 1'.9
1978 0.0 8.5 C.5 5.S ' 0.0 0.0 Trace 0.0 O.C 0.0 Trace Trace S.5
19r5 ' 4.5 0.1 46.8 ' Trace Trace 0.0 0.0 0.0 0;0 Trace ' 0.0 Ht8 4S.8
'1980 7.2 20.2 3.0 Trace 0.7 0.0 0.0 0.0 0.0 0.0 Trace trace 20.2
19S1 ~;: 6.04 2.04 12.7 Trace 1.6 0.0 0.0 0.0 0.0 0.-0 0.0 trace '2.7
1982 '.6 9.S 40.; 2.' 0.0 0.0 0.0 0.0 Tr8ce Trace 1'.3 , '.8 40.'
1983 6.0 ~., 17.5 5.0 0.9 0.0 0.0 Trace, 0.0 0.0 0.0 Trace 1'.5
1984 Trice Trace 15.2' Trace 0.2 0.0 0.0 0.0 0.0 0.0 0.0 1S.2 16.2
19B5 1.7 0.0 0.5 Trace ' Trace 0.0 0.0 . Trace 0.0 0.0 Trace 3.8 3.8
1S85 3.7 6.2 3.~ '7.1 Trace . 0.0' 0.0 0.0 O~O 0.0 Trace 16.0 '7.'
1987 ";0.5 0.1 28.0 Trace Trace 0.0 0.0 0.0 0.0 Trace 0.0 0.2 26.0
1988 ... , 41.3 2.3 6.7 0.0 0.0 Trace 0.0 0.0 0.0 0.0 Trace 4'.3
'989 Trace '.3 5.0 2.6 0.0 0.0 0.0 0.0 0.0 0.0 a.s 34.9 34.9
1990 7.5 6.S 0.5 2.3 Trace 0.0 0.0 0.0 0.0 0.0 0.0 0.0 7.5
199' 0.2 1.3 1.(.7 0.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.9 14.7
'992 3.0 20.5 '\.6 '.2 0.' 0.0 0.0 0.0 0.0 12.2 0.0 32.7 32.7
1993 5.5 «.6 1.9 2.0 1.5 0.0 Traes 0.0 0.0 0.0 0.0 Trace 44.6
'994 0.' 0.5 8.8 2.0 8.6 0.0 0.0 Trace 0.0 Trace 0.0 Trace 8.8
'995 0.0 '2.0 58.2 3.' Trace 0.0 Trace 0.0 0.0 0.0 0.0 36.6 58.2
Highes1 58.0 44.6 58.2 34.4 64.0 0.0 Trace 0.7 irace '7,3 <llS.O 80.' 80.~
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January 1997 , Page 8/6
QATAR HIGHWAY DESIG-N MANUAL SECTION 8
1.0
!
0.9
0.8
0.7
n
H
~ ~ i ..
I,
-u
u..
nJ\ U-
o
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en
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, 0.2
/
i 0.1
Ifl
\
0.0
o 10 20 3D 40 SO 60 70 80 90 100 110 120 130 140 150 160 170 180
, . (.
n.
• Theadditiona·ladjac~nt ,:~rea.assess,ed,· Wh e
by reference to the··q~velop.ment-,PJans
Mean velocity of flow (m/s)
and topographic f!1apping for·thearea.. ,'.., n = Manning's· coefficient of
roughn'ess
The additional area will be dependent on·
factors such as 'intensity of.develop·ment, .
.', R = ,Hydraulic rad'ius (metres)
.S = Slope (percent) ,
provision. of flood storage areas, ·and
,contribution from adjacent', roads and Time 'of G.Grtc'snirati n:
develop,ment~.
-. /~lJfoll.
· (TC =t
;I"
· , Tc ~Ime of Concentration
these :afias·
S run-off (Q litres/second)
(seconds)
shall b; calcul~ted U . ing the fo~ula:
V = Mean 'vel.ocityof flow (m/s) .
I L, = Length of flow path from the .
t po'int of consideration to the
Wher~ 'furthest catchment extremity
C =Run-off efficient (m~tres)
= Rainfall·"· tensity (mm/h)
A= (hectares) For easy reference, when preparing drainage
computations to the' Rational Method, the
For areas larger than 50 Hectares, mostly rural engineer may use the nomograph given in
conditions, consideration should be given to Figure 8.3.
assessment of run-off by a combination of
historic observation and generation of storm When considering short duration storms the
hydrographs. The method used shall be rainfall intensity changes rapidly with only a
agreed with CED. small change in storm duration, (Figure 8.1 a).
Therefore it is importantthat for small drainage
Time of Concentration (Tc) areas an accurate assessment of Time of
The engineer wishing to size a drainage system Concentration is .made. However, due to the
must ascertain the peak rainfall run-off from the ne9~e~'sl..t¥forthe surface to receive rainfall and
catchment. under consideration for the /.Fe"ach ~ flowing condition the Time of
designated design storm return period, './': concentvra,t.'.on shall not be reduced to less than
I
\. 3 minutes.
.'
~---
/88
"'-'" Januarv 1997 Paae'S/8
1 •
QATAR HIGHWAY DESIGN MANUAL . SECTION 8
Permeability (p)
The run-off that, a positive highway drainage
P,ermeability of the ground shall be determined
system shall be designed for is determined by
by in situ geotechnical testing as described in
the Time of Concentration and reference to the
Appendix B of this manual.
acceptable frequency limits provided for the
-
Ideally the permeability will be assessed at a
different hi'ghway classes in Table 8.3. ,
number of locations along a project site and Highway Situation Storm Return
soakaway sizes optimised on the basis of the Classification Period
test results. (years)
Primary Rural 1 in 10
S-hould geotechnical data not be availabie then Urban . 1 in 10
reference to Table 8.2 and to 'records held by
Secondary Rural , in 5
CED Roads and Drainage Divis·ions should 1 in 5 .
Urban
assist the engineer. However. where eXisting
records are ~sed, this should be verified by site Tertiary Rural 1 in 2
i. . . Urban 1 in2
permeability testing during construction in order
to confirm the design values used.
Table 8.3 Design Return 'Period - Positive
Soil Type Permeability
System
(m/s)
~Where a positive 'drainage s.ystem. is not
1 {!:>I avaHabl.e 'and drainag,e is to soakaways, then
Clean gravels
10·' the 24hrs totaf rainfall figures given ~n Table 8.4
sha'lI-be used.
II 10.2
-, '
_Clean.sands A,rea D(#s~~ptiori Rainfall
and sand.. 10.3
gravel mixtures ;, "~~;~Kiential Area.s· &
11 10'" :-. ~•.(;.: .')r -Roads: .., ,.
Desiccated and
fissured clays
~.ll Very fine
sands. silts and
10~
,ctay-sl1t 10~
Design Total RainfaJJ
laminate
System
n ..-
'0-
10-e
7
~ ,
COU~~J"'S given in Table 8.5 shall be maintained:
10. 10
lJ
•.
P:tnp BIg
QATAR HIGHWAY DESIGN MANUAL ., SECTION 8
"1 (7'.;
Soakaways can introduce iocalised subsidence
due to wash out of fines. As such, they shall not
be positioned under the carriageway, shoulder or
oJ parking area or vrithin Sm of a structure (subject
to geotechnic~1 advice).
];
. , ..
.. '1
~
~ere the .eX,isten. c~
of a perched water t8:ble,:
( ' ~~~- been' established by geotechnical.
. investigation, CED Drainage shall be con,sulted -'
regarding the use of combinations·of'.bQreholes,
and 'soakaways;to 'discharge to low~r aquif~rs..
. It should be ,noted;that -in sp_m~, .. ~rE!a~:,:t.Q.W",:_
guifersmay be under a piezbm~tric .,h~ . : or
uti d for potable water purpo~es!\.:':
J]
,)
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'J
QATAR HIGHWAY DESIGN MANUAL SECTION c
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January 1997
..
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r-+ STORM SEWER DES'IGf\j COfvlPUTATIONS ~ G>
0...., ::I:
3 Location of Pipe Ditt. in Length Pipe Ve'o~ity Time 0' Time of Intensity
Rainfall :. Impenneable Area (Ha) Row Pipe Capacity Flow Velocity Velocity Remarkc: ~
(J) , :t>
(1)
Level Slope : 'Flow Cone. Dia Capacity .Fun -<
::i From To (m) (m) (mis) , ': (min) (min)" (mmlh) Roads Cut ,'Other' Total (m3/s) (mm) (m 3/s) Velocity (m/s) o
m m
(f)
0 ,"
(5
co
en , . Z
to' s:
=' »
0
0 z
3 c
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. '~-'-·~··~·i.~~'-"~ r t~
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00
QATAR HIGHWAY DESIGN MANUAL SE,CTJON S
process to ,ensure th~t adequate 'reservation Positive drainage is preferred in all urban
s'pace .is provid~d, c;ndse,rvi~e .utiliti~s routed to situations. Water' co-flected is piped or
avoid ~ pqssibt'e clashes, . particUlarly with ·chariheHed to a
discharg'e po.int from whence it
soakaways. Refer to typical cross-sections 'in . can be coll-ected and 'discharged away from
Section 5. roads and de,~eI9ped.are,a~.
'." . , .
time of concentration
Typical topography in urba.n areas of Qatar,
where roads are kerbed, requires slack
• Provide addrtional flood storage area gradients 'to minimise the appearance of a roBer
coaster road and reduce fill requirements. The
• Provide a drainage reservation 10 the
area discharge point.
minimum gradient criteria to be used are given
below:
I CltJ .
___n ...... _ ..... --t:\_'_~-~---------------"
January 1997
QATAR HIGHWAY DESIGN MANUAL SECTION B
~j
erossfall·
Carriageway
CrDs.faU
L cater for the fiow·scomputed from, the desIgn
Length of
RoJlin; Crown
criteria in this .Section and any additional' flows
advised by 'CEO Road~,or Drainage Divisions at
the project ·commencement.
'J
~
-II
Figure 8.5 Typical Detail of a Rolling Crown
Across a Single Carriageway
P~nt:l R/15
QATAR HIGHWAY 'DESIGN MANUAL SECTION 8
200
I
I T I I I
... NOTE
190
1\
Graph depicts
180
\ . Longitudinal gradient
at channel giv.en as, 0;0
170
\ ~
- Flood width of 1.0m
... Crossfall2%
160
150
\ \
140
\ \
130 '
K \
....
,.. ,,;. ,
120
~
::;~f~i~~~ -E \ '\r\
• ~ '.:;'" ~~ . . . ".' - I'
<!J 110 .
~
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z
()
<C 1QO " r\
~\ 5~ ,
a..
;. CJ.)'
.)
. ...J. 90
\
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,0
80
.\ K ..
70' \ I\~ .
"~ ~
60
\ 2~ ~
~~
~ ~
~.
~
50
40
~
~
'" ,',~
~
~
30
0.3%
" ~~
~~
~
~
~
20
r----- r---.. -.
10
2 3 Uj 4
7 8 9 10 11 12
<0 C't')
"
("')
8.. 3.5 Drainag~ of Medians, Footways and They are to be used in situa1ions where 'run-off
Verges from, sizeab}e' c,atchments would become
trapped at a vaHey point and consequential
Medians
flooding would cause damage to adjacent
Medians in urban areas are normally paved or
properties or render a road impassable with no
landscaped with planting. Paved medians shall
equal adjacent rou_te ayailable tor det~urs.
be sloped to shed run-oft onto the adjacent
I
i;l carriageway for collection by the carriageway
Water should not be allowed to pond for
drainage system.. Landscaped areas in
extended periods so as to cause a health
medians shari be edged so as to prevent run-off
hazard. _
J from these areas taking soil and plant debris
provided ~(th:
Footways
acces~ ,.
. EFA'sa~. s.ports, fields, .p8:rks~!pJaying ,fields,: car
~1~ It is the duty of adjacent property. owners to parks "etc."- ".". ,." '. " " ',":,
11 prevent significant run-off across thefo6~ay by
the introduction of coJ.Jection channels. This is EFA',s that are. not landscaped or utilised for
jI
particularly ,relevant in t~e case of polluting run- , othe"r purposes 'have 'a tendency to collect
off such :.85 from petrol station forecou~s. .rubbish and become an
eyesore.
, "
Collected wate'r ,maybe a·dded to the highway EFA's sh"ould ,b"e oonsldered ·a potential
1j
i drainag~ system once clea,ned of grit, oil and' drowning and disease hazard. Where posstbte
2J they should be kept sh'aHow and spread over a
other. pollutants.
large area. This 'helps evaporation 'and
dissipation and presents, ales"~ deep water
"1~" V~~ges,"' ,
Verges with hard landscaping shal'l.'be sloped to hazard. Side slopes·shouJdbe gentf,e to alJow
shed water towards the carriageway. Where easy'exit and marker posts "should be located
soft landscaping. is provided then it shall be
around the rim to identify the deeper area in
edged and sloped to prevent -run-off from
tim.es of heavy flooding.
J
depositing soil and. plant debris onto the
All highway 9rainage' systems shall be designed In order to reduce surface build up of rainfall
with future maintenance. procedures,.. being and the consequent hazard to vehicles both
considered4 ~. , :. 'i - .
during and after storms, it is necessary tc\
provide -drainage to the carriageway by c:
Routine maintenance will be required due to combination of transverse and longitudinal
build-up of wind blown debris and settled gradients shedding onto the verge and adjacent
sediments in gutters. gullies and pjt~. , ~ land:
:~t~l~f;.
damage -verges -o-rsteep' embankments 'then
RURAL DRAINAGE edge ,'~erbing · or . edge chann'efs shalf be
- , pro~idedto'.coUectwaterto discharge points.
