Vol1 - Part 02 - Planning - Cs-V2a

Volume 1
Part 2
Planning
PLANNING PART
2
Disclaimer
The State of Qatar Ministry of Transport and Communications (MOTC) provides access to the Qatar
Highway Design Manual (QHDM) and Qatar Traffic Control Manual (QTCM) on the web and as hard copies
as Version (2.0) of these manuals, without any minimum liability to MOTC.
Under no circumstances does MOTC warrant or certify the information to be free of errors or deficiencies
of any kind.
The use of these manuals for any work does not relieve the user from exercising due diligence and sound
engineering practice, nor does it entitle the user to claim or receive any kind of compensation for damages
or loss that might be attributed to such use.
Any future changes and amendments will be made available on the MOTC web site. Users of these manuals
should check that they have the most current version.
Note: New findings, technologies, and topics related to transportation planning, design, operation, and
maintenance will be used by MOTC to update these manuals. Users are encouraged to provide feedback
through the MOTC website within a year of publishing these manuals, which will be reviewed, assessed,
and possibly included in the next version.
Copyright © 2020. All rights reserved.
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Contents Page
Acronyms and Abbreviations................................................................................................. vii
1 Highway Strategy............................................................................................................1
1.1.Introduction.................................................................................................................................................... 1
1.2. Vision, Goals, and Objectives................................................................................................................... 1
1.3. Project Types and Scope........................................................................................................................... 3
1.4. Transportation Planning Process in Qatar.......................................................................................... 4
1.5. Land Use Considerations........................................................................................................................... 5
1.5.1. Land Acquisition.......................................................................................................................5
1.6.Appraisal.......................................................................................................................................................... 7
2 Projects Involving New Roads.......................................................................................9

2.1. Planning and Design Objectives: Provide Mobility and Accessibility...................................... 9
2.2. Planning Development Access for New Roads................................................................................ 9
2.3. Project Development Process................................................................................................................. 9
2.3.1. Development Process for New Road Projects...........................................................10
2.3.2. Project Development Process: Design and Build (D&B).........................................13
3 Project Development Process for Interchange Design Studies (Existing

Reconstruction or New)............................................................................................... 15
3.1. Step 1: Establish Data Collection Requirements and Obtain Data......................................... 15
3.1.1. Develop Interchange Planning and Design Framework.........................................16
3.1.2. Stakeholder Involvement...................................................................................................16
3.1.3. Develop Project Planning and Design Criteria...........................................................17
3.2. Step 2: Confirm Study Approach, Evaluation Criteria, and Decision Process..................... 17
3.2.1. Determine Evaluation Criteria and Technical Approach.........................................17
3.2.2. Develop Design Year Traffic and Select Most Likely Alternatives.....................18
3.3. Step 3: Conduct Interchange Type Studies..................................................................................... 18
3.3.1. Concept Engineering Design.............................................................................................18
3.3.2. Stakeholder Review and Screening................................................................................19
3.4. Step 4: Functional Geometric Design of Screened Alternatives............................................ 19
3.5. Step 5: Select Preferred Alternative, Document and Develop Final Engineering
Plans............................................................................................................................................................... 20
4 Projects Involving Existing Roads.............................................................................. 21

4.1. Unique Characteristics of Projects Involving Existing Roads.................................................. 22
4.2. Design of Reconstruction Projects..................................................................................................... 22
4.2.1. Relationship of Safety Performance to Design Elements.....................................23
4.2.2. Risk Management Guidelines...........................................................................................25
4.2.3. Reconstruction Design Approach....................................................................................26
4.3. Designation of Eligibility for 3R Treatment.................................................................................... 27
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4.4. Design of 3R Projects.............................................................................................................................. 28

4.4.1. Context Sensitive Safety Enhancements for 3R Projects.....................................29
4.4.2. 3R Safety Enhancements for Rural Highways...........................................................29
4.4.3. 3R Safety Enhancements for Urban Roads.................................................................32
5 Functional Classification as a Primary Design Control........................................... 33

5.1. Qatar Road Classification....................................................................................................................... 33
5.2. Definition of Urban and Rural Roads................................................................................................. 34
5.3. Functional Classification in Urban Areas......................................................................................... 34
5.3.1.Expressways...........................................................................................................................34
5.3.2.Arterials.....................................................................................................................................35
5.3.3. Collector-Distributor Roads...............................................................................................36
5.3.4. Collector Roads.......................................................................................................................36
5.3.5.Local............................................................................................................................................38
5.4. Functional Classification in Rural Areas........................................................................................... 38
5.5. Special Corridors........................................................................................................................................ 39
5.6. Temporary Roads....................................................................................................................................... 40
5.7. Application of Functional Classification in Design....................................................................... 40
5.7.1. Key Parameters......................................................................................................................40
5.7.2. Network Connections..........................................................................................................47
5.7.3. Transport Provisions for Non-car Users.......................................................................51
6 Design Vehicles............................................................................................................ 55
6.1.Introduction................................................................................................................................................. 55
6.2. Vehicle Weights and Dimensions........................................................................................................ 55
6.2.1. Abnormal Loads and High Load Routes........................................................................55
6.3. Typical Design Vehicles.......................................................................................................................... 56
6.3.1. Definitions and Principles..................................................................................................56
6.3.2. Design Vehicles......................................................................................................................56
6.3.3. Swept Path Analysis............................................................................................................57
7 Driver Performance and Human Factors................................................................... 60

7.1.Introduction................................................................................................................................................. 60
7.2. Qatar Driver Characteristics.................................................................................................................. 60
7.3. The Task of Driving................................................................................................................................... 61
7.4. Vehicle Guidance....................................................................................................................................... 62
7.4.1. Road Following.......................................................................................................................62
7.4.2. Car Following...........................................................................................................................62
7.4.3. Passing Maneuvers...............................................................................................................62
7.4.4. Gap Acceptance, Merging, and Other Guidance Activities....................................62
7.5. Information System.................................................................................................................................. 62
7.5.1. Traffic Control Devices........................................................................................................62
7.5.2. Road Environment.................................................................................................................63
7.6. Information Handling............................................................................................................................... 63
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7.6.1. Reaction Time.........................................................................................................................63

7.6.2.Primacy......................................................................................................................................63
7.6.3.Expectancy..............................................................................................................................63
7.7. Driver Error................................................................................................................................................... 64
7.8. Speed and Design..................................................................................................................................... 65
7.9. Design Assessment.................................................................................................................................. 67
8 Traffic Characteristics.................................................................................................. 68
8.1.Introduction................................................................................................................................................. 68
8.2. Traffic Volume............................................................................................................................................ 68
8.2.1. Annual Average Daily Traffic............................................................................................68
8.2.2. Design Hour Traffic...............................................................................................................68
8.3. Highway Capacity Concepts.................................................................................................................. 70
8.3.1. Capacity Definition...............................................................................................................70
8.3.2. General Characteristics and Application.......................................................................70
8.3.3. Level of Service......................................................................................................................72
8.3.4. Traffic Operations Analysis...............................................................................................73
8.3.5. Level of Service as a Design Control..............................................................................73
8.3.6. Influence of Design Features on Capacity..................................................................74
9 Access Control and Access Management.................................................................. 76

9.1. General Conditions.................................................................................................................................... 76
9.2. Access Management................................................................................................................................ 77
9.2.1. Basic Principles of Access Management......................................................................77
9.2.2. Access Classifications..........................................................................................................78
9.2.3. Methods of Controlling Access.........................................................................................78
9.2.4. Access Management and Safety Performance..........................................................79
10 Speed and Design......................................................................................................... 80

10.1.Introduction................................................................................................................................................. 80
10.2. Operating Speed........................................................................................................................................ 80
10.3. Speed Variations........................................................................................................................................ 80
10.4. Design Speed.............................................................................................................................................. 81
10.5. Posted Speed.............................................................................................................................................. 81
11 Facilities for Pedestrians............................................................................................. 82

11.1. General Considerations........................................................................................................................... 82
11.2. Designing for Pedestrians..................................................................................................................... 82
11.3. Pedestrian Capacity and Pedestrian Facilities.............................................................................. 82
12 Facilities for Cyclists.................................................................................................... 86
13 Parking........................................................................................................................... 88
References............................................................................................................................... 90
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Tables
Table 3.1. Typical Stakeholders and Their Issues for Interchange Projects.................................................16
Table 4.1. Relative Relationship of Geometric Design Features to Crash Frequency or
Severity by Type of Road.............................................................................................................................24
Table 5.1. Key Characteristics of Urban Roads.........................................................................................................42
Table 5.2. Key Characteristics of Rural Roads...........................................................................................................44
Table 5.3. Network Connections for Urban Roads..................................................................................................48
Table 5.4. Network Connections for Rural Roads....................................................................................................49
Table 5.5. Transport Provisions for Multimodal Users on Urban Roads.........................................................52
Table 5.6. Transport Provision for Non-car Users on Rural Roads....................................................................53
Table 6.1. Maximum Vehicle Weights and Dimensions.........................................................................................55
Table 6.2. Typical Design Vehicles................................................................................................................................57
Table 8.1. General Definitions of Levels of Service (Uninterrupted Flow)....................................................72
Table 8.2. Level of Service and Volume to Capacity (v/c)....................................................................................74
Table 8.3. Average Control Delay Criteria for Signalized Intersection Levels of Service.........................74
Table 9.1. Potential Crash Effects of Reducing Access Point Density............................................................79
Table 10.1. Relation Between Design and Posted Speeds....................................................................................81
Table 11.1. Level of Service, Pedestrian Area and Flow Rates............................................................................83
Figures
Figure 3.1. Example Single-line Concept Plan View over Aerial.........................................................................19

Figure 4.1. Conceptual Relationship between Available Sight Distance and Safety at
Crest Vertical Curves......................................................................................................................................25
Figure 4.2. Safety Edge.......................................................................................................................................................29
Figure 4.3. Paved Shoulder and Rumble Strip Example..........................................................................................30
Figure 4.4. Horizontal Curve Treatments......................................................................................................................31
Figure 5.1. Urban Road Network......................................................................................................................................34
Figure 5.2. Expressway with CD Roads.........................................................................................................................35
Figure 5.3. Arterial.................................................................................................................................................................36
Figure 5.4. Collector Road...................................................................................................................................................37
Figure 5.5. Local Road..........................................................................................................................................................38
Figure 5.6. Rural Road Network.......................................................................................................................................39
Figure 5.7. Illustration of a Road’s Mobility Versus Access Functions..............................................................46
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Figure 5.8. Freeway to Freeway Connection..............................................................................................................50

Figure 5.9. Expressway to Urban Arterial Connection............................................................................................50
Figure 5.10. Rural Freeway to Rural Arterial Connection.........................................................................................51
Figure 7.1. Crash Types and Indicative Fatality Risks at Various Speeds.......................................................66
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Acronyms and Abbreviations
AADT annual average daily traffic
AASHTO American Association of State Highway and Transportation Officials
ADT average daily traffic
D&B Design and Build
DHV design hour volume
HCM Highway Capacity Manual (2010)
HSM Highway Safety Manual (2010)
HV hourly volume
ITS Intelligent Transportation System
km kilometer
kph kilometers per hour
LARISA Land Acquisition and Roadway Improvement Strategic Approach
LOS level of service
m meter
MME Ministry of Municipality and Environment
MMUP Ministry of Municipality and Urban Planning
PPD Public Parks Department
QHDM Qatar Highway Design Manual
QNRSS Qatar National Road Safety Strategy
s second
3R Resurfacing, Restoration, and Rehabilitation
TMPQ Transportation Master Plan for Qatar
v/c volume to capacity
vpd vehicles per day
vph vehicles per hour
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1 Highway Strategy
1.1 Introduction
Planning for new cities or for transportation projects requires close cooperation among
town planners, transport planning specialists, and highway engineers. Transportation
infrastructure serves as the lifeline for the movement of people and goods, and is therefore
an essential component of good national and town planning practice. Transportation
infrastructure requires time and resources to construct, but if effectively managed, it can
promote economic growth and the well-being of Qatar’s population. Before construction of
any transportation infrastructure, transport specialists and town planners should confirm
that the facilities will aid the vision and goals of Qatar’s growth while adhering to the current
and future expansion policies.
Transportation infrastructure is intended for use by the public, who will have an interest
in the type of infrastructure provided, its features and characteristics, and the timing and
schedule of its implementation. The public includes road users, adjacent property owners,
businesses and local residents, all of whom will have different interests and concerns about
the project. It is important to identify and involve all such stakeholders during the planning
stage. This will allow interested parties to express their views and concerns, and thus to
benefit the users of transportation facilities.
This section states the vision and objectives of Qatar’s transport strategy, (based on the
latest Transportation Master Plan for Qatar (TMPQ), Transport Objectives for Qatar) and
provides planners and engineers with guidelines to enable the appropriate planning of
infrastructure projects. In line with the intent of the Qatar Highway Design Manual (QHDM),
it promotes the design and construction of highway infrastructure in Qatar to a high and
common standard, which is a basic component of good planning practice.
1.2 Vision, Goals, and Objectives

Qatar’s Transport Strategy vision is to “Promote safe, efficient and environmentally
sustainable transport for people and goods, responding to individuals’ needs for mobility
and supporting economic growth.”
The transportation goals for Qatar are categorized into five areas:
1. Quality of life and community

2. Economy
3. Mobility
4. Environment
5. Finance and governance
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Goals for each area are translated into objectives and described as follows.
Quality of Life and Community

• Provide an attractive and integrated multi-modal transport system to accomplish the
following:
−− Serve the anticipated increase in population.

−− Provide adequate mobility options for people of all social sectors.
−− Increase transport network access for remote and disadvantaged zones and
communities.
• Implement a transport system with minimum adverse effects on quality of life, such as
air pollution, noise emission, or barrier effect of infrastructure.
• Integrate land use and transport planning.
• Respect cultural heritage in alignment and design of transport facilities.
• Improve safety by reducing the number and severity of crashes.
Economy
• A smart integrated transport system and an appropriate infrastructure is vital to
accomplishing the following:
−− Support the existing and future massive economic and industrial growth.
−− Implement an efficient movement of goods, services, and passengers.
• Provide attractive and equivalent access to education sites by all modes of transport.
Mobility
• Identify corridors for large-scale transport of passengers and goods.
• Use an integrated transport system to respond to all travel demands.
• Employ phased development of transport networks for all modes as the long-range
forecast transport demand evolves.
• Provide an effective traffic management system to eliminate current congestion and

delays and help avoid over-saturation in the future.
• Improve safety (and security) of Qatar’s road transport system as part of the Qatar
National Road Safety Strategy (QNRSS)
• Achieve high transport awareness and education.
• Move away from only meeting demand by provision of additional infrastructure and start
with managing demand more effectively.
• Balance transport modes and minimize conflicts between them.
• Improve efficiency and reliability of traffic conditions for motorist and public transport
users by better information systems.
• Provide accessibility to all highway and transport users.
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• Integrate with other modes of transport like railways to provide inter-connectivity and
seamless travel experience.
Environment
• Consider principles of sustainability when developing Qatar’s integrated transport
system, now and in the future, particularly an integration of transport development with
land use development.
• Reduce or minimize energy consumption in transport.
• Increase awareness of decisions makers and planners about environmental impacts of

different transport modes.
• Raise awareness with general transport users about the impacts of their mobility
behavior on the natural, manmade, and social environments.
• Provide more sustainable options for mobility of Qatar’s residents, such as improved
public transport services and more attractive cycle and pedestrian facilities.
• Change transport behavior of residents and visitors to more sustainable modes, adequate
trip lengths, or other preferred options.
Finance and Governance

• Minimize the adverse economic impacts of the car; that is, minimize the costs resulting
from today’s car-dominated transport system on environment, health, and social life.
• Achieve a reasonable cost-benefit ratio of investments in the transport system.
1.3 Project Types and Scope

There are three basic types of projects that involve highway and transportation infrastructure:
• New roads
• Reconstruction of existing roads
• Rehabilitation, restoration, or resurfacing of existing roads (3R)
New roads may include service roads, minor arterials, or major arterials, any of which may
involve new intersections with the existing road network. Reconstruction may include
improvements to existing roads, such as addition of motor vehicle capacity, addition or
enhancement of facilities for nonmotorized users, or a combination of these. 3R projects are
those for which the basic roadway remains, but major repairs to the pavement, bridges, or
other infrastructure are necessary. Both reconstruction and 3R projects typically will include
replacement or major repair of highway infrastructure that has reached the end of its service
life or has been damaged by an external event. Reconstruction projects may include capacity
or other similar improvements.
All project types require preplanning, but because they all differ in scope and purpose, some
require greater planning and scrutiny.

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Road and highway projects that require planning approvals include:
• Highway widening
• Access to new developments
• Intersection improvements
• Proposed new pedestrian and bicycle facilities
• New service roads, local roads, and arterials in a new, mixed development, for example,
retail, commercial, residential, and recreational
1.4 Transportation Planning Process in Qatar

Qatar is undergoing tremendous economic and industrial growth. That growth has resulted in
a rapid population increase and the urgent need to develop infrastructure projects and major
transport projects. The economic and industrial growth are linked to the National Vision that
aims at transforming Qatar into an advanced country by 2030, capable of sustaining its own
development and providing for a high standard of living for all of its people for generations
to come.
The transport strategy developed from the transport master plan provides direction for
the planning authority for a systematic approach in the implementation of transport
infrastructure on the road network. It also calls for the development of an adequate, modern,
and innovative public transport system to accommodate the future transport needs of Qatar.
The transportation planning process identifies parts of the transport network where new
investments in transport infrastructure or redesign of existing facilities would be beneficial.
Proposals are usually developed within the context of master plans.
The Overseeing Organization’s focus is to deliver transport infrastructure in ways that

promote sustainable travel and safeguard the efficient and safe functioning of the transport
system.
A typical planning process considered by the Overseeing Organization for a transport

infrastructure project proposed by a developer will involve the following:
• Receipt of developer’s application.
• Initial review of the project carried out to make sure that local communities are not
adversely affected by development. This could involve a preapplication meeting with
the developer to discuss the project details.
• Submitting of a formal application by the developer to the Overseeing Organization with

the supporting information.
• Meeting with the developer and agreeing upon the terms of reference and the scope of
work for the project.
• Examination of the project by the Overseeing Organization, which then will advise the
developer to undertake a transport or traffic impact study for the project.

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• Obtaining formal comments from the Overseeing Organizations regarding the project
and the transport report.
• Assessing the proposed land use and the impact of the development on its surroundings
by considering the impact on transport and the highway network. For the planning
process, consideration will be given to such, but limited to factors as road classification,
level of service (LOS), highway design, increased traffic and congestion that may harm
the economy, and increased crashes.
• Reviewing the transport report and, for the final planning approval, achieving developer
agreement with the appropriate highway infrastructure design.
• There is an appeal period and process if an application is refused on technical grounds.

