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ROADWAY DESIGN MANUAL

Version 2.0
November 2014

ROADWAY DESIGN MANUAL

Roadway Design Manual


Version 2.0 November 2014
Abu Dhabi City Municipality
PO Box 263
Abu Dhabi, United Arab Emirates
Copyright 2014, Abu Dhabi City Municipality. All Rights Reserved.
No part of this document may be reproduced, distributed, or transmitted in any form or by any means without the prior
written permission of the Abu Dhabi City Municipality

Version 2.0

November 2014

ROADWAY DESIGN MANUAL

TABLE OF CONTENTS
PART 1 ROADWAY DEVELOPMENT
SECTION 100 - GENERAL INFORMATION
DESCRIPTION

PAGE NO.

101 PURPOSE

100-1

101.01 INTRODUCTION

100-1

102 CONTENTS AND ORGANIZATION

100-3

102.01 PART 1 : ROADWAY DEVELOPMENT

100-3

102.02 PART 2 : ROADWAY DESIGN

100-3

102.03 PART 3 : STRUCTURE DESIGN

100-4

103 INTERIM ADVICE NOTES AND TECHNICAL CIRCULARS

100-4

103.01 GENERAL

100-4

103.02 INTERIM ADVICE NOTES AND TECHNCICAL CIRCULARS - GENERAL

100-4

103.03 INTERIM ADVICE NOTES AND TECHNCICAL CIRCULARS - SPECIFIC

100-4

104 ROADWAY CLASSIFICATIONS

100-5

104.01 ROADWAY SYSTEM

100-5

104.01.01 Rural Roadways

100-5

104.01.02 Urban Roadways

100-6

104.02 DESIGN

100-8

104.03 CRITERIA FOR DESIGN CLASS DESIGNATION

100-8

105 ROUTE DESIGNATIONS

100-10

SECTION 200 - DESIGN CONCEPT DEVELOPMENT


DESCRIPTION

PAGE NO.

201 TRANSPORTATION PLANNING

200-1

201.01 INTRODUCTION

200-1

201.02 INTERNAL ROADS AND INFRASTRUCTURE DIRECTORATE (IRID)

200-1

201.03 TOWN PLANNING SECTOR

200-1

201.04 MAPPING

200-1

201.04.01 General

200-2

201.04.02 Topographic Mapping

200-2

201.05 PROJECT LIMITS

200-4

201.06 PROJECT IDENTIFICATION AND NUMBERING

200-8

201.07 INTER-DEPARTMENTAL COORDINATION

200-8

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202 ENVIRONMENTAL FACTORS INFLUENCING DESIGN

200-8

202.01 INTRODUCTION

200-8

202.02 SOCIO ECONOMIC/COMMUNITY RESOURCE DATA

200-9

202.02.01 Land Use

200-9

202.02.02 Growth Projections

200-10

202.02.03 Public Services

200-10

202.02.04 Schools

200-11

202.02.05 Mosques

200-13

202.02.06 Malls

200-13

202.02.07 Hospitals

200-13

202.02.08 Utilities

200-13

202.02.09 Security

200-14

202.02.10 Commercial Activities

200-15

202.02.11 Economics

200-15

202.02.12 Local Transportation/Circulation

200-15

202.02.13 Parking Requirements

200-15

202.02.14 Recreation

200-16

202.02.15 Historical Site Identification and Preservation

200-17

202.03 NATURAL/ENVIRONMENTAL RESOURCE DATA

200-17

202.03.01 Protection of Existing Amenities

200-17

202.03.02 Topography

200-18

202.03.03 Water

200-19

202.03.04 Flora and Fauna

200-19

202.03.05 Air Quality

200-19

202.03.06 Noise

200-19

202.03.07 Visual/Aesthetic

200-19

202.03.08 Hazardous Materials

200-19

202.04 ENVIRONMENTAL PERMIT

200-20

203 TECHNICAL INVESTIGATIONS

200-20

203.01 INTRODUCTION

200-20

203.02 GEOTECHNICAL

200-20

203.03 TRAFFIC DATA COLLECTION

200-21

203.03.01 Introduction

200-21

203.03.02 Traffic Projections

200-21

203.03.03 Procedures for Collecting Traffic Volumes

200-22

203.03.03.01 Automatic Traffic Counts

200-22

203.03.03.02 Classified Turning Movement Counts

200-22

203.03.03.03 Automatic Speed Surveys

200-23

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203.03.03.04 Other Surveys

200-23

203.04 SURVEY CONTROL/FIELD SURVEYS

200-24

203.04.01 Introduction

200-24

203.04.02 Horizontal Control

200-24

203.04.03 Vertical Control

200-24

203.04.04 Coordinate System

200-24

203.04.05 Field Surveys

200-25

203.05 DRAINAGE SURVEYS

200-25

SECTION 300 - DESIGN CONCEPT REPORT


DESCRIPTION

PAGE NO.

301 CONTENTS

300-1

301.01 FORMAT

300-3

302 EXECUTIVE SUMMARY

300-6

303 INTRODUCTION

300-6

304 TRAFFIC ANALYSIS

300-6

305 DESCRIPTION OF ALTERNATIVES

300-7

306 DESIGN DATA

300-8

307 TYPICAL SECTIONS

300-9

308 GEOMETRICS

300-9

309 INTERCHANGE/INTERSECTION CONFIGURATION

300-9

310 PARKING STUDY

300-10

311 HYDROLOGY AND HYDRAULICS

300-10

312 SUBSURFACE INVESTIGATIONS

300-11

313 BRIDGE TYPE SELECTION

300-12

313.01 BRIDGES OVER WATERWAYS

300-13

313.02 WIDENINGS/REHABILITATION

300-13

313.03 BRIDGES AND HIGHWAY STRUCTURES CONCEPT REPORT

300-14

314 TUNNEL SELECTION CRITERIA

300-15

315 UTILITY IMPACT ANALYSIS

300-16

316 SOCIO - ECONOMIC ANALYSIS

300-17

317 AGRICULTURE IMPACT

300-17

318 PUBLIC FEEDBACK

300-18

319 SIGNING AND PAVEMENT MARKINGS

300-18

320 LIGHTING CONCEPTS

300-19

321 CONSTRUCTION STAGING

300-19

322 COST ESTIMATE

300-19

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323 CONCLUSIONS/RECOMMENDATIONS

300-21

324 APPENDIX

300-21

325 DRAWINGS

300-21

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ROADWAY DESIGN MANUAL

TABLE OF CONTENTS
PART 2 ROADWAY DESIGN
SECTION 100 - GENERAL DESIGN CRITERIA
DESCRIPTION

PAGE NO.

101 DESIGN SPEED

100-1

102 DESIGN VEHICLES

100-2

103 DESIGN TRAFFIC

100-3

103.01 DESIGN PERIOD

100-3

103.02 RELATION TO DESIGN

100-3

104 ROADWAY CAPACITY

100-4

104.01 DESIGN CAPACITIES (VEHICLES)

100-4

104.01.01 Introduction

100-4

104.01.02 LOS Definitions for Urban Roads

100-4

104.01.03 LOS Definitions for Freeway and Multi-Lane Roads

100-5

104.01.04 LOS Definitions for Merge/Diverge and Weaving Sections

100-5

104.01.05 LOS Definitions for Signalised Intersections

100-6

104.01.06 LOS Definitions for Priority Intersections and Roundabouts

100-7

104.01.07 LOS Definitions at Cycle Facilities

100-7

104.01.08 LOS Definitions for Pedestrian Facilities

100-8

104.01.09 LOS Definitions and Standards for Public Transportation Services

100-9

105 CONTROL OF ACCESS

100-9

105.01 GENERAL

100-9

105.02 ACCESS CONTROL DESIGN CRITERIA

100-10

105.02.01 Primary Roadways

100-10

105.02.02 Secondary Roadways (ADT > 2,500)

100-11

105.02.03 Secondary Roadways (ADT < 2,500)

100-11

105.03 USE OF FRONTAGE ROADS

100-12

105.04 PROTECTION OF ACCESS RIGHTS

100-13

105.04.01 Relation of Access Opening to a Median Opening

100-13

105.05 MAINTAINING LOCAL COMMUNITY ACCESS

100-13

105.06 PEDESTRIAN FACILITIES

100-13

105.06.01 General Policy

100-13

105.06.02 Sidewalks and Walkways

100-14

105.07 PEDESTRIAN GRADE SEPARATIONS

100-15

105.08 GUIDELINES FOR THE LOCATION AND DESIGN OF KERB RAMPS

100-15

106 DEPARTURES FROM STANDARDS


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107 ROAD SAFETY AUDITS

100-18

108 BICYCLE FACILITIES

100-18

108.01 GENERAL

100-18

108.02 SPECIAL BICYCLE FACILITIES

100-19

108.03 BICYCLE CHARACTERISTICS

100-20

108.04 BICYCLES AT INTERSECTIONS

100-20

109 ADDITIONAL STANDARDS, GUIDELINES AND REFERENCES

100-20

SECTION 200 - GEOMETRIC DESIGN STANDARDS


DESCRIPTION

PAGE NO.

201 SIGHT DISTANCE

200-1

201.01 GENERAL

200-1

201.02 PASSING SIGHT DISTANCE

200-1

201.03 STOPPING SIGHT DISTANCE

200-2

201.04 STOPPING SIGHT DISTANCE ON HORIZONTAL CURVES

200-3

201.05 DECISION SIGHT DISTANCE

200-3

202 SUPERELEVATION

200-4

202.01 GENERAL

200-4

202.02 SUPERELEVATION STANDARDS

200-5

202.03 AXIS OF ROTATION

200-8

202.04 SUPERELEVATION TRANSITION

200-8

202.05 SUPERELEVATION OF COMPOUND CURVES

200-12

203 HORIZONTAL ALIGNMENT

200-13

203.01 GENERAL

200-13

203.02 STANDARDS FOR HORIZONTAL CURVATURE

200-13

204 VERTICAL ALIGNMENT

200-14

204.01 GENERAL

200-14

204.02 VERTICAL ALIGNMENT POSITION WITH RESPECT TO CROSS SECTION

200-15

204.03 STANDARDS FOR GRADES

200-15

204.04 VERTICAL CURVES

200-16

204.05 LONG SUSTAINED GRADES

200-19

204.06 STRUCTURE GRADE LINE

200-20

204.07 SEPARATE PROFILE GRADE LINES

200-20

205 COORDINATION OF HORIZONTAL AND VERTICAL ALIGNMENTS

200-20

206 PAVEMENT TRANSITIONS

200-21

206.01 GENERAL

200-21

206.02 TRANSITIONS FOR MULTI-LANE ROADWAYS

200-21

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207 BRIDGES AND GRADE SEPARATION STRUCTURES

200-22

207.01 CLEAR WIDTH

200-22

207.02 CROSS SLOPE

200-23

208 PEDESTRIAN FACILITIES

200-23

208.01 SIDEWALKS

200-23

208.02 PEDESTRIAN GRADE SEPARATIONS

200-25

208.03 PEDESTRIAN UNDERPASSES

200-25

208.04 CYCLE TRACKS

200-25

209 KERBS

200-27

209.01 GENERAL

200-27

209.02 TYPES AND USES

200-27

209.03 KERB PARAMETERS

200-28

210 BUS STOPS AND TAXI STOPS

200-28

210.01 BUS STOPS

200-28

210.02 TAXI STOPS

200-29

211 PARKING

200-29

211.01 GENERAL

200-29

211.02 PARKING AREAS

200-30

211.03 ON STREET PARKING SPACES

200-31

211.04 PARKING LOTS

200-31

211.05 PARKING DEMAND/SUPPLY ANALYSIS

200-31

SECTION 300 - GEOMETRIC CROSS SECTIONS


DESCRIPTION

PAGE NO.

301 TRAVELLED WAY STANDARDS

300-1

301.01 TRAVELLED WAY WIDTH

300-1

301.02 TRAVELLED WAY CROSS SLOPES

300-1

301.03 TRAVELLED WAY PAVEMENT TYPE

300-1

302 SHOULDER STANDARDS

300-1

302.01 SHOULDER WIDTH STANDARDS

300-1

302.02 SHOULDER CROSS SLOPES

300-2

303 SIDE SLOPE STANDARDS

300-3

303.01 SIDE SLOPE VALUES

300-3

303.02 SLOPE CLEARANCE FROM RIGHT OF WAY

300-3

304 MEDIAN STANDARDS

300-4

305 HORIZONTAL AND VERTICAL CLEARANCES

300-4

305.01 HORIZONTAL CLEARANCES


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305.02 VERTICAL CLEARANCES

300-4

305.03 TUNNEL CLEARANCES

300-5

306 CLEAR ZONE CONCEPTS

300-5

306.01 APPLICATION OF CLEAR ZONE

300-9

306.01.01 Roadside Terrain: Foreslope

300-9

306.01.02 Roadside Terrain: Backslope

300-10

306.01.03 Roadside Terrain: Cross Slope

300-10

306.01.04 Roadside Terrain: Ditch

300-10

307 BARRIERS

300-13

307.01 BARRIER NEED

300-13

307.02 BARRIER DESIGN

300-14

307.03 ROADSIDE BARRIER TYPES AND FEATURES

300-16

307.04 ROADSIDE BARRIER PLACEMENT

300-20

307.04.01 Lateral Placement

300-20

307.04.02 Effects of Roadside Terrain

300-21

307.04.03 Barrier Length Design

300-22

307.05 MEDIAN BARRIERS

300-26

307.05.01 Median Barrier Warrants

300-26

307.05.02 Median Barrier Types and Features

300-26

307.06 MEDIAN BARRIER PLACEMENT

300-28

307.07 END TREATMENTS AND CRASH CUSHIONS

300-29

307.07.01 End Treatments

300-29

307.07.02 Crash Cushions

300-29

307.08 TESTING AND FUTURE MAINTENANCE


308 REFERENCES

300-32
300-33

SECTION 400 - AT GRADE INTERSECTIONS (JUNCTIONS)


DESCRIPTION

PAGE NO.

401 GENERAL

400-1

402 DESIGN CONSIDERATIONS

400-1

403 AT GRADE INTERSECTION TYPES

400-1

404 CHANNELIZATION

400-5

404.01 PREFERENCE TO MAJOR MOVEMENTS

400-6

404.02 AREAS OF CONFLICT

400-6

404.03 INTERSECTION ANGLES

400-6

404.04 POINTS OF CONFLICT

400-7

404.05 SPEED-CHANGE LANES

400-7

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404.06 TURNING MOVEMENTS

400-7

404.07 REFUGE AREAS

400-7

404.08 PROHIBITED TURNS

400-7

404.09 EFFECTIVE SIGNAL CONTROL

400-7

404.10 INSTALLATION OF TRAFFIC CONTROL DEVICES

400-8

404.11 GUIDELINES

400-8

405 DESIGN VEHICLES

400-8

405.01 SWEPT PATH ANALYSIS

400-8

405.02 DESIGN VEHICLES

400-8

406 INTERSECTION DESIGN STANDARDS

400-12

406.01 SIGHT DISTANCE

400-12

406.02 INTERSECTION CONTROL

400-17

406.03 EFFECT OF SKEW

400-24

406.04 EFFECT OF VERTICAL PROFILES

400-25

406.05 LEFT-TURN CHANNELIZATION

400-25

406.06 RIGHT-TURN CHANNELIZATION

400-26

406.07 TRAFFIC ISLANDS

400-27

407 ROUNDABOUT DESIGN

400-27

407.01 GENERAL

400-27

407.02 LOCATION OF ROUNDABOUTS

400-32

407.03 ROUNDABOUT SELECTION

400-33

SECTION 500 - GRADE SEPARATED INTERCHANGES


DESCRIPTION

PAGE NO.

501 GENERAL

500-1

502 INTERCHANGE WARRANTS

500-1

503 DESIGN CONSIDERATIONS

500-1

504 INTERCHANGE TYPES

500-2

504.01 THREE-LEG INTERCHANGES

500-2

504.02 FOUR-LEG INTERCHANGES

500-4

505 INTERCHANGE DESIGN PROCEDURES

500-17

506 INTERCHANGE DESIGN STANDARDS

500-17

507 RAMP DESIGN STANDARDS

500-21

508 ENTRANCE/EXIT RAMP DESIGN STANDARDS

500-25

509 RAMP TERMINAL DESIGN

500-32

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ROADWAY DESIGN MANUAL

SECTION 600 - STRUCTURAL PAVEMENT DESIGN


DESCRIPTION

PAGE NO.

601 INTRODUCTION

600-1

602 STRUCTURAL PAVEMENT SECTION DESIGN

600-1

602.01 GENERAL

600-1

602.02 DESIGN REQUIREMENTS

600-1

602.03 PAVEMENT DESIGN METHOD - EMPIRICAL

600-2

602.04 PAVEMENT DESIGN REPORT

600-11

602.05 QUALITY ASSURANCE - PAVEMENT DESIGN

600-13

603 ADM ACCEPTANCE CRITERIA FOR MECHANICALLY STABILIZED FLEXIBLE


PAVEMENTS USING GEOGRIDS

600-15

603.01 INTRODUCTION

600-15

603.02 DEFINITIONS AND TERMINOLOGY

600-16

603.03 ACCEPTANCE CRITERIA

600-17

603.03.01 Verification of Material Characteristics

600-18

603.03.02 Full-Scale Accelerated Pavement Testing

600-18

603.03.03 Full-Scale Independent Accelerated Pavement Testing (FS/APT)

600-18

603.03.04 Large-Scale Laboratory Testing

600-19

603.03.05 Acceptance Criteria of Pavement Design

600-19

603.03.06 Independent Review and Validation

600-22

603.04 REFERENCES

600-23

SECTION 700 - DRAINAGE


DESCRIPTION

PAGE NO.