8.4.1. 'Introduction-',',-
.. -Disclla·rge··'points· -wO'ufd 'jncfude"-'gulIle's and
Drajna,g~ of hig-tJ.ways inr~ral,areas of Qatar 'precast channels.' . ,'.
,·canoe considered,' as two cases:. .
8.4.. 4, Dralnage of Medians and Verges
•
Drainage 'of rainfaHfaiUng onto the'road
and highway re~eryatio~ , Medians"
·Medians :-in rura"-' 'ateas' 'wouldnormalfy be
• Drain?ge 'of nat~ral oyerl~nd flows. .unkerbedari"d unpaved..
. ,
D-rainage··of run.. off from the road and highway The 'rDedian 'shoul'd be sloped away' from th~
reservation shall : normally _be achieved by carriageway. to prevent run-off washing soil
shedding onto adjacent land' debris'onto"the road. '
ICIB
y
located so they are not filled with loose debris
from the cutting. In areas where natural surface
run-off is high it may·be necessary to install a
n
Median
ditch setback from the top of cuttings to prevent
rainfall damag"ing the cutting face.
n
M__ _...,...1__ _t· t
2 __
S
2 5
__
o
.8.4.5 Natu~~1 "Surface Drainage
n
Ditch lp rofile
Rainwater storage
under the road so as to minimise disruption to
the natural sl:Jrface flow.
n
Fig 8.7 Typical Median Ditch
Culverts
A' culvert ·:is' a ·cbV~ted 'channel or pipeline used
.u
· , .·
i .
~.r'
~ I
, Verges and Ditches
'... Verges in rural areas sha·1I b~ sloped t9she-d.
to .convey a watercourse under the road. It
consists ,of a~ inl_et~ one or more barrels and an
.outlet '
-;;:/:f~vt~ater away from the carriageway.
. ;:.~~ l:-;:;'~~ ;r1~". ' Typically, culvert barrels will be ·constructed·
. ·'~::~··At·the'back of the verge a shallow ditch may be from concrete or steel pipes or' box·es. " Infets
,provided to ,both' collect ~nd· transport and outlets maybe constructed with gabions,
carriageway run-off and catch m,;nor area run . mattresses, sto,nepitchi'ng, or concrete.
n
off for transport t~ wadiis along the route.
Ditch dimensions and shape shaH be designed • Preferred niinimum pip,e culvert
foIJowing consideration, of· its ,'location and diameter 8QOmm .
impact on highway safety together with the
following hydraulic considerations: • Minimum pipe culvert diameter 450mm
.- contributing catchment
appropriate storm duration
• Flooding against. embankments is
acceptable short term. Freeboard to·
gradient ' edge of carriageway to be a minimum
i j roughness coefficient of lining/surface of O.5m for the design storm ..
January 1 997
Page 8/19
QATAR HIGHWAY DESIGN MANUAL SECTION B
Fords .
r Where wadi flows are exceptionally high or the
road requires 'a low storm design return period
and is tightly trafficked, culverts may prove
impractical. ~Theeng;n'eer may therefore'
consider incorporating a dry ford or vented dry
1ord. In designing a dry ford, care must be
exercised to ensure driver awart3ness of the
potential hazard. Guide -posts should be
posrtioned adjacent to the carriageway'to assist
traffic positioning and advance signing should
be used to indicate the dry ford to approaching
drivers.
I ~)
~:~ -r
0~
1
0
~
1
~
0
-0
I
I L() -
(f)
1 TOil
I ...,
c
I I'
·l :-l
l
~
0
CO
......,
en
-
N
en
........-..-. (1)
'1 ' / -~
E- o:::
........
c
J / ~E 0
'"'-""
[] / ,.:.' ) ,
Q.)
- ·en
0
~ c.. fJ.J
'
II LO '0
·O·U) I
CD I
I] 'c
o··c
11
C;'
co- , .-
I
"'!. ..c: 0
'I
;
V
_..1/ ou, -(/)
CD
"I V ~ .c
l! I
J
~
I
I
I ~
0
. --
-c .
0
I / '
j, UJ
1j /. /
r-
·'°1'.. (
--,~ -',
I I I
v' I'
, I
~
o
~
~
o,
00
o
o
;;;;;i¥;~.:
• ' ~on.g;tudin,al.gradjent ma.intained on
Satisfactory transverse gradients must minor r~ad to major road channel line
.. ...:' .. ~'..-.... be maintained, .particularly' on the
approach to,u.St~J?tf o~ AlGiv~ Way' lines • Constant transverse gradient on minor
road'· "m:aihtaine'd to radius tangent
• Longitudinal·gradients must be carefully points,. ,
. chosen toke~p stac~ sections of
,channel to a minimum •. . Gully positions chosen to prevent flow
.crossing the ·minor road entry/exit.
• Wher~ sJack gradients are unavoidable
. the transverse gradient should· be a
minimum of. 2% '. It' is .preferr.e.d to maintain the' major
'carriageway . transverse gradients.
through cross roads,or small signalized
junctjons~ .
• Collection points must be carefuHy sited
to a~oid ponding or run-off across
.
Rural junctions would normally be kerbed Figure 8.9 Typical Drainage at T..Junctions
however an economic collection and disposal
method may be achieved by flush kerbs located
at coJlection points with shallow lined channels
removing the water to the adjacent ground.
January 1997
SECTION 8
'I
J.
• Transferring' loads to lower (weaker)
sections of the' pavement . through
·increase in·pore water pressure
ditches can serve the dual function of
structure.
'P~n~ R/25
QATAR HIGHWAY DESIGN MANUAL _:~\~~.:. ,1" SECTION·
~ ·C·.->,
. ," ~
Large Signalized Junctions (Fjgure 8.10)
ij ,'. ;
~
.14 \..,,'
.
• . Gully positions chosen to prevent flow
crossjng qarriageways.
J1
jI • Transverse gradients provide
superelevation for right turners or those'
~
i
circulating
1
t"_l
I
)
i
i
.j J ,
F'~;
205
~ GULLY
-. DIRECTION OF DRAINAGE
t t
t t l
~-F ~
-.-
i ,
-+- -§ 3-· 2 ~---
t ' '+
':·':.::::f/:~:··.
'?::- ~~.;~~.(;.~.~
• ~"'. -: -.iII06i0.r".~ , ~
.--.
I
-t-
~
full pavement thickness at one time for one of
the following reasons: • Design 'p~riod may be very
'unpredictable
• A road may initially be required to carry
• Desigr) traffic
unpredictable
may also be very
projects) traffic volumes will increase • Savings may not be very substantial.
ij ~ ••.• T'.,.
traffic has ceased to avoid rutting of
the final surfacing
be f.ewer. new, road? to;design put more existing
pave,ments· to :'.re~,abi~ltate.•·. ' I~creasingly/
pavement engi ne~r~w.il.rbe-·req-t:ti-red·to· evaluate
• An anticipated change to traffic flow eXis:ring ..pavements . aDd ',·.devise ~pprop.riate
11
patterns may require ,extensive resurfacing' ..or ". $tre~gth~ning .' meas.ures.
changes to road markin.9s. Pavementsqeteriorat(;!.in different ways and at
differentra1.esoqepeheii-rlg°-'on tfCi:ffic,.•. pavem en t
made
Il Assessments s"h·outd 'be' in ,each case of
the -trafficQ'/er .:the whoJedesfgn Uf'e,and ·in the
initialperioq. The sub-base would b.B ,designed
thlc.kn~s;s, '.rn.~terl~t q~a.HtYf. qra;~age, ..etc., The
visfq:te"· ··9~ter~"or~ti.9~ .¢q.~~ "~ot ,~J.~ays .. give a
.. renable:ind.iqatiQI}qf~the ..:.und~rf:YI,ngcal.Jse.(s)
for the "whole fife but .roadbaseand suriacing " . :and some'jrwesttgationis needed. A four
woul"d be ·matched to the initial level of·trafflc~ stage,;,hi"ghway pa.Y~'r!1ent evalu?tion procedure
JJ The balance of the asphaltwould be added.in . is.·o,utiined
.
below:
.
," . ,. . ,.
:~
due course.·
'. . . -
~ I However,
considered:
1. 'Routine""Mo:riitorir,,Q
'. ,lor' ' _ . "
2. DetailE?d ·SUNey..
overlay isappHed
I
>
• Depending on the status of the road,
9.6.2 Routine Monitoring
• Sufficient overbridge headroom must condition and importance of the' road, and the
be provided to - allow for the overlay traffic usage. Them·onitoring will be by visual
thickness surveys with written records of the condition
supplemented by photograp~s ?r video tap~s.
, } • The approaches to' underbridges Some indicative rut measurements should· be
t should be constructed to full thickness made. In rural areas the survey will normally be
..J
to avo\d either over\aying the structure carried -out during a slow (20 kph) drive-throu gh,
or full depth reconstruction of the with occasional examinations on foot at
approaches. junctions,· structures or any locations wit.h
serious defects. 'In urban· areas the surveys wrI f
207
--"".'''''''1. _
. - '
be carried out mainly on foot, from the verge"s not already -been 'carded out at the Detailed
or footways. The results of all Routine Survey stage,it sht?uld now be carried out.
Monitoring should be stored in th~ Pavement
J- Management Sys1em (PMS) being The investigation must be properly planned and
implemented by the CED in 1996. effort concentrated at locations to produce data
which will be relevant· to explaining the
9.~.3 Detaile'd Survey deterioration. Before planning the investigation,
as much background information' as possible,
Where any significant pavement deterioration applicable to the length of interest, should be
is discovered, a Detailed Survey should be assembled: '
carried out over the affected lE?ngth and
adjacent area. The objectives of· this survey • Original construction details, including
are to obtain a good _descrfption of the specifications
deterioration (type, degree and extent) and an
indication of the likely causes. The survey wilt • Local subgrade and drainage
consist of a more detaited vjsu~1 survey carried conditions
out on foot, including rut measurements. Non
destructtve testing of these pavement lengths, • Maintenance history
using either Benkelm~n Beams or a Falling
Weight Def-lectometer (FWD), may also be • ' The results of any previous pavement
useful at this stage. Deflections ca.n be used to surveys' or investigations
check if there i.g any change .in ,pavement
. ".: .stiffness between a sound and deterio.rated • Past and" current· traffic flows and
· ..~.<.~~:$~ction and stlould assist in .decidingwhethe"r comp~sition.
·.:;:~:,~~1~~~ ,deterioration is co_nfin~dto s'urface layers or
·:'·~~:;'''~ff~qt.s'· the whole, pavement structure. The Some or ·aJl :ot this· information should be
.: Fw'D '.will, give.,' mor~, detailed structural available from theCED Pavement Management
.-Jnf.grm.~.~rQ:Q,:~~~. i~."rn,~~~,~f.~.~,J~.~.p,~~~,I_~~t~9,r1?"R9v.J1 System. If ~here .arE) rr!ajor omissions in this
of the.p~~'e,me~t in,r~.sp·on$e to.:a,dynamic load~ information, '.the-n··th~ 'DefaHed' Investigation may
needto be .e-xpan.ded ~ to' -in~IiJde' ttafffccounts
i
U~ing Ci.ppropriate '$Qftware, -it is possible 'to
back..caJc,~late 'the -stiffness.e,s. Of the pavement and additional' 'cofes ·or -test pits.·. Where
, . layers,',pr()\,ided' 'tha-t th,e-th'ickri'esses of these thicKn~'ss~s ~r.e 'un~nown, ground penetrating
are.)<now'n..", In'orde'r -to:p.roduce consistent . radar, may be :,of'.assistancebut·thi's· technique
measurements' and 'layer stiffne$s,es'Jthe n,~eds· _ca.r~ful '~atibr~tion. . aga,inst known
recommendations given in the FE-HAL (1996) thicknesses fot each type" of pavement being
pUblication should be followed. The stiffness of surveyed. .
asphalt 'Iayers are strongly influenced by
temperature and the results of -all deflection The' .-standard investig·ationstrategyis to
measurement must ,be corrected to a standard compare deteriorated and sound': section$ of
temperature. To do this, temperatures in the pavement (20 to 100m .in l~ngth) carrying
asphalt layers-must be measured at the time, of similar traffic and of similar construction (the
test. selection of such sections, itself, can sometimes
indicate a possible cause of deterioration).
Where the deterioration is considered serious Appropriately sited cores and/or test pits should
or is worsening, strengthening or resurfacing reveal any differences ,in material· qual.ities or
work will be necessary. -However, a Detailed . thicknesses which may· explain the different
investigation will be required to provide -further performance. Depending on the variation of
information to decide precisely what work is traffic and construction within the. length of
necessary. If the pavement condition is not too interest, a number of pairs of comparison
serious it maybe appropriate to merely repeat
f sections may be necessary. Where available,
the Detailed Survey after, say, one year. deflection and FWD data maybe used to select
pairs of sections with high and low deflections.