Further information regarding different types of appeals should be addressed to the
Overseeing Organization. Scheduling highway planning conditions—that is, agreeing
upon a time scale in which to implement—will be the responsibility of the Overseeing
Organization for highway and traffic works.
1.5 Land Use Considerations

The designer needs to be aware of land ownership issues when developing highway plans.
The variety of land uses and landowners in Qatar can make the acquisition of land for road
infrastructure difficult, costly, or not in the interest of the public. In particular, the acquisition
of areas of special-category lands, such as burial grounds and military facilities, will involve
additional procedures and may require replacement land to be provided.
It is thus important that, in preparing feasibility studies and concept designs, the designer
becomes familiar with the land ownership and associated issues near the proposed program
of work.
Land uses surrounding a road corridor fundamentally affect the design choices for road
projects and similarly affect the expected impact of implementation of such a project.
Consequently, traffic impact studies covering all modes of transport are required for new
developments in order to assess the following:
• The overall transport and environment implications

• The impact of additional traffic on the adjoining highway network
• The internal/external site access arrangements
• Any need for mitigation measures in support of new development
1.5.1 Land Acquisition

As a general practice, the designer should attempt to maintain the existing right-of-way
corridor when planning for road improvement and design solutions. If design solutions
cannot be achieved within the existing right-of-way corridor, then additional land / buffer
area may be required. In such instance, the acquisition of adjacent properties / buffer area
may assist in achieving, geometric improvement solutions for roads and the surrounding
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solutions. Land acquisition may also assist in meeting project goals of an improved vehicular
and pedestrian circulation network and meet future demands where poor and acceptable
conditions are identified.
A Land Acquisition and Roadway Improvement Strategic Approach (LARISA) can be developed
to indicate sides of roads where land acquisition should be concentrated and to minimize the
impact of road corridors to one side versus both sides. This approach will efficiently lead the
design process in road improvements and design solutions.
LARISA is based on the site survey, existing land and building assessments, and identifying
project constraints and recommendations.
1. Existing Land and Building Survey

The principles of the site survey are subjective in nature and relative to surrounding land
uses, building conditions, and heights in comparison to adjacent properties, incompatibility,
heritage, or cultural landmarks. The site survey may identify the following features, and
others:
• Towers, residential and commercial

• Single and multi-family residential
• Heritage sites
• Rail and metro stations, utility pop-ups/structures and remote entrances, emergency
exits, etc.
• Vacant land
2. Existing Land and Building Assessment

The building survey shall seek opportunities for parcel acquisition of vacant lands and
demolishing buildings that are old or in poor condition. A strategic approach was formulated
to identify the methods of land acquisition and demolition of structures within the corridors.
The demolition of adjacent properties should provide sufficient room for widening and
realigning the road. On the other hand, various constraints may limit land acquisition and
indicate structures to be avoided. The following are criteria to be considered during the
assessment:
• Likely to be avoided:
−− Native single-family properties, which should have precedence over the leased
residential and commercial sites as constrained properties
−− Buildings that cannot be acquired because of cultural, historical, religious, or

economic restrictions
−− Multi-family residential buildings that preserve the character of the residential

area
−− Buildings in good condition, developments under construction, or new commercial

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−− Sites or buildings that have architectural character suitable for the area
−− Shopping malls and large business areas
−− Parks and recreational areas.
−− Small strips or sections of land impact on rows of buildings
• Likely to be acquired:
−− Substandard buildings, which are old or in poor condition, and large vacant land,
which are prime candidates for acquisition to accommodate road improvements.
−− Buildings where land use or occupation compatibilities conflict with surrounding

uses and are not applicable to the land use plan
−− Land acquisition on one side of the road only to avoid or minimize impacts to the
opposite side
−− Optimal use of buffer zones to avoid land takes on private properties, especially
with buildings
3. Constraints and Recommendations:

The field investigations shall yield specific recommendations for important buildings,
significant sites, and strategic existing utilities, which are categorized as constraints.
Land acquisition and removal of various stretches of roads confined to one side shall be
considered as part of value engineering approach during strategic planning stage. Constraint
plans should be developed in the early stages of the project. Restricted buildings and sites
should be avoided, if possible, in determining final roadway alignment options or be used as
an analysis tool for option development.
Considerable roadway improvements are needed not only to enhance vehicular and
pedestrian corridors but also to provide the minimum required space needed to make
roadway improvements.
The latest versions of the Ministry of Municipality and Environment (MME) documents,
Guidelines and Procedures for Transport Studies and Land Acquisition Process, outline
procedures to be followed for assessing the transport impact of new developments and the
MME land acquisition process in Qatar.
1.6 Appraisal
As part of the planning process, the highway project appraisal reflects the need for balanced
improvement across the network. An appraisal is the method of assessing whether investing
financially in construction of a highway provides value to the highway and transport users.
The planning process identifies parts of the transport network where investments in new
transport infrastructure or redesign of existing facilities would be beneficial. Proposals are
usually developed within the context of development plans. The purpose of the appraisal

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is to compare the advantages and disadvantages of various transport infrastructure

improvement proposals. Proposals are prioritized based on the costs and benefits arising
from traffic, economic, environmental, social, and safety effects on the community, both in
the short and long term.
The following are the key steps involved in carrying out an appraisal:
1. Define objectives and constraints.
2. Identify problems.
3. Identify solutions and designs. Develop policies or solutions to meet the objectives and
solve problems.
4. Perform measurement and forecasting. Forecasting the outcome for alternative plans
or scenarios over the life of the project using performance indicators. Indicators should
be operational (e.g., travel time), environmental (e.g., emissions and social benefits),
or economical (e.g., cost and benefit to the community during the life of the project).
Benefits are usually referred to as net present benefits, which are the total project
benefits minus costs of construction, maintenance, land acquisition, and other costs.
5. Evaluate the process of applying weights to the indicators identified in step 4. Weighting
should reflect the Overseeing Organization’s policies, with input from stakeholders.
6. Select a best-value solution. The highest total benefit that may be approved for design
completion and construction as appropriate.
The three levels of appraisal hierarchy are as follows:
1. Strategic: The focus is on developing broad options for consideration. Several alternative
strategic plans should be considered. For example, if a new town is being built to provide
residential housing, it is at this stage that the planner should consider the orientation
and the layout of the town’s road network.
2. Packages: A package is an alternative means of dealing with particular identified

problems. The package approach requires the planner to do the following:
−− Consider the nature of problems and objectives for a particular area.

−− Relate proposed solutions to the defined problems and objectives
−− Consider the impact the solutions have on the area as a whole.
3. Alternative: Alternative designs should be conceived within the context of defined

objectives and objectively identified and described transportation problems. Sound
appraisals require sound and defensible traffic forecasts. In making these choices,
reference should be made to the latest version of MME’s Guidelines and Procedures for
Traffic Studies.

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2 Projects Involving New Roads
2.1 Planning and Design Objectives: Provide Mobility and

Accessibility
A new road will have one of two basic purposes: to enable new development by making
the land accessible to the transportation road network, and to enhance the ability to travel
between two areas or destinations by providing an alternative route to an existing route.
The planning of new roads to serve new development zones should take into account the
proposed land uses of the new development. The amount of road capacity and the types and
volume of travel, including pedestrian and cyclist, will be a function of the type and density
of the development. New road planning and design entails development of a suitable road
hierarchy classification that can be assigned to roads serving both existing and new land
uses. A key objective is the designation and ultimate acquisition of right-of-way width.
2.2 Planning Development Access for New Roads

This section provides planning and design considerations for planning access to development
by new roads and other transport infrastructure in Qatar to be approved by Overseeing
Organization for planning and eventually adopted by the Overseeing Organization for road
works. It includes guidance on the information required to satisfy the transport and highway
aspects of planning applications with particular regard to safety, pedestrians, cyclists, public
transport, service and private vehicles, and parking standards.
2.3 Project Development Process

Road projects are undertaken to address specific transportation problems, such as safety,
capacity, physical features, or accessibility. Generally, road problems fall into three categories:
• Safety: There is a frequency and pattern of crashes well in excess of what should be
expected for the location, with such crash experience potentially treatable by proven
effective countermeasures.
• Demand exceeds capacity: Existing facilities do not meet current or projected traffic
demand as measured by the desired level of service for the facility.
• New development: Access needs to be provided to new developments.
These types of problems may be observed for potential road users, by the motorists,
pedestrians, and cyclists. The problems that a project is intended to address should be

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clearly defined and agreed upon by all stakeholders early in the project development process.
Therefore, it is important to actively involve stakeholders and seek their input early in the
project. See also Chapter 1 of Volume 3, Part 20, Context Sensitive Design and Solutions, of
this manual.
2.3.1 Development Process for New Road Projects

Once a project is planned and recommended for implementation, it goes through the following
major design phases with specific milestones before implementation: scoping, concept
design, preliminary design, detailed design, and tenders. Each design phase should comply
with Volume 3, Part 24, Road Safety Audit (RSA), of this manual. Construction, operation,
and maintenance phases of projects are discussed in other manuals. An exception to this
process is design and build (D&B) project delivery, in which detailed design and construction
are combined into a single phase in the project development process. See Section 2.3.2
regarding the D&B process.
1. Scoping Phase: The project purpose and need, goals, and objectives are defined in the
scoping phase. Stakeholders are identified, and a project manager is assigned to assemble
the project team based on the relevant disciplines involved in the project. The project
team defines project deliverables, estimated budget, and schedule for completion of the
study and design of the project. The team conducts a field investigation of the project to
identify potential problems including impacts to sensitive sites, constructability issues,
level of outreach, and method of project delivery.
2. Conceptual Design: During the conceptual design, strategies that could address the
problem including traffic management, alternative transportation routes and modes,
physical improvements, and other measures are identified, studied, analyzed, and
evaluated. If all strategies other than physical improvement prove insufficient to address
the problem, physical improvement will be recommended.
Relevant information including forecast traffic data and topographic survey information
will be obtained. Alternative improvement concepts will be developed, analyzed, and
evaluated based on project goals and objectives, and presented to stakeholders.
The alternative that meets the project objectives will be submitted for approval and
advanced to preliminary design.
The conceptual engineering design phase will include the following:
−− Gathering available information on location, size, use of the road, and pedestrian,
cycle, and landscape features; visiting the project site to locate sensitive
environmental features; and conducting topographic and utility surveys.
−− Conducting traffic counts and analysis and developing design year traffic
projections.
−− Developing and analyzing alternative conceptual solutions (including multimodal

opportunities) in coordination with stakeholders; preparing conceptual engineering
drawings; evaluating concepts; and identifying the preferred alternative.

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−− Establishing a workable geometric design for the preferred alternative that will
work through the final design without major revisions to the horizontal and vertical
geometry; preparing typical cross sections of structures and other features; and
identifying landscaping constraints and opportunities.
−− Establishing the type, size, and length of structures, including bridges, retaining
walls, box culverts, and other major structures that may be needed.
−− Performing conceptual design of drainage systems, including watershed

delineation, storm sewer system layout, culverts, waterway bridges, and
stormwater management facilities, and utility conflict and mitigation measures.
−− Performing analysis of constructability and maintenance of traffic and conceptual

design of traffic management and intelligent transportation system (ITS) plans.
−− Establishing limits of right-of-way, identifying land and parcels that need to be

acquired.
−− Assessing the environmental impacts of the preferred alternative, obtaining

stakeholders’ approval, and securing the required permits and approvals.
−− Conducting a value engineering review and incorporating its finding into the
design.
−− Undertaking an RSA in accordance with Volume 3, Part 24, Design and Operations
of Road Safety, of this Manual.
−− Developing quantities and estimated construction cost for the project, and
documenting pros and cons of the preferred alternative.
−− Conducting mandatory reviews and quality controls subject to approval from the
Overseeing Organization.
3. Preliminary Design: Once the preferred alternative is selected and approved, the project
will be advanced to preliminary design. The preliminary design phase is very important.
Sufficient engineering design details of the selected concept will be developed and
evaluated to verify that there are no unforeseen problems in the design. Departures and
required permits will be identified and the application process will begin. A detailed cost
estimate and construction schedule will be developed based on the preliminary design
plans. The project delivery method, e.g., design, tender, and construct or design and
build, will also be decided during the preliminary design phase. Engineering activities in
this phase include the following:
−− Design and further refinement of roadway geometry
−− Design of drainage systems, erosion and sediment controls, and storm water
management facilities
−− Design of structures and bridges, traffic control features, and ITS
−− Design of landscaping features and multi-use paths and trails

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−− Identification of utility conflicts and relocations options, utility designs, and utility
field inspection
−− Conducting constructability analysis, and preparing maintenance of traffic and

construction staging plans
−− Conducting and documenting mandatory reviews and quality controls.
−− Obtaining approval for right-of-way expropriations
of Road Safety, of this Manual
−− Revising and updating quantities, cost estimates, and schedule
−− Applying for and obtaining required permits from the Overseeing Organization
4. Detailed Design: Final design comprises the following activities:
−− Finalizing the design and producing final plans for roadways, drainage systems,
erosion and sedimentation control, and stormwater management systems.
−− Finalizing the design for and producing final plans for structures and bridges,
traffic control devices/ITS, landscaping, and multi-use facilities, and so on.
−− Finalizing right-of-way plans; preparing utility impacts analysis and producing

utility composite plans for existing utility relocations and for proposed utilities.
−− Obtaining all required permits.
−− Performing constructability and maintenance of traffic analyses, and preparing

construction staging and traffic management plans.
of Road Safety, of this Manual.
−− Authorizing right-of-way expropriation and utility relocation or installation, or both.
−− Making necessary preparations for construction advertisement and tender.
−− Conducting and documenting mandatory reviews and quality controls.
5. Pre-tender Phase: The pre-tender phase includes the following activities:
−− Prepare construction cost estimate, specifications, and construction schedule for

the project with sufficient details and milestones based on the final plans and
quantities.
−− Secure required permits, certifications, and approvals.
−− Prepare an overview of the project for the contract department including general
information, factors considered in preparing cost and schedule, and known issues
that could affect the project, along with supporting documentation for cost and
schedule.

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2.3.2 Project Development Process: Design and Build (D&B)

The process for developing plans up to the end of the conceptual design stage for D&B
projects is generally the same as that for a design, tender, and construct project. Limited
investigation and engineering and design can be necessary to identify key risks and
opportunities to be included in the D&B tender. More detailed engineering and design is not
required prior to tender for a D&B project, as it limits the D&B team’s scope for innovation.
However, a value engineering study is recommended for large projects.
Once a decision is made to use the D&B delivery method, the project team will use the
conceptual engineering plans to develop the tender documents, including project limits,
scope of work, outline schedule, employer’s requirements, and special provisions. A cost
estimate will need to be prepared to assess tenders. Rights-of-way need to be conservative,
within reason, at the concept phase for a D&B project to provide bidders scope for innovation.
Following the concept design, the process for D&B projects differs from the design, tender,
and construct process. Development of preliminary design and construction plans and
construction of the project will be the responsibility of the successful D&B tenderer’s team.
The D&B team will begin mobilization and construction work before completion of the design
stages.

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3 Project Development Process

for Interchange Design Studies
(Existing Reconstruction or
New)
Selecting and designing the best-value interchange combines application of the technical
background described above with site- or location-specific knowledge and data. The
importance of interchanges to the functionality of the overall highway network demands
careful study to determine the best solution. The design process starts with an understanding
of the basic goals, objectives, and need for the interchange project.
3.1 Step 1: Establish Data Collection Requirements and Obtain

Data
At a minimum, the following data and information are necessary to conduct a study to
determine the appropriate interchange type and to advance it through final engineering
design:
• Design year average daily and design hour traffic forecast for freeway approaches,
crossroad, ramps, and all peak hours turning movements. If the new interchange is within
4 kilometers (km) of an adjacent interchange, traffic forecast data for that interchange
should be obtained to understand the operational effects on it.
• Aerial photography and base-mapping allowing for planning studies at suitable scales of
typically 1:2500 for concept planning and eventual preliminary engineering at 1:1000
and 1:500 scales.
• Ownership of land in all quadrants of the proposed location and along the crossroad.
• Knowledge of important cultural, historic, environmental, mosques, schools, parks and

public safety facilities, or other lands and land uses near the interchange. Note that
awareness of these goes beyond potential right-of-way needs and encompasses such
factors as noise, visual effects, and presence of pedestrians.
• Plans and inspection reports for existing highway and bridge infrastructure at the
proposed location.
• Study / Capture if any possibility for stage construction.
• Plans of known utilities, both above and below ground.
• Data on soil conditions.

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3.1.1 Develop Interchange Planning and Design Framework

Key early decisions and actions will affect the progress of the study. The nature of
interchange projects is that many public, governmental, and private stakeholders may have
a direct interest in one or more aspects of the study, including regulatory permissions and
approvals.
3.1.2 Stakeholder Involvement

Key stakeholders are any agency or individual with a direct interest because of the location
of the study, or because of their role in providing information and data, in reviewing, in
issuing permits, or in accepting and approving the project. Early notice to such stakeholders
facilitates their input when needed, thus reducing the time and cost to complete the project.
Early notice and engagement avoid problems associated with unforeseen conflicts.
For major interchange projects or projects in urban areas affecting many stakeholders, best
practice is to formally engage them in early meetings and dialogue, referred to as chartering.
Table 3.1 summarizes suggested representative stakeholders and both the issues and
potential inputs they may provide to the project.
Table 3
‎ .1 Typical Stakeholders and Their Issues for Interchange Projects
Stakeholder Issue or Concern

Overseeing Organization: Project is designed in accordance with standards; adequate review and
Design approval of Departures.
Overseeing Organization: Project will operate as intended (LOS, safety performance); operation of
Traffic traffic controls.
Overseeing Organization: Project bids will be acceptable; constructability within schedule and
Construction budget.
Overseeing Organization: Need for maintenance of all project elements, safety of maintenance
Maintenance workers.
Overseeing Organization: Landscaping of public places, planting of trees, traffic island planting, and
Public Parks maintenance of landscaping and public parks.
Incorporation of bus stops or light rail/metro stations near interchange on

Transit Agency
crossroad; safety of pedestrians.
Utilities Need for and timing of relocated utilities.
Potential acquisition, noise from traffic, dust and other impacts of

Adjacent Landowners construction, changes in access to their properties, visual effects, timing,
and length of construction.
Highway Users Safety of the interchange, reductions in delay or travel time after
construction, detours, or delays during construction.
Ministry of Municipality and Protection of proximate environmental resources, permitting, and

Environment approvals.
Law Enforcement Ability to enforce traffic laws, safety of the interchange.