701 GENERAL

700-1

SECTION 800 - UTILITIES


DESCRIPTION

PAGE NO.

801 GENERAL

800-1

802 UTILITY PLANNING

800-2

803 SERVICE RESERVATIONS

800-3

804 UTILITY DESIGN

800-4

804.01 GENERAL

800-4

804.02 UTILITY PROTECTION

800-5

804.03 UTILITY RELOCATION

800-5

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804.04 CONTINGENCY DUCTS

800-6

804.05 UTILITY LOCATIONS

800-6

804.06 NON-DISRUPTIVE ROAD CROSSINGS

800-6

SECTION 900 - TRAFFIC ENGINEERING


DESCRIPTION

PAGE NO.

901 GENERAL

900-1

SECTION 1000 - LIGHTING


DESCRIPTION

PAGE NO.

1001 ROADWAY LIGHTING

1000-1

1001.01 GENERAL

1000-1

1001.02 LIGHTING DESIGN CONSIDERATIONS

1000-2

1001.03 ILLUMINATION REQUIREMENTS

1000-4

1002 PARKING AREA LIGHTING

1000-5

1002.01 GENERAL

1000-5

1002.02 ILLUMINATION REQUIREMENTS

1000-5

1002.03 LANTERN MOUNTING HEIGHT

1000-5

1002.04 LANTERN SELECTION

1000-6

1003 SIDEWALK LIGHTING

1000-6

1003.01 GENERAL

1000-6

1003.02 ILLUMINATION REQUIREMENTS

1000-6

1003.03 LANTERN MOUNTING HEIGHT

1000-6

1003.04 LANTERN SELECTION

1000-6

1004 LIGHTING CONTROLS

1000-6

1004.01 GENERAL

1000-6

1004.02 LIGHTING CONTROLLER REQUIREMENTS

1000-6

1004.03 DESIGN STANDARDS AND PROCEDURES

1000-7

1005 POWER DISTRIBUTION

1000-7

1006 DESIGN AND SUPERVISION RESPONSIBILITIES

1000-8

1007 DESIGN REQUIREMENTS

1000-8

1007.01 CONCEPT DESIGN

1000-8

1007.02 PRELIMINARY DESIGN

1000-9

1007.03 DETAILED DESIGN

1000-9

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ROADWAY DESIGN MANUAL

SECTION 1100 - ROADSIDE DEVELOPMENT


DESCRIPTION

PAGE NO.

1101 LANDSCAPING

1100-1

1102 IRRIGATION

1100-1

1102.01 IRRIGATION DUCTS

1100-1

1103 FENCING

1100-2

1104 SLOPE PAVING

1100-2

1105 SWEET SAND COVERING

1100-2

1106 STREET FURNITURE

1100-2

1106.01 GENERAL

1100-2

1106.02 BENCHES

1100-3

1106.03 BUS SHELTERS

1100-3

1107 NOISE ABATEMENT

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ROADWAY DESIGN MANUAL

TABLE OF CONTENTS
PART 3 STRUCTURE DESIGN
SECTION 100 - DESIGN CRITERIA
DESCRIPTION

PAGE NO.

101 INTRODUCTION

100-1

101.01 PURPOSE

100-1

101.02 DEFINITIONS

100-2

101.03 BRIDGE TYPES

100-3

101.04 QUALITY ASSURANCE

100-3

101.05 VALUE ENGINEERING AND SUSTAINABILITY

100-6

101.06 GENERAL PROVISIONS

100-7

102 DESIGN FEATURES

100-8

102.01 GENERAL

100-8

102.02 ROADWAY DETAILS

100-8

102.03 CLEARANCE AT STRUCTURES

100-8

102.04 WIDTH AND SPAN

100-8

102.05 TRAFFIC BARRIERS, PARAPETS AND RAILINGS

100-9

102.06 CONCRETE BARRIER TRANSITIONS

100-9

102.07 APPROACH SLABS

100-9

102.08 ANCHOR SLABS

100-10

102.09 DECK DRAINAGE

100-10

102.10 WING WALLS

100-10

102.11 LIGHTING

100-10

102.12 BRIDGE DECK ELEVATIONS

100-11

102.13 CONCRETE CRACK CONTROL

100-11

102.14 EARLY THERMAL CRACKING

100-11

102.15 CORROSION PROTECTION

100-12

102.16 SPECIAL PROTECTIVE COATING

100-12

103 ARCHITECTURAL CONSIDERATIONS

100-12

104 SERVICE LIFE

100-12

105 DEFORMATION

100-12

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ROADWAY DESIGN MANUAL

SECTION 200 - DESIGN LOADS


DESCRIPTION

PAGE NO.

201 LOAD TYPES

200-1

201.01 GENERAL

200-1

201.02 DEAD LOADS

200-1

201.03 WEARING SURFACE

200-1

201.04 VEHICULAR LIVE LOADS

200-2

201.05 FOOTWAY OR PEDESTRIAN LIVE LOAD

200-3

201.06 WIND LOAD

200-3

201.07 FRICTION FORCES

200-4

201.08 THERMAL FORCES

200-4

201.09 STREAM FORCES

200-4

201.10 LATERAL EARTH PRESSURE

200-4

201.11 DIFFERENTIAL SETTLEMENT

200-5

201.12 EARTHQUAKES

200-5

201.13 BUOYANCY AND HYDROSTATIC PRESSURE

200-5

201.14 OTHER LOADS

200-5

SECTION 300 - REINFORCED CONCRETE


DESCRIPTION

PAGE NO.

301 GENERAL

300-1

301.01 CONCRETE

300-1

301.02 MINIMUM CONCRETE COVERS

300-2

301.03 DESIGN METHODS

300-3

301.04 REINFORCEMENT

300-3

302 SLAB DESIGN

300-3

303 WATERPROOFING

300-4

304 SURFACE FINISH

300-4

SECTION 400 - PRE-STRESSED AND POST-TENSIONED CONCRETE


DESCRIPTION

PAGE NO.

401 DESIGN CRITERIA

400-1

401.01 GENERAL

400-1

401.02 ALLOWABLE STRESSES IN PRE-STRESSED CONCRETE MEMBERS

400-1

402 PRECAST PRE-STRESSED CONCRETE

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402.01 DEFLECTIONS

400-2

402.02 ALLOWABLE STRESSES PRE-STRESSING STEEL

400-2

402.03 ALLOWABLE STRESSES - CONCRETE

400-2

402.04 LOSS OF PRE-STRESS

400-3

403 PRE-STRESSED I GIRDERS, VOIDED SLABS AND BOX BEAMS

400-3

403.01 GENERAL

400-3

403.02 I GIRDER BRIDGES

400-3

403.03 END BLOCKS

400-3

403.04 INTERMEDIATE DIAPHRAGMS

400-3

403.05 LATERAL TIES

400-4

403.06 SHEAR KEYS

400-4

403.07 BARRIERS

400-4

404 POST-TENSIONED BOX GIRDER BRIDGES

400-4

404.01 GENERAL

400-4

404.02 GROUT

400-4

404.03 DUCTS

400-5

404.04 CREEP AND SHRINKAGE

400-5

404.05 FLANGE AND WEB THICKNESS BOX GIRDERS

400-5

404.06 DIAPHRAGMS

400-5

404.07 DEFLECTIONS

400-5

404.08 ALLOWABLE STRESSES PRE-STRESSING STEEL

400-5

404.09 ALLOWABLE STRESSES CONCRETE

400-6

404.10 LOSS OF PRE-STRESS

400-6

404.11 FLEXURAL STRENGTH

400-6

404.12 FLANGE REINFORCEMENT

400-6

SECTION 500 - STRUCTURAL STEEL


DESCRIPTION

PAGE NO.

501 DESIGN CRITERIA

500-1

501.01 GENERAL

500-1

501.02 DESIGN METHODS

500-1

501.03 MATERIALS

500-1

501.06 CHARPY V-NOTCH IMPACT REQUIREMENTS

500-1

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ROADWAY DESIGN MANUAL

SECTION 600 - EXPANSION AND CONTRACTION


DESCRIPTION

PAGE NO.

601 MOVEMENT CRITERIA

600-1

601.01 MOVEMENT RATING

600-1

602 DECK JOINTS

600-1

602.01 GENERAL

600-1

602.02 STRIP SEALS

600-3

602.03 ELASTOMERIC EXPANSION JOINTS

600-3

602.04 MODULAR JOINTS

600-3

602.05 OTHER JOINTS

600-3

603 BEARINGS

600-3

603.01 GENERAL

600-3

603.02 NEOPRENE STRIPS

600-4

603.03 ELASTOMERIC BEARING PADS

600-4

603.04 STEEL BEARINGS

600-5

603.05 SLIDING ELASTOMERIC BEARINGS

600-5

603.06 HIGH-LOAD MULTI-ROTATIONAL BEARINGS

600-6

603.06.01 Description

600-6

603.06.02 Rotational Requirements

600-6

603.06.03 Use

600-7

603.06.04 Design Criteria

600-7

603.07 BEARING SCHEDULE

600-9

604 RESTRAINING DEVICES

600-9

604.01 GENERAL

600-9

604.02 VERTICAL FIXED RESTRAINERS

600-10

604.03 VERTICAL EXPANSION RESTRAINERS

600-10

604.04 EXTERNAL SHEAR KEYS

600-10

604.05 INTERNAL SHEAR KEYS

600-10

604.06 KEYED HINGES

600-10

SECTION 700 - GEOTECHNICAL


DESCRIPTION

PAGE NO.

701 GROUND INVESTIGATION FOR GEOTECHNICAL WORKS

700-1

701.01 GENERAL

700-1

701.02 GEOTECHNICAL REPORTING

700-1

702 GEOTECHNICAL DESIGN


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702.01 FOUNDATIONS

700-3

702.01.01 General

700-3

702.01.02 Design of Foundations

700-4

702.01.03 Spread (Strip) Footings

700-4

701.01.04 Pile Foundations

700-5

701.01.05 Driven Piles

700-6

701.01.06 Bored Piles

700-6

701.01.07 Micropiles

700-7

SECTION 800 - RETAINING WALLS


DESCRIPTION

PAGE NO.

801 DESIGN CRITERIA

800-1

801.01 GENERAL

800-1

801.02 TYPE OF STRUCTURE

800-2

801.03 RESPONSIBILITIES

800-2

801.03.01 Roadway Design Team

800-2

801.03.02 Geotechnical Team

800-3

801.03.03 Bridge Design Team

800-3

801.04 PROPRIETARY RETAINING WALLS

800-3

SECTION 900 PEDESTRIAN BRIDGES


DESCRIPTION

PAGE NO.

901 DESIGN CRITERIA

900-1

902 LOAD TYPES

900-1

902.01 GENERAL

900-1

902.02 PEDESTRIAN LIVE LOAD

900-1

902.03 WIND LOAD

900-1

902.04 OTHER LOADS

900-1

903 DESIGN CRITERIA

900-2

903.01 TYPE OF STRUCTURE

900-2

903.02 METHOD OF CONSTRUCTION

900-2

903.03 DESIGN LIFE

900-2

903.04 WIDTH

900-2

903.05 VERTICAL CLEARANCE

900-3

903.06 DEFLECTION

900-3

903.07 TRAFFIC BARRIERS AND RAILINGS

900-3

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903.08 LIGHTING

900-3

903.09 DRAINAGE

900-3

903.10 LIFTS AND STAIRS

900-3

903.11 PROTECTIVE COATING

900-3

903.12 INSPECTION AND MAINTENANCE

900-4

SECTION 1000 - MISCELLANEOUS


DESCRIPTION

PAGE NO.

1001 TRAFFIC SIGN STRUCTURAL SUPPORTS

1000-1

1002 UTILITIES IN STRUCTURES

1000-1

1002.01 GENERAL

1000-1

1002.02 GENERAL POLICY

1000-1

1002.03 BRIDGE DESIGN TEAM RESPONSIBILITIES

1000-2

1003 FALSEWORK POLICY FOR BRIDGE CONSTRUCTION

1000-2

1003.01 FALSEWORK REQUIREMENTS

1000-2

1003.02 FALSEWORK USE

1000-3

1003.03 FALSEWORK CLEARANCES

1000-3

1004 CONSTRUCTION JOINT GUIDELINES FOR BRIDGE CONSTRUCTION

1000-4

1004.01 GENERAL

1000-4

1004.02 LONGITUDINAL CONSTRUCTION JOINTS

1000-5

1004.03 PRECAST CONCRETE GIRDER BRIDGES

1000-5

1004.04 STEEL GIRDER BRIDGES

1000-6

1004.05 CAST-IN-PLACE BOX GIRDER BRIDGES

1000-6

1005 RESPONSIBILITIES

1000-6

1005.01 CONSULTANT

1000-6

1005.02 CONTRACTOR

1000-7

SECTION 1100 - REFERENCES


DESCRIPTION

PAGE NO.

1100 REFERENCES

1100-1

1101 REFERENCES FOR PART 3 STRUCTURE DESIGN

1100-1

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PART 1 ROADWAY DEVELOPMENT

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SECTION 100 : GENERAL INFORMATION

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PART 1 - ROADWAY DEVELOPMENT


SECTION 100 - GENERAL INFORMATION
101

PURPOSE

101.01

INTRODUCTION

This Manual is intended to serve as a guide for the design of urban streets that fall under the
jurisdiction of Abu Dhabi City Municipality (also referred to throughout this document as ADM).
The Manual provides design guidance that will assist Consultants conform to the expectations of
the Internal Roads and Infrastructure Directorate (IRID) of ADM, and also refers to other
stakeholder requirements that need to be taken into consideration during project development. It is
assumed that the user has the educational and engineering experience necessary to properly
implement its procedures, guidelines and criteria.
It is expected that this manual will promote the following:

All designs will be based on identical criteria.

Plans will have a consistent, well-organized format, which will not vary greatly from project
to project.

The technical review process will be expedited for both ADM and the Consultant.

Cost efficiencies will be realized during design by an early understanding of procedures


and criteria to be employed.

This manual utilizes established analysis techniques and design standards from recognized
technical associations that are listed as references in the relevant sections.
When the Roadway Design Manual is combined with the four companion documents listed below,
the standardization of the planning, design and construction of roadway projects will be complete.
The companion documents to this manual are:

Consultant Procedure Manual (2014)

Standard Drawings (2014)

Traffic Control Devices Manual (2014)

Standard Specifications (2014)

This Manual supersedes the previous version of the ADM Roadway Design Manual Roads and
Bridges issued in 1998.
Reference manuals issued by other stakeholders will also need to be taken into consideration
during the design process.

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Examples of these documents are listed below:

Department of Municipal Affairs (DMA) Roadway & Public Realm Lighting Specification
and Roadway Project Compliance Checklist Tables (2011)

DMA Urban Work Zone Traffic Management Manual

ADM Materials Selection Strategy

ADM Sustainability Guideline for ADM, IRI Employees and Consultants

ADM Drainage Design Consultant to liaise with IRID Design Section

ADM Design Standards for Irrigation - Consultant to liaise with the Parks & Recreation
Facilities Division (PRFD)

ADM Emirate of Abu Dhabi Road Safety Audit Manual

Urban Planning Council (UPC) Urban Street Design Manual (USDM)

UPC Public Realm Design Manual (PRDM)

UPC Abu Dhabi Safety and Security Planning Manual (SSPM)

UPC Abu Dhabi Utility Corridors Design Manual (UCDM)

Abu Dhabi Department of Transport (DoT) Abu Dhabi Walking and Cycling Master Plan
(WCMP)

DoT Trip Generation and Parking Rates Manual for the Emirate of Abu Dhabi

DoT Public Transit Strategy/Metro, LRT and Bus Master Plans

DoT Abu Dhabi Manual of Uniform Traffic Control Devices

DoT Route Numbering System Policy and Procedures

DoT Technical Circulars

The above list is not considered to be exhaustive and the design consultant should ensure that the
latest version of all relevant design documentation is used.
Note that where the Consultant's scope of work and this manual conflict, the scope of work shall
govern.
Revisions and additions to this manual will be issued from time to time as required. Section 103
contains information regarding Interim Advice Notes and Technical Circulars, which will be used to
advise of future revisions and additions.
Further contained in this section is an overview of the layout of the manual content, roadway
classifications and route designations.