9.6.4 ' Detailed Investigation However, adequate . explanati'ons for the
different stiffnesses are not always found. The
The objective of the Detailed investigation is to majority of cores ~or pits should be jn ·the
explain the pavement deterioration including f deteriorated sections, sited right on the
the identification of the layer(s) responsible' for deterioration (cracks, ruts etc) to determine
the deterioration and ,.thus provide information exactly which layers are affected. In the case of
to enable.any strengthening to be economically cracking, it is important to know the depth of
designed.. It Will. normally involve coring and crack pr9pagation and for rutting, whether or not
test-pitting of selected areas of the pavement this is present in both -th'e asphalt and
together with in situ, and ·\aboratory testing 01 underlying granular layers. To determine which
the pavement layers. If deflection testing has layers are contributing to a rut, or other
O""'ll"'o. 0/1 &:
January 1997
QATAR HIGHWAY DESIGN MANUAL SECTION 9
deformation, will require a set of three or more 9.6.5 Interpretation and Design of
cores, straddling the rut. Remedial Works
The following pojnts should be considered The interpretation of. the data from the
when planning and executing the investigation: investigation must address the following issues:
• The cores and test pits are It What is th~ nature, extent and degree
fundamental to the whole investigation of the deterioration?
and should all be carefully examined
and logged by a competent materials Is only the surfacing 'or the whole
or pavement engineer. The core log pave~ent affected?
sheets should include a photograph
with a scale,' full details of asphalt What has caused it?
thickness and condition, including
texture, segregation, voids, layer What remedial treatment is needed?
bonding~wi.dth and depth of cracks l
Il
O.Sm. . . . tile r)etaHe.d·, :Investigation to ens'ure ~ that
re i~.v dnt :ang, ,~~f~icje,.nt ..,data, is obtained to
'~111sYo'{~f " Jh'e •.. main '~. questiqns. Successful
• Static plate bearing tests or in situ
iri.1.erpretatlon'··'eaqing :·~o. robust .coriclus'ions
II
CaJiforniaBearing Ratio 'tests could
also be carried out in place of the DCP
, or PDPBT but are slower, more costly
.' dep,ends strongly"on'having carried out the right
field o/0r~, samp.ling. and testing .In the first
and technicalfy no better than these place.
I
hand methods
In apdition to evaluating the eXisting pavement,
) ~ the assessment of the field data. required. The methods ,described in Clause 9.2
material should be obtained during the pavemeni strengthen'ing should b-e designed for
excavation of the test pits, but not a 20 year life, subjecfto the comments ,made in
,
QATAR HIGHWAY DESIGN MANUAL SECTION 9
}CI,_.~
ANNEX 9A BASIS OF THE DESIGN methods are sometimes used to extend the
~ETHOD 'FOR ASPHALT empirical results to wider ranges of traffic or
J' - "r
--:...~J ROADBASE layer thicknesses, or to slightly different
pavement types .
~
9A.1
.
DESIGN METHODS
".
used to determine the thicknesses of pavement format with the exception' of the AASHTO
a
layers to carry specified amount of traffic. In method in .which traffic, pavement thickness and
the first, the materials to be used in the · . material quality· are related by an empirical
.pavement are characterised by their stiffnesses equation. .
~
and fatigue, laws, ie. the relationship between
strain and the number of load cycles to produce
failure.' The pavement is then proportioned so
. In, practice, design by erther method is often
. checked to some degree by the other.
that strains at critical. depths, due to standard
1] wheel loads, 'do not exceed permissible vaiues 9A.2 DESIGN STRATEGY
for the required' number of. 'Ioad repetitions (the
horizontal straiT, at the base of the roadbase
-~
Conditions in Qatar differ from the 'temp'erafe
and :the ·vertical strain at the top of the environments, where both the analytical and
subgrade are normally considered to be the· 'e'mpiricaf methodshave'b'eenm'ost 'practised,
critical criteria). The' des'ign ,'documents and need t~ b-8 reflected -in 'any -design for focal
h
r" ,""
I .-
pr~duced from anaJytical methods may consist
",,-:-:·:~:'.::~"of either a ,detailed calculation procedure or an
_,. ~~/f~~~asiJy read "catalogue:1 ,of di,agr~ms or graphs
use:
!J
• '. Determining stiffness 'values is"
complicated. Asphalt 'stiffness varies
with temperature, r~te of roading and
age of the bitumen. For unbound
.. A -significant pro;p'ortion of heavy
vehicles. are,' overloaded 'causing
1--] ,materials, the stiffness vades with 'significantly··rnore'. ,dama"ge than the
j
moisture, 'stresshi~tory and confining , same 'types'.ofvehicl'e elsewhere. '
• - - • :. '.' - I.~ _
-. stress' . '
~] /
tests are "in use, hardly any of which
a're compatible (TangeHa et al, 1990).
9A..3 ' APPLICABLE METHODS
Consequently, each analytical design The .first stage in determining asphalt roadbase
. method has its own ,Joadcycles/strain pavementdssigns for Qatar was to revjew
In the empirical method, the performance of The methods a'll qU'antify cumul'ative traffic on
trial pavements is monitored to determine the the basis' of equrvalent 80kN (or 8 tonne)
amount of traffic which can be carried ·before standard axles using a 4th power law. The first
the condition is considered unacceptable. three methods do
'not' require specific
Sometimes the traffic is accelerated by temperature or asp'haft stiffness input but the
continually 'trafficking by heavy vehicles, as in last three do.
the A.ASHTO Road Trial, or occurs normaHY1 as
in the trials carried out in the UK on public
roads. The latter method is the more re\iab\e,
however, th,e trial results are only strictly
applicab\e to the trial conditions. Analytical
•• __.. ofnn-,. _.
.~-
Page 9/19
l;lAI AN MI\..':iMVVAT Ut:::JH.,:iN MANUAL SECTION 9
, No T lopica I and A Guide 10 the Structural The second stage in determining asphalt
Sub·Tropical
Countries
Design of Bitumen·Suriaced
Roads in Tropical and Sub.
roadbase thicknesses was to set these sligh tty
Tropical Countries (TAUODA greater .than the, 110 to 270mm values and then
Overseas Road Note 31. , 993)
.... adjust to ensure that the roadbase and
2 No South Africa Structural Design of Interurban sub,grade strains did not exceed permissible
, and Rural Road Pavements.
TRH4 (CSIR, '985) values. The fatigue- laws from the Austroads
manual were used for this because:
:3 No Saudis Arabia HiQhway Design Manual
4 Yes USA
• The manual reflects more recent
AASHTO Guide for Design of
Pavement Structures i' 993} experien·ce
Internafional
" Yes Shall Pavement Design Manual
('£178) • Many Australian pavements are built in
6 Yes AlJstra~ia Pavement Design a fairly hot climate
,(Austroads" 992)
·:·2~¥.:tfllckness of 'asphalt . Two methods of . l,Jeh = (6532)/(NJ·2) for asphalt with a stiffness·
:'~>:·aet"e~mininga:sphalt stiffnesses at this high of 1.0 GPa.and .
effeCtive payement temperature have been
;con'sidere,d:.>:.,.: ,"v-·' Verti9al s~raln ,atthe.topi.,of.. the .subgrade, '
•
~Oj • '
.' B,BCk, calculatio'n '.' of falling weight The layer stiffnesse's'andPo'isson's ratios used
defJectome1er,data 'from "Qatar indicates . to determine the strains are, shown in Table
an'average roadbase'stjffne,ss of o.ver 3 '9A.2~
~ GPa' for mature _asphalt. S·imHar
analysis of data lrom 18 ·monthotd , Description CBR 0.4 Stiffness Poisson's
Malaysian pavements indicates asphalt (GP.a)' RaUo
roadbase stiffness 011.5 to 3.~ GPa at
Asphalt 1.0 0.35
40°C. " ,S,tiffnEtss
January 1997
QATAR HIGHWAY DESIGN MANUAL SECTIUN .~
values are based on those determined either .. Cap·p;'ng material of greater strength may ~e
~ from plate bearing tests or back analysis of used~ However, in determining the thickness,
(~) ;. falling weight deflectometer data. higher stiffness values should be used with
great caution as the in situ stiffness is
In all cases, asphalt fatigue was found to "be the dependent not just on the quality of the capping
critical criterion~ but also on the stiffness of the underlying
material.
9A.5 WEAK SUBGRADES
9A.6 REFERENCES
In Clause 9.3~2, the minimum sUbgrade strength
included in the design charts was set at a CBR
AMERICAN ASSOCIATION OF STATE
of 15~/o at in situ density which is generally
achievable. However, in the small number of HIGHWAY AND TRANSPORTATION
cases where the in situ sUbgrade. strength falls ~ OFFICIALS (1993). AASHTO Guide for design
below this, it will be necessary to provide a layer of pavement structures. Washington, DC..
of stronger material called IIcappingU between
the subgrade- and the sub-base~ The capping AUSTROAPS (1992). Pavement design - a
will normally be either the 15% or 25% CBR guide to the structural design of road
subgrade material used in the standard.designs pavements. Sydney.Australia~
and will have the same stiffnesses as above. In
cuts' or' where the· road·,·s-urf,ace :is ,close to
groundlevef, some of the subgradewill have to SON-NAUREF,G GEST, GGRAVOIS andP
be removed and replaced with capping~ In fill UGE (1977). A new method. of predicting the
r"',: ,_,~ituations, the' ,upper earthworkslayer~. m!Jst qe ' stiffness of asphal~ :.paving' mixtures~
····:·~~.:;.,q9nstructed with - the capping material. A Proceedings of . the' Association 01 Asphalt
".. ~~~.·m~thod .of 'determining the 'necessary capping . Paving Technologists,voL·46.
·~:';':~:(~~h·lc'kness for either case maybe based on the
-···~'·surface stiffness 'at . formation' level. ie COUNCIL FOR SCIENTIFIC AND INDUSTRIAL
. imm~diately 'below the .sub-,base~ ,
RESEARCH (CSIR) (1985). Structural design·of
T-he minimum' sfrength . standard' sUbgrade interurban:and .rural ,road.p·aven1ents~ ",Te.Chntcal
:(Class 51). consists of. at-least.O~3m thickness·of recommendations for hig·hways (TR··H 4).
'CSA 15% . material (or stronger) ·resting· on Pretoria, South Africa~ .. .
material·with a CSR of at Jeast 10%. ,A 40kN
single wheel, load at formation ,levelwil·1 produce SHELL ·'NTERNAT,I,ONAL' PETROLEUMCO~
a surface deflection of 1 ~49mm. The .thJckness (1978)~. Shell Pavement - ,Des.ign Manual,·
of -thecapp.ing .. layer required f9r a w_eaker , London.
sUbgrade will be that which produces the.same
deflection for the same load. The thickness ,will
.be dete'rmined by trial·and error using an elastic' T ANGELLA SCSR, J C'RAUS, JA DEACON and
layer programme to model the stiffnesses· of the CL MONISMITH (1990). ·Summary report on
sUbgrade ·Iayers. For the cases of subgrade fatigue response of asphaltmixtures~ Strategic
CSR values of 7%, 5%, and3 % ,the required Hi,ghway Research, Program, Report ?HRP..
thicknesses of CSR 15 % ,capping witl be O~5f A11'R-90-011 ~ National' Research Council,
0.9 and 1..9m. For the- -weaker subgrades of Washington, DC, USA~
eSR 59/0 an-d 3 0/D it will be more effective to use
thestrQnger.'C,BR 2:5% . capping in thi·cknesses
of O~3'5 and O.7'm respectively~Other capping TRANSPORT and· ROAD RESEARCH
thicknesses are possible depending onspecit.ic LABORATORY (1993). A guide to the structural
strengths or stiffnesses, but for practical design of bitumen-surfaced roads in tropical and
reasons the thickness should not be less than sub-tropicaJ countries~ Overseas Road Note 31 ,
O.2m. fourth edition. Crowthorne: Tr~nsP'?rt and Road
Research Laboratory.
The stiffnesses and Poissonls ratio used in this
analysis are shown in Table 9A.3.
VA.N DER POEl C (1954). A gene'ral system
describing the visco-el~stic properties of
Description CBR% Stiffness Poisson's
(MPa) Ratio bitumen and its relation to routine test data.
Journal of Applied Chemistry" Vo1.4.
Capping 25 '25 0.45
.,
Subgrade 10 75 0045
Subgrade 7 65 0.45
iF"
It.·
Subgrade 3 30 0.45
Table 9A.3
Paoe 9/21
BATAR HIGHWAY DESIGN MANUAL SECTION 10
Maintenance Factor
The location and form of major intersections,
Maintenance factors, as defined in BS 5489 :
rnedian openings and other traffic facilities such,
Part 2, shall be taken for c;iesigns from lable 4 of
as pedestrian· crossings and bus stops must
that Standard.
· also be considered. ·
1 O.3~2 Standard Lighting' "Geometries for Single sided arrangement on each carriageway
. Different Road Profiles with luminaires mounted on the right hand side.
In some cases the mounting height possible
Road authorities are primarity concerned with even with special brackets will be inadequate
road lighting for its accident reducing potential. for the width of carriageway and an alternative
However, these benefits can be seriously arrangement wilt be required.
diminished if insufficient attention is given to
reducing the hazard created by fighting poles 'b) Opposite Arrangement.
near the roadway.
On dual carriageway roads, an opposite
Whilst the development and application of arrangement involving poles mounted along the
geometric standards tor roads and streets has right (footpath) side of ·each carriageway may
reduced the variation in roadway layout for be appropriate where the carriageways are not
various classes of roads, the road lighting too wide and the median is narrow.
designer is nevertheleSs confronted with a large
number of road layout 'features and conditions c) . Twin CentrEd.
which will influence the lighting design.
This arrangement provides the designer with
Divided or Dual Carriageway Roads the greatest flexibility in locating luminaires but
This type of roadway layout is most common for requires the minimum median width to be at
I high volume urban and rural arterial roads. least 1.8m and preferably wider. The choice of
I Such roads may involve cross sections with mounting height is fleXible, as clearances to
service roads on one or both sides of the. main overhead distribution tines wilt generally not be
F~\-"',
carriageways, a great range of median and outer
a problem.
f""' separator widths and 'often with carriageways
S.ection 84.
• Cuttings
83.1 Geotechnical Investigation Works
• Traffic Signals, Signs ,and Lighting
. The following. investigation works may be
• Box Culverts required:
• Underpasses
• Desk StUdy
• Omamental Structures such as Arches
and. Feature Structures in • Geotechnical Walkover
Roundabouts.