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A chartering meeting may include the following:
• Background introduction of the need for the project

• Introduction of key project staff, including contact information
• Presentation of the planned public outreach program
• Intended schedule for the study, design, and construction
• Opportunity for stakeholders to present issues or concerns at the outset
• Discussion of issues regarding property or interest that may not be known from public
records
3.1.3 Develop Project Planning and Design Criteria

The entity conducting the study, consulting with appropriate agency stakeholders including
the Overseeing Organization, should develop, distribute, and present the design criteria for
the project. These should include design speeds of all elements, design year and basis for
design year traffic, design LOS for all elements, design vehicles, drainage design criteria,
and design standards to be used, including specific entrance and exit design details. At this
stage, criteria determined to be appropriate for use that are outside the QHDM-published
criteria are understood to be subject to a Departure. Best practices are for such criteria to be
discussed fully before initiating major work, with concurrence from or at least notice to the
Overseeing Organization of the reasons for the Departure, and agreement to proceed using
the proposed criteria.
3.2 Step 2: Confirm Study Approach, Evaluation Criteria,

and Decision Process
The planning and design framework includes an affirmation of the technical approach to the
work. This should be as outlined in the scope of work for the project, but before it begins,
concurrence on methods, data, and necessary assumptions where no data exist should be
reached. Such methods may include capacity and operational analysis methods that are both
large- and small-scale, and quantitative safety analyses.
3.2.1 Determine Evaluation Criteria and Technical Approach

The key technical factors that will drive the selection of one alternative over another should
be identified, which should shape the detail and level of effort in addressing them. Although
every project is unique, the following factors generally will be of sufficient importance:
• Estimated initial cost of construction
• Measures of traffic service, such as travel time, delays, queuing, and LOS
• Right-of-way acquisitions, including not only cost but also types of businesses,
residences, or other uses affected or displaced
• Accessibility to side roads and private properties
• Environmental issues requiring mitigation

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• Assessment of safety performance
• Perform cost / benefit Analysis
• Constructability
To the extent possible, those charged with making the final decision on which alternative to
select should communicate the relative importance of these factors.
3.2.2 Develop Design Year Traffic and Select Most Likely Alternatives
The next step is to develop design year traffic as intended, and then, with reference to
the guidance presented in Volume 1, Part 9, Interchanges and Freeway or Motorway
Corridors, of this Manual, identify the most likely reasonable alternatives for the location.
These will depend on the functional classification of each road, design year traffic, general
knowledge of the spatial and quadrant-specific requirements for each interchange form, and
understanding of the most likely or only vertical crossroad/freeway relationship.
For service interchange projects, there may be as many as six reasonable options representing
basic forms and variants thereof. For system interchange projects, at least three and often
more solutions may be worthy of study.
3.3 Step 3: Conduct Interchange Type Studies

The process for efficient and complete interchange studies is stepped and begins with as
many likely alternatives as are evident, then proceeds through increasing level of technical
detail to screen those down to a single preferred alternative.
3.3.1 Concept Engineering Design

The following is completed for each concept, identified for study:
• Size each interchange concept using design year traffic and quick capacity techniques.
Sizing refers to determining the preliminary numbers of lanes for ramps, ramp terminal
intersections, roundabouts, crossroad bridges, auxiliary lanes on freeway.
• Develop concept level design in plan view over aerial photography. A sufficiently skilled
and knowledgeable designer can develop appropriate geometry without having to
conduct profile studies. The designer can estimate limits of bridges and retaining walls,
approximate right-of-way, and potential encroachments on properties. Figure 3.1 is an
example of such a concept.
• Using this information, an approximate, comparative construction cost estimate can

be prepared. As the interchanges should be operationally comparable, the process of
screening focuses on costs, right-of-way, and environmental or special local issues.

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Figure ‎3.1 Example Single-line Concept Plan View over Aerial
3.3.2 Stakeholder Review and Screening

Depending on the project’s sensitivity and importance, conduct external stakeholder or
public meetings to present the alternatives under consideration and their attributes. Such
meetings may apprise designers of previously unknown specific issues or impacts associated
with one or more alternatives. Each design phase should comply with Volume 3, Part 24,
Road Safety Audits (RSA), of this Manual.
Consult with agency and regulatory stakeholders. As a minimum, they should communicate
fatal flaws or issues that may, if not resolved, present major schedule or cost impacts not
previously apparent. They may express views representing their agency on the alternatives
that the Overseeing Organization should consider.
Decision-makers can then screen the alternatives down to the most reasonable two, or at
most three.
For simple two-level service interchange projects, it may be possible to select the best value
solution. For multilevel system interchanges with complex geometry and significant costs,
the next step is generally required.
3.4 Step 4: Functional Geometric Design of Screened

Alternatives
An alternative proceeding to this stage should have no environmental or other problems that
would hinder its selection. Assuming more than one alternative remains viable, designers
next conduct preliminary geometric design studies at an acceptable scale as agreed with the

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Overseeing Organization in three dimensions. Plan view, profile in the detailed design stage,
and intersection design studies are conducted. The latter include details such as intersection
or roundabout geometry, left- and right-turn lengths, signal phasing, and operations. Concept
level bridge studies determine most likely type, depths, widths, and ancillary structures such
as retaining walls. To facilitate a decision, additional concept studies of drainage, lighting,
and signing may be conducted. Designers shall ensure that the design complies to the Safe
System Approach as per Volume 3, Part 23, Design and Operations of Road Safety, of this
Manual. With three-dimensional plans, earthwork can be developed as part of the detailed
design, enabling firm estimates of right-of-way acquisition. At this stage, differences in
construction staging or maintenance of traffic along the freeway should be understood and
documented.
This phase of work may include micro-simulation studies of freeway and or crossroad
operations. These can provide more complete measures of traffic performance, which may
help differentiate between, say a partial cloverleaf (PARCLO) interchange and a diamond, or
between a signalized diamond and a roundabout diamond interchange. Finally, quantitative
safety analyses using the Highway Safety Manual (HSM; American Association of State
Highway and Transportation Officials [AASHTO], 2011) can be performed to develop
comparisons of the difference in predicted crash types and severities.
At this level of design, all necessary significant Departures should be known and presented
to Overseeing Authority in accordance with Volume 3, Part 25, Departures from Standards
Process, of this Manual. They should be fully discussed to the point that, should an
alternative be selected, there is confidence that any Departures associated with it will be
found acceptable.
3.5 Step 5: Select Preferred Alternative, Document and Develop

Final Engineering Plans
With all the above detail, there is sufficient technical information for the Overseeing
Organization to determine a preferred alternative. Once a decision is made, completion of all
final engineering plans can proceed.
Documentation of the recommended plan, including the following, provides the background
to explain and defend the project:
• Stakeholders consulted and their input
• Alternatives considered, including summaries of those screened out
• Design plans and supporting technical information on alternatives with completed

functional design
• Construction cost models, assumptions and estimates
• Environmental clearances and other permits required or obtained
• Departures subject to final approval

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4 Projects Involving Existing

Roads
The Overseeing Organization may undertake projects involving existing roads. There are
four main reasons for such projects, associated with modes of travel:
• An observed or expected traffic operational problem, such as bottlenecks or low LOS
• An observed safety problem, as identified through a science-based assessment of crash

frequency and severity
• An identified need to provide access to a new adjacent development
• Pavement or other road infrastructure in a state of disrepair
Projects involving existing roads are named 3R for Resurfacing, Restoration, and
Rehabilitation. Examples of 3R projects include:
• Pavement that has reached its useful life and requires complete replacement, including
potentially the subgrade, shoulders and curbing
• Removal of a bituminous overlay to a concrete pavement and replacement with a new

overlay
• Replacement of roadside barriers such as guardrail
• Bridge re decking
• Major repairs or replacements to a bridge substructure
Other certain work efforts related to infrastructure condition are fundamentally preventative
maintenance activities. These may include minor pavement repairs such as seal coats, full-
width patching, crack sealing, and thin plant mix resurfacing for sealing of the pavement
surface, correcting minor surface irregularities, and other similar repairs. Curb repairs
or replacement, replacement of drainage inlets, and other similar activities are also
fundamentally preventative maintenance in nature. These repair types are an important
part of the Overseeing Organization’s overall mission. Maintenance repair activities are not
considered to be 3R or reconstruction projects.

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4.1 Unique Characteristics of Projects Involving Existing Roads

Projects involving existing roads fundamentally differ from those involving new roads for
several important reasons. First, there is a proven and observable set of traffic operational
and safety performance measures for an existing road. These should be referenced to
determine the nature and extent of any problem.
Second, in most cases there is fixed right-of-way for the existing road, around which land
development typically has occurred. In urban areas development typically will involve
buildings and other private infrastructure immediately contiguous with the right-of-way.
Projects involving existing roads require designers to understand the context and to be
creative in developing solutions within the right-of-way, because any major realignment or
widening has the potential for producing substantial impacts to many property owners and
stakeholders.
A third unique aspect of projects involving existing roads is they have in place a roadway
with fixed geometric conditions. The road will have been designed to standards employed
at the time of its initial construction. Some roads may predate the 1997 QHDM. As this
edition of the QHDM includes some revisions to geometric design criteria based on research
advances, it is possible that an existing road may have geometric features that do not meet
the updated, current version of QHDM design standards.
Design standards are a means to an end. The end desired is measurable or expected
performance with respect to either safety, operations, or both. An existing geometric feature
or dimension that does not meet current design criteria does not automatically require
reconstruction to meet such criteria. Such practice is a sub-optimal use of resources and may
produce unnecessary inconvenience to road users and stakeholders affected by construction
activities. Decisions under a best-value approach shall be based on a review and analysis of
the existing roadway’s performance.
Projects of the above nature will be considered as either 3R projects or reconstruction

projects. The Overseeing Organization will make the determination for project eligibility for
3R treatment using the criteria discussed below.
4.2 Design of Reconstruction Projects

Reconstruction projects will be those for any of the following:
• The demonstrated project need goes beyond mere infrastructure repair, to include a
known quantitative safety problem or a known operational problem.
• The project involves the redesign or reclassification of a roadway to serve new types of
trips or travel not previously included along the route, such as cycle paths or dedicated
transit only lanes; widening; conversion of intersection type such as roundabout to
signalized intersection.

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• The project is bridge replacement which specifically includes improvements to vertical

clearance.
• The project converts a temporary road to a permanent road.
• The Overseeing Organization determines that the project shall not be eligible for 3R
treatment, as described above.
Reconstruction projects will involve substantial revision to the functionality and three-
dimensional character of the road. Reconstruction projects shall be designed and
reconstructed using the design criteria in the QHDM.
Challenges unique to reconstruction versus new construction projects include these:
• Right-of-way typically is limited, with adjacent development already established. Even

minor strip acquisitions may create significant damage to adjacent properties, in some
cases necessitating entire acquisition.
• In most cases, it will be necessary to maintain traffic flow along the roadway during
reconstruction. This includes through traffic, intersection movements, and access to
business, retail, and residential land uses. Existing underground utilities are in place.
These constraints will influence the suitability of design solutions and may limit the
ability to make more than minor changes to vertical alignment.
The full design process for new roads applies to reconstruction projects, including
development of design alternatives and evaluation of potential Departures from Standards.
Departures may be significant for such projects.
4.2.1 Relationship of Safety Performance to Design Elements

The acceptance of Departures from Standards generally will be greater for reconstruction
projects. A project may be designated for reconstruction based on a review of its crash
history, but the types and locations of crashes may be such that certain design elements
or locations along the road may not require full geometric redesign. Thus, for example, a
decision may be made to flatten a horizontal curve but to retain the vertical alignment, even
though there are nominally substandard elements.
Table 4.1 summarizes the known relative importance of roadway elements in safety
performance, crash frequency, and severity of different roadway types and contexts.
Not every geometric element is of equal importance in influencing safety performance.

Moreover, the contribution to safety performance of an element varies by type of road.
Table 4.1 serves as a reference in making decisions on retaining existing road geometry to
avoid major costs and conflicts. Refer to the AASHTO HSM (2010) for more details on the
specific elements and road types.

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Table ‎4.1 Relative Relationship of Geometric Design Features to Crash Frequency or Severity by
Type of Road
Road Type and Intersections
Rural Urban
Urban Arterials
Rural Multilane
and Collectors
Roadway Design Elements
Unsignalized
Roundabout
Rural 2-lane
intersection
intersection
Expressway
Signalized
Multilane
Freeway
Cross Section
Lane Width 🌕 🌕 🌕 🌕 — — — —
Cross Slope — 🌕 🌕 — — — — —
Shoulder Width ✓ ✓ ✓ ✓ — — — —
Shoulder Type (Paved, Unpaved) 🌕 🌕 🌕 🌕 — — — —
Presence of Rumble Strips ✓ ✓ ✓ ✓ — — — —
Sideslope ✓ 🌕 🌕 ✓ — — — —
Clear Zone ✓ ✓ ✓ ✓ — — — —
Presence of Roadside Barrier ✓ ✓ ✓ ✓ ✓ — — —
Presence of Median ✓ NA ✓ √ ✓ — — —
Width of Median ✓ NA ✓ √ ✓ — — —
Alignment
Horizontal Curvature (Radius) ✓ ✓ ✓ ✓ — NA NA ✓
Length of Curve 🌕 ✓ 🌕 🌕 — NA NA NA
Presence of Spiral 🌕 ✓ 🌕 🌕 — NA NA NA
Superelevation — 🌕 — — — NA NA NA
Grade — ✓ 🌕 — — NA NA NA
Length of Vertical Curve — 🌕 — — — NA NA NA
Stopping Sight Distance — 🌕 — — — NA NA NA
Presence of Weaving Sections ✓ NA NA ✓ ✓ NA NA NA
Length of Weaving Sections ✓ NA NA ✓ ✓ NA NA NA
Location of Ramps (Left vs. Right) ✓ NA NA ✓ NA NA NA NA
Other
Frequency of Driveways NA ✓ — NA ✓ NA NA NA
Frequency of Intersections NA ✓ ✓ NA ✓ NA NA NA
Type of Intersections (Traffic Control) NA — — NA — NA NA NA
Intersection Elements
Intersection Sight Distance NA NA NA NA NA ✓ — —
Number of Legs/Approaches NA NA NA NA NA ✓ ✓ ✓
Skew Angle NA NA NA NA NA ✓ ✓ ✓
Presence of Left-Turn Lanes NA NA NA NA NA 🌕 ✓ —
Presence of Right-Turn Lanes NA NA NA NA NA 🌕 🌕 —
KEY: ✓ Significant Effect 🌕 Minor Effect — No Effect NA Not applicable

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4.2.2 Risk Management Guidelines

Safety performance related to roadway design elements and dimensions is a continuum. One
can estimate safety risk by quantifying the three most important factors that relate to crash
risk on all road types:
• How close the dimension or value is to the specified minimum value

• Traffic volume exposed to the element
• Length of roadway over which the element occurs
Marginal differences in a design dimension will have at most marginal differences in the
expected safety performance of the road if any. Figure 4.1 illustrates this concept.
Source: Fambro, et al. Determination of Stopping Sight Distances, NCHRP Report 400.
Figure ‎4.1 Conceptual Relationship between Available Sight Distance and Safety at
Crest Vertical Curves
Figure 4.1 is taken from research on SSD and is illustrative only. The concepts below apply
not only to SSD but also to all other geometric elements.
Existing values for sight distance that do not meet the standard but are short by only a small
amount will produce little if any practical increase in actual risk. Only when the amount of
the deficiency is large might a meaningful increase in crash risk be expected.
4.2.2.1 Effective vs. Selected Design Speed

Taking the minimum design value per QHDM standards as a reference point, a useful measure
of risk is the difference between the “effective” design speed of existing geometry for a
design element, such as, horizontal or vertical curvature, and the selected design speed. This
difference is referred to as delta V (Δ V). Geometry that may not meet the minimum standard
but that is very close to it, with a small value for delta V, can be considered as presenting
minimal risk.

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The following guidelines apply and may be used in making departure decisions:
• Low risk alignment has a Δ V of 10 kilometers per hour (kph) or less.

• Moderate risk alignment has a Δ V of 11 kph to 20 kph.
• High risk alignment has a Δ V of greater than 20 kph.
4.2.2.2 Traffic Volume Exposure

Substantive safety risk is also proportional to the traffic volume on the roadway. For example,
the predicted crash frequency per km for a 2-lane rural highway is 0.15 per year for a volume
of 1,000 vpd, and 2.5 per km for the same road with 15,000 vpd. Whatever the effect of
a geometric element may be, the risk is clearly different depending on the traffic volume
exposure. This same concept applies to intersections, which are point locations in terms of
crash frequency.
4.2.2.3 Length of Roadway Affected

A geometric feature that does not meet criteria for a relatively short length will present less
safety risk than one that is continuous over a longer length.
4.2.2.4 Risk Minimization

In a reconstruction setting, a designer may be able to revise the geometry to some extent
with minimal right-of-way or other impacts but perhaps not fully to the minimum applicable
standard. This may reduce the risk even though the designer is unable to meet the full
standard. Using the above guidelines, a Departure may be appropriate if it improves the
alignment from, say, a high-risk category to a moderate or low risk category. The reconstruction
solution still requires a formal Departure, but it does accomplish some level of improvement
over the existing road.
4.2.3 Reconstruction Design Approach

As noted, designers who are upgrading roads have before them a facility for which they can
observe and measure its transportation performance. This general approach applies:
• Designers should develop a thorough understanding of the context through which the
road passes, particularly in urban areas. This includes knowledge of adjacent uses and
their interface with the road, prevalence of nonmotorized users, and the substantive
safety and operational performance on the road. The concept of context sensitivity in
developing reasonable solutions is particularly applicable to reconstruction projects.
• Defining the problem clearly and specifically, and then shaping the scope of work and
alternative solutions, is critical. The scope and limits of work should address the known
problems
• At the beginning of a project, designers should assess existing physical and operational
conditions affecting safety by using crash data and site inspections and noting existing
traffic operations and characteristics.

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• Suitably qualified safety engineers, who will produce a Road Safety Audit (RSA) Report
independent from the design team should review the safety and design proposals before
final approval is granted.
• At the preliminary engineering phase, before developing final detailed construction plans
and specifications, designers should prepare a design report that documents existing
design and operational characteristics, crash history, applicable design standards, and
design options that were studied. The design report should include proposed design
exceptions that require applications for Departure from Standard to enable their
evaluation, processing and agreed upon project approach in a timely manner.
4.3 Designation of Eligibility for 3R Treatment

The intent of a special designation for a project to be considered to be 3R and outside
the scope of new construction standards as stated in the QHDM is to avoid unnecessary
expenditure of road construction funds and associated disruption to road users, adjacent
landowners, and other stakeholders that full reconstruction and the potential for right-of-
way acquisition would produce.
A road programmed for reconstruction because of physical condition only, not because of
an observed crash or traffic operational problem, shall be eligible for designation as a 3R
project. A 3R designation means that the designer may retain the roadway geometry, with
the project focusing solely on repair or replacement of infrastructure.
For a project to be designated as 3R, the following shall be performed:
• Crash records should be sought and reviewed for the previous 5 years. Focus should
be on evaluating any fatal or serious injury crashes. Should records be unavailable, the
Overseeing Organization responsible for traffic law enforcement shall be contacted
and queried regarding their knowledge of the safety performance of the location. Law
enforcement stakeholders should also provide data and information on the operation of
the road relative to traffic laws, such as records on the issuance of speeding citations.
Knowledge of the safety performance of the existing road is a crucial input to designation
of a project as 3R.
• Qualified traffic safety engineers should review the crash records and other information
and determine the extent to which the roadway design or traffic control, or both, were
contributing factors in any reported crashes. The AASHTO HSM (2010) should be used as
a resource to assess the safety performance of the existing road.
• Studies of speeds during off-peak periods should be conducted to characterize the speed
behavior of drivers.
• A review of the road’s geometric features should outline which features no longer
meet current QHDM standards, and by how much, based on the design speed for the
road under current design policy. For example, limitations in stopping sight distance
can be expressed as the effective speed of the amount of sight distance provided. The

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difference between this speed and the design speed of the road is a direct risk measure
of the amount or severity of the design feature.
• A road safety audit (as per Volume 3, Part 24, Road Safety Audits, of this Manual) shall
be undertaken, with emphasis on looking for low-cost, readily implementable solutions
that do not require geometric revisions, but that may support retention of the geometry
and enhance the potential safety performance after project completion.
• The designer shall conduct an engineering analysis of the geometric design revisions
necessary to bring the road to current minimum design standards. This analysis should
include documentation of right-of-way, changes in access, damage to properties
including need for full acquisition, relocation of businesses and residences. The designer
shall prepare an estimate of the additional time and cost to bring the roadway up to
current design standards above that necessary to undertake the repair or replacement
of the infrastructure.
• The designer should prepare a design report documenting all the above analyses with a
recommendation for treating the project as a 3R project. This report should summarize
all the above efforts. A project for which 3R designation is recommended should be one
in which there is clearly little or no substantive safety benefit expected from geometric
updates (i.e., the risk of retaining existing geometry is deemed to be very low), and
in which the costs and impacts to upgrade the road are substantial and unavoidable
should such upgrading be required. The design report shall include a recommendation
by the Designer to the Overseeing Organization on the eligibility of the project for 3R
designation.
The Overseeing Organization shall review the designer’s 3R report and make a final
determination of the project’s eligibility for designation as 3R. Projects involving existing
roads deemed not to be appropriate for 3R designation are therefore treated as reconstruction
projects, as discussed below.
4.4 Design of 3R Projects

The sole purpose of 3R projects is to preserve and extend the service life of roads and
related infrastructure.
• Resurfacing work consists of applying a new or recycled layer or layers of pavement

material to existing pavement to provide additional structural integrity, improved
rideability, improved drainage by reinstituting a cross slope or removing rutting or
restoring surface friction.
• Restoration work consists of restoring or generally bringing back the originally designed
capability of the entire roadway. This may include, in addition to resurfacing, minor
pavement widenings, or addition of paved hard shoulders, culvert extensions and repairs,
other drainage improvements, correction of superelevation, upgrading infrastructure such
as guardrails and roadside barriers to current standards, and other similar improvements.
Restoration work is confined to the existing right-of-way.