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102

CONTENTS AND ORGANIZATION

The scope of the Roadway Design Manual is comprehensive and is divided into three parts. The
three parts are further divided into sections, each with appropriate sub-sections.
The three parts are as follows:

Part 1 : Roadway Development

Part 2 : Roadway Design

Part 3 : Structure Design

102.01

PART 1 : ROADWAY DEVELOPMENT

The purpose of the Roadway Development part is to outline the information and data which must
be analyzed to determine a projects scope. The information and analyses are assembled into a
Design Concept Report, which becomes the basis for the project design.
The Roadway Development part is divided into three sections. The first section explains the formal
organization of this manual and the other two sections, the Design Concept Development and the
Design Concept Report, define the conceptual design of the project.
The Design Concept section includes subsections in Transportation Planning, Environmental
Factors Influencing Design and Technical Investigations. Conceptual Design must be based upon
site specific community considerations that reflect military, utility, environmental features, physical
properties of the site and circulation that define the project design. To support the lands intended
use, procurement of information from both ADM and external parties is required.
All the collected project-specific data forms the basis for the Design Concept Report, a summary of
the technical analyses and schematic designs that are to be used for plan preparation and
construction.
102.02

PART 2 : ROADWAY DESIGN

The purpose of the Roadway Design part is to identify the design standards that all roadway
projects are required to satisfy. The project design is based on these standards. When used in
conjunction with the ADM Standard Specifications and ADM Standard Drawings, the resulting
project plans and specifications for all projects are completed to the same requirements and
format.
Specifically, the Roadway Design part provides details in geometric design standards for each
component of the roadway project. The information is divided into eleven sections that include
General Design Criteria, Geometric Design Standards, Geometric Cross Sections, At Grade
Intersections (Junctions), Grade Separated Interchanges, Structural Pavement Design, Drainage,
Utilities, Traffic Engineering, Lighting and Roadside Development.

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102.03

PART 3 : STRUCTURE DESIGN

The purpose of the Structure Design part is to identify the design details with which all structures
are required to comply. As with the Roadway Design part, this document is intended to be used in
conjunction with the ADM Standard Specifications and the ADM Standard Drawings for the
standardization of details for structures and bridges.
Uniform design and construction of structures and bridges promotes efficiency of design,
construction and maintenance. This part focuses on features incorporating sound design and costeffective design practices to meet this goal.
This part consists of eleven sections that cover the general aspects of structures and bridge
design. Sections include Design Criteria, Design Loads, Reinforced Concrete, Pre-Stressed and
Post-Tensioned Concrete, Structural Steel, Expansion and Contraction, Geotechnical, Retaining
Walls and Pedestrian Bridges.
The tenth section addresses miscellaneous items such as traffic sign structural supports, utilities in
structures, falsework policy for bridge construction, construction joint guidelines and
responsibilities.
The last section provides a list of reference documents applicable to Part 3.

103

INTERIM ADVICE NOTES AND TECHNICAL CIRCULARS

103.01

GENERAL

This manual may be supplemented from time to time with Interim Advice Notes and Technical
Circulars addressed to Consultants for the purpose of transmitting and formalizing appropriate
revisions or additions to the manual. This manual can only be revised by the issuance of an Interim
Advice Note or Technical Circular authorized and signed by the Director of IRID, ADM or his
designated representative. Interim Advice Notes and Technical Circulars will be developed and
issued as two distinct types, general and specific, and are further defined below.
103.02

INTERIM ADVICE NOTES AND TECHNICAL CIRCULARS GENERAL

Interim Advice Notes and Technical Circulars - General, deal with issues or information that must
be distributed on a system-wide basis to all consultants. They are also used to provide advance
directives with respect to imminent revision or additions to the Roadway Design Manual. Examples
are revisions or refinements to policies, guidelines or criteria.
103.03

INTERIM ADVICE NOTES AND TECHNICAL CIRCULARS SPECIFIC

Interim Advice Notes and Technical Circulars - Specific, deal with issues or information that is of
specific interest to a particular section (design contract), and as such have no influence or effect on
other design sections.
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Examples of such Interim Advice Notes and Technical Circulars are:


1. Deviations from the Roadway Design Manual on a project specific basis.
2. Lighting Design Guidelines.
3. Report Transmittals, etc.

104

ROADWAY CLASSIFICATIONS

104.01

ROADWAY SYSTEM

Roadways within the jurisdiction of ADM fall into two categories - rural or urban. Table 100.01
below differentiates between the urban and rural roadway types by their first tier classifications:
Table 100.01
ROADWAY TYPES BY FUNCTIONAL CLASSIFICATION
Roadway Type for Design

First Tier
Classification

Urban

Rural

Primary

Boulevard
Avenue

Freeway
Expressway

Secondary

Street

Collector

Local

Access Lane

Access Road

It should be noted that there is often some overlap between the classes and categories. For
example freeways, and expressways in particular, may penetrate into urban areas.
104.01.01 Rural Roadways
Rural roadway classification characteristics are as follows:

Freeway

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A freeway is a roadway with both a very high capacity and speed, with dual 3-lane (or
more) carriageways. All intersections and crossings are grade separated. Access to
pedestrians and non-motorized vehicles is forbidden. Posted speeds of 120 kph typically
apply.

Expressway
An expressway is generally built to similar standards as a freeway, but normally operates
at lower speeds, may permit increased levels of access and have dual 2-lane
carriageways. Posted speeds of 100 kph typically apply, although 120 kph can also be
used.
Freeways are typically downgraded to expressway standards on approaching urban
areas. In such cases, posted speeds of 80 kph to 100 kph are typical.

Collector
A collector is a low to medium capacity road that serves to move traffic from local streets to
primary roads. These may be single or dual carriageway roads.

Access Road
An access road is a low volume capacity single carriageway street, with typically very low
traffic volumes and speeds.

104.01.02 Urban Roadways


Urban roadways are required to accommodate high degrees of both vehicular movements and
accessibility, and to provide the level of functionality needed to satisfy the current and future
demands in Abu Dhabi.
Urban roadway classification characteristics are as follows, consistent with the street family
classifications provided by the USDM:

Boulevard
A boulevard is a high vehicle capacity dual 3-lane street, which may have frontage lanes
(service roads).

Avenue
An avenue is a medium vehicle capacity dual 2-lane street, which may have frontage lanes
(service roads).

Street
A street is a low vehicle capacity single carriageway street, with typically low traffic
volumes and speeds.

Access Lane
An access lane is a very low volume capacity single carriageway street, with typically very
low traffic volumes and speeds.

Table 100.02 below indicates the relationship between the street family name defined by the
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USDM and the functional classification system adopted by the American Association of State
Highway and Transportation Officials (AASHTO):
Table 100.02
RELATIONSHIP BETWEEN USDM STREET FAMILY AND FUNCTIONAL CLASSIFICATION
USDM Street
Family

Functional Classification (AASHTO)


Principal Arterial

Minor Arterial

Collector

Local

Boulevard
Major Collectors

Avenue
Minor Collectors

Street

Access Lane

Table 100.03 summarizes the major characteristics of the first tier classifications, i.e. primary,
secondary and local roads:
Table 100.03
SUMMARY OF FUNCTIONAL CHARACTERISTICS FOR ROADWAY CLASSIFICATIONS
Characteristic

Primary Roads

Secondary Roads

Local Roads

Function

Regional Transportation

Regional transportation and/or


service to major land
developments

Service Points

Connects multiple regions.


Serves international
connections and major
military installations

Connects two regions. Serves


international connections, military
installations and seaports not
served by Primary Roads. May
connect two Primary Roads

Residential, industrial and


recreational areas not
served by a higher class.

Access

Access is controlled

May be controlled

Minimal control.

Minimum Level of
Service
Design Speed

Weather related road


closures - Allowable
frequency

Local circulation

60 - 80 kph (urban)

40 kph (urban)

30 kph (urban)

120 - 140 kph (rural)

60 - 100 kph (rural)

60 - 80 kph (rural)

Once per 100 years

Once per 50 years

Once per 25 years

* See Part 2 Roadway Design for further details.

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104.02

DESIGN

Roadway design standards are dependent upon the classification of the roadway (primary,
secondary and local). ADM will determine the appropriate classification, which will also take UPC
guidelines into consideration. Refer to Table 100.03 for a summary of functional characteristics and
Part 2 Roadway Design for more details. The Design Concept Report summarizes the design
criteria to be utilized in the design.
The roadway classification system is based on a hierarchy of roads. Local Roads provide access
to adjacent land. Secondary Roads provide a combination of land access and movement of
through traffic. Primary Roads provide for movement of through traffic and have at-grade or gradeseparated intersections.
104.03

CRITERIA FOR DESIGN CLASS DESIGNATION

Table 100.04 defines the characteristics of the urban/rural design classes as they relate to design
requirements:

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Table 100.04
CHARACTERISTICS OF URBAN/RURAL DESIGN CLASSES
Type

Primary Roads

Secondary Roads

Local Roads

Traffic Service:
Urban and Rural

Traffic movement primary


consideration

Traffic movement and


access of equal importance

Traffic movement
secondary consideration

Plot access secondary in


consideration

Traffic movement and plot


access of equal importance

Plot access primary


consideration

Plot Service:
Urban and Rural

Traffic Flow Characteristics:


Urban

Uninterrupted flow except at


intersections

Interrupted flow

Interrupted flow

Rural

Uninterrupted flow

Interrupted flow

Interrupted flow

Permitted

Permitted

Private and Commercial Access:


Urban and Rural

None or limited

Connection Type for Public Roads:


Urban

At-grade intersections

At-grade intersections

At-grade intersections

Rural

Grade separated interchanges, or


slip ramps

At-grade intersections

At-grade intersections

Urban

Boulevards
Avenues
Streets

Boulevards
Avenues
Streets
Access Lanes

Streets
Access Lanes

Rural

Freeways
Expressways
Collectors

Freeways
Expressways
Collectors
Access Roads

Collectors
Access Roads

Connects to:

Average Running Speed for Off-Peak Conditions:


Urban

40 - 60 kph

30 kph

20 kph

Rural

60 - 110 kph

50 - 90 kph

45 - 80 kph

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105

ROUTE DESIGNATIONS

The purpose of route designations is to provide the roadway user with a consistent expectation of:

relative direction (north, south, east, west).

design standards (design speeds, shoulders, etc., resulting from the roadway
classification).

origin/destination of the road.

Route designation and numbering facilitate rapid and accurate identification of specific locations in
the event of emergencies, accident reporting and analysis and in the inventory of roadway
appurtenances, i.e. signs, drainage structures, guardrails, etc. Route assignments are made by the
ADM and DoT, dependent upon road maintenance liability and based on the functional
classification of each roadway with urban or rural factor jurisdictions.
Refer to the DoT Route Numbering System - Policy and Procedures manual for details.

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SECTION 200 : DESIGN CONCEPT DEVELOPMENT

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SECTION 200 - DESIGN CONCEPT DEVELOPMENT


201

TRANSPORTATION PLANNING

201.01

INTRODUCTION

The pre-design process involves the collection of existing data from ADM, other government
departments, utility agencies/authorities, landowners, and field surveys. This data becomes the
foundation for project road and bridge design. The Consultant is responsible for all data collection.
201.02

INTERNAL ROADS AND INFRASTRUCTURE DIRECTORATE (IRID)

IRID is the lead department from which all road and bridge projects are initiated and approved.
The Consultant will work with assigned staff to develop the project scope as per the Consultant
Procedure Manual and identify applicable design criteria from the Roadway Design Manual. The
Consultant is expected to develop the project by proper application of ADM policies, procedures
and standards.
201.03

TOWN PLANNING SECTOR

The Town Planning Sector (TPS) is divided into the following:


1) Urban Planning Division (UPD).
2) Spatial Data Division (SDD).
3) Construction Permits Division (CPD).
The UPD (Planning Section) is responsible for the development and maintenance of the Master
Plan and planning layouts. The Master Plan is the base document from which the projects
roadway classifications are assigned. Roadway design standards are identified for each roadway
classification (see Tables 100.01, 100.02, 100.03 and 100.04, in Part 1 - Section 100, General
Information).
The planning layouts are used to identify the existing and proposed land use and development
intensity.
The UPD (Utilities Section) is responsible for the development and approval of all service
reservations.
201.04

MAPPING

For standards, specifications and procedures, refer to the latest TPS (SDD) requirements.

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201.04.01

General

Current, accurate base mapping is an essential tool in transportation planning and design. The
specific mapping requirements depend on the length and complexity of the project and its location,
either urban or rural. Aerial mapping is normally the most useful and cost-effective medium for
larger projects. Ground topographical surveys are used for smaller projects, especially in urban
areas and to supplement aerial mapping at specific locations where more detail and accuracy is
needed.
Three types of aerial maps are used in the planning and design phases of roadway and bridge
projects:
Uncontrolled Aerial Photography These maps are produced directly from the aerial
photographs that normally cover large areas at a reduced scale. The maps are generally used in
route location studies to define transportation corridors and alternative alignments. The contact
prints from the aerial photography are assembled to form a photo mosaic of the area under study
to reduce distortion.
Controlled Aerial Photography - Prior to the flight, horizontal and vertical ground control points
are set and marked in the field. These points are used to control photo mosaic products that are
significantly more accurate and can be prepared at a specific scale. These maps can be used at
larger scales for preliminary engineering activities including Design Concept Reports.
Topographic (Aerial or Mobile) Mapping - These consist of topographic maps compiled from
airborne LiDAR data to capture large amounts of data over large areas and ground based LiDAR
(fitted to a vehicle) to provide a greater amount of detail in specific areas. Data from LiDAR can be
imported into CAD packages, combined with visual imagery or viewed directly in software
packages like RiSCAN. This mapping can be used for both design concept development and final
design and should be limited to the broad roadway corridor.
The Consultant is responsible for providing base mapping for design concept development.
Specific requirements will be identified in the Consultants scope of work. Existing aerial and
topographic maps may be available and suitable for use in consultation with ADM. ADM and TPS
maintain a limited library of existing mapping which the Consultant may review for background
information.
Mapping scales and contour intervals generally suitable for the intended purpose are shown in
Table 200.01.
201.04.02

Topographic Mapping

Topographic maps for a specific project shall be prepared in accordance with the following:
Survey Control / Field Surveys - The requirements for surveys are included in Section 203.04,
Survey Control/Field Survey.

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Drafting Standards - Mapping features and symbology will be prepared in accordance with the
latest CAD Standards, supplemented by the standard symbols shown in Figures 200.01, 200.02
and 200.03.
Primary Control Points - All primary control points for mapping which were established during
the initial field survey will be shown on the maps in their proper locations and with the appropriate
symbol, identification number and elevation. A tabulation of the primary control points shall also be
shown in the original survey notebook. The tabulation will show the identification number,
coordinates and elevation of the point.
Supplemental Control Points - All supplemental control points established for controlling aerial
photography will be shown on the maps. These include wing points, analytically bridged points,
and aerial photo centres. See Figure 200.01.
Planimetric Features - Natural and manmade features, spot elevations, topographic features and
relevant political subdivision lines shall be plotted on the maps as shown in Figures 200.02 and
200.03.
Coordinate Grid - Coordinate grid ticks shall be shown on the maps at intervals to suit the
drawing.
North Point - A north point shall be placed on each map sheet. The north point shall be oriented
so that north points to the top or to the right of the map sheet. Cut lines shall also be labelled so
that each sheet may be joined accurately to adjacent sheets.
Map Index - A sheet index diagram shall be prepared for each mapping project. This diagram
shall show the position and relationship of each sheet to adjacent sheets. A title block is also
required and shall be placed on each sheet.
Table 200.01
MAP SCALES AND CONTOUR INTERVALS FOR HIGHWAY
DEVELOPMENT
Purpose

Version 2.0

Scales

Interval (m)

Route Location Studies:


Mountainous
Rolling to Flat

1 : 5,000 (max)
1 : 5,000

5
2

Preliminary Design (DCR):


Rural
Urban

1 : 1,250
1 : 1,250

2
2

Rural Design

1 : 1,250

0.5

Urban Design

1 : 500

0.5

Detailed Site Design

1 : 100
1 : 250

0.5
0.5

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201.05

PROJECT LIMITS

ADM will determine the limits of the project. Typically, the limits include the roadway/bridge,
medians, sidewalks, parkways, and roadside improvements that enhance the appearance,
maintainability and safety characteristics of the project. The project limits may also be determined
by phased implementation considerations.