• Trial Pits
. Before preparing a 'geotechnic'al brief the
•
. ,
.....,7;engineer should have a full understanding of
<~~lhEf outline design and be able to' identify the
Boreholes
{I
r.>:~r\ype~. approximate location ·and scaJe of the • Samples
~·~stf.uCtl1-res ~tQ.,·:.be",.bui.lt.·; These~ are important
,facto~ in' definin.g,and: quantif-yi'ng, ..thesite • Field Tests
tnvestigation}' as;~imost/ofthe'tnvesti.gation 'will
- be"" concentrated'·" at the :·Iocatjpn', of the
·strUctures..
.,> ." I
~,.. - ..
'. Laboratory 'Tests..
the·n visit" the site.. Thesit~ s~~uld be walked The following tabl~s quantify'. typical
. 'ove~,or driven 'through, depending ,on the scale' geotechnical investigations for the following
of-the project,' Th.e p'urposeof th~ .site· visit -is to' conditions,:
problems relating to the design and of any different methods of investigations. These
difficulties which may' arise during the notes are merely guidelines to be used in the
construction period.
preparation of a brief. Each site investigation
Januarv 1997
QATAR HIGHWAY DESIGN. MANUAL .APPENDIX B .
Box Culvert Trial Pits: At least one trial pit to be located attha· Usually in rural locations, it is important to
proposed culvert posffion.Trial Pits would typicaHy be up ,review .topography and hydrology to locate
to 2,,5m deep. the· culvert.
Embankment Boreholes: ....• Forembankml!n~cuttings 2.5m high/deep' ,Laboratory tests should identify parameters
/Cuttings 'or greater,-.at least one borehole to' be located at the for slope stability. to veri1ythat it is possible
proposed' embankment'cutting . pO.sition. It the for an embankment/cutting to be bOUt -(8 ulk
embankment/cutting is veryiong,boreholes .should be Density determinesair/water voids, Shear
located every kilometre. .. Strength determines bearing capacity).· ,
'.
Bbreholes· shoUld' 'identitY,': roCk head and- record
groundwater if present. Standard penetration tests. are
:\\~_ ..
.
, usuaUy r,commended 'to determine relative density..
The fina! decision on whether to continue the borehole further should be made by the geotechnical engineer on site.
Notes
1 Whilst detail design information is not usually r~quired at t.he early stages, it is better to provide
as much geotechnical information as possible, as earty as possible.
2 Care should be taken when locating boreholes and trial pits, to ensure that services are not
damaged during the investigation" This is particularly important in the urban situation.
220
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c: (1) -I
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~ ):> :D
...to U1
~ 5mm. :::c
~N8at line- (o.2mm·. thickness) G)
....,
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-n
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l 4 " ~
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-.
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(LOCATIONI -<
s» SHEET INDEX o
r-+
.-.. MAP)' m
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en
~
·100mm. x 100mm. Gi
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IlJ
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(LEGEND)
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0 E E E
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(SURVEY DRAWING) ' It)
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(NOTES) I
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J (Edge or mapsheel (841 rom. x 594mm.) 20mm. (min.) C
1)
""'-J
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ii
.~~""'-- '"'~~
~
QATAR HIGHWAY DESIGN MANUAL APPENDIX 8
~,
Road Description Notes
Dual 2-3 Lane Trial Pits:TriaJ pits .should be located at 1000m spacing. It is hnportant to ensure that the proposed
Single 2 Lane The trial ,pits' should not,aU oe ,I.ocated solely along the road does"not interfere with the hydrology of
centrelin$ but should be spread over th~ width of both the area. .Note should be made of· any
carriageways or the corridor. Trial pits should be groundwater in the trial .pit and any
concentrated at identifiable problem areas. Trial pits evidence of collecting water in the area
would typically be up to 2.5m deep. such as evaporation salts or green grass in
low areas.
Boreholes: These may be considered necessary if the
desk study reveals a problematic area. Borehole In built up, urban' areas, special attention
quantities and locations should be reviewed by a ,should be given to locating "the trial pits to
Geotechnical Engineer, however, the inves.tigation should avoid.services such as electricity, water or
be concentrated in the problematic area. Q·Tel.
.,' ,,",:,,.
·Notes·'
Dual 2·3 Lane Trial Pits: Trial·pits should'.b$ located at SCOrn spacing. It 'is . Irnportctnt to ,ensure that the. proposed
SinQle 2 Lane , The trial pits should not aft be loeated sofely along the " road does not interfere 'Nith the hydrology of
centreline but should be. spread over the, width of both , the area. Note·· should be made of any
. carriageways. Trial, pits would typicaUy be' up to "2.5m 'groundwater in' the trial pits, and any
deep. ev.fd~nce of c~Uecting water in the area
. su'ch, as evaporation saJts or lush green
Boreholes: ' Boreholes . 'should be'located at tkm ;"grass, in·lpw ~reas.
intervals. If the .desk .s,tudy reve~t~ that consi~tenrrock
and soil conditions·; are to be· .expeeted~ th~riumber of In:' built ;up, .urban areas, special attention
b~reholes may be reduced ~o sl:Jlt.- , should be given to locating the trial pits to
avoid services such as. electdcity,..water or
·Permeability, 'Tests:. FaJling. head "or constant .head" q~~ . "~
i
, l
QATAR HIGHWAY DESIGN MANUAL APPENDIX A
the ,supervising consultant. All as-built For road corridors, cross section levels to the
r information shall be collected in a digital format edge of the reservation or agreed extent shall
draughting software.
A5.2 Preparation of Survey Data
As-built survey drawings of principal alignments
and visible features shall cover all of the works The Contractor shall prepare and submit the
installed under the contract including utilities, data observed as survey plans in the following
•
and parking areas
points coritaining:
• Field 'data,
descriptions
computations
for new
and
control
82 INITIAL CONSIDERATIONS
Route Selection
, In Qatar it is often the case that the' route
. corridors. are ,predetermined by,the Planning
,D'9J.7.artment-'· However;" '·the·'·engi-ne'er .should
Locate Junctions
The junction locations' are likely to be dictated
.:, ~y'one or.more of the following:
Decide on the
information
.Required to
. Enable· Design .
• Existing or 'proposed .d·ev~ldpments
such 'as villas. shops. or petrol stations
• Geotechnical conditions.
Review the Scale
and quantify the
The geotechnical investigation may reveal
investigation
ground conditions which result in mOVing the
junction or changing the design_ . Jurlctions
often involve some form' Of structure, for
examp'le,a full grade separated· interchange or
an ornamental ·structure iQ the middle of a
roundabout.·· .80 the geotechnical information is
quite likely to have a bearing on junctio n
location.
22,t)
QATAR HIGHWAY DESIGN MANUAL APPENDIX A
have been prepared, though not all· areas of For new corridor alignments the calculation of
Qatar are covered by each scale. The engineer ,corridor intersection points and curve
should refer to th~ Qatar Survey Mafluat for parameters shall be made by the highway
further details of coverage ,and series. engineer or sUrveyor based on, adjacent
Global Positioning System (GPS) , policy, plans. Existing site features such as
The global positioning system provides position ·walls, pylons, posts etc may be used to define
,and I~v'el of any pl'ace in the world from satellite.. boundaries reflecfed6n'the"policy plans_ The,
generated Jocati,on information. A mini.mum of computed corridor I,P's arid curve parameters
3, satellites need,to be operational over the shaU, in this· instance, be· reported: for 'the
_. loCality. GPS equipment may be small enough approval of the Generaf Survey Section.
,"·.".:·;to·::be ha:nd~hefd. Varying levels of horizontal Companies that are' approved for cadastral
,')~i~r~.y'ertjcaJ accu~acy are available, depending survey work by the General Survey Section
,~~OPl~·::,the· number of sate~Jjtes read and the s,hall be employed to cqmpute and report ,these
qccupation ti'me at. thestati0l!_ po'ints. '
The Centre for GIS 'broadc~sts VHF correction Highway engineers are reminded that road
information for use with.:GPS 'equipment' within 'alignments shall be developed in acco'rdance
Qata-r to, p'rovide real t.i~e.})LltPLltS.; , with the,' relevant' sections of the QHDM.
AHgnments are therefor~' not ,defined by the
GP.,S has'rn,uch, u~e ·in'>roui~.fin.dirig'and'strip corridor centreline (R'afar to Section 5).
rave:1 surveys"jn areas' whe're, more', accurate'
control is not available. However" . ' in Qatar A2.3 Planning ,Department
where~accuratecontrol, is widespread across the
whole 'country, itS' uses are limited. by the cost The Planning Departm,ent is responsible for the
required to 'achieve the, accuracy necessary for co-ordination of all la,nd .pJanningin' Qatar '
devel~pr:nents.
A2.2 Land In'formation Ce'ntre - General
,Surv~y Secti~n (GSS) _ Functions of the planning department useful to
Functions of the' Generat 'Survey Section useful land use allocation' for the whole of Qatar.
Cadastral Database for urban areas and 1:2000 for rural areas.
, for, the whole of Qatar. The information is illustrating the up-ta-date land use planning.
available in the form at co-ordinated points in Digital copies of the 'policy plans are updated
2zt;
2.: Notes
3. Legend
;i
Listing of line types, symbols and codes
used and corresponding descriptions.
Tables A5.1, 'A5.2 and A5.3 fist
standards for CED survey drawings
while Table A5,4 is a typical legend
: J
listing.
!i
4. Location/Sheet Index Map
<t:
Centre
.Ministry of f\f!unicipal
for
A.ff?iirs & Agriculture i
GIS
i
: :;:.~~
~
.. '
• "..:' ,
:."
~ .. ~ ,I•• :.
.. ..
. ,
Planning
;, De,partm,ent
Ji Land
Inforrriatio ri
Ci'JiI
' Eng:ineer~ng
',.:- :.,.: Centre· Department
_ .
, ' :
. "
CEO
Survey,
Unit
227
.1;:Inll;::lr\f 1 QQ7
QATAR HIGHWAY DESIGN MANUAL APPENDIX A
The CED Survey Unit operates exclusively for Services survey shall 'be undertaken utilising
the Roads Division. Its main activities are listed electronic radio-detection methods. Line and
below: level of .existing services apparatus shall be
recorded on services survey plans.
• Topographical surveys for in-house
design work Services survey drawings shall be prepared at
1:500 scale' for urban areas on A 1 sheets and
• Setting out for grading schemes in digital format. Scales for use· in rural areas
undertaken. by the - Direct Labour should be chosen to reflect the amount of detail
Organ·isation. · required. Layer numbering, line types .and
symbols shaH be in accordance with the Civit
. Functions 'of the CED Survey Unit usefur to. the Engineering Department standard. The
highway engineer are Ii~ted below. horizontal accuracy of the services surveyed by.
electronic radio-detection shall be to ± 250mm,
Road Intersection ·P,oints with vertical accuracy.to ±100mm·. , Where
The CEO Survey Unit maintains a database' of services are located by trial pits they shall be
road intersection points. surveyed ,to an accuracy of ±5mm horizontally
and vertically. .
. j
fpJ's computed' by, the highway· engineer from
ca'dastral information stlall be submitted to the • ,Location of services lines are to be
determined by theca-ordinate of points
CED Survey Unit. for r~view.
along the lines.'. .
Topogra.phi~al SurVe.ys
,Topographical, s~rveys for CED Roads projects Co-'ordinates,'. 'may': "be'· de rive.d .from
.',are SUbject tq' CEO Survey •. Unit review and measuring,:' -.
approv,~L .
a) , angJe/bearing ,and distance
As-built SurVeys . from known 'control points.'
As-built, drawings' are prepared by' con~ractors b) offset and" chainage : from
,With the ~ssistance ofsuperVising,~cO[ls~ltants known/co-ordinated, lines (eg.
.and p,rivate... survey compani,es.... They are road centreline)
recorded in ,digital and map sheet form and are. ,c) distances 'from 2 or more
archived i.n. the CEO Prime' Document Storage. knoyvn poln~s .. ,
As-built surveys are reviewed by' CED Survey • Level shall be. record'ad on the survey
U:nit on an.ad h,oc basis-as required. plans to national datum at specific
points along utility rout,es.. Po'ints shalr
A3 'SUR·VEY WORK PROCEDURES, be leveU'ed 'and' 'recorded -at bends,
junctions and at 25m intervals along
In order" to maintain' consistericybetween straights.
projects, specific propedures are to·befollowed
in surveying, recording aAd, presenting survey All radio-detection survey operators shall be
information for highway d'esignprojects. approved by the Civil Engineering Department
prior to commencement of the services survey.
Typical survey requirements for highway design
projects are fisted below. . The results o'f radio-detection surveys shall be
corroborated by manual excavation of trial
A3.1 . Topographical Surveys holes at selected sites in accordance with
service authority procedures.
The topographical survey. shaH cover the full
extent of the works to be designed. and include A3..3 As-built·Surveys
tie-ins to an existing.features..
On completion of construction, as-built survey
Survey data recorded shall be sufficient to drawings shall be produced by the project
enable preparation of survey drawings and shaH contracto r ~ .
b@ prepared in acc~rdancewith the specification
given in AS. As-built utility' information shaH be, collected
during site works by the contractor and
recorded in digital format for line and level by
f
.~
,/
·z·Zq
QATAR HIGHWAY DESI.GN.MANUAL APPENDIX A
A2.1 Centre for GIS - Mapping and National Control and Benchmarks
Positioning Services The 1 st - 4 th order survey control points and
benchmarks situated around Qatar provide co
The Centre of GIS was established in 1990 with ordinate and level information for the entire
the target ~ of setting, up, operating and country. A greater density of control, is given in
maintaining a Geographic Information System the urban areas.
for Qatar.