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• Rehabilitation may include reconstruction of limited parts of the project’s length, major
repairs to structural elements such as bridges, retaining walls and culverts, bridge rails,
and side slopes and ditches.
3R projects generally do not require additional right-of-way, as the intent is to retain the
original roadway footprint. Construction or temporary easements may be needed to facilitate
the work while traffic is maintained on the road.
4.4.1 Context Sensitive Safety Enhancements for 3R Projects

While designing a 3R project, designers should incorporate low-cost safety enhancements
that do not involve changes to the footprint or the fundamental scope of the project. As
noted, the engineering process for 3R eligibility includes a road safety audit focused on
identifying such improvements.
International research has demonstrated the safety effectiveness of a number of low-cost

and readily implementable solutions that may be incorporated into 3R projects. The following
sections summarize these.
4.4.2 3R Safety Enhancements for Rural Highways
4.4.2.1 Safety Edge

Rural highways with unpaved shoulders present a risk associated with shoulder drop-off,
whereby a driver inadvertently leaving the lane may have the right wheels drop on to the
unpaved surface. The difference in elevation between the resurfaced pavement and shoulder
may be as great as 15 to 20 cm. In correcting steering, the tire wall may scrub against the
pavement, inhibiting recovery to the lane. Driver response is often to jerk the steering wheel,
overcorrect, and encroach into the oncoming traffic lane. The safety edge, shown in Figure
4.2, is a simple 45-degree beveled treatment that eliminates the drop-off and facilitates
controlled recovery.
Figure ‎4.2 Safety Edge

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4.4.2.2 Paved Shoulders and Rumble Strips

Paving an unpaved shoulder produces measurable benefits. Shoulder paving and placement
of shoulder rumble strips can reduce the risk of run-off-road crashes by more than 20 percent.
This treatment in the context of a 3R project may be particularly useful, if there is interest in
promoting cycling on the road. Shoulder paving can be combined with run-off-road mitigation
treatments, such as rumble strips. See Figure 4.3.
Figure ‎4.3 Paved Shoulder and Rumble Strip Example
4.4.2.3 Horizontal Curve Treatments

Horizontal curves are overrepresented compared to tangent alignments on two-lane
highways. The following are treatments with measurable predicted effectiveness in reducing
crashes on curves that are to remain in place (see Figure 4.4):
• Additional edge-line width delineation
• Providing chevrons through the curve
• Paving more of the shoulder through the curve with focus on the outside shoulder
• Providing rumble strips on the approaches and through the curve
• Increasing superelevation on the curve, which may require warping of the shoulder
• Providing advance warning or speed advisory signing in advance of the curve

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Figure ‎4.4 Horizontal Curve Treatments
4.4.2.4 Rumble Stripes

Centerline rumble stripes are an alternative to rumble strips. They perform the same
function but instead of being placed on the edge of shoulder, they are placed in the roadway
centerline. These may apply for roads with unpaved shoulders to remain. Rumble stripes can
be applied in a manner that enhances the visibility of reflectorized paint applied over them.
4.4.2.5 Intersection Treatments

Minor road approaches to priority intersections or approaches to roundabouts on both minor
and major highways may experience the risk of unfamiliar or inattentive drivers insufficiently
reducing their speeds. Longitudinal rumble strips on the approaches with accompanying
warning signs provide both visual and audible stimulus to warn drivers of the upcoming
intersection or roundabout.
4.4.2.6 Dynamic Warning Signs

The use of dynamic warning signs for two different applications is now common international
practice. In one concept, the presence of a vehicle on a minor approach triggers a dynamic
warning sign or flashing lights on the major approach to alert the priority drivers of the
potential for a turning or crossing conflict. In another application, drivers at a stop or yield
line on the minor approach are provided a dynamic warning of a vehicle on the conflicting
major priority road approaching in either direction. The warning devices in these signs can
be solar powered.
4.4.2.7 Intersection Lighting

Lighting an unlit intersection may also be considered if there are concerns over night conflicts
or potential crashes.

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4.4.3 3R Safety Enhancements for Urban Roads

The following are urban 3R enhancements:
• Traffic signal heads may be increased in size or converted to light emitting diode (LED) for
greater visibility. Backplates for signal heads with retro-reflective borders also improve
signal visibility.
• Introduction of pedestrian-only signal phases at urban signalized intersections of

Boulevards and other locations with high levels of pedestrian activity.
• Pedestrian hybrid beacons.
• Signalized, pedestrian-actuated crossings mid-block in locations where nearby signalized

intersections are too far to divert pedestrian crossing demands.
• Conversion of right-turn into yield movements at priority intersections to signalized

control to recognize and address potential conflicts with pedestrians crossing the
intersection.
• Implementation of road diets tailored for use in Qatar on two-lane local and collector
roads. A road diet consists of a dedicated center lane reserved for left-turning traffic
into commercial and other driveways. It may be suitable for Qatar where speeds are low
and commercial driveway movements are substantial. The use of mountable curbs with
hatching can enhance the message of the median as being reserved only for left turns.
One of the most common applications of a road diet is to improve safety or provide space
for other modes of travel. For example, a two –way four lane road might be reduced to
one travel lane in each direction. The freed-up space can be used to provide or enhance
sidewalks and add cycle lanes on one or both sides of the road.

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5 Functional Classification as a
Primary Design Control
5.1 Qatar Road Classification

This section describes the functional classification of Qatar’s roads and provides designers
with a description of the various road classes approved by Overseeing Organization. The
classification of roads into various categories is an important consideration in planning and
engineering. Roads in Qatar are classified as follows:
• Functional: classifying roads according to the type of service they provide
• Geometric: classifying roads according to their physical attributes
• Administrative: classifying roads according to the government agency that has

responsibility and control over them
• Performance: classifying roads according to the LOS they offer
Of these, functional classification is the predominant method of categorizing roads for

planning and engineering. Functional classification refers to the actual or intended use of
a road within the network as a whole and the degree of access or mobility that is to be
provided to adjacent properties.
Several advantages of classifying roads according to their function are as follows:
• Encourages appropriate traffic speeds and operational conditions across the road network
• Improves traffic safety by separating traffic flows with different characteristics by

separating local traffic from through traffic
• Allows specific design parameters to be developed and applied to roads that are within
the same functional class
• Results in easier organization and management of the traffic infrastructure
• Can be designed to minimize the impact on sensitive development areas
The first step for the designer to consider is the function that the road will serve within the
surrounding context. Following this, the designer shall consider the LOS needed to fulfill this
function for the forecast traffic volumes.

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5.2 Definition of Urban and Rural Roads

Urban and rural areas have vastly different characteristics in terms of the density of their
road networks, the extent of their built-up areas, and the nature of their travel patterns. The
two types of roads are defined as follows:
• Urban roads lie adjacent to areas that contain, or zoned to contain, built land use
development.
• Rural roads lie adjacent to areas that are predominantly natural, with little or no adjacent
built land use development.
5.3 Functional Classification in Urban Areas

Roads in the urban areas of Qatar are arranged into five main functional classifications, with
further sub-classifications as described below. Figure 5.1 illustrates how urban roads relate
to one another and serve built-up areas. Figure 5.2 to Figure 5.5 depict each of the four main
road categories.
Figure ‎5.1 Urban Road Network
5.3.1 Expressways
Expressways carry most of the trips entering and leaving an urban area. Traffic along
expressways moves at high speeds and over long distances. Low and high vehicle speeds on
roads are defined in Clause 10.4 of this Part.
Within Qatar’s road network, long distance is typically more than 5 km within urban areas and
more than 10 km within rural areas. Freight traffic and intercity bus routes can travel along

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expressways. The through movement along an expressway is typically grade separated from
cross street movements.
Figure ‎5.2 Expressway with CD Roads
5.3.2 Arterials
Major arterials serve the major centers of activity in urban areas and, like expressways,
accommodate through traffic. Although they have high operating speeds, major arterials
typically intersect at grade with cross streets. Figure 5.3 provides an example of a major
arterial.
Minor arterials offer less mobility than major arterials and place more emphasis on land
access. Intersections along minor arterials are always at grade. Minor arterial roads are also
important for pedestrians and cyclists. Vehicle speeds and volumes are higher on these roads
than on local and collector roads and, therefore, special facilities such as separate cycle and
pedestrian provisions should be provided to the extent possible to improve the environment
for nonmotorized road users.
Boulevards can also be classed as arterials but have a number of special features. They are
located in areas with a high level of retail or recreational frontage. They have wide sidewalks
to accommodate high levels of pedestrian activity. Traffic volumes along boulevards may
be similar to those along arterials but travel speeds will be slower. Boulevards have more
frequent pedestrian crossings. Refer to a cross section of an urban boulevard in Volume 1,
Part 3, Roadway Design Elements, of this Manual, and additional information is provided in
Volume 3, Part 20, Context Sensitive Design and Solutions, of this Manual.

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Figure ‎5.3 Arterial
5.3.3 Collector-Distributor Roads

Collector-distributor roads are part of a controlled access facility such as an urban expressway.
They are designed to operate as freeway facilities. On-street parking and direct access to
adjacent land uses is therefore prohibited on collector-distributor roads. They are provided
between adjacent intersections or interchanges to reduce the need for weaving traffic on
the main through route.
5.3.4 Collector Roads

Major collectors distribute trips from arterials into nearby land uses, and also collect traffic
from local roads and feed them to the arterials. Equal emphasis is placed on mobility and
accessibility.
Minor collectors have slower travel speeds and less mobility than major collectors.

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Collector roads may also distribute traffic to and from public transport nodes such as metro
stations and bus stops. Figure 5.4 provides an example of a collector road.
Figure ‎5.4 Collector Road

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5.3.5 Local
Service roads provide direct access to adjacent land uses while also distributing traffic
on to higher-grade roads. They differ from local roads in that they run parallel to collector-
distributors or arterials. On-street parking on service roads is common.
Local roads provide access to adjacent land uses while also feeding collector roads. Local
roads have no formal access control. Through traffic is actively discouraged from using local
roads by traffic-calming measures.
Figure ‎5.5 Local Road
5.4 Functional Classification in Rural Areas

Roads in rural areas are classified into four functional categories. A description of each is
provided as follows.
• Rural freeways connect inter-urban centers. They have high speeds with grade-
separated interchanges and connect major land uses within a large region.
• Rural arterials connect major land uses within a smaller region. They have medium to
high traffic volumes.
• Rural collectors distribute traffic from arterials into local roads. Direct access from
collectors to adjacent land uses is possible.

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• Local roads feed traffic from adjacent land uses and distribute it to collectors. For
example, many local rural roads in Qatar lead to farms and accommodation for farm
owners and workers.
Low and high vehicle speeds on roads are defined in Clause 10.4 of this Part.
Figure 5.6 illustrates how rural roads relate to one another and serve rural areas.
Figure ‎5.6 Rural Road Network
5.5 Special Corridors

Other types of roadway that do not strictly fit into the categories described previously are
considered special corridors and have their own unique characteristics. Examples of special
corridors are described as follows.
• Pedestrian streets are closed to motorized traffic but require periodic access by service
and maintenance vehicles.
• Cycle corridors could be either of the following:
−− Cycle paths are part of the road corridor’s right-of-way but are segregated from the
roadway by level or curbing.
−− Cycle paths are not associated with a road but may be several meters (or farther)
from the nearest road carrying motorized traffic.
• Dedicated public transport corridors accommodate public transport modes only. They are
segregated from the roadway. Examples are bus rapid transit lanes and rail lines.

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• Other types of roads include roads providing access to critical infrastructure, Emiri roads,
roads within military sites, sikkas, corridors, and roads for emergency services.
• Shared corridor where normal road traffic shares the same space with a railway.
5.6 Temporary Roads

Temporary roads are normally requested by farmers and developers in rural areas to provide
access from their lands to the nearby road network. As their name suggests, they are not
intended to be permanent. It is common, however, for such roads to remain in place and
operate as originally constructed for many years.
The Overseeing Organization does not classify temporary roads in Qatar. Therefore, The
Overseeing Organization requires no formal planning process for developers to introduce
temporary roads. However, developers are encouraged to design and construct such roads
to an appropriate minimum standard associated with the apparent or applicable functional
classification of the road.
At some point, the temporary road may need to become part of the formal road network as a
permanent road. In that case, it is expected that the road will need to be designed to QHDM
standards. As noted, temporary road conversion projects shall be treated as reconstruction
projects, with the QHDM standards applying to the road at the time.
The road works Overseeing Organization makes the initial consideration for road works where
the suitability of a temporary road application must be assessed. Regarding the temporary
road application, the planning Overseeing Organization will provide an approval in principle
to the developer to construct the temporary road, valid normally for 10 years.
5.7 Application of Functional Classification in Design

5.7.1 Key Parameters
The functional class of a road will have a fundamental influence on its design. This section
provides guidance on the key parameters for each road class. Given the various competing
factors in any project, the designer may wish to seek approval from the Overseeing
Organization to modify some of the parameters or classifications.
Table 5.1 and Table 5.2 summarize the key functions, characteristics, and design parameters
of each road class for urban and rural locations. The designer should first refer to these
tables to make a preliminary identification of the functional class of the road. An explanation
of the column titles follows the two tables.
The data in Table 5.1 and Table 5.2 should be viewed in the context of the design standards
and requirements identified in the relevant design parts of this QHDM. The tables highlight
the need for different parameters in different locations to meet specific demands. The values

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provided are not absolute, they are for guidance only, and key parameters such as traffic
flows, posted speed, cross section, appropriate intersection provision, and access control
shall be in line with the relevant parts of this QHDM.

42
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PART
Table ‎5.1 Key Characteristics of Urban Roads
Intersecting Right Minimum
Permitted Roads Posted of Way LOS at
Through Land Use AADT Roadway Mobility vs. Intersection Minimum Speed Width Parking Design
Route Frontage Function Flowa Type Accessibility Types Spacing (m)b (kph)c (m) Provision Year
PLANNING
Mainly free-flow
Not traffic connecting
8- to Primary function Grade-
Urban residential, major land uses 50,000– 80 or
10-lane is mobility. No separated 1,500 64–264 Prohibited C
Expressway or across wide urban 80,000 100
divided access. interchange
recreational area. Medium to
high traffic volumes.

Industrial, or Connect urban 4- to Primary function Signalized, or
Major Urban 30,000–
commercial districts. Medium to 8-lane is mobility. priority right-in/ 600e 50 or 80 64 Prohibited C
Arterial 60,000
preferred high traffic volumes. divided Limited access. right-out
Primary function
Industrial, or Connect urban 4- to is mobility. Signalized, or
Minor Urban 20,000-
commercial districts. Medium to 8-lane Secondary priority right-in/ 150 50 or 80 40–64 Restricted C
Arterial 50,000
preferred low traffic volumes. divided function is right-out.
access.
Primary function
Retail, Signalized,
Specialf arterial. 4- to is access.
Urban commercial 30,000– roundabout, or
Medium to high 8-lane Secondary 300 50 or 80 64 Restricted D
Boulevard or 60,000 priority right-in/
traffic volumes. divided function is
recreational right-out
mobility.
Distribute
Not Grade
Urban traffic between Primary function
residential 5,000– One separated, or 50, 80, Not
Collector expressway is mobility. No NA Prohibited D
or 50,000 directional priority right-in/ or 100i applicableg
Distributorg interchanges. Low access.
recreational right-out
to medium traffic.
20,000– Some
Industrial
Collect traffic 50,000 restrictions
from service roads 20,000–
Commercial and local roads Equal mobility 100 50
Major Urban 50,000 4- to Signalized, or
and distribute to 6-lane and access 32-40 D
Collector priority.
Residential arterials. Low to 20,000– divided functions. Restricted
medium traffic 30,000
volumes. 10,000-
Recreational 50 50
20,000
Intersecting Right Minimum
Permitted Roads Posted of Way LOS at
Through Land Use AADT Roadway Mobility vs. Intersection Minimum Speed Width Parking Design
Route Frontage Function Flowa Type Accessibility Types Spacing (m)b (kph)c (m) Provision Year
5,000– Some
Industrial
20,000 restrictions
Collect traffic
5,000– Primary function
Commercial from service roads 2-lane
20,000 is access. Signalized, or
Minor Urban and local roads undivided
Secondary roundabout, 50 50 20-32 D
Collector and distribute to 5,000- 4-lane
Residential function is priority. Restricted
arterials. Low traffic 20,000 divided
mobility.
volumes.
5,000-
Recreational
10,000
Provide access Primary function
to adjacent land. is access. Signalized, Permitted
Service 2-lane Not
Any Distribute traffic <5,000 Secondary roundabout, or 50 30 or 50 with D
Roadg undivided applicableg
to collectors and function is priority. conditions
boulevards. mobility.
Primary function
Industrial 30 or 50
is access.
Minor function 20-24
30 or Permitted
Commercial is mobility.
2-lane 50h with
Through traffic Signalized,
Urban Local Provide access to undivided conditions
<5,000 is discouraged roundabout, or As required D
Road adjacent land. 4-lane 30 or
Residential with traffic- priority.
divided 50h
calming.
10-24d
Minimal mobility
30 or
Recreational and access Restricted
50h
functions.
Notes:
a
Indicative values, neither minimums nor maximums.
b
Taken from intersecting road centerlines.
c
Expected posted speed values quoted, other posted speeds may be appropriate and should be agreed upon with the Overseeing Organization before use.
d
New roads shall have a minimum Right of Way width of 20 meters.
e
One access to development between intersecting roads permitted at mid-point.
f
Adjacent to high-quality development where lower vehicle speeds and greater integration of nonmotorized users is required or demanded.
g
PLANNING
Collector-distributor and service roads are included within the right-of-way of other road types.
h
An exception would be 30 kph with traffic calming, signage, and markings where categorized as “urban streets”. For example, in the vicinity of schools.
i

Collector distributor roads are part of the freeway or expressway system. As per Clause 3.4.5 of Volume 1, Part 9, Interchanges and Freeway or Motorway Corridors, of this
2
Manual, their design speed should be the same as, or no more than 20 kph less than, the design speed of the mainline.
PART
43
44
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Table ‎5.2 Key Characteristics of Rural Roads PART
Intersecting Right- Minimum

Permitted Roads, Posted of-Way LOS for
Through AADT Roadway Mobility vs. Intersection Minimum Speed Width Parking Design
Route Function Flowa Type Accessibility Types Spacing (m)b (kph)c (m) Provision Year
PLANNING
Connect regions and major

cities on national and
6-lane Maximum Grade-
Rural international scale. Free- 100 or
> 8,000 divided, mobility. No separated 3,000 264 Prohibited B
Freeway flowing traffic. Capable of 120
or more accessd. interchange.
accommodating high traffic
volumes.