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Figure 200.01
Standard Mapping Symbols - Boundaries and Monuments

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Figure 200.02
Standard Mapping Symbols - Natural Planimetric Features

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Figure 200.03
Standard Mapping Symbols - Manmade Planimetric Symbols

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201.06

PROJECT IDENTIFICATION AND NUMBERING

ADM will assign the Title and Number for each individual roadway and bridge project. The
Consultant will include this information on all drawings, reports, correspondence, calculations and
other design documentation associated with the subject project.
201.07

INTER-DEPARTMENTAL COORDINATION

Throughout the development of the project, coordination with ADM as well as other government
departments is essential. The Consultant is expected to identify the requirements of the involved
government departments, and insure that the project design addresses these requirements. Table
200.02 below lists the agency or authority responsible for transportation related functions.
Table 200.02
MUNICIPAL AGENCIES
Function

Agency/Authority

Road/Bridge Construction

ADM Internal Roads and Infrastructure Directorate (IRID)

Planning

Urban Planning Council (UPC)


ADM - Town Planning Sector (TPS)
Department of Transport (DoT)

Utilities

ADM - Town Planning Sector (TPS)


Urban Planning Council (UPC)

Parking

ADM (IRID)
Department of Transport (DoT)

Right-of-Way

ADM - Town Planning Sector (TPS)

Landscape and Public Realm

ADM Parks & Recreation Facilities Division (PRFD)

Public Transportation

Department of Transport (DoT)

202

ENVIRONMENTAL FACTORS INFLUENCING DESIGN

202.01

INTRODUCTION

There are a number of important environmental factors that influence the design of all roadway
and bridge projects. These factors are both natural and man-made and have been divided into two
major categories; Socio Economic/Community Resource Data (Section 202.02) and Natural/
Environmental Resource Data (Section 202.03). The identification of these resources enables the
project to be developed to avoid and/or minimize impact on these resources to the greatest extent
practicable.
This will contribute significantly to public acceptance and the ultimate success of a project. The
following sections describe the various environmental factors that comprise each of the two
categories. It is the Consultants responsibility to assess each factor and develop a functional and
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compatible design.
The Consultant is responsible for ensuring that an accredited Environmental Consultant is used to
study the environmental aspects of the project, facilitating the issuance of the environmental
permit.
202.02

SOCIO ECONOMIC / COMMUNITY RESOURCE DATA

The Consultant shall consider each of the following factors as part of the development of project
design. The goal is to develop a functional design that accommodates, maintains or enhances the
integrity of each socio economic and community resource with minimal disruption. To assist with
the planning involved with the development of the design, the Consultant should map all
resources that are capable of being placed onto a map.
Consultants are to ensure that the pedestrian environment is accessible to all, not only critical to
meeting the access needs of individual disabled people, but contributing towards social inclusion
and quality of life to a much wider section of the population. In this context accessible to all
means continuous and level sidewalks and paths, disabled parking/access, ramps to sidewalks
and buildings, all of which must be clear of unnecessary obstructions.
The following factors must also ensure that the needs of pedestrians, cyclists, children and
disabled people are carefully considered.
202.02.01

Land Use

The project plans must accommodate existing and future land use to the full extent possible. The
Consultant is required to provide adequate parking and access to adjacent land uses,
commensurate with the type of land use and the roadway classification (see Part 1 Section 100,
General Information, Tables 100.02, 100.03 and 100.04). The roadway volumes used to
determine the level of service (existing and 20-year projection) must include the trip generation
associated with the adjacent land uses.
In urban areas, Plan Abu Dhabi 2030 (Urban Structure Framework Plan), published by the Urban
Planning Council (UPC) is the primary document used to identify the types and locations of
designated land uses. In rural areas, where the land usage is less defined, the Consultant must
conduct a field survey of the existing land uses adjacent to the project. The aforementioned
information, combined with the field survey data, will then be used to identify potential
improvements to be designed as part of the roadway project.
In rural areas, formal information regarding land use may not be available. In these cases, the
current land use is typically agricultural and will remain as agricultural unless there is information
stating otherwise.

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202.02.02

Growth Projections

The Consultant is to liaise with all concerned authorities to establish growth projections applicable
to the area of the project. This will not only include UPC and TPS master planning projections, but
will also take into consideration information obtained from developers working in the vicinity of the
proposed scheme.
202.02.03

Public Services

The development of all road and bridge projects typically affects many public services. This can
result from encroachment of the improvement project beyond the existing roadway, sidewalk, and
bridge. As such, pre-design coordination with public services is required to incorporate design
approaches and construction phasing that minimizes the project impact.
The Consultant is responsible for identifying all public services which may be affected by the
project. In addition, the Consultant is also responsible for compiling all relevant design
requirements from the affected public services and incorporating these parameters into the project
design. It is the Consultants responsibility to assure ADM that the design and construction
phasing meets the approval of the affected public services.
Table 200.03 identifies the various public services and the responsible agency/authority for each.

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Table 200.03
PUBLIC SERVICES
Service

Agency/Authority

Road/Bridge Construction

ADM IRID
DoT

Landscape and Public Realm

ADM - PRFD

Police

General Headquarters of Abu Dhabi Police


Directorate of Traffic and Patrols

Fire

Abu Dhabi Civil Defence

Security

Abu Dhabi Civil Defence


Abu Dhabi Police

Schools

ADM TPS
Ministry of Education
Abu Dhabi Education Council (ADEC)

Sanitation

Health Authority of Abu Dhabi (HAAD)


Abu Dhabi Sewerage Services Company (ADSSC)

Waste

Center of Waste Management

Parking

ADM IRID
DoT

Recreational

ADM TPS
ADM - PRFD

Navigable Waters

Critical Infrastructure and Coastal Protection Authority

Mail Service

Emirates Post Group

Public Transportation

DoT

National Railway and Metro Rail


System

Etihad Rail National Railway


DoT Abu Dhabi Metro Rail System

Mosques

General Authority of Islamic Affairs and Endowments


Mosque Development Committee

Hospitals

Health Authority of Abu Dhabi (HAAD)

Archaeology

Abu Dhabi Authority for Culture & Heritage

202.02.04

Schools

Schools are an important national resource. The design shall accommodate and preserve
sufficient access to all facilities that are affected by project design. Therefore, the Consultant is
expected to adapt the projects design to accommodate each schools needs.
The Consultant should liaise with the ADM School Safety Zone Coordinator, ADM Traffic Services
Section and authorized staff and/or management of any affected schools to establish the
requirements.

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Initial concept designs should study options to achieve better circulation, accessibility and wayfinding. Operational requirements of the facility should be well analyzed and alternatives should
be produced accordingly, taking into consideration the integration of different modes of transport
and pedestrian safety (especially due to the higher risks associated with children) and as further
detailed below:
1. Operational characteristics of the school should be thoroughly discussed with the
concerned people, and observed at the site, including beginning and end of a
school day for different grades, drop-off/pick-up locations for parents, drop-off/pickup waiting time, staff parking requirements, parking and drop-off/pick up locations
for school buses, access routes to main roads, etc.
2. Cycle and pedestrian routes for non-motorized students/parents.
3. Safe pedestrian crossing locations.
Parking supply should be in accordance with the guidelines on this type of facility (see Section
202.02.13), but any anticipated deficiency should be highlighted at the early stages of the design
process.
For each school, there are a number of factors that must be considered in the project design.
These include:

school bus traffic

crosswalks

school yard fencing

parking

drop-off/pick-up waiting time

landscaping

noise attenuation (i.e., insulated windows, sound-proof walls)

other safety improvement relocation of affected structures, as necessary

affects on potential school expansion

In the case of new school site development, the UPC Master Plan and Abu Dhabi Education
Council shall be consulted to identify these sites within and/or adjacent to the project limits.
As with all other adjacent property improvements, the Consultant is required to provide plans
which can be used to construct the necessary improvements either in conjunction with the
roadway/bridge project or as a separate project. This is intended so that construction can be
undertaken on the school sites during scheduled school closures or outside of normal school
working hours.

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202.02.05

Mosques

Mosques are extremely important to the Islamic faith and cannot be relocated or impacted in any
way. The Consultant shall identify all existing and proposed Mosques within close proximity to a
proposed project. The project design shall avoid impact to Mosques and shall accommodate and
preserve sufficient access to these sites. Construction works cannot be undertaken during prayer
times under any circumstances.
202.02.06

Malls

Concept designs should be given careful consideration in terms of integration of different modes
of transport, circulation, accessibility, way-finding and pedestrian safety. The following factors
should be considered during the preparation of alternative designs:
1. Parking requirements.
2. Traffic circulation within the parking zones.
3. Accessibility and connectivity to main roads.
4. Public transportation and taxi stop locations.
5. Dedicated cycle storage areas.
6. Safe pedestrian crossing locations.
7. Taxi drop-off and pick-up locations.
Parking supply should be in accordance with the guidelines on this type of facility (see Section
202.02.13).
202.02.07

Hospitals

Due to the nature of these facilities, careful planning of access routes and parking facilities is vital
for the proper and effective functioning of hospitals. Access for emergency vehicles, which require
urgent and safe passage to the facility at any time and in unpredictable volume must be taken into
consideration when designing the external road layout.
The Consultant shall consult with the concerned authorities at the outset of the project to clearly
establish these requirements.
202.02.08

Utilities

Major road and bridge projects typically include improvements to all affected utility services. This
also includes preparing plans and specifications for these improvements. Pre-design activities
require coordination with many agencies/departments. Final design approval of the utility
improvements by the utility agencies is also required. The Utilities Section of the Town Planning
Sector is responsible for establishment and approval of all Service Reservations.
Table 200.04 lists the Responsible Agencies/Authorities for Utilities. A survey of existing utilities is
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required. The purpose of the utilities survey is to determine which utilities can:

remain in place based on field surveys, as-built plans and other available information;

need to be replaced/upgraded due to future development;

be protected and/or relocated; and,

affect the horizontal and vertical alignment of the roadway.

In the case of future or relocated utilities, it may be necessary to preserve adjacent land for utility
installation and relocation. The associated costs for utility work shall be identified as part of the
design reflected in the project cost estimate for the Design Concept Report. Refer to Part 1 Section 322, Cost Estimate.
Table 200.04
PUBLIC SERVICES
Service

202.02.09

Agency/Authority

Water

ADWEA/ADDC (Water)
Transco (Water)

Sewer

ADSSC

Telephone

Etisalat / Du

Electricity

ADWEA/ADDC (Power)
Transco (Electricity)

Lighting

ADWEA/ADDC (Street Lighting Section)


ADM (Street Lighting Section)

Irrigation

ADM - PRFD

Drainage

ADM IRID Design Section

Gas

ADNOC

District Cooling

Tabreed

ITS

DoT Traffic Management Center

Falcon Eye & Security


Cameras

National Emergency and Crisis Management Authority


Signal Corps
Abu Dhabi Traffic Police

Speed and Red


Violation Cameras

Abu Dhabi Traffic Police

Security

Nearly every project is affected by some level of security issue. All embassies, government
installations, palaces, schools, banks and VIP homes are protected by guards with guardhouses,
and associated channeling devices. As a result, many of these facilities interfere with road and
bridge projects. The UPC Abu Dhabi Safety and Security Planning Manual is to be followed to
ensure adherence to safety and security planning and design principles.

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The Consultant is required to minimize the relocation of affected facilities as part of the road and
bridge project. As with all other adjacent property improvements, the Consultant is required to
provide plans which can be used to construct the necessary improvements either in conjunction
with the roadway/bridge project or as a separate project. This is intended so that construction can
be undertaken outside of the project right-of-way at the convenience of the affected property
owner. Since each case will vary, the limits of improvement, access, facility relocation, parking,
etc. requires review by the affected party and ADM. The Consultant is also responsible for
assuring ADM that the proposed improvements located outside of the project right-of-way are
agreeable to the affected property owner.
202.02.10

Commercial Activities

The effects of commercial activities on the road and bridge design shall be taken into account. For
example, existing access shall be maintained as well as accommodating special features of the
non-project site. As a result, coordination with the Town Planning Sector, adjacent landowners
and governmental departments is required to lessen the impact of the road/bridge improvement
project on commercial activities.
202.02.11

Economics

The Consultant shall assess the economic conditions that exist within the project study area,
including income and employment characteristics, tax base and property values. The Consultant
shall develop a design that seeks to minimize adverse impacts on these and other economic
indicators. This will be done through direct coordination with representatives of ADM.
202.02.12

Local Transportation/Circulation

In order to ensure that the project fully incorporates local transportation/circulation needs, the
Consultant shall address the following:

Need for Public Transit Corridors, Stops or Turnouts

Staging areas for Regional Transportation Hubs

Police Enforcement Pads

Pedestrian Walkways and Islands

Special Landscape Areas

The Consultant should liaise with all relevant parties for the above, including but not limited to, the
DoT, UPC, Traffic Police and ADM Traffic Services Section.
202.02.13

Parking Requirements

In cases where a parking study is required, this should be based on the parking demand
calculated based on applicable rates. Reference should be made to the Trip Generation and
Parking Rates Manual for the Emirate of Abu Dhabi, published by the DoT.

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If a suitable land use code is not specified by the DoT, rates from the Institution of Transportation
Engineers may be used, subject to approval of ADM.
Surveys of comparable local developments may also be used, subject to the approval of ADM.
The designer shall provide a table showing calculated parking demand and supply as well as a
diagram that clearly shows all parking spaces provided, including provision for disabled people.
The designer shall comply with the requirements of the appropriate agencies in the case of offstreet parking facilities and shall ensure that capacity analysis of vehicle access to such car parks,
based on the highest peak traffic inflow, is undertaken. Particular consideration needs to be given
to access control systems (gates, barriers, ticketing systems, etc.) and their capacity in relation to
the expected peak traffic inflow.
The basic dimensions for parking bays are:

Standard perpendicular and diagonal parking bays


Angles 30, 45, 60 and 90:
2.7m (min) x 5.5m.

Standard parking bay (parallel):

2.5m x 6.5m (but see note below).

Accessible (disabled) parking:

2.5m +1.5m x 5.5m.

Accessible van parking:

3.35m +1.5m x 5.5m.

Parking next to walls or physical obstructions:

Standard width + 200mm.

Note: The bay length for a standard parallel parking bay may be reduced to 6.0m if the parking
provision is not adjacent to a main circulatory route.
Standard parking arrangements are also provided on the ADM Standard Drawings.
202.02.14

Recreation

A variety of recreation and leisure activities are available to the residents of Abu Dhabi. These can
include, but not limited to, playing fields, parks and streetscape, beach access, clubs, hotels, golf
courses, movie theatres and entertainment complexes.
As part of the pre-design activities, the Consultant is required to identify the potential effects on
adjacent recreational facilities and minimize the relocation of affected facilities as part of the
roadway/bridge project. As with all other adjacent property improvements, the Consultant is
required to provide plans which can be used to construct the necessary improvements either in
conjunction with the roadway/bridge project or as a separate project.
For design guidance, refer to the latest Public Realm Design Manual (UPC) and associated
PRFD design/review standards from the Parks & Recreation Facilities Division (PRFD).

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202.02.15

Historical Site Identification and Preservation

The government recognizes the importance of all historical sites and structures that relate to Abu
Dhabis cultural development. The goal of the government is to identify these sites as they are
discovered, and where appropriate, preserve the sites.
During the pre-design process, information regarding historical sites shall be compiled from
available sources as well as conducting an initial site survey. The Consultant shall also meet with
representatives of the Municipality to determine the significance of the site and present
recommendations as to appropriate preservation procedures
The Consultant should also liaise with the Environment Agency Abu Dhabi (EAD) for preservation
and conservation areas, and the Abu Dhabi Tourism & Culture Authority (TCA) for historical sites.
202.03

NATURAL / ENVIRONMENTAL RESOURCE DATA

ADM regulations require compliance with EAD mandatory procedures relating to environmental
considerations. EAD contact details are given below:
EAD - Headquarters
P.O. Box: 45553
Tel: +971 (2) 4454777
Fax: +971 (2) 4463339
E-mail: customerservice@ead.ae
Al Mamoura Building (A), Muroor Road
Abu Dhabi, United Arab Emirates
Natural/environmental resources within a project study area shall be assessed and considered
during development of the project design. The goal is to develop a functional design that avoids or
minimizes impact to the natural environment to the greatest extent practicable. To facilitate the
planning process involved in the development of the design, the Consultant should map all
environmental resources capable of being placed on a map.
The Consultant is to also liaise with EAD.
202.03.01

Protection of Existing Amenities

Preservation of any existing landscape treatment or plantation adjacent to proposed roadway


projects is extremely important.
PRFD will guide Consultants to the relevant design documents. Pre-design activities include a
survey of existing flora and fauna as part of the design survey stage, in accordance with PRFD
requirements. The results of this survey are to be agreed with ADM, PRFD and EAD. Road/bridge
improvements including utility locations shall be designed to minimize removal of vegetation.
The landscaping survey includes the identification of the number, size, type, condition, and
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location of all trees, shrubs, succulents, flowers, and grasses. The presence of any vegetation that
is specifically protected by decree, or that is considered rare, threatened, or endangered, shall
also be identified during the survey. The survey information should then be presented on a scaled
plot plan. The scale of each sheet should be adequate to clearly convey the information contained
on it. Each sheet should contain a legend, which lists the botanical name of the plant, and its
common name. For trees, the size of the tree shall also be listed. Vegetation surveys shall be in
accordance with BS 5837:2012.
Public Realm Design
All road schemes in urban areas should consider the full right-of-way corridor (ROW) and
therefore include public realm design of the medians, verges and other designated areas within
the project limits. The public realm design should be undertaken by the Consultant, ensuring that
the following are considered as part of the project, if so required:

Right-of-way corridor compliance with the latest standards.


i.e. Urban Street Design Manual (USDM), Utility Corridor Design Manual (UCDM), Public
Realm Design Manual (PRDM), Walking and Cycling Master Plan (WCMP).

Universal access requirements:


Pedestrian and cycling connectivity.
Furnishings.
Planting.

Public realm lighting.

Shading.