Orthoimagery
The Geographic Information System is an ~asify Orthoimagery comprises digital aerial
accessible digital library of all -surface and photography that is assembled to form a visual
subsurface features in Qatar. It is therefore an picture of the landscape. It has an accuracy of
important tool for planning and co-ordinating all ±500mm with a greater resolution in' urban
developments in Qatar. areas. The digital orthoimagery database is not
generally made available due to the amount 'of
Because of the link GIS ,naturally forms with all information contained within the files (typically
bodies associated with development,. each 60MB/sheet).
government discipline that encompasses
construction of new features includes a GIS co~ • 1:1'000 orthoirhagery is available for
ordinator. In addition, the Centre' for GIS urban areas of Doha, Wakrah and
employs survey teams. who check and collect Dukhan" This is us·eful tor engineering
new features for inclusion, within the .digital studies and as a check on field data
database.
• 1:1·0,000 orthoimagery is available for
Functions of ,the Centre for GIS· useful to' the the whol~of_Qatar. This is·useful for
highway engineer, are listed below. engineering studies, ' particularty
relating to the identification of drainage
, Topographlc.sf Datab·ase " - . ,',.' , ,..:,','. , , catchments B..nd wadi locations.
T·he d,igital topographical mapping·dat.a'base is,
avairab'e at nomi~al' scales' of 1-:50b~OOOt Digital ElevatioriM·odel' ,.
1:200'.000,· 1:50,000,1:10,.000 'and '1:1000 The .digital.· elevation, model consists of
(urban areas only). .;. " . ". ' accurately. recorded spot heights for the whole
"'of Qatar.
·The 1:10,000 ·and· 1":'1000 'high;' res-olution , '
databases are· stereo-compited' frpm aerial Levels ar.e related to, the' Oatar NatJonal Height
photogr~p.hy' and form Qatar's GIS Digita(·Base .Datum and quoted to two decimar pJaC'es.
Map Database '(C?BMD). " ,.
Satellite Imagery
J The larger scal·e digital mapping· was c·reatedby Available· in digital.format. a.nd posters for the
digi~i4ing existing maps. whole, of Qatar. S~tellite,imagery is not
generally used in highway desfgn but is useful
r- The DBMO'is constantly updated sheet by sh·eet .
from aeriafand ground observations.
for specific . studies because' additionaf
information that is not avaiJable on the digital
m:apping or orthoimagery is presented.
• 1:1000 mapping has: an accuracy of
±500mm which is acceptable, for most Aerial Photography
studies and concept road design and is The earHest black and white photography taken
useful as a back-drop for illustration of in, 1947 is still available. Complete
areas ,.' adjacent to the route under photographic cove·r of Qatar dates from 1977
consideration and colour photography is generally available
dating from 1980. .
• 1: 10,000 maJ!)ping has an accuracy of
±3m which is suitable for location' plans Aerial photography for the whole of Qatar is
and diagrams. presented at scales of approximately 1:40,000
and is useful for route and development
• 1:50,000 mapping has an accuracy of planning and engineering studies. Wadi
±25m and is suitable Tor presentation conditions, areas of high, water table and
style diagrams. flooding are clearly ·identifiable from the aeria'
photography. '
QATAR HIGHWAY DESIGN MANUAL APPENDIX A
To complete this function it is important that the In addition to survey controned by the MMAA,
survey contractor provides all the information, the Centre for GIS produces and maintains the
the en.gineer need~' aDd thatthe engine~r.~ak~s Geographic Information ,System(GIS) for Qatar.
. full use of all the survey information availabie.
For conyenience. this appendix lists the various
Survey work in Qatar is controlled' by'
'Its own . survey bodie.s ttJat offer services and functions
comprehensive specifications and regulati'ons.' useful to the highway' engineer.' The
As such, this appen~:Ux is r)ot intended as a organizations are ifJustrated in Figure A1. ,Each
survey manual 'but as an aid to' the highway organization operates its own' specific'
engineer, to enable the prodlJct;on of procedures and ·'methods that should be
comprehensive designs whilst' haVing due adhered ~o if interfacing with it
regard for existing and proposed'~ite features. ,
The procedure according' to which tamps are The practice of extinguishing certain luminaires
repl.aced is a matter of local, policy, cost and when the traffic flow is small does not fulfil the
lamp type used. The cost of replacing lamps lighting needs 01 vehicular traffic and may
on demand -should be compared with that of increase the likelihood of coiHsion with columns..
group replace m,ent.' In.making the compa·rison,.
the following factors are among those that
should be considered:
ij descri'bed in an Annex at the end of this section. and to minimise, any pumping of fine materiaj
through sf,ab joints.
All materials, methods ,of construction and
toferanceused for road pavements must be in Flexible-composite pavements consist of a
~. !
,:,:'
accordance with the Qatar Construction, ..
Specification (QCS) . ,,-' The Civil Engineering
cEiment bound roadbase with asphalt surfacing.
As the cement boundmat'eriaf normally cracks
Department, (CEO) .. Iaboratory should be transverselY',due to shrinkage -and temperature
~
consulted during both the, design and warping, the surfacing must OS thickened to
construction stages of any project to ensure that
provid,t9 ins;lJlation, ~o reduc.e th~, temperature
th,e~,Ja1e.~t. "m,at,~,ri.aJ: .,s,pceC,if,ications ,are"peing
·"gr?;9!.~D,~,,)~..,~q~' ',~!.'?~:~'~~~~,L..~.~9. !~, . p"r~J,?,f.lg th e
used. " ..
,P~Jjo.d,'~ :,for,', ,c~ack '·development J-hrough the
jf] ,:'~.Ll"ffa~,i,n,~. ,_<" '
The various types of pavement constructions
described herein may be used, for ke'rbed or un.. " 'In','ple-,cast bJock,'pavin:9, the.as:p'halt su.rfacing
,kerbed ,roads, tn locations with or without is, ,replaced 'by,' a' ,layer of concrete ,blocks
)IJ pO,s'jtive drai'nage~ ,Any requirement for 'kerbing bedded on a course of sand. ',This 'pavement
and ,drainage will c;iepend up,on the exact nature type..is ,only, used in areas ,:of low speed traffic,
>~ ]
andJocatio,n of the ro~d - ref,er to Section 8. ,typic~Hy io"parkingar~as,.or \vhen a,contrasting ,
j , ~PPE?arance ,~s, r.equired ·Jor 'areas such as,
9.1.2 Typical Pavement $tructures m,edian ~trip~~ , ' '
, - ,
P,age 9/1
QATAR HIGHWAY DESIGN MANUAL SECTION ~
·)-":"~-:·,f;.;·~·
.;."'::-' )·P.-: :".
':. ".; ":. 'I'.:
, , ....•....•.
...... ; r:\....:..... "
..
Determining when'a pavemertt has' "failed" or is ' rarely so.' The"importance of goc;>q practice in
n.o·Joo·ger proylding -theJntendeo l~vef Of.$elVice quarryin'g, material"han-d'ling, and ,stock-p-jHng to
is riof simple. Generally the deterioration is very ensure this randomnes$and also to minim;'se
slow and variable. Criteria for -failure" can be' variations themselves cannot be ,over
set such as rut depth,rqughriE:!ss, deflection or . e~p~~$iSed.· . . .
ev·~n. the
level ofmaintena~ce . expenditure. or
·.total·quantity of .patchin.g., . Sometimes· a. road, _fail~ to carry: '.traffic
.- .-.. ' . . -, '
In
paverne:nt design it is the traffic one d·irection S Mini-bus 2 1+1 or 1+2 0.2·0:5
or individual'lane, rather thcrn the two-way flow, 0.7·5.0
4 Bus/Coach 2 1+2
which'is of interest.
5 P/U TrUCk 2 ,., or 1.2 0.1 ·3.0
Manual classified counts sh9u1d be carried out 6 RiQid Lorry 2 '+2 0.4 .. 7.0
using the Qatar standard i 6 classe.s indicated 3 1+2+2
7 RiQid Lorry '.5·6.0
jn Table 9.1 .. 1n order to ensure that the ADT
B Arctic. lorry :3 - 1+2+2 0.6· 10.0
and - composition percentages arEl
representative of theyearty traffic, the folloWing 9 Arctic, lorry ~ , ...2+22 1.5·10.0
method is su,ggested: 10 Arctic. Lorry 5 1...2+222 2.5 -7.0
compared to the normal maximum axle load of A.t the end of th.e 20 year design period, the
130 kN(13 tonnes) which has the effect of 6.45 great majority of pavements 'will continue to be
,c",-:' ,'~
~_'"•• T
'----';:
•
standard 80 kN axles. use'd, but will probably require strengthening.
The precise works w.iJl be determined by
The pavement designs in this manual are ,evaluation as described in Clause 9.6, but will
selected on the basis of the cumulative traffic to probably take the form of s'n overlay .of 50 to
be carried over the design life 'expressed in 150mm, with or without ptan.ing the existing
standard axles. The determination of this surfacing. Outside urban areas, with minimal
number is done in three stages: kerbing and ironware and generous shoulders
or verges, a raised road surface will not present
any significant problems. However, in urban
~
The traffic for each class of vehicle
which is expected to use the proposed areas or adjacent to and under over-bridges,
road, both at opening and SUbsequently raised surface levels coutd be· difficu,tt or
over the design life, must be forecast expensive to ,accommodate. In these areas, an
~
estimated , ' . • • t· ~
axles to be carried over the design life This is an~uncertain process, particularly in a
II,J ?f~~ ..)
- " ~
.,'
must be calculated from stages 1 and country 'with ad~veloping economy· such as
\.""/ 2. ,Qatar. To forecast traffic growth, 'th,e following
three traffic ·categ'orh~smust 'be considered.
These stages a-redescribed below. Anyone of these· co'uJd be dominant or
insignificarit,.depend~ng~n the site.
~.2.2,,':O~,s.~:gn:.Li.f~e.., .'.
on the siting or timing of some major ,caned generated trafficrwill be far more diffi cu It
development. In this case it may be prudent to to predict but 'will be influenced· by th e
consider a shorter design period and make availability of land for such development and by
provision for possible strengthening overlays experience from previous road projects.
when _plans are more 'deHnite. The CEO should Allowance must aiso be made for the
be consulted in' cases· where a design period construction traffic which wi" be associated with
differ~nt to 20 years appears appropriate. both types of development.
QATAR HIGHWAY DESIGN MANUAL SECTION 9
need to be weighed and 'the average number 01 speed of the vehicres, the transverse position of
standard axles for that class determined. This the vehicle wheel and the smoothness of the
is then 'applied to' aH the vehicles of that class road surface~ In UK, trials of "WIM systems
+
for the design period. The values can vary have shown substantial ,unexpfained variations
considerably depending on the proportions of in average vehicle -loads between sites with
the various v~ehjcle classes and the degree of similar traffic. Moderate errors in weight
loading. On some routes, the. loading is very measureme'nt will be converted to much larger
directional, eg the approach to a quarry may errors in the equivalent standard axle values. If
have similar vehicle flows in both directions, but 'WIM s.ystems are used, it -is strongly
empty forries in one and fully laden in the other, recommended that check weighing of a sample
hence axle load surveys are essential. of the heavy vehjcle~ be carried out using
conventional weighbridges, either permanent or
At present, Qatar has no legal limits on either . portable types. This is in· addition to the
axle or gross vehicle weig·hts. A considerable calibration already mentioned.
amount of overloading, relative to the designed
vehicle ·weights occurs. . Local surveys·have '9.2.6 Determination of Cumulative
found extreme cases ,of vehicles being loaded Standard Axles
to ne'arly twice their designed gross vehicle
weights. Overloading causes abig.increase.in In 'Order todeterm;ne the' cumulative "standard
wear to th.e :p'Bvement. In the case of a 5-:axle axles ll over the -design life of the road, the
arti.c.ulated t"ruck, this can 'increase from about 4 following proced~re s~uld ~~' followed;
equivalent stanqarq.-axles, for -thedesig~ed
weight "limit, to 160 for the overloaded case. 1. _Determine the ,daily traffic ffowfor each
Obvj-ou~ly, no(all vehicles will be overloaded to class of' vehicle weighed usin_g the
this 'degree, 'but, the .average number of n3s-ults of the traffic survey
. equivalent standard axles per vehicle -for each
. traffic class .wUI gen,er~lIy qe higher than in 2. .Det~rmin~, .' th~ .~'v.'E!rage . dCiily one-.
places' whi~-re Jegarnmits'~ "relafe'd fo" the- 've'h'icle '. dfrect'ion-al traffic flow"for'"ea'ch' class of
design, " 'a'reimposed, and . enforced.' An vehicle
indication of the likely 'range 'of av€?rage'values
f.or Qatar in,"eachof the _,c~asses-.is ;shown in 3. Makea-for~qast,-of th.f?, or~e-directional
Table .9.1 ...··(C,lasses 1 and 2, .consisting of cars, traffic fJowfor· each'class ofveh·icle to '
II ~wheel drivevehicles,·fight .p,ic~-upsaT:ld tax'is
cause' negfiglb·tepavement damage ·and nave
,dete-rmlne the total·traffic- in each class
that willtraveJ over each lane during the
beenomittep.) The :wide'rangesare due to the de9ign. Hte ,
.J~
j
'varying·pro.portions or
loa'ded, part·-'o'aded and
empty vehicles and the ·extent of overloading. 4. ' Deterrn~rie·the mean·equiyal.ence factor
. The ~ix will vary with vehicle 'class and route. for.·each clasS'· of vehicle and for each
'.~' .il
B
:I '
Axle load surveys, using portable weighbridges,
direction .from the resu1ts of the axle
load survey
should be carried out to determine· the axle 'load
:"":"j r .' j distribution ofasampte of the heavy vehicles in 5. The products of the cumulatjve one..