Primary Grade
Rural Distribute traffic between
5,000– One function is separated, or 80, 100 Not
Collector freeway interchanges. Low NA Prohibited C
50,000 directional mobility. No priority right- or 120f applicablee
Distributoref to medium traffic.
access. in/ right-out
Primary
Connect major land uses Grade-
function is
Rural within a smaller region. 2,000– 4-or 6-lane separated, 80 or
mobility. 1,000 64 Prohibited C
Arterial Medium to high traffic 8,000 divided signalized, or 100
Limited access
volumes. roundabout.
possible.
2-lane
Collect and distribute traffic Equal mobility Permitted
Rural 1,000– undivided Signalized, or
to adjacent rural land uses. and access 500 50 or 80 24−40 with D
Collector 2,000 4-lane roundabout.
Medium traffic volumes. functions. conditions
divided
Primary
function
Permitted
Rural Local Provide access to adjacent 2-lane is access. Roundabout,
< 1,000 As required 50 20 with D
Road rural property and land. undivided Secondary or priority.
conditions
function is
mobility.
Notes:
a
Indicative values, neither minimums nor maximums.
b
Taken from intersecting road centerlines.
c
Expected posted speed values quoted, other posted speeds may be appropriate and should be agreed upon with the Overseeing Organization before use.
d
Conditional access to petrol stations and rest areas permitted.
e
Collector-distributor and service roads are included within the right-of-way of other road types.
f
Collector distributor roads are part of the freeway or expressway system. As per Clause 3.4.5 of Volume 1, Part 9, Interchanges and Freeway or Motorway Corridors, of this
Manual, their design speed should be the same as, or no more than 20 kph less than, the design speed of the mainline.
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5.7.1.1 Land Use Frontage (Urban Roads Only)

The level of access and on-street parking required from a road depends on the land uses
adjacent to the road. This parameter refers to the four land use categories appropriately
adjacent to each road class:
• Industrial: Includes activities associated with manufacturing, storage (warehouses),

logistics, and military facilities.
• Commercial: Includes offices, shopping malls, retail outlets, strip malls, restaurants,
banks, hotels, and business districts such as West Bay.
• Residential: Includes villas, townhouses, and apartments. Buildings that comprise

apartments but have significant retail facilities on the ground floor should be regarded
as commercial.
• Recreational: Includes sports facilities (for example, leisure centers, gymnasiums, and
stadiums), open spaces, and public parks.
Many buildings do not fit exclusively into a single category. For example, some residential
buildings have commercial facilities on the ground floor. In such cases, the designer should
exercise careful judgment as to the requirements for access, parking, and mobility on the
adjacent road.
5.7.1.2 Function
This column provides a general description of the function of each road class.
5.7.1.3 Annual Average Daily Traffic Flow

This refers to the annual average daily traffic (AADT) flow that each road is designed to
accommodate by the design year. All roads shall consider traffic for a 20-year design period.
5.7.1.4 Mobility Versus Accessibility

This designation refers to the extent of mobility or access that a road class provides.
Fundamentally, roads have two main purposes:
• To provide mobility for through traffic, which concerns traffic that has no direct business
in or relationship with the land uses it is passing through.
• To enable access to land uses adjacent to the roads, which concerns traffic with direct
business in or having a direct relationship with the area it passes through.
These two purposes tend to conflict and need to be balanced against one another for any
particular road during the design process, especially when undertaking rehabilitation and
improvements. A road that places emphasis on mobility will have limited accessibility. Thus,
access on to freeways, expressways, and arterials shall be controlled so as not to impede
their primary purpose of serving through traffic. Conversely, the primary purpose of local
streets is to provide access, and this limits their ability to offer mobility. Collectors offer an
approximately balanced mobility and accessibility function. Figure 5.7 depicts the balance
between mobility and access.

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Source: TMPQ – A Guide to Planning Roads in Qatar, 2008.
Figure ‎5.7 Illustration of a Road’s Mobility Versus Access Functions
5.7.1.5 Permitted Intersection Types

This refers to the types of intersections that are permitted along each road class. The most
appropriate type and layout will be dependent on the site and the nature of intersecting
flows.
5.7.1.6 Minimum Intersection Spacing

Intersections enhance accessibility, but they also interrupt the flow of traffic. This criterion
refers to the minimum distance that should exist between intersections on each road class,
measured between the respective intersecting centerlines.
5.7.1.7 Posted Speed

This is the posted speed limit for each category of road. While posted speeds may vary for
vehicle types, the speeds identified in the tables relate to light vehicles and, therefore, the
highest posted speed on that road classification. Depending on local conditions, the designer
may propose a speed limit within the range that is lower than the preferred speed; for
example, in areas of frontage or high pedestrian activity. Refer to Section 9, Access Control
and Access Management, for more information on posted speed.
5.7.1.8 Right-of-Way Width

This is the width in meters of the area of land in which the route is accommodated. It is
based on typical design dimensions, conditions and terrain. Right-of-way for public roads is
government owned. Further details on cross-sectional elements are provided in Volume 1,
Part 3, Roadway Design Elements, of this Manual.

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5.7.1.9 Parking Provisions

The extent to which parking and loading provision is permissible on each of the road classes
is presented in this column. Three cases are considered:
• Prohibited: No parking or loading provision is allowed directly adjacent to the road. It is

applicable to freeways, expressways, and major arterials.
• Restricted: Parking is restricted to areas where it is safe and practicable. Parking areas
shall be clearly defined and strictly enforced.
• Permitted with Conditions: Parking is permitted alongside the road, although time-
of-day or location-specific restrictions may be implemented to eliminate potential
operational problems.
Refer to Tables 5.1 and 5.2 for parking provision.
5.7.1.10 Minimum Level of Service for Design Year

This is the minimum LOS at which the road should operate. The LOS describes the travel
experience in terms of operating speed, delays, the ability to safely overtake vehicles, traffic
congestion, overall safety, and driver and passenger comfort.
5.7.2 Network Connections

Table 5.3 and Table 5.4 show which road classes interconnect with one another within the
urban and rural contexts, respectively. On each table, the horizontal rows, labeled “Through
Route”, are the main route that vehicles take to access or egress an area. The vertical columns,
labeled as the connecting route, indicate the type of roads that can connect to the through
route. The through route is higher in the hierarchy than the roads that connect with it.

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Table ‎5.3 Network Connections for Urban Roads
2
PART
Connecting Route
Major Minor Collector Service

Expressway Boulevard Major Collector Minor Collector Local Roads
Arterial Arterial Distributor Road
PLANNING
Any
Any
Retail/
Preferred
Preferred
Industrial
Industrial
Industrial
Industrial
Industrial
Residential
Residential
Residential
Commercial
Commercial
Commercial
Commercial/
Commercial/
Commercial/
Recreational
Recreational
Recreational
Recreational
Through Land Use
or Recreational
Not Residential
Route Frontage
Not Residential
Expressway ü ü o o ü X X X X X X X X X X X X X
or Recreational

Major
Commercial/ ü ü
Industrial ü ü ü ü ü ü o o o o o ü X X X X
Arterial
Preferred
Minor
Commercial/ o ü
Industrial ü ü o ü ü ü ü ü ü ü ü ü X X X X
Arterial
Preferred
Commercial/
Boulevard o ü ü ü o ü ü ü ü ü ü ü ü ü ü ü ü ü
Recreational
Collector
Any ü ü o o ü o o o o o o o o X X X X X
Distributor
Industrial X ü ü ü o ü ü ü o ü ü ü ü ü ü ü ü ü
Major Commercial X ü ü ü o ü ü ü ü o ü ü ü ü X ü ü ü
Collector Recreational X ü ü ü o ü ü ü ü o ü ü ü ü X ü ü ü
Residential X o ü ü o o ü ü ü o ü ü ü ü X ü ü ü
Industrial X o ü ü o ü o o o ü ü ü ü ü ü ü ü ü
Minor Commercial X o ü ü o ü ü ü ü ü ü ü ü ü X ü ü ü
Collector Recreational X o ü ü o ü ü ü ü ü ü ü ü ü X o ü ü
Residential X o ü ü o ü ü ü ü ü ü ü ü ü X o o ü
Service
Any X ü ü ü X ü ü ü ü ü ü ü ü ü o o o o
Road
Industrial X X X ü X ü X X X ü X X X o ü ü ü ü
Commercial X X X ü X ü ü ü ü ü ü o o o ü ü ü ü
Local Roads
Recreational X X X ü X ü ü ü ü ü ü ü o o ü ü ü ü
Residential X X X ü X ü ü ü ü ü ü ü ü o ü ü ü ü
KEY: ü Recommended o Permitted, but not recommended X Not recommended
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Table ‎5.4 Network Connections for Rural Roads
Connecting Route
Through Route Rural Freeway Rural Arterial Rural Collector Rural Local Road
Rural Freeway ü ü X X
Rural Arterial ü ü ü o
Rural Collector X X ü ü
Rural Local Road X X ü ü
KEY: ü Recommended o Permitted, but not recommended X Not recommended
The network connection, the LOS, and the functional classification are some of the available
planning tools to assist the Overseeing Organization when planning to control connections from
and to new developments and new roads that are recommended for construction on the road
network system.
The designer should identify the through route as the road that has the higher functional class.
Once the through route is identified, the designer should move horizontally across the table to
ascertain the road classes that are allowed to connect to it.
For example, if the through route is a major arterial, the designer can check what other road classes
are recommended to connect to it by selecting the major arterial row from the through routes
and traversing along this row. The recommended connecting route classifications are identified
with checkmarks (ü) in this case, other major arterials and some road classes lower than it in the
hierarchy are recommended to connect to it. The converse is also the case. In considering routes
for which a particular classification is recommended, the designer can select a route from the
connecting route columns and read down the column to identify the recommended connecting
routes.
Providing a connection between two roads with incompatible functions can lead to conflict and
congestion. The following are two examples of inappropriate practice:
• Several residential compounds alongside a major arterial seek their own direct access on to
the arterial. In this case, the traffic from the residential compounds should be combined on to
a service road that then connects to the major arterial at a single point.
• In the case of access to a car park directly from a relatively high-speed arterial road, an
intermediate collector road is recommended to serve as a transition between the arterial and
the car park.
Figure 5.8 through Figure 5.10 provide further information on the appropriate grade-separated
interchange types through which the different road classes can connect. Refer to Interchanges for
the cloverleaf intersection designs for further information in Volume 1, Part 9, Interchanges and
Freeway or Motorway Corridors, of this Manual.

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5.7.2.1 Urban Expressway to Urban Expressway Connection

All movements, both through and turning between two expressways, should be free flowing,
unstopped.
5.7.2.2 Rural Freeway to Rural Freeway Connection

Through movements and all turning movements, such as a cloverleaf intersection, are free
flow as shown in Figure 5.8.
Source: Salwa Road, Google Earth Pro, 2014.

Figure ‎5.8 Freeway to Freeway Connection
5.7.2.3 Expressway to Urban Arterial Connection

The through movement on the expressway is free flow. Both the through and turning
movements on the arterial are signalized, as shown in Figure 5.9.
Source: D-Ring Road and Haloul Street Intersection, Google Earth Pro, 2014.
Figure ‎5.9 Expressway to Urban Arterial Connection

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5.7.2.4 Rural Freeway to Rural Arterial Connection

The through movement on the freeway is free flow, but the movement to the freeway to the
arterial is by a signalized intersection or a roundabout as shown in Figure 5.10.
Source: Dukhan Umm Bab Highway, Google Earth Pro, 2014.
Figure ‎5.10 Rural Freeway to Rural Arterial Connection
5.7.3 Transport Provisions for Non-car Users

Table 5.5 and Table 5.6 show the provisions or prohibitions for non-car and multimodal users.

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2
Table ‎5.5 Transport Provisions for Multimodal Users on Urban Roads PART
Cyclists (cycle lane Road-Based Public Light Rail-Based Public

Through Route Land Use Frontage Pedestrians Heavy Trucks
and path) Transport Services Transport
Not residential or Segregated sidewalks Segregated cycle paths Express services only Light rail (segregated from No restrictions
Expressway
recreational road)
PLANNING
Commercial/ industrial Segregated sidewalks Segregated cycle paths Local services (with priority Light rail (segregated from Some restrictions
Major Arterial
preferred lane where required) road)
Commercial/ industrial Segregated sidewalks Segregated cycle paths Local services (with priority Light rail (shared with priority Restricted
Minor Arterial
preferred lane where required) lane where required)
Commercial/ recreational Sidewalks on both sides of Segregated cycle paths Local services (with priority Light rail (shared with priority Restricted
Boulevard
road and sitting areas lane where required) lane where required)
Any Segregated sidewalks Segregated cycle paths Local services (with priority None Some restrictions

Collector Distributor
lane where required)
Industrial Sidewalks on both sides of Segregated cycle paths Local services (with priority Light rail (shared with priority No restrictions
road lane where required) lane where required)
Commercial Sidewalks on both sides of Segregated cycle paths Local services (with priority Light rail (shared with priority Some restrictions
Major Collector
Residential Sidewalks on both sides of Segregated cycle paths Local services (with priority Light rail (shared with priority Local access only
Recreational Sidewalks on both sides Segregated cycle paths Local services (with priority Light rail (shared with priority Prohibited
(segregated from road) lane where required) lane where required)
Industrial Sidewalks on both sides of Segregated cycle paths or Local services (with priority Light rail (shared with priority Some restrictions
road shared road use lane where required) lane where required)
Commercial Sidewalks on both sides of Partial integration within Local services (with priority Light rail (shared with priority Local access only
road roadway lane where required) lane where required)
Residential Sidewalks on both sides of Partial integration within Local services (with priority Light rail (shared with priority Local access only
Minor Collector
road roadway lane where required) lane where required)
Recreational Sidewalks on both sides Partial integration within Local services (with priority Light rail (shared with priority Prohibited
(segregated from road) roadway lane where required) lane where required)
(separate cycle path or
shared road use)
Service Road Any Segregated sidewalks Segregated cycle paths Local services None Some restrictions
Industrial Sidewalks on both sides of Cyclists may use roadway Local services Not recommended Some restrictions
Commercial road Local access only
Local Roads
Residential Local access only
Recreational Prohibited
Table ‎5.6 Transport Provision for Non-car Users on Rural Roads
Transport Provision
Road-Based Public Transport Light Rail-Based Public

Through Route Pedestrians Cyclists Services Transport Heavy Trucks
Segregated sidewalks where Segregated cycle paths Express services only. Light rail (segregated from No restrictions.
Rural Freeway required. where required. road).
Segregated sidewalks where Segregated cycle paths. Local services (with priority Light rail (shared with Some restrictions.
Rural Arterial required. lane where required). priority lane where
required).
Sidewalks where required. Segregated cycle paths. Local services (with priority Not recommended. Local access only.
Rural Collector
lane where required).
Sidewalks where required. Cyclists may use Generally, not provided. Not recommended. Access only.
Rural Local Road
roadway.
Note: Details of at-grade pedestrian crossing, cycle paths, and bus stop facilities are provided in Volume 3, Part 19, Pedestrian and Bicycle, of this Manual, and Volume 3,
Part 26, Bus and Public Transportation, of this Manual.
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PART
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6 Design Vehicles
6.1 Introduction
The primary function of a roadway is to allow the safe and efficient passage of motor
vehicles for the transportation of goods and people. Highway designers therefore need to
understand the types and physical characteristics of vehicles currently in use, or likely to
be used in the future, as well as the vehicles legally permitted to be driven on the public
highway system under normal circumstances.
6.2 Vehicle Weights and Dimensions

State of Qatar “Law No. (19) of 2007 Regarding the Traffic Law”, Article 86, places limits on
the size and weight of vehicles that can be legally driven on the public highway in Qatar.
Table 6.1 summarizes the main restrictions.
Table ‎6.1 Maximum Vehicle Weights and Dimensions
Parameter Maximum Value

Maximum length of a motor vehicle Not defined
Maximum height of a motor vehicle 4.2 m a
Maximum width of a motor vehicle 2.6 m a
Maximum authorized weight on a single axle 13,000 kg b
Maximum gross vehicle weight (GVW) 45,000 kg c
Source: Traffic Law No (19), Ministry of Interior, Government of Qatar (2007).

Notes:
a
Includes the load or any items protruding from the vehicle.
b
In addition, the gross weight on a single axle shall not exceed the weight limit set by manufacturer.
c
In addition, the gross vehicle weight shall not exceed the weight limit set by the manufacturer.
When the values in Table 6.1 need to be exceeded, such as when transporting abnormal
indivisible loads, special authorization in writing is required from the Overseeing Organization
for licensing before such a vehicle is driven on the public highway.
6.2.1 Abnormal Loads and High Load Routes

When transporting abnormal loads that exceed the maximum height requirements in Table
6.2, truck operators will be required by the Overseeing Organization to use the designated
high load routes. On these routes, the highway designer should comply with the vertical
clearance requirements for high load routes as discussed in Volume 1, Part 3, Roadway
Design Elements, of this Manual.

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6.3 Typical Design Vehicles

6.3.1 Definitions and Principles
Design vehicles are the vehicles used in highway design to determine if the resulting facility
will be fit for its intended purpose. They enable the designer to allow for sufficient space
within the highway cross section, both horizontally and vertically. They are also used to
determine that the various structural elements of highways can adequately support the
predicted vehicle loading likely to occur throughout the intended or specified design life
for the part being considered. Design vehicles are used in assessing the crash performance
criteria of highway safety products such as guardrails, safety barriers, and bridge rails.
Design vehicles are defined by their vehicle specification parameters. Manufacturers’ vehicle
specifications can be used to guide the definition of a design vehicle.
6.3.2 Design Vehicles

Table 6.2 lists the design vehicles for use in the State of Qatar and includes vehicles currently
in use or likely to be used in the near future. These vehicles can be summarized as follows:
• Passenger Cars (P): The design vehicle is an AASHTO passenger car.
• School Bus: The main design vehicle for school bus is the AASHTO 10.91 m long
conventional school bus (S-BUS 11). This vehicle should be used as a minimum design
vehicle on all existing and future local access and dead end / cul-de-sac routes.
• Buses and Coaches: The main design vehicle for buses is the AASHTO 12.19 m long city
transit bus (city bus). This vehicle should be used as the design vehicle on all existing
and planned future bus routes. In terms of length, the longest bus is the AASHTO 18.29
m articulated bus (A-Bus).
• Rigid Trucks: The typical design vehicles for rigid trucks are the AASHTO 9.14 m long,
2-axle, single unit truck (SU-9) and the AASHTO 12.04 m long, 3-axle, single unit truck
(SU-12).
• Tractor-Semitrailer Combinations: The typical design vehicles in this category are the
AASHTO WB-12 and WB-15 intermediate semitrailers, which are both representative
of the articulated trucks used in Qatar. Also included in this category is the AASHTO
WB-20 interstate semitrailer, which should be used as the design vehicle on urban
expressways, rural freeways and on designated truck routes, and at specific interchange
locations, as set out in Volume 1, Part 6, Priority Intersections, and Volume 1, Part 8,
Design of Signalized Intersections, of this Manual.