Water for irrigation should be sourced from the treated sewage effluent (TSE) network, so all large
distribution lines require design input and approval from the Abu Dhabi Sewerage Services
Company (ADSSC). The Consultant should prepare irrigation designs and obtain PRFD approval
and the same for connections to the existing feeder network. Guidance on design submission
requirements is available from PRFD. All proposals must conform to the latest PRFD Landscaping
and Irrigation requirements to ensure compliance to current standards.
Initial maintenance and operation of the irrigation systems (1 to 2 years) are the responsibility of
the Contractor, after which, if agreed to operate and maintain, reverts to PRFD.
PRFD uses ADM third party design review procedures and Standards, mainly concerning the
maintenance of all assets (including irrigation network, landscaping, etc.).
202.03.02

Topography

Topographic data is important to the development of the Design Concept. Roadway profiles,
horizontal alignment, and drainage, are directly affected by topography, which, in turn, affect the
project cost. As discussed in Section 201.04, Mapping, the Consultant is expected to review
existing maps. In addition, new surveys shall be required to establish the topography for the
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project.
The Consultant should liaise with the ADM GIS Section for topographical information.
202.03.03

Water

The Consultant shall identify and determine the importance of all freshwater and saltwater
features within the study area. Aquifers and wells, especially those that supply drinking water,
shall also be identified within project limits. In developing the design, the Consultant shall avoid
impacts to water resources to the greatest extent possible. If avoidance is not an option, the
Consultant shall develop a design that minimizes impact to water resources.
202.03.04

Flora and Fauna

The Consultant shall describe any existing wildlife habitat within the project study area. The
Consultant is responsible for identifying the types of flora and fauna species, if any, that are likely
to utilize the habitat. The Consultants design shall avoid, where possible, those habitat areas that
support rare, threatened or endangered wildlife species.
202.03.05

Air Quality

The Consultant shall assess a projects affect on existing air quality to determine whether or not it
will result in significant deterioration due to increased air emissions.
202.03.06

Noise

The Consultant shall assess a proposed projects affect on ambient noise levels to determine
whether or not it will result in a significant deterioration from the existing condition. Noise sensitive
receptors, such as mosques, schools and residential dwellings, shall be identified within the
project limits. The Consultant shall strive to develop a design that will have the least increase in
noise levels to these receptors.
202.03.07

Visual / Aesthetic

The Consultant shall assess the existing visual and aesthetic appearance of the project study
area. In developing the design, the Consultant should consider the effect that the project will have
on the visual and aesthetic environment upon build-out. Views from the project of the surrounding
environment as well as views of the project from adjacent vantage points shall be considered. The
objective of the design is to develop a project that compliments rather than contrasts the existing
visual and aesthetic character of the area.
202.03.08

Hazardous Materials

The Consultant shall conduct a survey to identify the actual presence, or likelihood of hazardous
material sites within the project study area. Ideally, the project design should be developed to
avoid impacting such hazardous sites. This will reduce the health and safety risk and overall
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project cost. If a hazardous materials site cannot be avoided, the Consultant shall take appropriate
steps to remediate the hazardous site prior to construction in order to reduce the potential
health/safety risk.
202.04

ENVIRONMENTAL PERMIT

The Consultant must obtain the Environmental Permit for the concerned project through a third
party accredited environmental consultant, in compliance with the relevant regulations of the EAD.
The updated list of accredited environmental consultants in Abu Dhabi can be downloaded from
the EAD website.
The requirements and processes associated with environmental permitting are described in the
Standard Operating Procedures for Permitting of Development and Infrastructure Projects in Abu
Dhabi.
In addition, technical guideline documents are also available including, for example:

Technical Guidance Document for Preliminary Environmental Review (PER).

Technical Guidance Document for Environmental Impact Assessment (EIA).

Technical Guidance Document for Strategic Environmental Assessment (SEA).

Technical Guidance Document for Construction Environmental Management Plan (CEMP).

Other guidelines are available dependent upon the requirements of specific projects and these are
available for viewing on the Environment Agency website.

203

TECHNICAL INVESTIGATIONS

203.01

INTRODUCTION

All roadway and bridge projects require technical investigations, to establish the basic building
blocks of the design. These technical investigations are initiated in the data collection phase and
continue through the development of the Design Concept Report. This subsection identifies the
initial activities associated with these investigations. The basic technical investigations include:

Geotechnical

Traffic Data Collection

Survey Control/Field Surveys

Drainage Surveys.

203.02

GEOTECHNICAL

The objective of highway geotechnical work should be to seek, interpret, and evaluate subsurface
and surface data in order to predict the behaviour of the soils and materials along, and adjacent

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to, the alignment. The resulting information is to be presented in a technical report to be used in
the project design.
Data collection includes research of existing geotechnical reports which were prepared for other
projects in the geographic area as well as field reviews and preliminary testing. For review of
existing geotechnical reports, ADM as well as other Municipality and Government agencies, which
hold relevant information of geotechnical information in the immediate vicinity of the project,
should be contacted. The existing data will be used to define the number of additional soil borings
and the testing requirements for the boring program as described in Part 1 - Section 300, Design
Concept Report and Part 3 - Section 700, Geotechnical. The Consultant shall obtain approval
from ADM, Traffic Police and any other concerned agencies prior to commencing geotechnical
investigations.
203.03
203.03.01

TRAFFIC DATA COLLECTION


Introduction

Traffic volumes are needed for highway planning, project cost-benefit comparisons, priority
determinations, analyzing, monitoring and controlling traffic movement on the highways, traffic
accident surveillance, research purposes, highway maintenance, public information, highway
legislation and for many other purposes.
However, it should be noted that the traffic data collection and projection techniques described
herein are specifically intended for providing traffic volume data required for roadway and bridge
design.
The procedures which follow establish the minimum requirements. However, this does not
preclude the Engineer from using more sophisticated procedures, including the use of data from
permanent automatic collection stations, if available.
The Consultant should coordinate fully with the ADM Traffic Services Section and the DoT.
203.03.02

Traffic Projections

ADM roadways are designed to serve traffic volumes anticipated over a 20-year time frame.
Projections of future traffic shall primarily be derived from applicable traffic models of the
concerned area, as agreed with ADM.
In cases where traffic model outputs are not required or not available, growth factors derived from
historical count data compared with data from recent surveys may be used. The application of
such growth factors should be agreed with ADM.
Existing flows may be obtained from existing Automatic Traffic Counters (ATC) located within the
city. The Traffic Service Section may be able to provide assistance in this regard.

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203.03.03

Procedures for Collecting Traffic Volumes

The following sections outline the methods of obtaining traffic volume data.
203.03.03.01 Automatic Traffic Counts
The duration of counts should be agreed with ADM. Data supplied should be on the basis of 24hour classified counts.
The raw data is to be processed and presented in spreadsheet format and should include:

Time and date

Location (coordinates)

15 minute and hourly totals

Totals by vehicle class and direction

Calculation of morning, afternoon and evening peak hours

12, 16 and 24-hour averages for weekdays and weekends (5-day and 7-day averages)

Graphical summaries as agreed with ADM

Errors and anomalies are to be highlighted and omitted from subsequent analysis.
Unless otherwise specified, ATC data should be classified into the standard 6 classes as listed
below or as specified by ADM:

Motorcycles

Passenger cars

Buses

Heavy Goods Vehicles (HGV)

Light Goods Vehicles (LGV) and

Other Vehicles

203.03.03.02 Classified Turning Movement Counts


The time period for the peak hour counts will vary depending on location and project and should
therefore be agreed with ADM. However, in the absence of direct guidance, the minimum time
periods to capture the peak flows should be:

AM 06:30 to 09:00

Noon 12:30 to 15:00

PM 17:30 to 20:00

The raw data is to be processed and presented in an Excel spreadsheet format to include (at
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minimum):

Time and date

Location (coordinates)

Schematic plan of permitted movements

15-minute and hourly totals by individual movement, by approach, and by vehicle class

Calculation of morning, afternoon and evening peak hours

For turning count surveys, the preference is for camera recorded data or automatic lane counters
where raw data can be retained for verification. When counts are carried out manually, the
Consultant should provide evidence of appropriate spot checks carried out by the survey
supervisor.
At large roundabouts, Automatic Number Plate Matching surveys or Camera Recorded Counts are
required, unless otherwise agreed with ADM. In such cases, a detailed methodology of how the
counts will be conducted must be set out for approval of ADM.
203.03.03.03 Automatic Speed Surveys
Data should be supplied on the basis of 24-hour counts with the duration of survey in days to be
agreed with ADM.
The raw data is to be processed and presented in spreadsheet format and should include:

Time and date

Location (coordinates)

Classification in 10 km/hr groups by direction

Average and 85th percentile speed in hourly intervals

12, 16 and 24-hour average and 85th percentile speeds for weekdays and weekends

Graphical summaries as agreed with ADM

Errors and anomalies are to be highlighted and omitted from subsequent analysis.
203.03.03.04 Other Surveys
Other surveys that may typically be required include:

Origin and destination

ANPR (Automatic Number Plate Recognition)

Speed radar

Parking occupancy

Freight

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Public transportation patronage

Pedestrian

Cyclist

In all such cases, a detailed methodology of how the counts will be conducted must be set
out for approval of ADM.
203.04
203.04.01

SURVEY CONTROL / FIELD SURVEYS


Introduction

Each project requires initial field surveys to establish baseline topographic information for project
scoping and design. Setting horizontal and vertical control is of great importance in mapping.
Relative position in the horizontal plane is maintained by horizontal control. Horizontal control
consists of a series of points accurately fixed in position by distance and direction in the horizontal
plane.
For most topographic surveying, traverses furnish satisfactory control. For strip maps, the open
traverse is used. The open traverse can be tied to fixed points at each end. For area maps, the
closed traverse is used. The closed traverse can be closed to form a net which is accurate to the
degree required.
Relative position in the vertical plane can be maintained by a series of benchmarks in the map
area. These benchmarks are referred to a known datum, usually mean sea level.
203.04.02

Horizontal Control

The current inventory of horizontal control points established in the vicinity of the project will need
to be investigated. TPS should be consulted on the order of accuracy and status of existing
primary and secondary control points.
The need for setting new horizontal control points will be ascertained from the existing data.
203.04.03

Vertical Control

The vertical control is to be referred to the Ras Ghumays datum.


Although some authority projects may use their own datum, all ADM design work will be referred
to the Ras Ghumays vertical datum.
203.04.04

Coordinate System

A Coordinate System has been established by TPS. This system shall be used for all surveys.

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203.04.05

Field Surveys

Field Surveys will be required on nearly every project to supplement the aerial topography, record
underground utility or drainage features, reflect new existing features, provide cross sections and
existing pavement elevations at the limits of improvement, obtain building floor elevations and
other related information needed for preliminary and final design.
Once the horizontal alignment, including applicable alternative alignments, has been established,
the roadway centreline will be staked in the field to enable close examination of the roadway
location by ADM representatives and Consultant staff. The staking interval and definition of the
project geometrics required will be determined on a project specific basis in consultation with the
Municipality Representative.
A detailed survey of the existing greenery impacted by the project will be required. The survey will
record the location, size and limits of all trees shrubs and flower beds within the limits of
improvement. Photographs should be taken to supplement the data. This information will be
recorded on drawings and used to investigate alignment adjustments or alternatives that will
minimize the removal of greenery.
203.05

DRAINAGE SURVEYS

The Consultant is responsible for a comprehensive survey of drainage facilities and conditions
and data collection during the pre-design activities. Reference should be made to the ADM
Roadway Design Manual - Drainage for further details.

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SECTION 300 : DESIGN CONCEPT REPORT

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SECTION 300 - DESIGN CONCEPT REPORT


There are four stages to the design process which are as follows:

Planning and Study (Pre-Concept).

Conceptual Design.

Preliminary Design.

Final Design.

These are defined in more detail in the ADM Consultant Procedure Manual.
Note that this section discusses the requirements of the report to be prepared at the conclusion
of the concept design stage only and similar reports will be required for the other phases.

301

CONTENTS

ADM requires the preparation and approval of a Design Concept Report (DCR) prior to
commencing final project design. The report is to be prepared under the direction of an
experienced engineer designated by the Abu Dhabi City Municipality. Part 1 - Section 200, Design
Concept Development, includes a discussion of the background information and data collection
activities necessary to develop the design concept. This Section, Design Concept Report, contains
a discussion of the specific requirements and content of a DCR.
The role of a DCR is to summarize the needs, alternatives, costs and overall impacts of the
proposed roadway or bridge project. The scope of the project is defined and the design criteria
identified. The DCR is the project scoping document and the basis for selecting the project design.
The basic roadway configurations shown in the DCR will be carried forward to the final design
phase.
The preliminary engineering activities associated with the DCR involve preparation of numerous
technical studies and reports, many of which are initiated in the data collection phase as described
in Part 1 - Section 200, Design Concept Development. These are prepared as standalone
documents and are included as Appendices to the DCR. The DCR will summarize the results of
these individual reports under the respective topics.
A typical Table of Contents for a DCR is provided in Table 300.01 below, although this may be
modified according to the requirements of specific projects.

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Table 300.01
DESIGN CONCEPT REPORT (DCR)
Typical Table of Contents

Executive Summary

Introduction

Traffic Analysis

Description of Alternatives

Design Data

Typical Sections

Geometrics

Interchange/Intersection Configurations

Parking Study

Hydrology and Hydraulics

Subsurface Investigations and Preliminary Geotechnical Risks and


Opportunities Identification

Bridge Type Selection

Utility Impact Analysis

Socio-economic Analysis

Agriculture Impact

Public Feedback

Signing and Pavement Markings

Lighting

Construction Staging

Cost Estimate

Conclusion/Recommendations

Drawings, Plans, Profiles, Typical Sections and Architectural Features

In addition, the Consultant should take into consideration a number of factors when analyzing and
designing a project and these general areas are listed below:

Planning and Design.

Transportation Planning, Traffic Engineering and Modelling.

Traffic Impact Studies (including parking study).

Civil and Roads Engineering (related to roads and highways, structures, walls, lighting,
road signs and markings, geometrics, etc).

Drainage Engineering (including hydrology and hydraulics).

Structural Engineering.

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Geotechnical and Foundation Engineering (including subsurface investigations) and


corresponding land use, time and cost decisions.

Topographical and Bathymetric Surveying.

Architecture (related to any proposed structures).

Landscape Architecture.

Pedestrian Movement.

Electromechanical, Utility and Lighting Engineering (including utility impact analysis).

Environmental Considerations.

Economic Feasibility Studies (including socio-economic analysis).

Operation and Management Strategy.

Stakeholder Requirements.

Quantity Surveying (including cost planning and life cycle costing).

Constructability.

Value Engineering.

Risk Management.

Safety.

Sustainability.

Project Schedule.

Completed Checklist as per QA/QC Procedures.

Furthermore, the discussion under each topic will address interdisciplinary relationships necessary
to coordinate all technical aspects of the design concept. The sections that follow provide
guidance for the development of the technical studies and requirements for presentation of the
material in the DCR.
301.01

FORMAT

The DCR will be prepared and packaged as follows:

DCR (Volume I).


Written portion of the report bound separately in A4 size.

DCR (Volume II).


Drawings that accompany the report bound separately in A3 size.

DCR (Appendices).
Technical Memorandums, Studies and Reports bound in A4 size. For smaller projects the
documents should be bound together. Larger projects may require separate packaging of

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the reports, titled as Appendix A, Appendix B, etc.


Each document will include the following information on the cover:

Abu Dhabi City Municipality logo.

Project Title.

Project Location Plan.

Design Concept Report.

Volume No. or Appendix No.

Project Number.

Date.

Client and department details (i.e. Internal Roads and Infrastructure (IRI) Directorate).

Consultant details.

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See Figure 300.01 below, which is to be used as the standard cover sheet for the DCR.

Project Title:

Project Location Plan

Final Design Concept Report


Volume I

Preparers
Logo

Prepared by:
Address:

Project No.:

Date:

Client
Logo

Prepared for:
Section:

Figure 300.01
Standard Design Concept Report Cover Sheet

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302

EXECUTIVE SUMMARY

The Executive Summary is a short (2-4 pages) recapitulation of the DCR document. The Summary
should address the following key topics:

Purpose and Need of the Project.

Alternatives Evaluated.

Recommended Design Concept.

Major or Controversial Issues.

Estimated Cost.

Conclusion.

It is not necessary to address every aspect or technical consideration that is discussed in the main
body of the report. The summary should focus on items presented in the report that are of critical
interest to ADM such as an accurate concise description of the recommended design concept and
the estimated cost. It should be clearly stated how the recommended design responds to the
purpose and need of the project. Both the major benefits (e.g. improved traffic circulation,
improved intersection safety) and the adverse impacts (e.g. displacement of coastal vegetation)
should be summarized.

303

INTRODUCTION

The introduction is to prepare the reader for the subject matter that will follow in the body of the
report. It should only be a few paragraphs in length and should provide a brief description of the
project as well as the reason for preparing the Design Concept Report. The project description
should be very general and should identify the projects location, the agency/municipality in charge
of its implementation, and the source of funding that will be used for its design and construction. A
statement can also be included that identifies how the project fits into the overall transportation
infrastructure of the area.

304

TRAFFIC ANALYSIS

All highway projects are subject to the approval of the DoT in terms of the traffic implications of the
scheme. As part of this process, project information is to be submitted to the DoT as an initial
application, which will be used to establish whether a Transportation Impact Study (TIS) is
required and if so, the required extent of the study area. This will also define the requirements for
traffic counts.
The collection of traffic data and the traffic projection procedures are discussed in Part 1 - Section
203.03, Traffic Data Collection. The data will be used to analyze and shape the various
alternatives and geometrics. This is an iterative process that results in identification of the number
of through lanes, auxiliary lanes, turning lane requirements including storage lengths, signal
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warrants, level of service and capacity. Schematic diagrams of the roadway segments and
intersections should be used to display the data. This information will be presented in the DCR
along with a summary of the project traffic data including current and forecast ADT values, peak
hour and peak hour directional splits and percentage of trucks.
Traffic signal recommendations will be included in the report. For each signal location, the
following information should be provided:

Phasing Diagram.

Controller Equipment.

Detection Requirements.

CCTV.

Interconnection.

Power Source.

Note that traffic signals are the responsibility of the DoT and as such these proposals require the
review and approval from DoT.
On all projects where the primary justification, or an important justification, of the project is to
improve safety, the DCR should include accident history data and an analysis of the causes of
the accidents as well as a collision diagram. Estimates should be made of the accident
reductions expected if the improvement proposal (or alternatives) is built. The monetary value of
the accident savings should be calculated over the design period of the project (normally 20
years where geometric improvements are proposed).
A summary of the traffic analysis shall be included in the body of the DCR. The complete report
shall also be included as a separate Appendix.