~.! ' \';, ••'
the vicinity of the road._ Data cofJectedfrom directional traffic flows for each· ctas-s of
i these surveys can then beus-ed to calculate the vehicle over the design life of the 'road
mean number of standard axles for a typical and the .mean equivalence factor for
'vehicle in each class. These values can then that c-Jass should then be calculated
be "used in conjunction with traffic forecast to and added together to give the
determine the predicted cumulative standard cumulative Ustandard aXle" k~ading for
axles that the roadwHI carry during its design each direction. The higher of the ~o
tifs. Alternatively. there -mayb~ data available directional values should then be used
from the CEO, who should b'econsu'tted on the for design.
need 'for specific load surveys.
For duafcardageways it shouJdbe assumed
Axle loads can also be me-asured and counted that the slow lane: will carry all the heavy
by weigh in motion (WIM) s-ystems. These vehicles unless local experience indicates
involve the embedment of load sensitive strips otherwise or the one-wayADT traffic fJow
or pads, flush .with the road surfacer across -the exceeds 130DO vehicles per day. In the latter
wheel path. These systems are very attractive case 90 % , of the heavy traffic should be
because .axle loads are measured while assumed to travel on the slow lane. All lanes of
.vehicles' travel -at normal speeds. Howe~er, the carriageway should be designed for the slow
:~, :...... WfM systems require careful, regUlar calibration lane traffic. Each carriageway can be designed
\ :
~ .. and the measurements are affected by the tor a different number ot standard axles,
However, the differences would have to be at Accordingly, the present pavement designs
least 500/0 before pavement thicknesses were include three claSses 01 subgrade defined by
fa altered significantly. In practice, the. largest CBR:
number of standard axles in either slow lane
would determ';ne the design for all lanes. 81: ~ 15% and < 25%
52: ~ 25 6/0 and < 500/0
9.2.7 Design Traffic Classes 83: ~ 500/0'
Accurate 'calculations of cumulative traffic are The eSR values are measured using the BS
difficult to make due to inaccuracies in the traffic -1377 method, on soaked subgrade samples
forecasts and average numbers of standard statically compa.cted to 95% of the maximum
axles for each vehicle type. Consequently the dry density (MDD), determined using the BS
pavement designs are provided as a set of " 1377 4.5 kg rammer method. There are also
discrete thicknesse~ for defined ranges of traffic grading and ~ Anerberg Limit requirements,
rather than as a graph of thickness versus detailed ,in the QCS.. The in situsubgrade must
cumulative standard axles. Each range of aJso be" compacted to the same relative
cumulative axl~s is termed '? class and these compaction" na·mefy 95% .of ,MDD (4.5 kg
are summarised in Table 9.2, expressed in rammer) .
fD iJ1JC?l1 s 9t.st~,[lc::1~rq ~x'.e~ .(msa}. For
comparison, the pavement classes used ,in the The." "specified subgrade' strengths - must be
previous design manual are also shown. When sustained tor a depth of at least 300mm and the
the forecast number of axles is considered fairly mate~i'al below thls 'must have a C.BR, at the in
.~-~~~:reliabJeJ and is within 10°/0 01. one of t,e class , s,tu'den.sity,of at least 100/0. This can be easily
.;/~~}:~~~.~~ on the average of the adjacent classes. Dynamic Cone. Penetrometer ,(t\leyn~nd
.SaJ!lplest(fthe''''S'am~:den:sity,,'' .
08SI~ftiC < f 1·2 2·5 5 '0 20
(mSI~/ . :
'0 20 50 , ·Where.the, above'corldJtionsare .'notfUlfilled,
Previous TertiarY . elther~so:m'e.of the s:LJbgr~de ~materiaf.' must be
Pavemen1 re.plac~d:witn" higher . qU~Jjt.y.:ma1eriil, or the
CtassHication SecondatV
'amount.of cover..'(filf ·height.) incre,ased. The
Pfimerv .necessar)i'repJacementor coverthickhess can
be. :d~ter(Tlined .on th.e ·bas·is of ·pr,ovid.in.9 the
Table 9.2 ~ Design Traffic Classes same .stiffness' at..formatipnJevel (top of the
'earth.works) as for the' standard "C:BR 25%
9.3 PAVEMENT MATERIALS sub.gr~de,. Detai,lsfor th~s procedure a're given
in the Annex to this section" The proposals for
9.3.1 Qatar Construction Specification these non-standard subgrade situations must be
(QCS) discussed with theCED.
The full details of the maleriaJs -to be used in 9..3.3 . Granular Material fO.r Sub-base and
pavement construction and the subgrade are Roadbase .
given in the QCS together with the applicable
test :methods. based m~inly on British The' same material is used for both layers and
Standards" Brief descriptions of these materials may consist of either crushed stone or gravel, or
are given below. natural gravel, or a' mixture of these. There are
Qatar generally has high strength 'natural soils material to achieve a C~R value of not less than
consisting of weathered Hm~stone or sands. 600/0 when compacted to 1000/0 of the maximum'
HistoricalJy, it has been possible to construct dry density (MDD) determined using the BS
earthworks, or at least the upper layers, using 1377 4,,5kg, rammer method.. This material is
material with a minimum soaked California used as sub-base for all pavements, except the
, Bearing Ratio (CBR) of 25°,{,and the previous concrete slab designs, in thicknesses ranging
pavement designs were based solely on this from 100 to 200mm, depending on 5ubgrade
expensive to always provide this standard. In compacted to the same density as the CBR test,
some iocations, such as cuttings, a significantly namely 100 .of MD0 (4.5 kg rammer).
9.3.4 Roadbase - Asphalt Concrete The required .grade of bitumen is 60f70Pen with
11 a binder cont~nt typically between 4.0 and
~\
The standard form of pavement construction 5.0 0/0. Compactlon requirements are the same
11 ~~, uses a type MD1 asphait concrete roadbase as for asphalt concrete roadbase and the laid
between 100 and 230mm thick depending on materiar should have voids of about 5 to 6 %
traffic loading. This material must comply with beT·ore trafficking.
a given grading enVe'Iope' (maximum particle
size 37.5mm) and will be proportioned using the 9.3.7 Concrete for Rigid Pavements
)1 MarshalJ Design method to meet the following
criteria: Rigid construction is included for use in local
areas with a .high risk of rutting. It may be
I]
Minimum Stability: 8 kN
adopted more widely jn the future. COt;1crE?te
Maximum Flow: 4mm
slab pavements require high quality concrete,
Air Voids: 3 to 6 0/0
sometimes termed pavement quality concrete
~
Voids Filled with Bitumen: 60 to 75 %'.
(POC), .with a 28 day Gube strength of 40N/mm 2 .
High. quality mix constituents,' good quality
The required grade of bitumen is 60170 Pe'n c'c;trol and thorough curing are necessary to
with a binder content typically between 3.2 and e~isure that the required sta~.dard is achieved .
11 .5.:0"c/)~; .' The'· QCS spe.cifies"' additional
. requirements for particle shape, soundness, In order to
·reduce the' risk of cracking due to
11 i :
particle.strength) water absorption and abrasion
resistance.
imperfect curing or.joint construction, reinforced
jotnted ''siab construction. 'has been adopted.
!J "'t.:.' . '. ' ~ Longitudinal rein1orceme:nt to as 4483 is
.The criteria': for compaction on the' road will required at the rate of' 600m'm 2/mwidth. The
1]
result in average·voids tromS·to 6 0/0 in the laid
material 9.ef,ore tra~ic·king ..
reinforcement also reduces the slab thickness
· compare.q .to· an .un-reinfor~ed .~Iab and reduces
., .. ,the·,.':,~mb~r-.,.:.·~Gf,:,:;,transve'rs~::·.Jointsf·,.::,,,.~':,The.
9.;3.,5. _, Cement Bound Mater'isl . reinfor¢;e:me.nt'is;placed with· 50: to:: 60mm of
J1 ··'coverbe.lo¥!,.the· s:l~b'.surtac~ and 'matniainHJ9 a .
.This:js: ;u'~edas stJb-,base in -the concrete 'slab .,.: ::m'in:imUri~rbqv.e·rof ~Omm '~belowahy'longitudi!1ar
'} I
j.
=
.. pav"ements and < 'as .. roadbase"in fJexible
'composite ·pavern.ents~ 'A'fairlywide grading
envelope'is specified .forthe. materiat whichrylay
.','joint se:~Hn"g-grobve.,·sLo~gjtud~na'llOint~.·musrbe
: .' pro\/ide'd to···lirnit slab widths to: less' ·than 5".Om
for limestone' aggregate..Most oth'er ·aggn3gates
consistof J any·or·allof, sand, gravel·orcrushed w.ith higher coefficients .of .exp~nsion must be
.i] rock~ This is mixed with cement either in-place
or in an .o.ff-road·mixer. A modest cube strength
''-:lirf\ited .to .4.0m..:. "" ·Traris\'-e.rs~ :expansion' and
oontractionjoints .must :~e instalted alternately at
of 7.5 N/mm 2 at 7 days', is specified. '·1. 5mirltervalsand:proper.transitions ·provided
.between·sectior:ls·:.of ';concrete and asphalt
]~..J\ This .material has not previously been much .construction. 'Details· of th.ese fe:atures, derived
used in Qatar, butis:now Jncluded for use as · from th~.UKHighway. Construction D~tails
/ )') sub-base ·for concrete slab .pavements and it (DoT., .1"991 )"are.provided in the QCS.
~n-·- -
-~
~
' \'"'.~ may'a'fso provide .a .cheaper roadbase .. Limits .
l on g'radjng', cl.eanHness and durability are ·given 9.3.8 . PrecastP·aving Blocks
in QCS. For both sub-base or roadbase use,
this material must. be compacted to 95% of These are ma.nufactured from Portland Cement
.J MOD (4.5 kg rammer). concrete .in two thickne~ses, 60 and 80mm .
The thickness to be used depends on the level
9.3.6 Wearing Course of traffic.. The average' compressive strength
must be' not less tha'n 40N/mm 2 and individual
A standard surfacing of MD4 asphalt·concrete l blocks not less than. 35 N/mm 2 . Other
laid as a 40mm course is used on all flexible
1 req~irements, .including preferred shapes and
I
I
I an.d flexible-composite designs. The nominal dimensional tolerances are giver} in QCS..
. !
maxtmum aggregate· size Js·14mm and the mix
.proportions are determined in a similar manner The paving blocks are laid on ·8 compacted
to the aspha~(concr~te road base, but with the course of sand, normally in simple herring-bone
following . difference.. imported gabbro bond.. The laying co_urse sand may be either
aggregate' must be used for the coarse fraction, natural sand or crushed rock fines, comply-ing
to provide adequate skid resistance and with the grading envelope in Table '9.3. The
resistance to poHshing. This last requirement sand is laid so that after compaction it forms a
raises the cost of the material considerablYl· and layer 30mm thick. After placement the blocks 1
}ust1f\es the th',ckness of only 40mm. are compacted using a vibrating plate
compactor and finally, "sand is vibrated into the
joints.
241 Page 9n
QATAR HIGHWAY DESIGN MANUAL
r
sieve size,
analytical strain criteria ,b,ut have performed
(mm)
Laying' Course Jointing Sand satisfactorily in other areas of high
Sand temperatures. The designs in Figure 9.3 are
-
10 100 iDO based on those' in Figure 9.2, but with some of
<
the asph~ft concrete thickness replaced by
5 90·'00 1'00 tw-icethis thickness of granular roadbase. This
2.36 75.. 100 95.. 100 is in 'accordance with the structural Dumber
concept of the AASHTO design method (1993)
, .18 55·90 90..100 in which the reduction in thickness of one layer
0.6 35-70 55.. 100 is compensated by increasing another, in
proportion to the material coefficients. In this
0.3 8·35 15..50 . instance the granular layer (CSR 60°/0) ,has a
0.15 0-10 0-15 coefficient of 0.13 whilst the asphalt (stiffness
" \
1.0 GPa) has one of 0.26.
0.075 0.. 3 0·3
9.4.4 Flexible-Composite Roadbase
Table 9.3 .. Sand Gradings for Block Paving (Figure 9.4)
, - . , ,
Futtdetails o'f the laying procedure are given in This typ'e'of p'avemeht h'as not 'previo'us'Iy'been
the QCS, based on 85 6717, Part 3. used to any great extent in Qatar although it ;s
very common ,and 'successful in some
·;.;.9.~ DESIGN CHARTS couritries~ The" cement bound layer will crack
,~~:~~;~i?~
transversely soon after construction through a
General combination of dryjng ~hrinkage and thermal
,gradient warping. The successful perlorm8:nce
'Th;'" 'designs for' t!1e .various types of of this type of pavem'ent depends on. the
constr~ctiQfl·:,a-re:p-rese nted --asa.,series,ot"cha rts, shrinkage' ,of the cement, bo una ·~oa,dbasebeing
Figures 9.. 2 to' 9.6. Knowing the subgrade class small andthe a~phalt roadbas~ being'tolerant
.{re,ferc',Clause '9.,3.2).'and th,e traffic class (refer of the cracked roadbase. The low streng~hof
'Clauses ,9~2.6 and "9.2.7) the thicknesses of the 7.5 'N/mm2 ,and:the .use ·of limestone ,with a,Jow
layers.:can be easily- read ··,for each p,avement ',co~fficier,.t 'of therrnai'expansion, ,should result
type. Natali types of pavement are c,onsidered .' ,..in na'rrow, ro'adbasecracks. "The' high
,·appropriate for ev~ry traffic class. temperature~',are, Jikelyto a~sist ··th~ ,asphalt
,surfacing 'in' resisting the 'deyelopment of
Pavem~nt construction should constant be refle'c.tioncracks,.
across' all, running lanes as the savings to be
, made by reducing the roadbase,thickness are Thick asphalt surfacing wilt reduce the
not great. In rural situations, where the hard development of cracking by insulating the
shoulder/edge strip is not expected to' have cement· bound layer' and reducing the'
heavy 'usage,itspave,ment thickness may be temperaturegradien1 and warping stresses.
reduced. -In urban areas, where parking is
expected, . a red'uction of the pav.ement
, The material thicknesses shown in Figure 9.4
construction for the hard shoulder ,IS not
are base.d on UK practice. However, it is
recommended.
probable that the asphalt ·surfacing thickness
could be reduced in future designs, after some
The design requirements for staged
experience of satisfactory performance is
construction is dealt with in Clause 9.5.
obtained.