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Table ‎6.2 Typical Design Vehicles

Min.
Vehicle Turning
Description Length Width Height Radius
(AASHTO) Schematic (m) (m) (m) (m)
Passenger Car
5.79 2.13 1.30 7.26
(P)
Conventional
School Bus 10.91 2.44 3.20 11.75
(S-BUS 11)
City Transit
12.19 2.59 3.20 12.80
Bus (City Bus)
Articulated
18.29 2.59 3.35 12.00
Bus (A-Bus)
Single Unit 3.35 to

9.14 2.44 12.73
Truck (SU-9) 4.11
Single Unit
Truck 3.35 to
12.04 2.44 15.60
(SU-12) 4.11
Intermediate
Semitrailer 13.87 2.44 4.11 12.16
(WB-12)
Intermediate
Semitrailer 16.77 2.60 4.11 12.16
(WB-15)
Interstate
Semitrailer 22.40 2.59 4.11 13.66
(WB-20)
Source: AASHTO A Policy on Geometric Design of Highways and Streets (2018)
6.3.3 Swept Path Analysis

Design vehicles are often used to carry out swept path analysis on highway layouts,
particularly at intersections, ramps and turning roadways, where lanes may need to be
widened to adequately accommodate a vehicle negotiating the curve.

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Swept path analysis shall be carried out, using appropriate vehicle swept path software, to
verify that adequate clearance is provided at pinch points, such as between channelizing
islands, vehicles bodies and adjacent road signs, lighting columns, and other street furniture.
General guidance on swept path analysis is provided in Volume 1, Part 3, Roadway Design
Elements, of this Manual.
The swept paths of light rail systems shall be considered where applicable.

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7 Driver Performance and

Human Factors
7.1 Introduction
According to A Policy on Geometric Design of Highways and Streets (AASHTO, 2018):
Consideration of driver performance is essential to proper roadway design and

operation. The suitability of a design rests as much on how efficiently drivers are able
to use the roadway as on any other criterion. When drivers use a roadway designed to
be compatible with their capabilities and limitations, their performance is aided. When
a design is incompatible with the capabilities of drivers, the chance for driver errors
increases, and crashes or inefficient operation may result.
Humans as drivers respond to the road and environment as it is presented to them. Their
response in terms of speed, acceleration, and reaction to other drivers and events in large
part determines the overall safety of their trip. Driver characteristics are fundamental
inputs to road design criteria and best practices. This chapter provides an overview of such
characteristics.
In addition, under Section 7.7 Driver Error, reference is made to the QNRSS, which has
adopted the Safe System approach.
7.2 Qatar Driver Characteristics

Driving licenses and privileges are restricted in Qatar to only certain individuals. Individuals
need to pass an eye test and a driving test to obtain a license. The driving population is
relatively young compared with that of many other nations. A special problem faced by other
nations is the shift in demographics, resulting in a growing number of older drivers who do
not possess mental and physical acuity of younger drivers. Unique aspects of the driving
population that influence road design include the following:
• A large proportion of drivers in Qatar come from other countries, and thus have different
attitudes and views about good or safe driving practices. In addition, they are unfamiliar
with driving in Qatar.
• A large number of drivers are transient, as opposed to permanent citizens or residents.

Thus, at any given time the road system will have a large number of drivers who are
unfamiliar with the road system.
• The driving population is multi-lingual. This requires traffic sign messages to be in

both Arabic and English. The location, design and messaging of traffic signs is heavily
influenced by the roadway’s design. Multilingual signing presents the same challenges

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that drivers encounter in many other countries.
• Policies regarding access control, prohibition of crossing and left turns at unsignalized
locations, and preference for T-intersections versus crossroads all reflect a sensitivity to
restricting or eliminating high-risk driver behaviors.
7.3 The Task of Driving

A necessary and fundamental assumption in road design is that drivers have sufficient
human capabilities and knowledge of laws and regulations to be able to operate on the
public road system without endangering themselves or others. Qatar, like other countries,
licensed drivers who must demonstrate their visual and car-handling abilities in order to
obtain a license.
Road design, i.e., the basic models and assumptions used to determine design dimensions, is
based on the assumption that the licensed operator is capable and qualified, alert, attentive,
and not impaired by drugs or other substances.
The driving task, in order of increasing complexity, involves control, guidance, and navigation.
A fundamental objective of road design and operation is to recognize the complexity of the
driving task and to avoid overloading the driver with information.
Speed control and steering represent the basic control functions. Drivers respond both visually
and by feel to the roadway environment, which includes alignment in three dimensions
and intersections. Drivers also respond to traffic around them, which, combined with their
response to the roadway, represents the guidance task. The most complex task is navigation.
Driving tasks take time. Because they occur while the vehicle is in motion, time translates to
distance. Basic design principles and design values are derived based on the times required
at the design speed for most drivers to perform such tasks.
The driving task becomes more complex in difficult environmental conditions, such as, at
night, or in situations unfamiliar to the driver. In other situations, such as a long and straight
stretch of a rural road, the driving task may be so undemanding that drivers can become
inattentive.
Drivers will make errors. They may misjudge speed or a gap for merging, become inattentive
or distracted, oversteer or understeer an alignment, or make a wrong turn. Much of road
design attempts to mitigate the potential adverse effects of driver error. For example, the
concept of designing a forgiving roadside is based on the expectation that drivers will run
off the road, erring in the basic driving task. Other practices related to spacing of ramps and
intersections, and arrangement and messages of signs, all serve to reduce the potential for
information overload, which can lead to driver error.

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7.4 Vehicle Guidance

Highway design and traffic operations have a significant effect on the task of vehicle
guidance. Vehicle guidance includes road following, car following, merging, gap acceptance,
and passing.
7.4.1 Road Following

Road following involves positioning the vehicle in the lane and following the alignment of
the road. Drivers perform this task using visual cues and by feel. The three-dimensional
alignment design controls are influenced by the need or desire to provide a clear view of the
upcoming alignment for the driver at the assumed eye location used for design. As drivers
traverse horizontal curves, they feel the lateral acceleration created by tracking the curve
at a speed. The fundamentals of curve design are based on delivering a level of comfort
with respect to lateral acceleration for the design speed of the road. The widths of roads
and lanes are based in part on providing a sufficient width for drivers to comfortably drive
adjacent to other vehicles while maintaining speed.
7.4.2 Car Following

Driving requires the following of other vehicles, and therefore, reacting to the behavior of
the vehicle ahead. Drivers react to the vehicle in front of them, adjusting their speed to
maintain a comfortable distance. The capacity of a roadway is a function of the density of
traffic that travels at a constant speed. Alignment and cross section both contribute to the
feel and response of each driver, with the aggregate responses representing the capacity of
the road.
7.4.3 Passing Maneuvers

The driver’s decision to initiate and complete a passing or overtaking maneuver has greater
complexity than the decisions involved in road or car following. Overtaking maneuvers
include adaptations in road following and car following activities, and judgments of speed,
acceleration, and gap availability.
7.4.4 Gap Acceptance, Merging, and Other Guidance Activities

Merging and diverging, gap acceptance, lane changing, avoidance of pedestrians, and
response to traffic control devices are other guidance activities that involve complex
decisions and judgments by drivers.
7.5 Information System

The entire roadway environment presents an information system to the driver. This system
is a combination of control devices, such as signals, traffic signs, and road markings, and
other roadside features that form the road environment, such as tree lines, curbing, and
pedestrian facilities.
7.5.1 Traffic Control Devices

Traffic control devices provide guidance and navigation information. They include regulatory,
warning, and directional signs, and other route guidance information.

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Other traffic control devices, such as markings and delineation, display information that
augments particular roadway or environmental features. These devices help drivers perceive
information that might otherwise be overlooked or difficult to recognize. Information on the
appropriate use of traffic control devices is presented in the Qatar Traffic Control Manual.
7.5.2 Road Environment

Drivers need to see the road directly in front of their vehicles and far enough in advance to
perceive the alignment, profile, and other related aspects of the road. The view of the road
includes the environment immediately adjacent to the roadway. The presence or absence of
shoulders and placement of roadside elements and features can influence driving behavior.
Such elements include sign supports, bridge piers, abutments, guardrail, and median barriers.
7.6 Information Handling

During the driving task, drivers perform several functions simultaneously. Different sources
of information, such as billboards, commercial properties with signs, and the landscape,
compete for drivers’ attention. Information a driver needs should be in the driver’s field of
view, when needed, available in a usable form, and capable of capturing the driver’s attention.
7.6.1 Reaction Time

The time for a driver to react to a situation is influenced by the complexity of the event creating
the need to react and whether the event or situation was expected. Human factors research
has documented average reaction times of 0.6 second for events that are expected, with
some small proportion of drivers requiring as much as 2 seconds to react. With unexpected
events, reaction times increase by 35 percent. Thus, for a simple, unexpected decision and
action, some drivers may take as long as 2.7 seconds to react. Longer reaction and response
times are typical of older drivers and drivers operating in difficult environmental conditions.
Complex situations will occur at key locations such as intersections. In the urban environment,
design standards developed in consideration of these complexities include lower design
speeds and enhanced visibility requirements near intersections.
7.6.2 Primacy
The term primacy refers to the prioritization of the competing information presented to the
driver. Driver control and guidance are very important and have primacy over information
relating to navigation. The consequences of driver error associated with control and guidance
are more severe than of an error in navigation. A road’s design and traffic control should
focus the driver’s attention on the high-priority information sources that provide control and
guidance information.
7.6.3 Expectancy
Expectancy refers to what drivers anticipate or expect to see or encounter as they drive.
Driver expectancy is formed by experience and reinforced by common approaches to design

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and traffic control. Situations that generally occur in the same way, and successful responses
to those situations, become part of each driver’s store of knowledge.
Many design practices serve to meet or reinforce driver expectancy and to eliminate
unexpected situations. Drivers traveling along a steep rural highway with no intersections
or driveways expect more of the same when the road comes back into view after cresting
a vertical curve. There is the potential for a driving error if driver expectancy is violated by
the appearance, just over the crest curve, of an intersection, the beginning of sharp curve,
or some other unusual feature requiring a guidance or navigational response. The concept
of decision sight distance, discussed in Volume 1, Part 3, Roadway Design Elements, of this
Manual, specifically deals with situations that may be unexpected.
Research demonstrates that design practices that violate expectancy, such as left-hand exits
from freeways, result in greater crash frequencies than those that meet driver expectancy.
Experienced professionals, e.g., designers, traffic engineers and safety auditors, are able to
identify conditions that violate expectancy. When a constraint prohibits this, measures such
as enhanced warning signs or devices may be necessary to partially compensate for the
unexpected condition. The following conditions typically violate driver expectancy:
• Left-hand freeway exits versus right-hand freeway exits
• Lane drops or “traps” at exits, versus the exit providing the choice to exit or to proceed
as a through vehicle
• A through lane becoming a right-turn only lane at an intersection approach
• At a diverge or major fork such as occurs at a Y-type interchange, having the road that
splits to the right actually go the left, and the road to the left go to the right
• A ramp exit to a crossroad located beyond the crossroad
• A half interchange that does not allow drivers to reenter a freeway at the location at
which they exited
• An intersection or driveway hidden by a horizontal or vertical sight restriction
As noted, Qatar has a greater than typical proportion of drivers who may be relatively
unfamiliar with the road network. Their expectancies are formed by driving in their home
countries. Qatar’s road design and traffic control practices are thus created to be consistent
with international best road design and traffic control practices that are recognizable to most
drivers.
7.7 Driver Error

Driver error can result from deficiencies in the ability of the driver. These may stem from
lack of experience; younger drivers tend to be over-represented in crashes for this reason.
Complex maneuvers such as merging and weaving on a high-volume freeway, passing, or
driving through a sharp curve may be prone to misjudgments and errors.

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Ability to react to situations may also be affected by a driver’s psychological state, such as
fatigue or distraction, or the influence of drugs or other substances. Tired drivers on long-
distance trips are also over-represented in crashes.
The tendency for driver error can be addressed in part through the licensing process and
driver training, through public education efforts on distracted driving and other high-
risk behaviors and on use of seat belts, and through traffic laws and their enforcement.
Nevertheless, driver error always will occur, so a primary design concern is to design the
road in a manner that an error does not necessarily translate into a crash. In some cases,
designers need to contain crashes to reduce severity; for example, installing crash barriers.
The importance of influencing safe driving behavior is central to the principles of safety
system planning.
How the road is designed and operated can influence the propensity for driver effort. Drivers
often make errors when confronted with difficult, stressful, or complex situations. Situation
errors may arise from overloading the driver with information, leading to stressful and
complex driving conditions. These are most likely to occur in high volume traffic conditions
such as on urban arterials or expressways.
Conversely, the opposite situation can lead to errors. In low-trafficked areas, drivers may lose
their concentration and vigilance, and be less capable of reacting to an unexpected event.
Long sections of flat, straight roadway should be avoided by using flat, curving alignment
that follows the natural contours of the terrain whenever practical. Rest areas spaced at
reasonable intervals are also beneficial.
The QNRSS has adopted the Safe System approach. In a Safe System, the road transport
system is designed to anticipate and accommodate human error, protect the vulnerable
human body, and make the forces to which the body is exposed in a crash survivable. All
factors relating to the safe system elements are described in Volume 3, Part 23, Design and
Operations for Road Safety, of this Manual.
7.8 Speed and Design

Road design, context, and environment communicate appropriate speed behavior to drivers.
Most drivers will seek to travel as fast as they will feel comfortable. Road design practices
can encourage high-speed behavior or communicate the need for lower speeds. For shared
road corridor with light rail systems, the speed of the rail vehicle and the space occupied
when interacting with the road traffic shall be considered. Research on driver behavior and
speed demonstrates the following:
• Horizontal curvature influences speed response through transmission of lateral

acceleration to the driver.
• Drivers generally do not reduce speeds based on vertical geometry except in the extreme
(very steep grades and very short vertical curves). Terrain that creates extreme vertical
alignment does not exist in Qatar.

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• Drivers respond to lane or road width, but the amount of speed reduction associated
with lanes narrower than 3.65 m is marginal, on the order of 5 to 10 kph at most.
• Drivers respond only minimally to landscaping, trees, or other roadside features in

changing their speed behavior. Drivers respond mainly to the activities and movement
on the road and at intersections.
• Speed behavior on urban arterials and streets is primarily controlled by the operation of
traffic signal controls along the street, particularly in environments such as Qatar that
have few alignment controls
• Speeds of 130 kph represent the maximum at which most drivers feel comfortable
traveling, regardless of the alignment or traffic or the type of car they drive.
• Enforcement can influence speed behavior, but only if it is continual and visible to the
driving public. Law enforcement campaigns to combat speeding can initially work to
lower speeds, but unless the enforcement continues over time, speeds return to their
pre-enforcement levels.
Although most road design practices and design criteria support higher speeds, there are
clearly situations in which lower speeds are desirable for public safety. For local roads serving
access, boulevards, and other facilities in which pedestrian and bicycle traffic is substantial,
the primary design concern is minimizing the risk of motor vehicle/pedestrian and bicycle
crashes, and minimizing the severity of conflicts with such vulnerable road users. Figure 7.1
shows that the severity of such crashes increases substantially with speed.
Source: Wramborg, 2005
Figure ‎7.1 Crash Types and Indicative Fatality Risks at Various Speeds

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Road design in areas with pedestrians should promote lower speeds. The application of traffic
calming features (see Chapter 4 in Volume 3, Part 23, Design and Operation of Road Safety,
of this Manual), stop control rather than yield at priority intersections, minimum radius curb
returns to promote low speed turning, and sufficient pedestrian crossing times allocated to
signalized intersections are all potential tools to promote lower speeds. Boulevard corridors
with frequent signalized intersections can have the timing of the signals set for lower traffic
speeds, such as 40 to 50 kph.
Management of speed on a road network is a core activity to create a safe road environment.
The setting and signing of posted speeds and the location and signing of speed radars are
just two elements that ordinarily would be included in a comprehensive speed management
strategy.
Posted speeds need to be understandable, safe, and enforceable for all users. To determine
an appropriate posted speed for any new or existing road, each characteristic of the road
must be compared against an idealized set of characteristics for that road type.
To review and assess appropriate posted speeds, the Safe System approach is adopted. This is
an approach adopted by some countries that are leading the way in road safety performance.
Within the Safe System, the forces experienced by road users in the event of a crash are
managed so that crashes become survivable. Volume 3, Part 23, Design and Operation for
Road Safety, of this Manual, contains information on the Safe System approach, including
crash types and indicative fatality risk speeds.
7.9 Design Assessment

The view of the road is very important, especially to the unfamiliar driver. In completing
an alignment, the designer should consider how the road will fit into the landscape, how
it should be signed, and the extent to which the information system will complement and
augment the proposed design.
Locations with potential for information overload should be identified and corrected. The
adequacy of the sight lines and sight distances should be assessed and determined whether
unusual vehicle maneuvers are needed and whether likely driver expectancies may be
violated.
Properly designed roads that provide positive guidance to drivers can operate at a high level
of efficiency and with relatively few crashes; therefore, designers should seek to incorporate
these principles in highway design.