305

DESCRIPTION OF ALTERNATIVES

In consultation with ADM, the engineer shall develop alternatives to be evaluated that respond to
the project purpose and need to varying degrees. The alternatives identified may include separate
horizontal alignments, profile variations, typical section concepts, etc., that can be evaluated in a
matrix form to qualitatively and quantitatively review the alternatives to identify major differences.
The engineering, social, economic and natural environmental impacts for each alternative under
consideration must be addressed.
The horizontal alternative alignments will be displayed on aerial photographs for evaluation of
associated impacts. The sheets will show the proposed centreline, stationing, proposed structures,
edge of pavement lines, utilities and affected properties, at a scale that is appropriate to the project
length and character.
A cost estimate will be prepared for each alternative and include:
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Construction costs.

Utility relocation works costs.

Land acquisition costs.

At this point, meetings will be held with various Municipality and Government Departments that
have a vested interest in the project. The engineer will present the alternatives, review the
evaluation criteria and matrix form and discuss merits and adversities of the different alternatives.
Comments and direction received at the meeting(s) will be factored into the alternatives evaluation
matrix.
Finally, the analysis will conclude with a discussion of the evaluation criteria for each matrix
parameter, input/direction received concerning the project and a summary discussion of the
advantages and disadvantages of each alternative studied. This will be followed by the engineers
recommended alternative with supporting justification for the selection.

306

DESIGN DATA

This section will document the design criteria associated with the recommended design concept
and specifically identify any exceptions from the minimum criteria established for the roadway
classification.
It is very important that sufficient detail is included in the DCR so that future revisions to basic
design features and project scope are kept to a minimum.
The following basic design criteria established in Part 2 - Roadway Design, shall be included:

the functional classification of the road, as per Part 1 - Section 100, General Information.

the minimum design speed(s), minimum horizontal/vertical curve radii, minimum sight
distances (passing and stopping), maximum superelevation and other design requirements
associated with the classification of the road;

the actual design speed(s), horizontal/vertical curve radii, sight distances (passing and
stopping), superelevation, etc., used for the project;

lane width, shoulder width and bridge width on the project;

cross slope and grade;

horizontal and vertical alignment (actual);

horizontal and vertical clearance; and,

bridge structural capacity.

The design exceptions identified shall be prepared in a Fact Sheet format as described in Part 2 Section 100, General Design Criteria.

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307

TYPICAL SECTIONS

The typical roadway cross sections and the dimensions of the lanes, shoulders, median(s) for both
the mainline and all ramps are to be identified. The number of typical sections will depend on the
number of significantly different roadway/pavement structure conditions. At a minimum, at least
one section should be provided which depicts all facilities within the limits of the right-of-way (i.e.,
ramps, frontage roads, drainage channels, etc.).
The type of roadway section, i.e., cut or fill, number of lanes, shoulders, pavement structural
section, cross slopes, and any retaining walls are also to be included. Drawings that illustrate this
information are to be included in the Appendix to the DCR.

308

GEOMETRICS

The alignment, profile, and number of traffic lanes, including through lanes, auxiliary lanes, turning
lanes and ramp lanes are to be plotted on an appropriately scaled plan. A scale of 1:1,000 should
be used for urban projects, unless otherwise agreed with ADM. The alignment should be displayed
on an aerial base and the corresponding roadway profile shown below in a split sheet format.
The text in this section should include a narrative description of the geometrics, constraints,
controlling factors, drainage considerations and reference to the design exceptions. The plans are
to be attached as an appendix to the DCR.

309

INTERCHANGE / INTERSECTION CONFIGURATION

The various types of traffic interchanges are described in Part 2 - Section 500, Grade Separated
Interchanges. The discussion in this section should identify the site and project considerations
which led to the selection of the interchange and intersection type.
The site considerations include:

Constraints imposed by the existing and nearby transportation facilities.

Proximity of adjacent interchanges.

The standards and arrangement of the local street system including traffic control devices.

Right of way controls.

Local planning.

Community impact, and cost topography.

The project considerations include:

Speed, volume, and composition of traffic to be served.

The number of intersecting legs.

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Crossing and turning conflicts.

Safety considerations.

Cost.

The interchange/intersection alternatives should be evaluated as a part of the alternatives analysis


described in Part 1 - Section 305, Description of Alternatives, when viable options are identified for
the particular project. This is especially true for freeway and urban expressway projects where the
Interchange/Intersection type has a significant impact on the project character, capacity and cost.

310

PARKING STUDY

In accordance with Part 1 - Section 202.02.13, Parking Requirements, a parking study shall be
prepared and included as part of the DCR.
The results of the study shall be summarized in the body of the DCR, with the entire study
included in the Appendix.
The summary of the results shall include:

Existing parking demand.

Anticipated parking demand.

Resulting parking shortfall (or excess).

Alternatives as to how the project can provide adequate parking.

Cost comparison of parking alternatives.

Economic impact of inadequate parking.

If required by the roadway classification, the need for off-street parking facilities.

Costs and right-of-way requirements associated with each of the above alternatives.

Recommended alternative to meet the anticipated parking demand.

Conceptual design of the recommended alternative (see Part 2 - Section 211, Parking).

Note that the requirements for parking should be in accordance with the latest guidelines published
by the DoT and that all parking proposals shall be approved by the DoT.

311

HYDROLOGY AND HYDRAULICS

The requirements associated with hydrology and hydraulics can be found in the separate ADM
publication Roadway Design Manual - Drainage.
The Design Concept Report shall include a separate section (study) for drainage design concepts,
which shall also include, when required, separate reports for flood plain encroachment and major
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waterway crossing studies.


The drainage design concepts section shall address the following items:
Planning consideration for the overall watershed considering the project and other existing
and future development.
Assessment of existing and future conditions affecting drainage areas, flow patterns, and
flood levels.
Estimate of future development and its effect on flows and flood levels.
Drainage map showing topographic features, watershed boundary, slope contours,
drainage areas, existing drainage systems, proposed cross-drain locations (including peak
flow volume, design high water elevation and culvert size) and proposed conveyance
systems (pipes and channels including flow direction, sizes and peak flow volume)
Hydrology calculations for drainage area intercepted by the project to include peak runoff
volume flow rates from each drainage area.
Proposed concepts for disposal of storm water.
Design criteria, procedures, methodology, and assumptions for analysis and design.
Proposed concepts for handling and disposing of storm water during construction.
Recommended size and location of cross drainage structures and channels, including
design high water elevation that might affect the road profile grades or the roadway
location.
Proposed concepts for on-site roadway drainage collection, detention, and outfall locations.
Separate Flood Plain Study Report where the roadway encroaches on flood plains either
longitudinally or transversely.
Bridge Location and Hydraulics Report for bridge or large box culvert waterway crossings.

312

SUBSURFACE INVESTIGATIONS

Once the project location, horizontal and vertical alignment and structure requirements have been
generally defined, the engineer will formulate a subsurface exploration and testing program. The
objective of the exploration program is to provide specific subsurface information along successive
design sections or reaches of the project. The data will allow some basic judgments to be made,
i.e. the most suitable type(s) of foundations for structures and recommended pavement designs to
be developed during the design phase.
In the case of either the structure borings or roadway borings, the geotechnical program will serve
to reveal the type, severity and extent of geotechnical design problems.
The Geotechnical Report will assemble the results of the subsurface exploration program, analyze,
and make geotechnical engineering recommendations using the field boring and lab test data. This
will be presented in an engineering report, prepared by the engineer for the project and included in
the Appendix (refer also to Part 3 - Section 700, Geotechnical for more details). The results will be
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summarized in the DCR.


The report is to contain the following information:

Summary of previous geotechnical investigations.

Description of the program undertaken to identify geotechnical and subsurface elements


which affect project design.

Results of surface visual observations.

Groundwater data.

A summary of the information obtained from and the location diagram of the soil borings.

The general description of the subsurface geological strata obtained from the soil borings,
including any areas of unacceptable soil conditions.

Particle size analysis and potential for scour.

Results of any material testing.

Analysis and recommendations for embankment construction including settlement and


surcharging.

Analysis and preliminary recommendations for pavement structural section and


foundations.

Physical and chemical soil stability testing and analysis.

Preliminary assessment of safe slopes.

Selection of suitable foundation system alternatives.

Preliminary and simplified analysis and computations may need to be carried out to
arrive at initial conclusions on selection of foundations and slope systems.

Suggest ground improvement method and suitable alternatives.

313

BRIDGE TYPE SELECTION

Selection of the most suitable type of structure involves investigating alternative superstructure,
substructure and foundation types including variation of span length and structure depth to
determine the best bridge type and arrangement for a particular site. This is an iterative phase
where assumptions must be made and later verified or modified during the design process.
Detailed design should not be performed at this stage unless it is necessary to confirm the
adequacy of a concept. When performing the concept studies the following design objectives shall
be considered as a minimum:

Safety

Serviceability
-

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Inspectability

Maintainability

Rideability

Utilities

Deformations

Consideration of Future Widening

Constructability

Economy

Bridge Aesthetics

Plans and sketches should be made of the various alternatives investigated and included in the
report.
Both the vertical and horizontal clearances should be checked to ensure that adequate clearances
are provided. Inadequate vertical clearance will necessitate a change in either profile grade or
superstructure depth while inadequate horizontal clearance may necessitate a change in span
length.
The geotechnical aspects of the site should be considered since the foundation type and
associated cost may influence the type of bridge selected. An initial (stage one) subsurface
exploration and testing program will be performed in parallel as described in Part 1 - Section 312,
Subsurface Investigations, and will be used to determine foundation type and costs.
Traffic requirements must be investigated including any detours or phasing requirements. These
requirements will be addressed in the discussion detailed in Part 1 - Section 321, Construction
Staging.
The above guidelines describe the process during the conceptual design stage. The requirements
for other stages are detailed in the ADM Consultant Procedure Manual, Section 2.3 Design
Process, which also includes the Project Submission Requirements Form (Table 2-1).
313.01

BRIDGES OVER WATERWAYS

For waterway crossings, coordination with the project drainage requirements will be necessary.
The designer should obtain the Initial Drainage Report and thoroughly review the contents before
starting the analysis of alternatives. For navigable crossings, the channel width, vertical clearance,
pier protection and navigational aids should be investigated and agreed.
313.02

WIDENINGS / REHABILITATION

On projects involving widening, in addition to the requirements for new bridges, the following items
should be investigated:

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The existing structure should be checked for structural adequacy.

The condition of the existing deck joints

The condition of the existing bearings.

The condition of existing diaphragms on steel girder bridges.

The existing foundations.

The existing waterway opening, vertical and horizontal clearances.

The need for adding approach slabs.

The adequacy of existing bridge rail.

When the above items have been investigated, concept design can proceed by studying
alternatives. Possible alternatives include: widening to one side, widening symmetrically on both
sides or replacing the bridge with a new structure. Approximate costs based on preliminary
quantities and unit costs associated with each solution will be required.
313.03

BRIDGES AND HIGHWAY STRUCTURES CONCEPT REPORT

The Bridges and Highway Structures Concept Report is prepared in the concept design phase,
describing the structural design options considered and summarizing the findings of the
geotechnical and initial drainage studies. Generally three or more alternative conceptual structural
solutions should be assessed, based on the criteria listed in Part 1 - Section 313, Bridge Type
Selection, and also the requirements specified in the various sections of Part 3 Structure Design.
Ultimately, one of these options should be recommended for ADM approval.
For large or sensitive projects, approval by the Executive Council or higher authority will also be
required. These may be individual or joint discussions as dictated by the size, location, complexity,
and sociological, economical, ecological and environmental demands of the project.
Through these discussions a structure with architectural features that are compatible with
structural, safety and site requirements can be developed.
The completed Bridges and Highway Structures Concept Report shall include general conceptual
plans of the bridges proposed on the project. These plans reflect the bridge geometrics,
architectural themes, substructures and types of foundations. A complete discussion of the costs
and feasibility of alternate designs must be included. This is especially important for unusual and
major structures.
The results of the bridge type selection process will be summarized in the DCR, and should
thoroughly discuss the factors that influenced the selection of the preferred alternative. This should
include the following structural considerations:

Foundation Type

Substructure

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Superstructure

Architectural Features

Vertical and Horizontal Clearance

Other Key Factors (as specified in the relevant checklist in the ADM Quality Control and
Quality Assurance Procedures manual).

The General Plan shall be included in the Drawings (A3 size) that will accompany the DCR.

314

TUNNEL SELECTION CRITERIA

There are a number of principal types and methods of tunnel construction. These are cut-andcover, bored or mined tunnels, rock tunnels, soft ground tunnels, immersed tunnels and jacked
box tunnels. The Technical Manual for Design and Construction of Road Tunnels - Civil
Elements, US Department of Transportation Federal Highway Administration, Publication No.
FHWA-NHI-10-034, December 2009 provides details and uses of the different type of tunnels.
The preliminary choice of tunnel type, during the conceptual design stage, can be dictated by the
general ground conditions, as illustrated in Figure 300.02 below:

Planning / Route
Selection

Water

Immersed
Tunnel

Rock Tunnel

Land

Bored Tunnel

Soft Ground
Tunnel

Difficult Ground
Tunnel

Cut and Cover


Tunnel

SEM Tunnel

SEM : Sequential Excavation Method

Figure 300.02
Preliminary Road Tunnel Type Selection Process

The final selection of a tunnel type depends on the geometrical configurations, the ground
conditions, depth of cover to the tunnel, the type of crossing, the anticipated ground movements
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during construction and environmental requirements. Therefore, it is important to perform the


tunnel type study as early as possible in the planning process and select the most suitable tunnel
type for the particular project requirements.
Determining the suitable type of tunnel at selected locations will depend on, but not be limited to,
the following:

Defining the functional requirements, including design life and durability requirements.

Evaluation of available investigations including geological, geotechnical and geohydrological data.

Evaluation of the environmental, cultural and institutional studies.

Tunnel alignment, profile and cross section.

Outcome of risk analysis and associated mitigation measures to identify construction and
long term risks.

Tunnel alternatives shall also be included in the Bridges and Highway Structures Concept Report.
This should include information used to confirm tunnel options considered, available and additional
investigations, results of geotechnical assessment, risk and environmental assessments and
recommendations. The assessment should include conceptual structural arrangements.
The choice of tunnel type requires the approval of ADM. The level of necessary approvals will be
dictated by the size, location, complexity, sociological, economical, ecological and environmental
demands of the project.
The Consultant should take additional care to ensure that proposed tunnels do not impact
negatively on existing structures in the vicinity of the project. Additional analysis should be
conducted to ensure that any proximity or interface with such structures does not impart any
detrimental effect.

315

UTILITY IMPACT ANALYSIS

Utility impacts are a key project issue, especially within existing transportation corridors. Data
collection and coordination with the various agencies/departments is discussed in Part 1 - Section
200, Design Concept Development. The second phase of work includes analysis of the existing
and proposed utilities with respect to each alternative in order to permit estimation of costs and
evaluation within the alternatives matrix.
Utility corridors including proposed Service Reservations should be identified and indicated on the
typical sections and roadway plans included in the DCR. For urban projects, the location of service
reservations will affect the roadway geometrics including parking areas, green areas and the
proposed pavement surfacing.
The DCR will include a thorough discussion of the utility impacts and a tabulation of the existing
utility inventory as follows:

Item Number

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Owner

Description

Station

Location

Status

Remarks

The DCR will summarize the impacts for each major utility (water, sewer, telephone, irrigation,
electrical, etc). The responsibility for design and construction of the facilities will be addressed.
Schematic plans showing the major existing and proposed utilities should be prepared and
included in the drawings section. Recommendations will be given for general utility relocation
schemes and for resolution of specific utility conflicts. Associated utility costs will be included in the
concept cost estimate.
For larger projects a separate Utility Report should be prepared and included as an Appendix to
the DCR.
Reference shall also be made to the latest version of the UPC Utility Corridors Design Manual
(UCDM) for further guidance.

316

SOCIO - ECONOMIC ANALYSIS

An analysis and discussion of the socio economic data, as per the requirements described in Part
1 - Section 202, Environmental Factors Influencing Design, shall be included in the DCR. Each of
the topics covered in the abovementioned section shall be included or, if not relevant, it should be
so stated including the reason why it is not relevant.
For any of the topics which are not relevant, prior approval from ADM is required to exclude the
issue from the DCR. The required information as to the reasons why topics are not relevant shall
be summarized in a concise Technical Memorandum accompanied by supporting documentation
as necessary. ADM shall make a determination as to the relevance of the topic based on this
information. The Technical Memorandum and supporting documentation is to be included as a
separate appendix in the DCR.
The above information may also be obtained from the Environmental Impact Assessment Report,
where applicable.

317

AGRICULTURE IMPACT

Agricultural resources are important to mans survival and therefore must be preserved to the
greatest extent possible. The Consultant shall identify the potential impact that the proposed
project alternatives may have on these resources within the study area. Primarily, this involves
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determining whether or not the project will directly impact (i.e. irreversibly commit) land that is
presently used for agricultural purposes. In the description of impact, the Consultant shall identify
whether the land is actively farmed or fallow as well as the types of crops that would be affected.
Impacts will be quantified in hectares. Indirect impacts will also be identified and described. These
may include, but are not limited to, the potential disruption of the existing irrigation system or
pollution of nearby agricultural lands from untreated stormwater runoff. Impacts associated with
each project alternative will be compared and the alternative with least agricultural impact shall be
identified if such an alternative exists.
The above information may also be obtained from the Environmental Impact Assessment Report,
where applicable.