9.4.2 Asphalt Concrete Roadbase
(Figure 9.5)
This type of construction will suit all classes of
Rutting ,of convE?ntional asphalt pavements at
traffic and is similar to past pavement practice in
the ·approaches tQ junctions or at rou'ndabouts
Qatar. The basis of these designs are
is a sig~ificant problem in Qatar. It results from
discussed in the Annex to this section.
the high ambient temperatures, inherent
9.4..3 Asphalt and Granular Roadbase
properties of the asphalt concrete and high axle
loads. Although it may be possible to .reduce
(Figure 9.3)
~~
Concrete siab pavements at these problem
) t~~'·~
..
locations will provide guaranteed, rut-free
performance. Concrete' pavements require
considerable attentjon to mix quality, placement,
) joints and curing to be successful. Jointed
reinforced concrete slab constructioOn has been
selected in preference to un-reinforced slabs. as
.~
there is a robust surface on which to erect side I,
structural layers.
40 40 40 40 40
.subgrade
Clas. S1 100 130 160 190 250
CBR. 200 200
greater than 200 200
150/D 200
and lesa than
2So/g
300-+ 300+ 300+ 300+
300+
40 40 40
Subgrade
Class 82 100 130
250
CBR', 150 150
greater than 150
25% 150
and IS81 than
50% 300+ 300...
" ..:..:- ~......~ ......... ;~
300+
,; r".~• .;~~- • / \¥'
• ·1..•.'M.:: ,..,.:
Notel
Layer definitions
1. Standard AxleStare 80 kN.
Wearing Courae(Aaph8lt Concrete MD4)
2. All thicknesses in millime,tres.
Roadbase (Asphalt Concrete MD1) S. These' dhagrama ar.-exp:ected to have the widest
application and are aim mar to thepaat practice.
Sub.base (Granular Material)
4. Roadbase thicknesses greater than 1.30mm
S.ubgrade (CBR at 95% of MOD should be laid in two courses.
(BS 1377, 4.5Kg rammer, soaked»
~ Subgrade Not
Considered
40
70
40 Not Not Not
Class 81 90 Considered Considered Considered
SUi,table Suitable Suitable Suitable
150 150
CSR t
11 greater than
150/0 200
and 'iess than 200
~
25%
300+
I'l
Subgrade 40 40
Class 52 70 90
~ (
\."j. :
CaR'
greater than
250/0
iSO
'50
l and less than
50Dk
,n 300+
I-
tl >·:~~t~~\: :' -..:. -
II
S~bgradf3 40
i
f]
;
)1
'. 'Cia'sa"".".'
CSR,.
83 90
100
greater than . 120 '
50 %
Ij 300+
1t
;J
T!
n t·
~ ~ ~
Wearing Course (Asp,haJtC:onc:ete MD4)
I
;
proportion ot goods vehicles, with equivaient
Lower Roadbase (Granular Base Material). standard axles of 12 or morel does not exceed
SO/e of all vehicles~
Sub-base (Granular Material)
~ .J
I
245
aATAR HIGHWAY DESIGN MANUAL SECTION 9
Traffic Classes T1 T2 T3 T4 T5 T6
CBR. 270
greater than
15°/0
and less than 200
250/0
300+
40 40
Subgrade 1,00 150
Class 82
270
CBR~ 270
greater than
25%
100
and less than
'00
50%
300~
300+
,$,~pgrade
Clasl 83
,CBR,
greater than
50%
!]
G'
• ':. ~-r'
t-
Il Traffic Classes T1 T2 T3 T4 T5 T6
~
CBR, 150 150
150
greater than
15°k
and less than 300+
250/0 300+
'i1
n SUbgrade
Class S2
Sa'me
as 51
Same
as 51
Same
as 51
n ./
\.
........
CBR,
greater than 250/0
and less than
50%
Ij
!j
t Subgrade
Same
as 51'
,·.Sa·ri1-e
·:'':.QS.'81
Sam:.
a.s 81
Cla8s 53
" I···· "
CBR.'
I<:'~,
lj
~
.greater tho.n
500/0 1,
I
I
)
\1
~
J,
Notes
L:--ayer definitions
1. Standard Axles are BO kN. ,
at
Concrete",S:la~ (40,N/mm 1. cube strength
!
28 days
with '600 mm 1 /m Df:longitudinaf reinforcem'ent 2. All thicknesses in mitllmetres.
l' .
,to ·85,4483) . '
, )
2LJi
QATAR HIGHWAY DESIGN MANUAL SECTION 9
Traffic Cla8ses TO T1
60 80
Subgrade 30 30
Clsss 81
150
200
CBR-,
greater than
15% 200
and less than 200
25%
300+
60 80
Subgrade -30
Class 52 30
150
200
CBRt
greater than 25% 150
and le8. than
150
., " .. ,144 ,
50%
• ,1 ~w·-t .. "..
...... .' . .~..
~~.~~.~J'.
':
~; ';~~~;f:;'~ 300+
: i·" ~ .... -: .tll\"" .",..
~6'O . 80
sUbgr.d,e .30
S3 30
CIa••
150
C'BR~
greater than -1-00
50% 100
300+
Notes
. Layer definitions
1. Standard Axles are 80.kN.
Precast blocks (60 or 80mm)
2. AU thickne'•• eB in millimetre•.
30mm aandlaying. course
3. TO Traffic Clast Inctudes reaidentis'l roads and
Road-ba~e (Granutar Material) parkrng areas with minim,at heavy vehi~les.
• Small works· trial pits, up to 3.0m deep )eeper trial pits may be used in "the
11vestig'ation 'of rock 'fi'ssures or to e'xplore
• Medium to, large scale works· borings ~;'1ers of weak rock which cannot be removed
up to. 30m deep, typically 20m .';act in normal boring operations. Such deep
,:r.I~,S
are costly to. cons.truct and ·wou'id be used
• " Very·· farge, scale" 'wo'rks' (e.g.. ' grade :'~~y in l~rge, s,cale exptoratiQn.
separati,o,n and dams) - a combination, ,
of deep borings: and pits. ':':;.:-tf, p,its are often the best m,ethod of exploring
l~i,i~k fHle'dareas'and sitesovertain by variable
It must'be noted th~t the',a'bo·ve is only· agui~e, nBHJrardeposits..' .
the., detailed:' methods of " exploration ;would
depend on th$ type of constructfon and site B4.1 .2 ,Boreholes
invoived~ , . ' . , .
, '
Th;~:: type of exploration can. be achieved 'by
'Where· rock is·,8xpected't'·'borings,,, of "vanou·s var'ous methods: " ,
types:'should be' used ,unless 'a number of,,'pits
would'. proVe more' econo,micat. ·,·lnsoilsi.. ·,the Han'·j 'or: mechanical auger borings a're
, normal method of
exploration is by boring 'holes ' Jet'atfVsly' cheap' methods' 'of' su'b-surtace
(unless the loads expected' are small" then . e~ptcration, ' of, 'soils which . win ' stand
shallow"pits will provide ~dequate samples for unsupported. HoHowstem' auaers, can be 'used
testin,9)·'- ' to support' soils in borings~ H~les can'be sunk
tod'epths 'up to 30 metres· provided there are no
The cost of setting" up driJling'··rigs on site varies obstructions 'such'as
boulders: 'The'di'ameter of
.from 'area to area depenc;Hng-on tr~nspo.rtation th.e borehole is' us'uany >1 OOmm .. This~llows
t~·· costs., , soil sampling tubes· to be usedwtthoutdlfficulty.
ThemechanicaJ auger is used in gravelly soil,
Before an estimate can be established for site which involves the use of a 'casing, prevent to
investigation work;, the number' of boreholes con-apse of the boring,.
i and types of·test must be determined. ,This will
be dependant on hqw much information is Percussive boring ;s a method ,which can be
already available. carried out in all types of soils, because the
borehole is lined with a thick-walled steel
84.1.1 Trial Pits casing., The boring is achieved by using open
ended shells in cohesive soils and clack valves
This is the cheapest form of exploration in in cohesionless soils.
shallow depths (e.g. up to 3m). Above3
metres deep, the cost increases rapidly Other tools include chisel bits for breaking up
compared with boring. The main advantage is boulders. All the toots,and sampling tubes are
that soils and rocks can be exposed and attached to sectioned rods.
examined in situ. This method, shows changes
in strata much more clearly than by borings.
J The pits are dug out either by local labour or by
a small' tractor-mounted excavator. ,The plan
r~' size of a pitdepends on method ofexcavatio~,
t
·',24Q
QATAR HIGHWAY DESIGN MANUAL APPENDIX B
Box Culvert Tnal Pits: At least one trial pit to be located at the UsuaJly in rutaJlocations t it is important to
prpposed culvert position. TriaJ PitswoutdtypicaUy be up ,review topography and hydrology to locate
to 2.. 5rn deep. the culvert.
Embankment Boreholes: For embankments/cuttings 2.5m high/deep It the cutting is deep, the engineer shouJd
, ..
~, ·i~utting or greater, at least one borehole to be located at the
proposed embankment/cutting position. If the
consider the stability of the slopes.
Boreholes shoutd therefore be staggered
I
~ . .~::~ ~ ~~'~}w', embankment/cutting is very long, boreholes should be across the cutting and not just follow the
.. -"~';'. ~/~::.:: located eVEU¥,kllometre.. Bo.reholesshoul(j $xtend at least road·. centrtUn.$.;. l.aboratory t$sts. should
3m beneath. ~e .level .of the. bottom .of the proposed identify Parametel'$ for stope stability and
.emban~n:\jmtl,QQttlng..eore~I~,s~ul,c1.id.entify "rock,;hea.d:; settlement 'to. Ys'rifythat it Is possible. for an,
and" rec~rcf.gro~~terif. present,! Standard' penetration embanknientlc~tting to be bunt. '
.,tes~s' are u'suat,ly recomm,e~ed to.determine, ~rdness.
..Januarv 1997
QATAR HIGHWAY DESIGN MANUAL APPENDIXB
• Shear vane test load can be applied in either of two ways; the
firstbyloadi,ng it.¥'.ithiricreJ'!l.ents of ·keritledge
• In situ density test (concrete blocks.or steel b'illets); the second by
means of a hydrauHc jack bearing against a
• Permeability test.. heavily loaded beam.'
obt~in the 'necessary, reaction"loa~ through. a One disac;ivantage. of" this ,test is 'the' lack ·of
The'in situ CSR' test· provides 'a different· ~es'ult smaHer than the bul'b pressure from the· actual
to thato~tained in. the laboratory undersimilar . . foundation. Th:is " could> . lea·d to' error. in
conditions of. densitY., etc. . Road' ·design, is detecting settlement of a: lower ·weak stratum.
the following characteristics of soils:, there are also specific te~ts which yield more
undi'sturb~d sampleS.,,:-these' being used 'later to solids 'per. unit volume)' is "used" f,or the
describe ihe.-son in'the erigin~er"s reports.,'" determination of optimum c0f.T1paetion in, ~arth
Moisture Content: important 'in',· ,aU'· 'soil ancf in' the laboratoiy CBR test
pl.astiq·limits) so that no doubtful sample will be ,tests are carried out to determine bulk, density.
January 1997.,
QATAR HIGHWAy DESIGN MANUAL APPENDIX B
The Triaxia~ Compression Test can be carried tray and subjected to load. The Iqad is
out using any of three different methods: increased every 24 hours and a time
settlement curve is plotted. Again, this IS only
• Undrained suitable for .cohesive soils.•
The consolidat~d undrained ,t;;wdal test affo~s Results' achieyed are.·a'IS'ous'ed in' other
the.. sarnple~o.drain while·app.lying the hyd.raulic , laboratorytests"suc~'as the,qBR test.
pressure, thereby. a1l6w'tng':>,the;'sarh'ple' , to
consolidate. After'consolidation ~he ,sam·ple is Point Load, T~stin'gonRock: involves: the
stressed without furthe,r draj~age .. ' ,det~rrTiination·of failure. strength of, 'rock ,core
.'. samples either bY'loadingaxiaffy, diametrically
hi the drained' test. th~axiaf load is 'ap'plied so or irregularly.' ,Re.fer to ,B5-1377 or ISRM
slo.wty that '-fh e pore wa.tercan drain·off,without (Internationa'f Society for Rock Mechanics). ,
building ·upany pressure in the sample.', 'The
.... -.
= '\
drainage continues throughout the test and the Unconfined, Compression· T~sting .(plus
amount 'of 'water drained, off. is meas'ured. In measurement of .Deformation Modu.luson
,,both' cases, whe're: drainag'e is. achieved; the' R·ock)":' involves": measurement·~.Of, ·failure
water passes through porous discs at the, ends strength'and deformation" characteristic of
, of the sampfe and then through ducts in the prep;ared samples. This test can be, used either
apparat~s. in the site I'aboratory or, in 'the field, since the
apparatus is very portab.le.This method is
The 'consolidated undrained test' and' the the~efore 'particui'a-rty useful ~here a, large
drained test have particular application to the number of samptes, are required to be tested.
behaviour of soil 'in' earth dams and Rock samples.: 75-mm long. and. 38mm diameter
embankments, and also to stability problems in are placed in' the apparatus and an axial load
general. applied~ The sample 'is she,Stred under load
andthe shear stress is automatically recorded
Con'solidation test: used to calculate the on a chart fixed to the apparatus. Refer to as
magnitude' and tate of consolidation of a 1377. .
p'articular Soil. This is very important in
calculatin'g the movement of soH· under Sedimentation Test: used to assess"whether
foundations. The apparatus used is called an material'is a silt or a clay.· Refer to as 1377.