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8 Traffic Characteristics
8.1 Introduction
The volume of traffic and its characteristics are major determinants in highway design. It is
important for the designer to have reliable estimates or forecasts of future traffic volumes
15 to 20 years after the opening year of a transportation project. This section discusses the
issues associated with the volume and characteristics of traffic.
8.2 Traffic Volume

8.2.1 Annual Average Daily Traffic
The most basic measure of the traffic demand for a highway is the Annual Average Daily
Traffic volume (AADT). The AADT is defined as the total volume of traffic during one year
divided by 365 days. The AADT is a basic measure of the road’s traffic demand.
The actual traffic volume that may occur on any given day can vary significantly from the
AADT. Volume varies by day of the week, typically in response to home-to-work trip-making
that may occur in 5 or 6 days of the week. Traffic may also vary by season or month depending
on major holidays, vacation periods, or other common events. Even during a typical work
week, the traffic volume on a road may vary from, say, Sunday through Thursday.
Traffic planners develop estimates of AADT volume by conducting traffic counts. Historic
records of daily, weekly and monthly variations are used to adjust a count performed in
any given time period. Procedures for conducting traffic counts and making the necessary
adjustments are contained in Chapter 5 of the Guidelines and Procedures for Traffic Studies
(MME, 2011).
A road’s current AADT or its forecast AADT is an important factor in assessing the need to
increase a highway facility’s capacity or design its cross-sectional elements. However, traffic
typically will vary considerably when measured for an entire 24-hour day. A road’s AADT is
thus typically not sufficient to determine its design characteristics.
8.2.2 Design Hour Traffic

The flow of traffic through a road segment or intersection during a 1-hour period is the
basis for characterizing its quality of flow, and for designing the basic features of the road.
Roadway facilities are sized with reference to design hour volume (DHV).
8.2.2.1 Determining Design Hour Volume

As noted, the traffic pattern as measured by hourly volume on any highway varies considerably
throughout the year. For example, the single highest hourly volume throughout an entire

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year for a given road segment may be as much as three or even four times the average
hourly volume over a year. Designing for this very highest hour of the year is impractical and
wasteful. Selection of some critical value for the design basis is typically done.
The pattern of variations in hourly volume differs by road type and location. In rural areas a
common design basis is either the 30th or 50th highest hourly volume of the year, referred to
as 30 HV or 50 HV. This is a two-way traffic volume typically expressed as a percentage of
the AADT.
In urban areas, traffic volume throughout the year is typically less variable. The design
basis for urban facilities typically is a “peak hour,” which is predominantly representative of
home-to-work and return trip-making (commuting traffic). These traffic volumes are typically
between the 100th and 200th highest hours of the year.
In special circumstances, a different hourly volume may be the basis for design. For example,
roadway infrastructure adjacent to and serving a major stadium or other recreational facility
may be based on the arrival or departure traffic flow for a typical time when the facility is
used to its capacity.
The DHV as a percentage of AADT is referred to as “k.” This is typically between 10 and 15
percent of the AADT on rural roads, and between 8 and 12 percent for urban roads.
Directionality of traffic is also reflected in design. Directionality is the proportion of total

two-way traffic for a road segment that occurs in the peak direction of flow. In a typical
road network, peak hour traffic is higher on the approaches to employment centers in the
morning (AM) peak hour, with the reverse being the case for the evening (PM) peak hour.
Directional distribution (D) is the traffic factor that expresses the expected percentage of
two-way traffic forecast for the peak direction of flow. By definition it is at least 51 percent,
but it can be as high as 70 percent or more. Values for D are calculated as the 1-hour volume
in the peak direction of the design hour, divided by the total DHV.
With the above established, one can calculate the one-way peak hour design volume, which
is used to size a roadway or roadway element as follows:
one-way DHV (vph) = [forecast AADT] × k × D
Example: Forecast ADT for a roadway is 28,000 vpd
If k is chosen as 12 percent and D as 55 percent, the one-way design hour volume is:
28,000 × 0.12 × 0.55 = 1,848, say 1,850 vph
For design of intersections and roundabouts further detail is needed. Forecasts should include
DHV for each turning movement. For a typical balanced road network, turning movements
will be reciprocal; that is, a right-turn volume in one peak will become the return left-turn
volume in the other peak.

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For the example above, if 1,850 vph is the approach volume to an intersection one would
need to generate three values representing the possible departure movements from the
intersection approach:
1,850 total approach volume

=> 250 left turns, 1,200 through, 400 right turns
Turning volumes for all approaches are the basis for determining the number of lanes for each
movement, signal phasing, lengths of storage or queuing, and ultimately the LOS provided.
8.2.2.2 Use of Travel Demand Forecasts for Design Hour Volume

Design values for DHV are obtained from forecast average daily traffic volumes based
on travel demand forecasts. The transport model for Qatar covers the entire country and
produces model outputs up to the horizon year of 2030. These reflect the official, approved
Master Plan for land use and roadway infrastructure. They reflect the type, location, and
density of land developments and the expected or committed roadway network. MME’s
Urban Planning Affairs Department updates their forecasts regularly as developments occur,
new ones are proposed, and they update their Master Plan. For new road and reconstruction
projects, traffic planners and designers shall use the AADT forecast provided by the
For details on modeling guidelines and procedures refer to Chapter 6 of the latest Guidelines
and Procedure for Transport Studies (MME, 2011).
8.3 Highway Capacity Concepts

8.3.1 Capacity Definition
The capacity of a road is its ability to accommodate traffic. Capacity expresses the maximum
hourly rate at which vehicles can be expected to traverse a uniform section of a lane or a
roadway. The Transportation Research Board’s 2010 Highway Capacity Manual (HCM) is the
internationally recognized source of information and methods for determining the capacity
of any road or road element.
Roads in Qatar should typically be designed to operate at traffic flows for design year
conditions well beneath the capacity of the road. The volume-to-capacity ratio (v/c) is a
measure of the relationship between demand volume and capacity. With a v/c over 0.85,
normally unstable flow conditions occur with regular flow breakdown. A v/c of 1.00 means
the roadway or road element is just able to process the arriving traffic. Should more traffic
arrive than can be processed, the v/c becomes greater than 1.00. Under these conditions,
queues develop, speeds drop, and delays occur.
8.3.2 General Characteristics and Application

Each type of road has different operating conditions that produce different approaches to
measuring their capacity. Through research, methods for measuring and estimating capacity

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and determining the influence of road design on capacity have resulted in the following
different basic capacity concepts:
• Uninterrupted flow: the operating condition of two-lane rural highways, freeway

segments, and multi-lane rural highways. The capacity of a road under uninterrupted
flow conditions is based on number of lanes, lane and shoulder widths, and three-
dimensional alignment characteristics.
• Signalized intersections: point locations that interrupt the stream of traffic flow. Their
capacity is based on the number of approaches requiring dedicated signal phases, numbers
of lanes and free flow capacity at the stop-lines for each approach and movement, the
widths of lanes, and signal timing necessary for pedestrians and for clearance between
conflicting phases.
• Roundabout capacity: based on the traffic volume on the roundabout, the number
of approaches entering the roundabout, the number of lanes in the roundabout, the
geometry of the entry approaches, and the radius of the roundabout.
• Weaving sections: road segments with entry ramps and nearby downstream exit ramps.
The crossing of traffic flows is referred to as weaving. The capacity of a weaving section
is based on the spacing between the entry and exit roads, the arrangement or location of
these roadways relative to the mainline, and the number of lanes in the weaving section.
• Entrance and exit ramps: roadways that allow traffic to enter or leave a highway. Their
capacity is based on the number of lanes, the length of acceleration or deceleration
provided on the ramp, the arrangement of lanes on the highway and at the ramp entry or
exit, and the volume of traffic on the highway upstream of the entry or exit.
• Unsignalized intersections: those for which one roadway may have priority and be
unstopped, with the roadway with lower functional class under stop or yield control.
The term capacity for these intersections refers solely to the minor road traffic that
is under traffic control. The capacity of these approaches is based on the number and
arrangement of lanes on the approach, the speed of the priority road, and the traffic
volume on the priority road that creates or inhibits the ability of stopped traffic to enter
the major road. Unsignalized intersections may be under all-way stop control, in which
case the capacity refers to all approaches and is based on the number of legs and number
and designation of lanes on each leg.
• Urban arterials: consist of a combination of road segments with uninterrupted flow and
signalized intersections. Their capacity is determined by this combination of elements.
The frequency and spacing of signalized intersections heavily influences the capacity
of urban arterials.
There are also methods for describing the capacity of pedestrian and cycle facilities. These
are based on the same general principles of freedom of movement and research and field
studies on walking and riding behaviors.

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8.3.3 Level of Service

The term level of service describes the quality of traffic flow through any road segment or
intersection as described above. In general, the term LOS is intended to describe the overall
freedom of movement for a driver, which includes the ability to operate at the desired speed
and thus minimize delay.
Levels of service range from A through F, with E representing the capacity of the road or road
element. Under low volume traffic conditions drivers can choose their desired speed and are
not subject to more than minimal delays in passing through intersections. Such conditions
are typified by LOS A and B. As volume increases, drivers become more constrained in their
speed choice and path, and they endure longer delays at intersections and roundabouts.
LOS C and D represent these conditions. As traffic volume increases to a level at which it
approaches the capacity of the road or segment, traffic flow significantly affects the driver.
LOS E represents these conditions.
Although LOS is a term used uniformly for all road types and elements as discussed above,
the specific LOS criteria established in the HCM vary by type of road element:
• Uninterrupted flow LOS: the density of traffic as measured by passenger cars per
kilometer per lane. As density increases, drivers feel more constrained, speeds lower,
and passing opportunities on two-lane roads become less frequent. Table 8.1 shows the
LOS definitions for uninterrupted flow.
• Signalized intersection LOS: the delay experienced by all drivers passing through and
subject to the signal control. This is expressed as sec/veh.
• Roundabout LOS: the delays experienced by the approaching fast traffic that must stop
or yield to the circulating traffic in the roundabout.
• Weaving LOS: the density of traffic in the weaving section and is expressed as passenger
cars per kilometer per lane.
• Exit and Entrance LOS: the density of traffic in the two right-hand lanes upstream of
the exit and downstream of the entrance.
• Unsignalized intersection LOS: the delays experienced by minor road traffic that must
stop or yield to major road traffic with priority.
• Urban arterial LOS: the combination of uninterrupted flow on the arterial segments and
the signalized intersection operations along the corridor.
Table ‎8.1 General Definitions of Levels of Service (Uninterrupted Flow)

Level of Service General Operating Conditions
A Free flow
B Reasonably free flow
C Stable flow
D Approaching unstable flow
E Unstable flow
F Forced or breakdown flow
Source: HCM (Transportation Research Board, 2010)

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8.3.4 Traffic Operations Analysis

Traffic operations analysis using HCM methods serves several planning and design purposes:
• Transportation Planning Studies: Highway capacity analysis is used in these studies to

assess the ability of existing highway networks to accommodate future forecast traffic
volumes. Analysis may demonstrate the need for such infrastructure improvements as
lane additions, intersection improvements, interchanges, or even addition of new roads.
• Congestion Mitigation Studies: Bottlenecks and delays can be observed, but their
resolution requires study of the effectiveness of design or operational alternative
solutions. Traffic operational analyses can inform decision-makers on the effectiveness
of adding turn lanes, re-timing signals, relocating ramps, or other solutions to known
operational problems.
• Highway Design: Highway capacity analysis is used to size a roadway and its elements
as part of the initial planning efforts. Sizing refers to the numbers and arrangements
of lanes, ramps, intersections, and roundabouts. This exercise uses design year traffic
volumes.
8.3.5 Level of Service as a Design Control

By policy, the target LOS for design year conditions is set as noted in Table 5.1 and Table 5.2.
Traffic planners and designers use DHV and methods for evaluating LOS to establish the
basic characteristics of the roadway: number of lanes (including auxiliary lanes, turning lanes
at intersections), and operations such as traffic signal timing. Every project should have an
established design level of service to design all roadway elements. Selection of a design
LOS different from that shown in Tables 5.1 and 5.2 should be with the concurrence of the
8.3.5.1 Design for Road Segments with Uninterrupted Flow

The LOS of a highway facility is a measure that describes operational conditions within
a traffic stream, based on service measures such as speed and travel time, freedom to
maneuver, traffic interruptions, comfort, and convenience. The LOS ranges from LOS A (least
congested) to LOS F (most congested). Designers select the appropriate LOS based on the
guidance in Tables 5.1 and 5.2, with reference to the context. Table 8.1 shows the general
operating conditions represented by LOS. The specific definitions of LOS differ by facility
type.
Table 8.2 describes the relationship of uninterrupted flow level of service expressed as
a ratio of the demand volume to capacity (v/c). As traffic volumes increase such that v/c
approaches 1.00, the close spacing of vehicles in all lanes results in lowering of speeds and
unstable flow as indicated in Table 8.1. The v/c ratio is a readily determined measure of LOS
for both existing and future forecast traffic. From a design perspective, design LOS should
be as far from v/c of 1.00 and unstable flow (LOS D) as is practical.

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Table ‎8.2 Level of Service and Volume to Capacity (v/c)
Level of Service v/c Ratio

A 0–0.6
B ˃0.6–0.7
C ˃0.7–0.8
D ˃0.8–0.9
E ˃0.9–1.0
F >1
Source: HCM, 2010
8.3.5.2 Design for Signalized Intersections

The LOS at signalized intersections is based on the average delay imposed by the traffic
control for the design hour traffic entering the intersection. Table 8.3 lists the average
time delay at a signalized intersection and the corresponding LOS categories. In designing
signalized intersections, the v/c ratio of all movements and the intersection itself is also
important. The v/c ratio does not necessarily correspond directly with LOS average control
delay.
Table ‎8.3 Average Control Delay Criteria for Signalized Intersection Levels of Service
Level of Service Average Control Delay (seconds per vehicle)

A 0–10
B ˃10–20
C ˃20–35
D ˃35–55
E ˃55–80
F >80
Source: HCM, 2010
8.3.5.3 Design for Roundabouts and Unsignalized (Priority) Intersections

The LOS of other intersection types is based on similar concepts to signalized intersections
(delay), but the unique operating conditions of roundabouts and unsignalized intersections
require different methods and approaches.
8.3.6 Influence of Design Features on Capacity

The manner in which designers select alignment and cross section values and develop a road
design can heavily influence the capacity of the road. Designers are encouraged to become
familiar with the factors that influence capacity and hence LOS. These vary by road type.
The HCM addresses fully each road type and the design elements that influence capacity
and operations.

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9 Access Control and Access

Management
9.1 General Conditions

Access control is the regulation of access from private property to the roadway. It is achieved by
regulating public access rights to and from properties adjoining highway facilities. Regulation
is enforced through design guidance, policies, and a permitting process administered by the
Overseeing Organization. Regulations generally are categorized as full control of access,
partial control of access, access management, and driveway or entrance regulations. The
principal advantages of controlling access are the preservation or improvement of service
and the reduction of crash frequency and severity.
The functional advantage of providing access control on a street or highway is the

management of interference with through traffic. Interference is created by vehicles or
pedestrians entering, leaving, and crossing the highway. Where access to a highway is
managed, entrances and exits are located at points best suited to fit traffic and land use
needs. They are designed to enable vehicles to enter and leave the highway with minimum
interference from through traffic. Vehicles are prevented from entering or leaving somewhere
else so that, regardless of the type and intensity of development of the roadside areas, a
high degree of service is preserved, and crash potential is lessened. Conversely, on streets
or highways where there is no access management and roadside businesses are allowed to
develop haphazardly, interference from the roadside can become a major factor in reducing
capacity, increasing crash potential, and eroding the mobility function of the facility.
Full control of access means that access connections are strictly limited to ramps with only
selected public roads and by prohibiting at-grade crossings and direct private driveway
connections.
With partial control of access, some preference should be given to through traffic. Access
connections, which may be at-grade or grade-separated, are provided with selected public
roads and private driveways. Full or partial access control generally is accomplished by legally
obtaining access rights from abutting property owners, usually at the time of purchase of
the right-of-way, or by the use of frontage roads.
Where road corridor is shared with a light rail system, access requirements and restrictions
shall be confirmed with Qatar Rail.

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9.2 Access Management

Access management involves providing (or managing) access to land development while
simultaneously preserving the flow of traffic on the surrounding road system in terms of
capacity, speed, and low crash frequency and severity. Property owners have a right to
some access to the public road network. Without such access, their property is unusable and
may considered taken by the government. Each abutting property is permitted access to a
street or highway, but the location, number, and geometric design of the access points are
governed by the regulations.
Access management is the enabling of and provision for all property owners to have access,
in a way that reinforces the road system’s basic functions. Access management applies to all
types of roads and streets. It calls for setting access policies for various types of roadways,
keying designs to these policies, having the access policies incorporated into legislation, and
having the legislation upheld in the courts.
Good access management treats the highway and environs as part of a single system.
Individual parts of the system include the activity center and its circulation systems, access
to and from the center, the availability of public transportation, and the roads serving the
center. The goal is to coordinate the planning and design of each activity center to preserve
the capacity of the overall system and to allow efficient access to and from the activities.
Access management extends traffic engineering principles to the location, design, and
operation of access roads that serve activities along streets and highways. It includes
evaluating the suitability of a site for different types of development from an access
standpoint and is, in a sense, a new element of roadway design.
Access management addresses the basic questions of when, where, and how access
should be provided or denied, and the legal or institutional changes are needed to enforce
decisions. In a broad context, access management is resource management, since it is a way
to anticipate and prevent congestion and to improve traffic flow.
Elements of access management include defining the allowable number of access points and
their spacing, providing a mechanism for granting variances when reasonable access cannot
otherwise be provided, and establishing means of enforcing policies and decisions.
9.2.1 Basic Principles of Access Management

The following principles define access management techniques:
• Classify the road system by the primary function of each roadway. Freeways emphasize
movement and provide complete control of access. Local streets emphasize property
access rather than traffic movement. Arterial and collector roads serve both property
access and traffic movement.
• Limit direct access to roads with higher functional classifications. Direct property access
is limited along higher class roadways whenever reasonable access can be provided to a
lower-class roadway.

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• Locate traffic signals to emphasize through-traffic movements. Signalized access points

should fit into the overall signal coordination plan for traffic progression.
• Locate driveways and major entrances to minimize interference with traffic operations.
Driveways and entrances should be located away from other intersections to minimize
crashes, to reduce traffic interference, and to provide for adequate storage lengths for
vehicles turning into entrances.
• Use curbed medians and limit median openings to manage access movements and
minimize conflicts.
Access management actions involve both the planning and design of new roads and the
retrofitting of existing roads and driveways.
9.2.2 Access Classifications

Access classification is the foundation of a comprehensive access management program. It
defines when, where, and how access can be provided between public highways and private
driveways or entrances. Access classification relates the allowable access to each type of
highway in conjunction with its purpose, importance, and functional characteristics.
An access classification system defines the type and spacing of allowable access for each
class of road. Direct access may be denied, limited to right turns in and out, or allowed for all
or most movements depending upon the specific class and type of road. Spacing of signals in
terms of distance between signals or through progression speed is also specified.
9.2.3 Methods of Controlling Access

Access may be controlled by means of statutes, land use ordinances, geometric design
policies, and driveway regulations.
• Access may be controlled by statute to protect public safety, health, and welfare. The
extent to which specific policies can be applied for driveways, entrances, traffic signal
locations, land use controls, and denial of direct access is specifically addressed by
legislation. Refer to the latest version of TMPQ document for A Guide to Planning Roads
in Qatar.
• Local zoning ordinances and subdivision requirements can specify site design, setback
distances, types of access, parking restrictions, and other elements that influence the
type, volume, and location of generated traffic. Approval of a development may in fact
hinge on the ability to provide appropriate and reasonable access.
• Geometric design features, such as raised-curb medians, the spacing of median

openings, frontage roads, closure of median openings, and raised-curb channelization at
intersections, all assist in controlling access.
Driveway and entrance policies may be introduced by guidelines, regulations, or

ordinances, provided specific statutory authority exists. Guidelines usually need no
specific authority but are weak legally. Regulations can deny direct access to a road

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if reasonable, alternative access is provided, but they cannot legally take away access
rights (AASHTO, 2018).
9.2.4 Access Management and Safety Performance

Strong access management policies and design are proven effective. International studies
uniformly document the reduction in injury crashes associated with driveway removal and
consolidation, as shown in Table 9.1
Table 9
‎ .1 Potential Crash Effects of Reducing Access Point Density
Setting Traffic Crash Type Std.