318

PUBLIC FEEDBACK

Public involvement is an important aspect in the overall success of a project. At the onset of the
project, the consultant shall develop a Public Involvement Plan that will establish the approach to
be used to coordinate project planning and details with the public. In addition to keeping the public
informed of the project, the plan will also provide the public with the opportunity to comment at
various stages of project development. By soliciting and actively considering public input, the
Consultant is more likely to produce a design that is economically feasible and acceptable to the
public.
This section of the DCR should briefly describe the elements of the Public Information Plan,
including the location and scheduling of public information meetings, workshops and consensus
building sessions, or any other forums aimed at soliciting public input. A summary of the primary
issues raised by the public should be presented along with a discussion of how these issues have
been addressed during the development of the project, and whether or not consensus has been
reached. A file should be maintained as backup for each public meeting that contains a list of
participants and the issues raised.

319

SIGNING AND PAVEMENT MARKINGS

Signing concept plans will be developed to show the major guide signs required for the proposed
facility in accordance with the ADM Traffic Control Devices Manual. It may be necessary to
include signing outside of the project limits. New signs or modifications required to existing signs
shall be clearly identified. The signing requirements shall be displayed on a reduced scale version
of the project geometrics sufficient to show the required detail. Proposed guide signs should be
illustrated graphically with arrows pointing to the sign location. Signing requirements associated
with the construction staging/detour scheme should also be discussed.
The signing and lighting concept plans will be included in the drawings section of the DCR.

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320

LIGHTING CONCEPTS

This section should begin with a discussion of the design criteria that governs the location of
lighting, the type of lighting relevant to the roadway classification or route and the method of
illumination analysis. Applicability or conformance to existing Master Lighting Plans must be
considered. Alternative types of lighting such as high mast at major interchanges should also be
addressed. The typical spacing between light sources, and the compatibility with adjacent or
intersecting lighting system will be shown and illustrated on schematic plans.

321

CONSTRUCTION STAGING

Maintenance of traffic during construction can have a significant effect on the surrounding traffic
system, in terms of public convenience, design, cost and the duration of construction. The DCR
shall include a discussion as to how construction of the project will be staged including:

Number of Stages

Erection of Falsework

Anticipated Detours

Duration of each Stage

The final design plans will generally be prepared in conformance with staging described in the
DCR.
In accordance with the Urban Work Zone Traffic Management Manual, traffic management plans,
work zone practices, markings and signing are to be submitted at the relevant design stages and
pre-construction stage to the Abu Dhabi Road Safety Unit (RSU) and Traffic Services Section
(TSS) for review and approval.

322

COST ESTIMATE

The DCR concept cost estimate must be as realistic and accurate as possible. The degree of effort
and detail for each project is expected to vary depending upon the complexity and sensitivity of the
project-related issues.
The concept cost estimate should be prepared using the Concept Project Cost Estimate form
(Figure 300.03) to summarize the individual bills. This is intended to standardize the format and
type of items that need to be considered in the project, consistent with the Standard Specifications.
Similar forms must be developed for each bill section to back-up the summary, including the
estimated quantities and unit prices. It is important that all known items of work be identified and
estimated. In some instances, not all of the items can be identified at this stage and an appropriate
contingency factor should be applied to reflect possible increases such as modification of the
project limits or adding decorative features.

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CONCEPT PROJECT COST ESTIMATE


SUMMARY OF BILLS OF QUANTITIES
AMOUNT IN FIGURES

BILL
NO.

BILL DESCRIPTION
Dh

GENERAL

II

EARTHWORKS

III

SUBBASE AND BASE COURSES

IV

ASPHALT WORKS

CONCRETE WORKS

VI

STORM WATER DRAINAGE SYSTEM

VII

WATER WORKS

VIII

PRESTRESSED CONCRETE WORKS

IX

TRAFFIC MARKINGS AND SIGNS

SITE LABORATORY

XI

CONCRETE PILE FOUNDATIONS

XII

METAL WORKS

XIII

POST-TENSIONED CONCRETE

XIV

EXPANSION AND FIXED JOINTS

XV

IRRIGATION WORKS

XVI

LIGHTING AND ELECTRICAL DISTRIBUTION WORKS

XVII

TRAFFIC CONTROL SYSTEM

XVIII

DAILY WORKS SCHEDULE

XIX

TELEPHONE WORKS

XX

SEWERAGE WORKS

XXI

STREET FURNITURE

XXII

SOFT LANDSCAPING

XXIII

HARD LANDSCAPING

XXIV

ARCHITECTURAL WORKS

Fs

TOTAL ESTIMATED COST


Note: Enabling works to be included in Bill No. II Earthworks.

Figure 300.03
Cost Estimate Worksheet

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323

CONCLUSIONS / RECOMMENDATIONS

This section will include conclusions, recommendations, and their associated costs. The name and
title of the Project Engineer responsible for the preparation of the DCR as well as the Abu Dhabi
City Municipalitys Engineer who served as the ADM Representative shall also be indicated.

324

APPENDIX

This section will be used for appending Technical Memorandums and the complete detailed
studies or reports as directed by ADM. Examples of these are as follows:

Utilities Report.

Traffic Analysis Report.

Lighting Report.

Bridges and Highway Structures Report.

Pavement Design Report.

Initial Drainage Report.

Geotechnical Report.

325

DRAWINGS

The drawings prepared to illustrate and define the design concept should be presented in A3
format as Volume II of the written report which is bound separately in A4 format. The drawings
should include the following:

Typical Sections.

Alternatives.

Structure/Bridge/Tunnel General Plans.

Roadway Plan/Profile.

Signing and Lighting Concept Plans.

Utilities.

Drainage.

Architectural Renderings.

Construction Staging Schematics.

Other project specific plans as require.

Fact Sheet - Design Exceptions.

Parking Study.

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PART 2 ROADWAY DESIGN

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SECTION 100 : GENERAL DESIGN CRITERIA

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PART 2 - ROADWAY DESIGN


SECTION 100 - GENERAL DESIGN CRITERIA
101

DESIGN SPEED

Design speed establishes specific minimum roadway design criteria. The design elements
influenced by design speed include vertical alignment, horizontal alignment and sight distance.
Design speed relates indirectly to other elements such as pavement and shoulder width, and
horizontal clearance.
Design speed is influenced by terrain, economic considerations, environmental factors, type and
volume of traffic, roadway functional classification and adjacent land use.
The posted speed limit (posted speed) is a function of the design speed and is usually specified as
one step below the design speed. Hence, a roadway with a design speed of 120 kph would
normally have a posted speed of 100 kph.
Drivers expect consistent design speeds for adjacent roadways or roadways with similar
characteristics. A driver in a mountainous area would expect to travel more slowly than a driver
crossing the open desert. Further, the driver crossing the open desert expects the operating speed
(normal travel speed) to be similar for a divided road or a two-lane roadway. Normally, the design
speed difference between adjacent segments should not exceed 10 kph.
A roadway carrying a large traffic volume may justify a higher design speed than a less important
facility in similar topography, particularly where the savings in vehicle operation and other costs are
sufficient to offset the increased cost of right-of-way and construction. However, a lower design
speed should not be assumed for a secondary road where the topography is such that drivers are
likely to travel at high speeds.
Subject to the above considerations, as high a design speed as practical should be used. The
design speed for any section of roadway should be a constant value. However, during design,
situations may arise in which engineering, economic, environmental or other considerations make it
impractical to provide the minimum elements established by the design speed. Examples include
partial or brief horizontal sight distance restrictions, like those imposed by bridge rails, bridge
columns, retaining walls, sound walls, cut slopes and median barriers.
In addition, the selected design speed should be consistent with the operating speeds that are
likely to be expected on a given roadway. Drivers and cyclists adjust their speed based on their
perception of the physical limitations of the highway and its vehicular and bicycle traffic. In addition,
cycling and walking can be encouraged when cyclists and pedestrians perceive an increase in
safety due to lower design speeds. Where a reason for limiting speed is obvious to approaching
drivers or cyclists, they are more apt to accept a lower operating speed than where there is no
apparent reason for it.

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The cost to correct such restrictions may not be justified. Technically, this will result in a reduction
in the effective design speed at the location in question. Such technical reductions should be
discussed and carefully considered before being accepted.
Design speed may be lowered, especially in densely developed urban areas. Design speeds
applicable to special projects will be established by ADM. Desirable design speeds, as related to
roadway classifications, are shown in Table 100.01 below.
Table 100.01
DESIGN SPEEDS FOR URBAN ROADS
Location

Classification

Typical Number
of Lanes

Posted Speed
(kph)

Design Speed
(kph)

Boulevard

3+3

60

80

Avenue

2+2

40 - 50

60

Street

1+1

30

40

Access Lane

1+1

20

30

Freeway

4+4

120

140

Expressway

3+3

80 / 100

100 / 120

Collector

2+2

60 / 80

80 / 100

Access Road

1+1

40 / 60

60 / 80

Urban

Rural

102

DESIGN VEHICLES

Design vehicles represent the vehicles which must be regularly accommodated at junctions without
encroachment into the opposing traffic lanes. Design vehicles applicable to the USDM street family
descriptions are provided below in Table 100.02.
Table 100.02
DESIGN VEHICLE TYPES
Roadway
Classification

Urban Roads

Rural Roads

Boulevard

Freeway

Avenue

Expressway

Street

Collector

Access Lane

Access Road

Primary
Secondary

Design Vehicle

WB-12

Single Unit Bus/Truck (SUM) *


Local

Note:
*City-Bus M for streets with designated public bus routes.

For further information on the above design vehicles, refer to Part 2 - Section 405 of this manual.

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Other design vehicles may also need to be considered, including speed control vehicles, control
vehicles and non-motorised vehicles, depending on specific project requirements. Refer to the
USDM for further details.

103

DESIGN TRAFFIC

103.01

DESIGN PERIOD

Geometric design of new facilities should be based on estimated traffic 20 years after completion
of construction, unless otherwise directed by ADM.
Safety, resurfacing, restoration, rehabilitation and operational improvement projects should be
designed using current traffic volumes, with consideration for future growth.
103.02

RELATION TO DESIGN

The design designation is a simple, concise expression of the basic factors controlling the design of
a given roadway. The following is an example of this expression:
ADT (2015)
ADT (2035)
DHV
where:
ADT (2015)
ADT (2035)
DHV
D
T

=
=
=
=
=

= 9,800
= 20,000
= 3,000

D = 60%
T = 12%
V = 110 kph

Average Daily Traffic (vehicles) for the construction year.


Average Daily Traffic (vehicles) for the target future design year.
Two-way Design Hourly Volume (vehicles).
Percentage of the DHV in the direction of the heavier flow.
Character of the traffic. This is expressed by the truck increment (T), as a
percentage of the DHV (excluding recreational vehicles).
Design speed (kph).

Within a project, one design designation should be used except when:


(a) The design hourly traffic warrants a change in the number of lanes, or
(b) A decided change in topography dictates a change in design speed.
The design designation should appear on the typical cross section for all new roadway construction
projects.

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104

ROADWAY CAPACITY

104.01

DESIGN CAPACITIES (VEHICLES)

104.01.01 Introduction
Design capacity is the maximum volume of traffic for which a projected roadway can provide a
selected level of service. Design capacity varies with a number of factors, including:

Level of service selected.

Width and number of lanes.

Weaving sections.

Shoulder width (if present).

Grades.

Horizontal alignment.

Operating speed.

Lateral clearance.

Side friction generated by parking, driveways, intersections and interchanges.

Volumes of trucks, buses, recreational vehicles, bicycles and pedestrians.

Percentage of trucks, buses and recreational vehicles.

Spacing and timing of traffic signals.

Design capacity is based on the factors above, design year traffic and operation at a specified level
of service (LOS).
Broadly defined, in terms of traffic flow, LOS A is associated with free flow traffic; LOS B indicates
reasonable free flow; LOS C is stable operation; LOS D is the lower range of stable flow; LOS E is
unstable flow; and LOS F indicates forced flow.
Design levels of service for various conditions are shown in the following tables. The highest
feasible LOS should be selected and used for design, except where unreasonable costs or
environmental constraints would dictate a lower LOS.
104.01.02 LOS Definitions for Urban Roads
LOS definitions for urban roads are given in Table 100.03. The worst of the average speeds and
volume/capacity (v/c) ratio should be used to determine the LOS. For planning applications, LOS
A, based on posted speed limits, is desirable. For operational analysis, LOS D is considered as
the limit of acceptable urban area operation and remedial works would be needed if this is not
met.

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Table 100.03
LOS Definitions for Urban Roads
Measure of Performance
Level of Service
(LOS)

Average Speed (kph)


Arterial

Collector

Local

Volume/Capacity
(v/c) Ratio

> 72

> 50

> 41

0.0 - 0.6

56 - 72

39 - 50

32 - 41

0.6 - 0.7

40 - 56

28 - 39

23 - 32

0.7 - 0.8

32 - 40

22 - 28

18 - 23

0.8 - 0.9

26 - 32

17 - 22

14 - 18

0.9 - 1.0

< 26

< 17

< 14

> 1.0

Source: Abu Dhabi TIA Guidelines, DoT

104.01.03 LOS Definitions for Freeway and Multi-Lane Rural Roads


The LOS definitions for links are given in Table 100.04. This is based on link density as measured
in terms of passenger cars per kilometre per lane (pcpkpl). LOS D is acceptable for both planning
and operational application in urban settings. In rural areas, LOS C is desirable, although LOS D
may be acceptable on recreational routes and where weekend peaks are the defining movements.
Table 100.04
LOS Definitions for Freeway and Multi-Lane Rural Roads
Level of Service
(LOS)

Measure of Performance
Freeway Density
(pcpkpl)

Multi-Lane Rural Roads


Density (pcpkpl)

0-7

<8

7 - 15

8 - 15

15 - 20

15 - 20

20 - 35

20 - 23

35 - 50

23 - 25

> 50

> 25

Source: Abu Dhabi TIA Guidelines, DoT

104.01.04 LOS Definitions for Merge / Diverge and Weaving Sections


The LOS definitions for merge/diverge and weaving segments are given in Tables 100.05 and
100.06 below and are based on the link density as measured in terms of passenger cars per
kilometre per lane (pcpkpl). LOS D is acceptable for both planning and operational applications.

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Table 100.05
LOS Definitions for Merge / Diverge Sections
Level of Service
(LOS)

Measure of Performance
Density
(pcpkpl)

Number of Stops
before Clearing

0-7

7 - 15

15 - 20

20 - 35

1-2

35 - 50

3-4

Demand exceeds capacity

Source: Abu Dhabi TIA Guidelines, DoT

Table 100.06
LOS Definitions for Weaving Sections
Level of Service (LOS)

Measure of Performance
Density (pcpkpl)

0-6

6 - 12

12 - 17

17 - 22

22 - 27

> 27

Source: Abu Dhabi TIA Guidelines, DoT

104.01.05 LOS Definitions for Signalised Intersections


LOS definitions for signalised intersections are given in Table 100.07. The LOS is based on delay,
intersection capacity utilisation and v/c ratio. Whichever parameter shows the worst conditions
determines the LOS to be used. At a planning level, LOS D is considered as the threshold in
urban areas. However, at an operational level, an intersection LOS E is acceptable within the CBD
with no individual movement operating worse than LOS E.

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Table 100.07
LOS Definitions for Signalised Intersections
Measure of Performance

Level of Service
(LOS)

Delay (seconds)

Intersection Capacity
Utilisation

Volume/Capacity
(v/c) Ratio

0 - 10

0.0 - 0.6

0.0 - 0.6

10 - 20

0.6 - 0.7

0.6 - 0.7

20 - 35

0.7 - 0.8

0.7 - 0.8

35 - 55

0.8 - 0.9

0.8 - 0.9

55 - 80

0.9 - 1.0

0.9 - 1.0

> 80

> 1.0

> 1.0

Source: Abu Dhabi TIA Guidelines, DoT

104.01.06 LOS Definitions for Priority Intersections and Roundabouts


LOS definitions for priority intersections and roundabouts are given in Table 100.08. The LOS is
based on stopped delay and intersection capacity utilisation. LOS D is an acceptable threshold for
priority intersections and roundabouts.
Table 100.08
LOS Definitions for Priority Intersections and Roundabouts
Measure of Performance

Level of Service
(LOS)

Stopped Delay (seconds)

Intersection Capacity Utilisation

0 - 10

0.00 0.55

10 - 15

0.55 - 0.64

15 - 20

0.64 - 0.73

20 - 35

0.73 - 0.82

35 - 50

0.82 - 0.91

> 50

0.91 - 1.00

Source: Abu Dhabi TIA Guidelines, DoT

104.01.07 LOS Definitions at Cycle Facilities


LOS definitions at cycle facilities are given in Table 100.09. The capacity of a cycle facility
depends on the number of effective lanes used by cycles. The performance measuring criteria
include speed, delay at intersections and percentage of hindrance. LOS A should be considered
acceptable for planning and operational analysis using any of the above measures of performance
criteria.