IOedometer' . The test consists of placing a
cylindrical se:mple (75 mm diameter x 18 mm Laboratory Permeability: used to determ ine
thick) in a metal ring and capping with porous
r~',
~ ,
permeability of reconstituted samples t ego
discs. The sample is placed in a water-filled , su~grade or roadbase materials.
QATAR,HIGHWAY DESIGN MANUAL APPENDIX B
Miniature Shear Vane: carried out on borehole shan. all be in accOrdance w,ith the Qatar
samples of cohesive material. Commonly used Construction Spe~ificatio.n.
when samples ar~ not suitable, for other testing.
jo
The Ground Investigation 'Report should
Chemical Content: a 'chemical analysis of identify the rock horizon for areas of cut, should
soils, rocks an·d groundwater is carried out to suggest methods of excavating the material,.
assess, the efrects, .. if any,~'which their and should identify whether the material is
composition 'might have' on any material to be likely to be suitable for use as a fill material
used in the proposed works. The tests mainly
cover sUlphate, and chloride content and pH 84.4 Retaining Structures
value, although bacteriological analys·is may
also be required for works in tidal mud flats. Where sufficient land width is not available to
. accommodate ,the full w.~Qth of the base of the
84.3 Earthworks embankment,. the provision of earth retaining'
structures has to be considered.. Below is a list
Earth moving for. ,roads takes place· over a .of some of the ~:Ufferent. typ,es of earth reta,ining
relatively narrow band' of terrain and a balance structures·commC?nly used.
of cut and fill. is' often difficult to achieve.
Cohstraintsto the 'profile are imposed~y the • ,Gravity walls in mass concrete,
·walls,
Two solid lines \/\1 ;.~:; dne separation equals thickness of walla
...
.... .... _. ~ \
-
._-~_ .-~-~-------
.._----
...... ~ •••I'.- ~
,,.
. _--~---_.-.- Short dashes, O.35m r>, . :19 overhang
....... _ 1 ,."."
.,.
.......... ill" ...........
J I } Solid line and slash F"' ';' fence, raili.ng. crash barrier
. .----. . .-.-. . ~ .-. --..
Dash-dot
fa..I'
r:
.... ..
•• ~ .•
Centreline
.... - - ........
'
J. o. Circle. 1 ~2mm.dja,~eter
more than O.5m'. diam.-eter
0 Solid circle,1.2m.m.diam. Bollard, marker p~st nottnore than O.Sm.
• Solid box,1.2m,m.squ"are ·.diameter
A '.r ri'angle I 1.2mm.sides Triangular MH. sides notm'ore than O.Sm.
,
Services post/pole (electricity, tele'phone, street
0 Solid circle, 2mm.diam. lighting. traffic signal); road sign and
sign board supported by single post
Electricity junction/traffic controller box and
• Solid box, 2mm.square
telephone booth not more than 1m.square
~ Double triangle, 1.2mm. Survey control or benchmark'
'J
*
Scaled size Palm tree
J
To be drawn using O.2mm.pen
Notes: 1. Features exceeding prescribed dimensions. shall be surveyed as polygons and plotted
with solid lines O.2mm. thick.
2. Signs supported by more than 1 post shall be plotted as so,lid lines Q.2mm.thick:.
Annotation Description
B ... Bollard
BH .. Borehole
CB ... Cadastral boundary
EP ... EI ectricity.post
FH - Fire hydrant
. '
G - Gully
GV ... Gas valve
Ie - Inspe,ction chamber
JB .. EJe'ctricity junction box
LP - Lamp--post
MH ... Manhole; type unknown
MHO ... Q-Tel manhole
:' ..: ,.:~y MHS .. Sewer~g'e manhole
,%t:·~~\ MP . Marke.r post
~~t .",~ .. ~ . . . I.
..
• ..:
PB Post box
'~ I "' ' -. "., ~~, ...........
PC - Pipe culvert
PPB - Pedestrian push-button polS.
P~np AJ10
January 1997
QATAR HIGHWAY DESIGN MANUAL APPENDIX A
LEGEND:
Kerb line, unless othef'\Nise specified.
(Level taken at the channel)
Cadastral plot boundary
Building line
Wall
Edge of bitmac, unless otherwise specified
BVilding overhang,
Top/bottom, of bank
v : ,f •• Picketfence r railing, crash barrier
Road centreline
'Overhead cable/line
Undergrou!ld cable/line
c::=-<:::] Gate
A Survey control or benchmark
lo._ #
.*0" Palm tree
Tree, g,eneraJ
B.
BoHard.
·SH
Botehole
G.~:- C'adastral boundary
EP . . Electri.~itypost:· ., .. "
FH'
Fire hy~rant ,
'. G
... Gul.ly ,
'GV' ..'1.'.: .. , Gas valve .,
1~ ·Inspection..c~a.mbe( '.
J8 ',Electricity jun~i~~' box
·LP '. Lamp ,post
,Mrt M~rihole; type unknown
MHO
Q-TefmanhoJe.· ,
MHS
, Sew.erage manhole
Mp·',
Marker post
J PS' "Post box'
PC . Pip.e ,ClJ1vert
JS~i
PPB
RS '
,Pedestrian push butlonpofe
Road' sign' (street name)
SIS Electricity sUb..sta,tion
SB Sign board
SC Stopcock
8M Un.derground service marker
SV Sluice valve
Tee Traffic controller box
TEL Telephone booth
TP
Telephone post
TSP
Traffic light/signal post
TS
Traffic sign post
I'
I WT Water tank
WV Water valve
14.55 Spot height
i~
r
r£--";j
·r~··· .
Table A5.4 - Typical Survey Map Legend.
! Z~1
QATAR HIGHWAY DESIGN MANUAL APPENDIX A
SERVICES ·Electricity, water-, ,telephone ,and other services, and corresponding levels,
includes : ma·nhole·s~'g~Ules,hYdrant~, inspection chambers, valves,.
eiectricity and telephone pol~$and lines, ele,ctricitY. sub-stations,
junction boxes, postboxes~ cu~verts, ducts, pipelines, services markers
SPOT....HT
Lamppo~tSt'streetnar:neposts, sign boards. marker posts,
Z8B
D_-- A'.. . '1
QATAR HI.GHWAY DE,SIGNMANUAL APPENDIX.B
Piling Walls 84.5 .C?eosynth~tics
Steel sheet piling may be used as a permanent
retaining wall ifconsideratfon isg.iven to some Geosynthetics are extremely versatile and may
measure of protection against corrosion where be used in the following instances:
.,. a very long life is required.. Usually, however,
,sheet piling is' used as a temporary support • Reinforcement for subgrade and sub
during the con~ruction period. base materials in roads
methods of design and construction of the The pro forma has been split into three
] above types of wall can be found, in the British.
Standard publications, as, a002Code. of
sections with notes:
to [Project Code·
[ Project Title
SECTION 1 :- FIELDWORK
F2.pb Additional Drilting Additional .rotary open drilling depth,. rate Rate· m
Borehole
permeability Test
Of'
SECT'ION 2 • LABORATOR,Y WORK
Qty Unit
-
Rate ,-':Totat
Ref Item Description Notes
(OR) (QR)
r
L1 Atterberg. Limits See Note 12. Nr -~.
"
......"..-;r ": .
SEcnON3-REPORnNG
i
,R'" Site'lnvestigation
R-eport .'.
Comprehensive factual and interpretative
G~,ot.echni~al " Report, including
1 Item
l
photograpJ:ls, the .number of copies to be ~s
specified. See -Note 13.
Il
NOTES
1 These notes apply to Field Work, Laboratory Work and Reporting. It is assumed that the rates
f~rthe above items int?lude'for:~he requireme.nt~:ofth'ese notes.
3 All works shall be carried out in, accordance with QCS Section 3 Ground Investigation. -
4 The Contractor shall exercise the greatest possible care to ensure that both field and laboratory
work are of the h'ighest quality.
5 The measurement of the depth of the trial pits and boreholes shall be taken from the level at
which the pit or bore. ~nters the ground. The pos'itipns of all boreholes and trial pits shall be
recorded to within an accuracy of1 m together with the ground levels to the nearest50mm,
related to the Qatar National Datum (refer to QCS Section 3). Thiswinformation shan be recorded
on the plans and submitted to the Engineer.as part of th-8 Report.
J€ -, .~,
6' Trial pits shaH b.a' excavated to ,rock level ,or otherwise to the limit of the mechanical' excavator,
nominally a c?~_pthof 2.5 m. The depth of boreholes may be varied by the Engineer -SUbject to
the strata ~ncountered on site. Bed r?ck in boreholE;ls shall be proved for a minimum depth of
Sm. In cuttings remote from structural foundations, the depth'bf boreholes shaJl'be,3m below
propqsed forr:nation Jevel.
8 The equipment used for excavation~ boring. ~ampling and testing shall be sUbj~cted' to the
approval of the Engineer. Under no circumstcH';';es shaH water be used to. assist boring. through
clay.
9 If any object, natural or artificial, obstructs e,ither setting up or progress of excavating and boring
th.e matter shall be reported to the Engineers Fh;.:ore~entative,who may direct.the excavation or
borehole to another ~ocation to avoid the obsr:;,.'.fe.
Analysis of the DC? reading shall be made ~; , the latest version of the TRLDCP computer
".: :',prograrnme.based.on:the follow;ng"retationsh~;:':: :, ·~tweeripehetra.tion r~sistance an'd estima1ed
insituCBR:
. '
L09,o (CBR)
," '", .,'
=2.48 -1..057 Log,o (Stre,nb';'r)
. . - " . . - . -
S'mall disturbed'~sample~ shall be taken at changes of s; rata 'and at approximately. 1 .Om intervals
,;jJ'J .wit,hi,n ~a:S~,typeof ·,rt?aterial. .-", . ' ,
~
L... "
Butk disturbed samples of at least BORg weight shall be taken'in cohesive materials as directed
( by the Engineer at a' change' of. strata and· not greater than 1.Om triterv'als within ea~h type of
1
j, '
~ .. ~ .. material. One small disturbed sampt.e shalf be taken' between each two successive ,bulk
disturbed samples. The samples shalf. be sealed, tiansported, protected and stored such that
no change in' moisture content and soil structure occurs.
u
Suriace samples shaH b~ bulk disturbed samples of at least 80 kg weight and these shall be
taken in accordance with the recommendations given in as 5930.
u
Samples of groundwater of at least one litre shall be taken and the level at which water is struck
and standing water (e~els shaH be observed and recorded
t
U
12 All laboratory testing shall be carried out in accordance with the relevant procedures given in BS
1377:' 1990, Testing of Soils, save that the method for bOth compaction tests and recompaction
of sampfesof the CSR test, which shalf be in accordance with Central Materials Laboratory
J
method of test CML 12..97 and CML 10-97.
U
•
•
sulphates
chlorides
• pH
• grading / classification (as appropriate)
QATAR HIGHWAY DESIGN 'MANUAL .APPENDIX B
. For ~ach. trial pit and borehole t soJI samples -shall be tested at each change in strata, with a
minimum of 2 tests in the overburden above the rock. .. . .
13 The Contractor shall submit daily allocation sheets and preliminary logs and test results in
; . .
As soon as possible after the completion of the Laboratory Testing, the Contractor shalf submit
5 copi~s of his factual and interpretative repo·rt, prepared in accordance with .QCS Section 3
Clause·. 1.. 4.5.
14 The -Contractor shall. take all reasonable precautions to safeguard all existing on-site services.
The CpntractorwiU ,.bE;'held liable for any damage to such services which may be attributable to
15 The Contractor will be expected to carry out the on-site works expeditiously and in one visit
16 . The·· Contracto[.shaJl g.ivea. m.inimum of 48 'hours noti.c~ ,jn' writing" tQ thra J;ngi.De~t, before he
,
- . -
. The Cqntraetor...i~ to ca.rry out the works to e entire sati~factjon.of .the ;.E.n·g,in.eEJt,.. an~. is to 'work; tr ,".4.
. .
.. , in such a way that no inconvenience is caused to other contractors, statutorY'undertakers or the
.
.... i
'-:-'..,
~:.,. \,
,.; ••1:1""'.-;'
:.. general public who may be in the locality.· . .f
[
:/~~~:~~.~~~Z:.;- .' The responsibility for obtaining Roa~Opening Permits' and the like shall be upon the Consultant,.
who ~h~U.a9t:tere;~.Qanthe. requirements of any authority.. .
" ' . - ' , .. -.~ .• ·-.· •. ,.:._.. :. ••. I ' .•.
. .
"""-"~'" ,>.~_ ',
The Consuitant ~hall allo~ in his fee submission for; allrequiren:tentsofQCS S~ction 3 Clause
; , '·,._.__ ~I_ '''~>~·'':.I., __ L \~,. -,~.,~ ~'.'·"I,":-"": .,.. ..•. <.., '.1"' .- • . -~.' .~,., "., ,~'.
I
... ·t.6~l:·:·incJ:uc#qg.;t.'1af1d·.excavation to.·: d~termi·ne.·,the· presenoe 'of utUity:·llnes prior to the
commencement 01 mach'antesJ excavation. . " .
• • • < . , • •
18 The' I·ocation 'of utUiiy 'iine's er.lcountered 'in the excavation shaH be log·g;e.d.and their .condition
·nqted.·Wheh trial pits are specified in the. Project Brief for utilities 'focafioh and condition
i
t
l
I,
1
. f
I.