Treatment (Road Type) Volume (Severity) CMF Error
Reduce driveways from 76.8 to

0.71 0.04
41.6–76.8 per kilometer
Urban and
Reduce driveways from 41.6–76.8 All types
suburban Unspecified 0.69 0.02
to 16–38.4 per kilometer (injury)
(arterial)
Reduce driveways from 16–38.4 to
0.75 0.03
less than 16 per kilometer
Base Condition: Initial driveway density per mile based on values in this table (76.8, 41.6–76.8, and 16–38.4
per kilometer)
CMF = Crash Modification Factor

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10 Speed and Design
10.1 Introduction
Speed is an important aspect considered by travelers in assessing travel options. Drivers value
time and seek to minimize travel times. Most drivers value roads that may be comfortably
driven at higher speeds. The speed of vehicles on a road or highway depends, in addition to
capabilities of the drivers and their vehicles, upon five general conditions:
• Design characteristics of the highway

• Amount of roadside interference
• Weather
• Presence of other vehicles
• Speed limitations established either by law or by traffic control devices
• Design characteristics of any light rail system
Any of these conditions may govern travel speed, but actual travel speed on a facility usually
reflects a combination of them.
Any engineered facility used by the public should be designed to satisfy demand for service
in an economical manner with efficient traffic operations and with low crash frequency and
severity. The facility should accommodate nearly all demands with reasonable adequacy.
Accommodating the speeds drivers’ desire should also be balanced against the safety of all
users, including non-motorized road users. The presence of pedestrians on or along roads
may limit or restrict vehicle speeds. Designers should recognize where this is a factor and
make design decisions accordingly.
10.2 Operating Speed

Operating speed is the speed at which drivers are observed operating their vehicles under
free-flow conditions. It is a measure of how drivers respond to the road environment absent
influences of other traffic. Speeds are affected by traffic flows and increase as traffic volume
decreases. One result of conducting speed surveys over a 24-hour period shows that the
speeds increase at night.
10.3 Speed Variations

Speeds vary throughout the day, largely based on the volume and composition of traffic on
the road. On freeways and other similar facilities high speeds are maintained even as traffic
density increases until the traffic flow approaches the capacity (v/c > 0.85) at which point
traffic flow becomes unstable, and average speeds drop. Low and high vehicle speeds on
roads are defined in Clause 10.4 of this Part.

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On other road types with intersections and driveways, the effect of turning traffic and traffic
control will be the dominant influencers on average speeds.
10.4 Design Speed

As is stated in Volume 1, Part 3, Roadway Design Elements, of this Manual, design speed
is the speed selected to determine the geometric parameters of the road design. By policy
in Qatar, the posted speed is directly related to the design speed. Table 10.1 summarizes
the relation between the design speed and the posted speed. Refer to Roadway Design in
Volume 1, Part 3, Roadway Design Elements, of this Manual, for further details.
Table ‎10.1 Relation Between Design and Posted Speeds
Design Speed (kph) Posted Speed (kph)
140 120
120 100
100 80
80 60
70 60
60 50
50 50
30 30
The maximum design speed for an urban expressway is 120 kph.
There are important differences between the design criteria applicable to different vehicle
speeds. Because of these distinct differences, the following definitions of high and low
vehicle speeds will apply for both urban and rural areas:
• high speed: 80 kph or greater
• low speed: 50 kph or less
In selecting a design speed, the designer is setting the basis by which all of the basic
elements—cross section and alignment—will be established.
10.5 Posted Speed

The posted speed is the maximum speed limit applied to the road. Driving above the posted
speed constitutes a traffic offense. For the various classifications of road in Qatar, and the
relationship between design speed versus posted speed, refer to Volume 1, Part 3, Roadway
Design Elements, of this Manual.

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11 Facilities for Pedestrians
11.1 General Considerations

The interaction of pedestrians and traffic is a key consideration in road planning and design. It
is particularly important in urban areas, where pedestrians are most numerous. Transportation
and land development policies in Qatar are promoting the concept of ‘walkability’ which
refers to providing an attractive, comfortable and readily accessible network of pathways
and sidewalks for pedestrians.
Successful commercial and recreational areas provide a comfortable walking environment.

Pedestrian facilities may include sidewalks, crossings, traffic control features, dropped curbs
and ramps, and islands to facilitate crossing. Access to facilities such as public transport
stops, shops, schools, and mosques should be given particular consideration.
The most important design consideration regarding pedestrians is the control or elimination
of vehicle conflicts, including particularly conflicts with vehicles operating at higher
speeds. Traffic calming, reduced speed limits, and all-stop control at local crossroads where
pedestrians are prevalent are all potentially effective solutions. Elimination of vehicular
traffic may also be applied.
Further information is provided throughout this manual, particularly in Volume 3, Part 19,
Pedestrian and Bicycle, Volume 3, Part 26, Bus and Public Transportation, and Volume 3,
Part 20, Context Sensitive Design and Solutions, of this Manual.
11.2 Designing for Pedestrians

The Overseeing Organization requires developers to include comprehensive pedestrian
facility proposals as part of their applications for new developments. Pedestrian facilities
include sidewalks, subways, footbridges, stairways, ramps, escalators, and moving walkways.
11.3 Pedestrian Capacity and Pedestrian Facilities

Pedestrian service standards are based on the freedom to select normal traffic speed, the
ability to bypass slow-moving pedestrians, and the relative ease of cross- and reverse-flow
movements at various pedestrian traffic concentrations. Six levels of service (LOS) have been
defined. These are based on service volumes and qualitative evaluation of user convenience.
They are described below.
LOS A provides sufficient space for free-flow conditions that allows a bypass for slower
pedestrians and avoids conflicts at crossings, with others.

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LOS B provides space that allows normal walking speeds and the passing of other pedestrians
in primarily one-directional flows. In the case of bi-directional flows or cross flows, minor
conflict will occur, resulting in slightly lower mean pedestrian speeds and potential volumes.
LOS C is a condition where the freedom to select individual walking speeds and to freely
pass other pedestrians is restricted. With flows that reverse and cross, frequent adjustment
of speed and direction would be required.
LOS D represents conditions where most pedestrians have restricted or reduced normal
walking speeds because of difficulty in avoiding conflicts experienced when passing other
pedestrians. Reverse and crossing flows would be severely restricted because of frequent
conflicts with others.
LOS E approaches the maximum attainable flow volume (capacity) of the walkway. Because
of insufficient area available to pass others, frequent stoppages and interruptions to
pedestrian flow would be experienced by virtually all pedestrians.
LOS F conditions cause frequent unavoidable contact with other pedestrians. Reverse and
crossing movements would be virtually impossible. Walking speeds are extremely restricted
with forward progress reduced to a shuffle.
One measure of LOS is a variable of pedestrian module size that relates to an individual’s
buffer zone (space). The pedestrian area module is M (m2/ped), an expression of flow rate is
derived similar to the form of the traffic equation:
P=S/M
where
P = flow rate in pedestrians per meter width per minute (ped/m/min)
S = mean horizontal space speed (m/min)
The HCM provides guidance for determining the capacity and quality of service for pedestrian
facilities. Table 11.1 shows the space for pedestrians and flow rates.
Table ‎11.1 Level of Service, Pedestrian Area and Flow Rates
Average Pedestrian Area

Level of Service (square meters per person) Flow Rate (ped/m/min)
A >5.6 < 16
B 3.7–5.6 16–23
C 2.2–3.7 23–33
D 1.4–2.2 33–49
E 0.75–1.4 49-75
F <0.75 Var
Source: HCM, 2010

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Level of service standards provide a means of determining the environmental quality of

a pedestrian space, but they are no substitute for engineering design assessment and
judgment. All elements of pedestrian way design should be examined, including traffic
characteristics, platooning caused by traffic signal cycles or public transport arrivals, and the
economic consequences of use of space. When designing for extreme peak demands of short
duration, a lower level of service may apply to obtain a more economical design.
The potential pedestrian capacity of urban sidewalks is significantly reduced by the presence
of street furniture. Refuse bins, traffic signs, utility poles, ornamental trees, planters, and
other items all reduce sidewalk facility capacity.
A sidewalk width of at least 1.5 m generally is adequate for most road situations, (See
Volume 3, Part 19, Pedestrian and Bicycle, of this Manual) except in commercial or shopping
areas or other areas of high pedestrian flow. In such locations, widths of 3.0 m or more may
be needed to provide the desired walking environment and LOS. Ideal width of sidewalk can
be higher for new pedestrian generators, such as shops, malls, schools, and mosques, subject
to the availability of land and approval by the Overseeing Organization for planning.
A sidewalk wider than the minimum may be necessary at locations where pedestrians gather,
such as at the entrances to schools and associated crossings, and at recreation facilities and
important bus stops. In these cases, sidewalks should be at least 3.0 m wide.
Where possible, sufficient sidewalk width should be provided to allow two wheelchairs to
pass. In such cases, 1.8 m should be considered the minimum. Refer to Volume 3, Part 19,
Pedestrian and Bicycle, of this Manual, for further details.
Narrower widths can be tolerated for short distances; for example, where items of street
furniture restrict the width available. The minimum unobstructed width at such restrictions,
should be at least 1.5 m. A 1.5 m effective width is adequate to enable a pedestrian to pass
a wheelchair user.
Adequate lateral clearance should be provided to trees, street furniture, signposts, rubbish
bins, benches, balconies, telephone kiosks, benches, and traffic signs.
Refer to Volume 3, Part 19, Pedestrian and Bicycle, of this Manual, for more information on
pedestrian facilities.

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12 Facilities for Cyclists

Cycles are a healthy and sustainable travel option, and facilities should be provided
to encourage their use, particularly for short- to medium-length journeys in the urban
environment.
The following improvements, which generally are of low to moderate cost, can reduce the
frequency of crashes on a street or highway and provide for cycle traffic:
• On high speed and higher classification routes, cycle facilities should be physically
separated from the roadway to minimize conflict with motor vehicles. Shared roadway
usage by cyclists should be encouraged only on low speed roads with low traffic flows,
such as local roads and collectors. Low and high vehicle speeds on roads are defined in
Clause 10.4 of this Part.
• Care should be taken in providing cycle lanes on roads with on-street parking, particularly
where parking turnover is high. Drivers opening doors of parked cars into cyclists is
among the most prevalent cycling crash types on urban streets.
• Dimensions for cycling facilities depend on cycle dimensions, operating characteristics,

and needs. The most important design element is lane width. In many instances, design
features of separate cycle facilities are controlled by the adjoining roadway and by the
design of the highway itself.
Further information is provided throughout the QHDM, and particularly in Volume 1, Part 3,
Roadway Design Elements, Volume 3, Part 19, Pedestrian and Bicycle, and Volume 3, Part
26, Bus and Public Transportation, of this Manual.
To provide continuity of cycle and pedestrian networks in urban areas, pedestrian and cycle
facilities and infrastructure should be provided regardless of whether there are adjacent
developments.

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13 Parking
Both commercial and residential developments require provisions for parking private vehicles.
An important land planning decision and policy is to establish the amount of off-street
parking to be provided as part of a land development plan. Some amount of on-street parking
should be expected and accommodated based on the type of development and its location.
Parking needs in Qatar are determined through consultation with MME. A core reference
used in such consultation is the parking design guidelines in the TMPQ (MMUP, 2008), which
provides comprehensive coverage of parking design requirements for Qatar.
Certain road types and locations are designed and intended to be free of parking. Adequate
parking should be provided adjacent to existing and new developments to preclude the need
for vehicles parking along roads in areas not designated for parking.
The following design elements are referred to in the parking design guidelines in the TMPQ
(MMUP, 2008):
• Design vehicle characteristics and dimensions
• On-street parking
• Off-street parking
• Design of parking modules, circulation roadways, ramps, and access facilities to off-
street parking areas
• Design requirements for car parking structures
• Bus and truck parking requirements, including truck service areas and maneuver
clearances, access driveways and circulation roadways for commercial vehicles
• Facilities for pedestrians in parking areas
• Signage, marking, and lighting
• Designing for safety
• Park-and-ride facilities for public transportation interchanges
The following summarizes key guidance from the Parking Design Guidelines concerning
roadside or on-street parking with respect to road planning and design.
Wherever possible, parking should be provided away from the roadway, in convenient off-
street parking lots. Access to parking lots should be gained only from local roads, collectors,
and minor arterials. In urban locations, parking may be provided contiguous with the road
in designated on-street parking lanes. On-street parking is most appropriate on local roads

PLANNING PART
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and service roads. The AASHTO HSM (2010) reports that four-lane divided urban roads with
parallel parking may experience increased crash frequencies between 10 and 70 percent
depending on the type of land use served by the parking and the length of curb lane over
which the parking is permitted. For these reasons, parking lanes should be provided only on
roads with posted speed limits of 50 kph or less, and design hour traffic volumes should be
less than 1,000 vehicles per hour on roads with on-street parking.
On-street parking shall not be provided on urban expressways including collector-distributor

roads, and arterials. On-street parking on multi-lane boulevards and collectors should be
limited. Where used, parking areas should be clearly defined, and illegal parking strictly
enforced. Where possible, off-street facilities or parking on adjacent lower classification
roads should be provided.
The regulation and use of on-street parking should be prioritized to support road users with
needs for high levels of access such as public transport, taxi operators, loading and service
vehicles, people with disabilities and emergency services.
Both parallel and angle on-street parking are used in Qatar. Volume 1, Part 3, Roadway
Design Elements, and Volume 1, Part 5, Roadway Design Criteria and Process, of this Manual,
contain guidance on design for each type, including parking bays and lanes.
The Qatar Traffic Control Manual contains parking regulatory signs available for enforcing
and legalizing approved parking plans for proposed developments. Parking and waiting may
be regulated as follows:
• No waiting at any time

• No loading at any time
• No loading: day and time restriction
• No waiting on edge of sidewalk
• No waiting by trucks and buses
The following are other factors to consider when designing parking facilities:
• Parking in dense urban areas

• Ability for parking enforcement activity to occur
• Provision for taxi parking zones in the city center to improve passenger accessibility
• Provision for special parking spaces for disabled persons
• Sufficient signing to off-street parking facilities
• Provision of bus and truck parking by designating space in built up and residential areas
Refer to the latest version of parking design guidelines in the TMPQ for more details.

PART PLANNING
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References
AASHTO. Highway Safety Manual. 1st edition. American Association of State Highway and Transportation
Officials. Washington DC. 2010.
AASHTO. A Policy on Geometric Design of Highways and Streets. 7th edition (the Green Book). American
Association of State Highway and Transportation Officials. Washington, DC, United States. 2018.
Department for Transport. “Geometric Design of Major/Minor Priority Junctions.” Design Manual for Roads
and Bridges. Volume 6, Section 2, Part 6. UK Highways Agency: London, England. January 1995.
Department of Transport. Guidance on the use of Tactile Paving Surfaces. Department of the Environment,
Transport and the Regions: London, England. 1998. Reprinted April 2000.
Department for Transport. “The Geometric Design of Pedestrian, Cycle and Equestrian Routes.” Design
Manual for Roads and Bridges. Volume 6, Section 3, Part 5. UK Highways Agency: London, England. 2005.
Department of Transport and Main Roads Queensland. Road Planning and Design Manual, 2nd edition.
Volumes 1 to 6. Queensland, Australia. July 2013.
Dubai Municipality. Pedestrian and Cyclist Design Manual. Prepared by CHRI for Dubai Municipality.
Government of Dubai, United Arab Emirates. 2003.
Ministry of Municipality and Urban Planning (MMUP). Transportation Master Plan for Qatar—A Guide to
Planning Roads in Qatar. Doha, Qatar. 2008.
Ministry of Municipality and Urban Planning (MMUP). Transportation Master Plan for Qatar—Existing Public
Transport System. Doha, Qatar. 2007.
Ministry of Municipality and Urban Planning (MMUP). Transportation Master Plan for Qatar Guidelines for
Designing Parking Facilities. 2010.
Ministry of Municipality and Urban Planning (MMUP). Transportation Master Plan for Qatar—Pedestrian
Facility Guidelines. Doha, Qatar. 2007.
Ministry of Municipality and Urban Planning (MMUP). Transportation Master Plan for Qatar Recommended
Practice Guide for Designing Parking Facilities.. 2008.
Ministry of Municipality and Urban Planning (MMUP). Guidelines and Procedures for Transport Studies.
Doha, State of Qatar: Ministry of Municipality and Urban Planning, Government of Qatar. 2011.
Ministry of Municipality and Urban Planning (MMUP). Land Acquisition Process. Land Acquisition and
Roadway Improvement Strategy. 2012.

PLANNING PART
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Mowasalat. Bus Stop Guidelines: Mass Transit Planning. Doha, Qatar. 2014.
Transportation Research Board. Highway Capacity Manual (HCM), 5th edition. Washington DC, 2010.
Traffic Law No. 19 of 2007. Ministry of Interior, Al Meezan Legal Portal, Government of Qatar 2007.
Wramborg, Per. A New Approach to a Safe and Sustainable Road Structure and Street Design for Urban
Areas. Paper presented at Road Safety on Four Continents (RS4C) Conference, Warsaw, Poland. October
5–7, 2005.

PART PLANNING
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QATAR HIGHWAY DESIGN MANNUAL | VOLUME 1

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VOLUME 1 | QATAR HIGHWAY DESIGN MANNUAL

Acronyms and Abbreviations................................................................................................. vii

2 Projects Involving New Roads.......................................................................................9

3 Project Development Process for Interchange Design Studies (Existing

4 Projects Involving Existing Roads.............................................................................. 21

QATAR HIGHWAY DESIGN MANNUAL | VOLUME 1 i

4.4. Design of 3R Projects.............................................................................................................................. 28

5 Functional Classification as a Primary Design Control........................................... 33

7 Driver Performance and Human Factors................................................................... 60

ii VOLUME 1 | QATAR HIGHWAY DESIGN MANNUAL

7.6.1. Reaction Time.........................................................................................................................63

9 Access Control and Access Management.................................................................. 76

10 Speed and Design......................................................................................................... 80

11 Facilities for Pedestrians............................................................................................. 82

12 Facilities for Cyclists.................................................................................................... 86

QATAR HIGHWAY DESIGN MANNUAL | VOLUME 1 iii

Figure 3.1. Example Single-line Concept Plan View over Aerial.........................................................................19

iv VOLUME 1 | QATAR HIGHWAY DESIGN MANNUAL

Figure 5.8. Freeway to Freeway Connection..............................................................................................................50

QATAR HIGHWAY DESIGN MANNUAL | VOLUME 1 v

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vi VOLUME 1 | QATAR HIGHWAY DESIGN MANNUAL

Acronyms and Abbreviations

AADT annual average daily traffic

AASHTO American Association of State Highway and Transportation Officials

ADT average daily traffic

D&B Design and Build

DHV design hour volume

HCM Highway Capacity Manual (2010)

HSM Highway Safety Manual (2010)

ITS Intelligent Transportation System

kph kilometers per hour

LARISA Land Acquisition and Roadway Improvement Strategic Approach

LOS level of service

MME Ministry of Municipality and Environment

MMUP Ministry of Municipality and Urban Planning

PPD Public Parks Department

QHDM Qatar Highway Design Manual

QNRSS Qatar National Road Safety Strategy

3R Resurfacing, Restoration, and Rehabilitation

TMPQ Transportation Master Plan for Qatar

v/c volume to capacity

vpd vehicles per day

vph vehicles per hour

QATAR HIGHWAY DESIGN MANNUAL | VOLUME 1 vii

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viii VOLUME 1 | QATAR HIGHWAY DESIGN MANNUAL

1.2 Vision, Goals, and Objectives

1. Quality of life and community

QATAR HIGHWAY DESIGN MANNUAL | VOLUME 1 1

Quality of Life and Community

−− Serve the anticipated increase in population.

• Integrate land use and transport planning.

• Respect cultural heritage in alignment and design of transport facilities.

• Improve safety by reducing the number and severity of crashes.