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Table 100.09
LOS Definitions for Cycle Facilities
Measure of Performance
Level of Service
(LOS)

Delay at
Intersections
(seconds)

Uninterrupted Flow
(% of hindrance)

Speed on Urban
Street (kph)

< 10

< 10

22

> 10 - 20

> 10 - 20

14 - 22

> 20 - 30

> 20 - 40

11 - 14

> 30 - 40

> 40 - 70

8 - 11

> 40 - 60

> 70 - 100

6-8

> 60

100

<6

Source: Abu Dhabi TIA Guidelines, DoT

104.01.08 LOS Definitions for Pedestrian Facilities


LOS definitions for pedestrian facilities are given in Table 100.10. Pedestrian service standards
are based on the freedom to select normal walking speeds, the ability to pass slow moving
pedestrians and the relative ease of cross and reverse flow movements at areas of pedestrian
concentration. The LOS criteria are based on delay experienced at intersections, density, speed
and flow rate. LOS A is considered desirable for planning and operational analysis using any of
the above measures of performance criteria.
Table 100.10
LOS Definitions for Pedestrian Facilities
Measure of Performance
Level of Service
(LOS)

Delay at
Intersections
(seconds)

Density
(sqm/ped)

Speed (m/s)

Flow Rate
(ped/m/minute)

< 10

> 3.3

1.33

23

> 10 - 20

2.3 - 3.3

1.30

23 - 33

> 20 - 30

1.4 - 2.3

1.20

33 - 49

> 30 - 40

0.9 - 1.4

1.10

49 - 66

> 40 - 60

0.5 - 0.9

1.00

66 - 82

> 60

> 0.5

0.50

> 82

Source: Abu Dhabi TIA Guidelines, DoT

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104.01.09 LOS Definitions and Standards for Public Transportation Services


LOS definitions for public transport services are given in Table 100.11. The LOS is based on
service frequency, headway and temporal coverage of the public transport services. LOS B should
be considered acceptable for planning and operational analysis using any of the above measures
of performance criteria.
Table 100.11
LOS Definitions for Public Transportation Services
Level of Service
(LOS)

Measure of Performance
Frequency
(vehicles/hour)

Headway
(minutes)

Span of Service
(hours)

> 6.0

< 10

19 - 24

4.0 - 6.0

10 - 14

17 - 18

3.0 - 4.0

15 - 20

14 - 16

2.0 - 3.0

21 - 30

12 - 13

1.0 - 2.0

31 - 60

4 - 11

< 1.0

> 60

0-3

Source: Abu Dhabi TIA Guidelines, DoT

105

CONTROL OF ACCESS

105.01

GENERAL

Control of access is achieved by limiting the number and location of roadway access points so that
the through traffic capacity or safety of the facility will not be significantly impaired. There are three
degrees of access control:
Full Access Control - Gives preference to through traffic by providing access only through
selected frontage/local roads and by prohibiting at-grade crossings or direct access from abutting
property.
Partial Access Control - Still gives preference to through traffic but permits some at-grade
crossings and some private driveway connections.
Approach Road and Driveway Regulations - Without access control, abutting properties are
permitted access to the roadway, but the number, location and geometrics are regulated.

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Table 100.12
CONTROL OF ACCESS BY ROAD TYPE
Location

Road Classification

Access Control Level

Boulevard
Partial Access Control
Avenue
Urban
Avenue
Approach Road and Driveway Regulations
Access Lane
Freeway

Full Access Control

Expressway
Rural

Full or Partial Access Control


Partial Access Control

Collector
Access Road

Approach Road and Driveway


Regulations

All roadways will have some degree of access control. The appropriate degree of access control by
roadway type is given in Table 100.12. More detailed guidelines for establishing the control of
access lines by roadway classification are presented in the following section.
105.02
105.02.01

ACCESS CONTROL DESIGN CRITERIA


Primary Roadways

The number of access openings on primary roads with access control should be kept to a
minimum. Plots which have access to another frontage or local road as well as primary road
frontage are not allowed primary road access. In some instances, plots fronting only on the primary
road may be given access to another local road by constructing suitable connections, if such
access can be reasonably provided.
With the exception of extensive primary road frontages, access openings are limited to one
opening per plot. Wherever possible, one opening should serve two or more plots. In the case of a
large primary road frontage under one ownership, the feasibility of limiting access to one opening
may be prohibitive, or the property may be divided by a natural physical barrier such as a wadi or
ridge, making it necessary to provide an additional opening. However, in the latter case, it may be
preferable to connect the physically separated portions with a low-cost structure or road rather than
permit two openings.
Access rights shall be acquired along interchange ramps to their junction with the nearest public
road, and shall extend to the end of the ramp taper (or at least 50m beyond the end of the kerb
return or ramp radius).

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In remote areas, infrequent access should be accommodated by providing locked gates. This will
only be considered for areas that are remote, infrequently used and have no other means of
access. Direct access must not be provided if it creates an unsafe condition. Turning movements
will be limited to right turns only and written approval must be granted by ADM.
105.02.02

Secondary Roadways (ADT > 2,500)

In general, the number of access openings shall be kept to a minimum for any facility. Additional
access may be necessary to satisfy a range of design issues and access requirements. The
following is a list of issues to consider when providing access points:
(1)

Emergency vehicles shall have a right to direct roadway access.

(2)

Private direct roadway access shall be permitted only when the property in question has no
other reasonable access to the local road system.

(3)

If feasible, plots fronting only on the roadway shall be given access to another public
road by constructing suitable connections.

(4)

Roadway access openings are limited to one per plot. Exceptions may be considered if they
do not affect roadway safety or operation and they are necessary for safe and efficient
property use.

(5)

In certain cases, a natural physical barrier such as a wadi or ridge may divide the plot. In this
case additional access openings may be warranted. However, it may be preferable to
connect the physically separated portions of the plot with a low cost structure or road rather
than permit multiple access openings.

(6)

Wherever possible, one access opening should serve two plots.

(7)

When the number of required access openings on one side of a divided roadway exceeds
three in 400m, a frontage/local road shall be provided. See Section 105.03, Use of Frontage
Roads, for further information.

(8)

Access openings on divided roadways shall not be permitted within 100m of a median
opening, unless the access opening is directly opposite the median opening.

(9)

Access approaches shall be limited to right turns only unless: (1) the approach has no
signalization potential and allowing left turns would significantly reduce congestion and safety
problems at a nearby intersection; or (2) there are no intersections, existing or planned, that
allow a U-turn; and (3) left turns can be safely designed without signalization.

(10) Access approaches with signalization potential and that require left turn movements must: (1)
meet the signalization requirements of the concerned authority, and (2) shall not interfere
with the location, planning, or operation of the general road system and nearby property
access.
105.02.03

Secondary Roadways (ADT < 2,500)

The primary function of these roadways is to provide reasonable and safe access to abutting
property. Access needs generally take priority over through traffic as long as roadway safety is not
compromised. Control of access is not obtained, but the location, number and geometric layout of
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access points must meet the following criteria:


(a)

The number of access approaches to a plot shall be controlled by safety and design
considerations and shall be separated by at least the stopping sight distance.

(b)

For safety reasons, frontage roads or parallel service roads are not permitted along two-lane
roadways because this results in the appearance of a divided roadway.

(c)

Left turns, if safety and design standards are met.

(d)

In urban areas with signalized intersections, the minimum spacing between access points
shall be that which is necessary for the safe operation and proper design of intersections as
specified in Section 400, At Grade Intersections (Junctions).

105.03
(1)

USE OF FRONTAGE ROADS

General Policy
(a)

Frontage roads are provided to:


Control access to the primary road, thus increasing safety.
Provide access to sectors.
Maintain continuity of the local road system.
Provide for non-motorized traffic that might otherwise desire to use the primary road.

(b)

Typically a frontage road is justified if the construction cost is less than the cost of
providing other direct access. Right-of-way considerations are often the determining
factor. Thus, a frontage road would be justified if the investment in construction and
extra right-of-way is less than either the severance damages or the cost of acquiring
the affected property. Frontage roads may be required to connect parts of a severed
property or to serve a landlocked plot resulting from right-of-way acquisition.

(c)

Direct access to the primary roads. However, when the number of access openings on
one side of the primary road exceeds three in 500m, a frontage road should be
provided.

(2)

New Alignment - Local roads are generally not provided on new primary road alignments,
since the abutting property owners never had legal right of access to the new facility. They
may be provided, however, on the basis of considerations mentioned above.

(3)

Existing Alignment - Where a primary road is developed parallel to an existing roadway or


local road, all or part of the existing roadway is often retained as a frontage or local road.
Frontage roads must be constructed to serve landlocked remainders or the remainders must
be purchased outright if other means of access cannot be provided. The decision whether to
provide access or purchase should be based on considerations of cost, right-of-way impacts,
road system continuity and similar factors to those discussed above.

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(4)

National Railway or Abu Dhabi Metro Rail System Crossings - Frontage roads either side
of a freeway or expressway on new alignment, owing to safety and costs factors, frequently
are terminated at the railway right-of-way. When terminating a frontage road at the railway
crossing, bicycle and pedestrian traffic still needs to have reasonable access through the
community. New railway level crossings and grade separations, and any relocation,
alterations of existing crossings must be cleared with the relevant authorities.

(5)

Frontage Roads Financed by Others - Frontage roads which are not an ADM responsibility
under this policy may be built by the ADM upon request of a local political subdivision, a
private agency, or an individual. Such a project must be covered by an agreement under
which the ADM is reimbursed for all construction, right-of-way and engineering costs
involved.

105.04

PROTECTION OF ACCESS RIGHTS

Access Control lines/limits shall be shown on the project right-of-way plans. Where possible, the
right-of-way line and control of access line should be coincident.
For proper control of access, fencing or other approved barriers shall be installed on all controlled
access roadways, located on the control or access line where appropriate.
105.04.01

Relation of Access Opening to a Median Opening

Access openings should not be placed within 100m of a median opening, unless the access
opening is directly opposite the median opening.
105.05

MAINTAINING LOCAL COMMUNITY ACCESS

When planning and designing a new primary road, the designer needs to consider the impacts of
an access controlled facility on the local community. Closing local road connections may negatively
impact on access for pedestrians, cyclists and equestrians. A new facility may inadvertently sever
local non-motorized access creating long, out of direction travel. Designers need to coordinate with
local agencies for access needs across an access controlled facility.
105.06

PEDESTRIAN FACILITIES

105.06.01

General Policy

Pedestrians, unless restricted by law, are allowed to use conventional highways and some primary
roadways for transportation purposes. Connections between different modes of travel should be
considered when designing highway facilities, as all people may need to walk to a transit-based
facility.
Design guidance associated with pedestrian facilities is as follows:

Ensure walkways are free from unnecessary obstacles and clutter.

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Ensure no stepped changes in level. Wherever feasible, adopt walkway crossovers with
pedestrian ramps and dropped kerbs at residential driveways to provide continuous
walkways.
Do not locate utility equipment at ground level relocate wherever feasible. Use inset
covers to integrate utility inspection covers/chambers with the pedestrian surface.
Any building features (such as ventilation shafts, special lighting, sign boards, etc.) shall
not obstruct pedestrian routes.
Primary sidewalks/walkways should be 60% shaded.
Rest areas should be located along primary sidewalks/walkways.
Ensure appropriate lighting along the street.
All paths should be suitably illuminated adopting pedestrian-scale lighting.
Adhere to the principles of universal design.

Refer to Part 2 Section 208 for further details.


105.06.02

Sidewalks and Walkways

The design of sidewalks and walkways varies depending on the setting, standards and
requirements of local agencies. Further pedestrian facilities advice is given in the Abu Dhabi
USDM.
Traffic volume/pedestrian warrants for sidewalks or other types of walkways along highways have
not been established. In general, whenever the roadside and land development conditions are
such that pedestrians regularly move along a highway, those pedestrians should be furnished with
a sidewalk or other walkway, as is suitable to the conditions. Sidewalks are typically within the
public right-of-way and pedestrian facilities should be provided on the relevant roadways.
(1)

Replacement in Kind - Where existing sidewalks are to be disturbed by highway


construction, the replacement applies only to the frontages except:
(a) as part of a right-of-way agreement.
(b) where the safety or capacity of the highway will be improved.

(2)

Conventional Highways - The roadway cross section usually provides areas for
pedestrians.

(3)

Primary Roads and other Controlled Access Facilities - Sidewalks should be built across
the primary road right-of-way on overpasses and through underpasses where necessary to
connect with existing or planned sidewalks.

(4)

Overpass and Underpass Approaches - Where sidewalks are planned on overpass


structures or under a structure, an area should be provided to accommodate future
sidewalks.

(5)

School Pedestrian Walkways - School pedestrian walkways may be identified along a route
used by school pedestrians that is not limited to crossing locations, but includes where

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physical conditions require students to walk in, or along, suburban roadways. Further
information may be obtained from ADM, with reference to the School Safety Project.
(6)

Frontage Roads - Sidewalks may be built along frontage roads connecting local streets that
would otherwise dead end at the primary roads.

(7)

Separated Cross Streets - Sidewalks may be built on separated cross streets where
reconstruction of the cross street is made necessary by the primary road project and where
the criteria of paragraph (3) above apply.

(8)

Transit Stops Sidewalks/walkways should be built to connect transit stops to local streets.

(9)

Vehicular Tunnels - Sidewalks and pedestrian facilities may be built as part of vehicular
tunnels which do not require ventilation as part of the tunnel structure.

(10) Maintenance - ADM is responsible for maintaining and replacing damaged sidewalks and
walkways within the right-of-way.
105.07

PEDESTRIAN GRADE SEPARATIONS

Pedestrian grade separation takes the form of pedestrian overpasses or underpasses. These
crossings are used for the traversing of primary roads, railways, light rail transit and any other
physical obstacle. Pedestrian patterns need to be determined.
Where a pedestrian grade separation is justified, an overpass is preferred. Underpasses tend to
provide less visibility, which provides more opportunities for vandalism and criminal activity.
105.08

GUIDELINES FOR THE LOCATION AND DESIGN OF KERB RAMPS

Adequate and reasonable access for the safe and convenient movement of persons with
disabilities is to be provided across kerbs that are constructed or replaced at pedestrian
crosswalks.
Access should also be provided at bridge sidewalk approaches and at kerbs in the vicinity of
pedestrian separation structures. Where a need is identified at an existing kerb on a conventional
roadway, a kerb ramp must be constructed.

106

DEPARTURES FROM STANDARDS

A Departure from Standards relates to a design feature which does not meet the design standards
presented in this Roadway Design Manual. Occasionally these departures are justified, but it is
important that each Departure from Standard is documented and approved in writing, prior to
planning acceptance.

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The request for approval of these departures shall be in the form of a Departure from Standards
Request. This request sheet shall be presented to ADM and other relevant stakeholders for
written approval. The request sheet shall include the following information:

Proposed project.

Existing roadway description.

Proposed Departure from Standards.

Additional cost required to comply with Standards.

Incremental improvements.

Supportive data.

A detailed description of the items required in the Departure from Standards Request is included
on the following pages.

DEPARTURE FROM STANDARDS REQUEST


1.

2.

Proposed Project
A.

Project Description Brief description of the project. This will include the type of
project and/or major elements of work to be done, such as safety or operational
improvement, roadway widening, rehabilitation, reconstruction, etc. The geographical
project limits and length will be provided.

B.

Proposed Project Cost - Include an estimate of the proposed project cost segregated
into the major elements, including roadway, structures, right-of-way, utility relocation,
environmental mitigation, etc.

Existing Roadway Description


Describe the existing roadway features relevant to the proposed Departure from Standards.
This may include the widths of lanes, shoulders, median, clear zones and structures,
horizontal and vertical alignment and clearances, design speed, sight distance, grades, cross
slope, superelevation, etc.
If relevant, provide a similar brief description of adjacent existing roadway segments, noting
any existing non-standard features.

3.

Proposed Departure from Standards


A.

State the specific design standard(s) which are not being met and refer to the relevant
RDM section/clause number.

B.

Describe the proposed Departure from Standards or the existing departure which is

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proposed to be maintained. For a proposed departure, state whether it is an


improvement over the existing condition. Describe proposed improvements that would
qualify as safety enhancements over the existing condition, such as median barrier,
guardrail upgrade, flattening slopes, correcting superelevation, eliminating roadside
obstructions, drainage, street lighting, signage, etc.
C.

4.

Provide a thorough brief justification for the departure. Reasons for granting departures
include a combination of excessive cost, right-of-way impacts and/or environmental
impacts. Supportive factors have included low accident frequency, local opposition and
consistency with adjacent roadway segments.

Additional Cost Required to Comply with Standards


Provide a realistic estimate of the additional cost required to meet the design standard for
which the proposed departure is requested.

5.

Incremental Improvements
Discuss other practical alternatives that are intermediate in scope and cost between the
proposed project (requiring this Departure from Standards) and the full, standard solution.
Provide enough information on costs versus benefits, right-of-way and environmental
impacts, etc., to explain why none of the incremental alternatives are recommended. These
alternatives should normally be investigated prior to requesting a departure.

6.

Supportive Data
A.

Traffic Data - Provide both ADT and DHV (design hourly volumes) traffic information,
quoted for the proposed future design year.

B.

Accident Analysis - Safety is of primary importance when considering design


approval for Departures from Standards. If relevant, include an accident data analysis
to identify prevalent accident types and causes, plus an evaluation of the effect of the
requested departure on accident types and frequencies.

C.

Attachments -

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1.

Provide a location plan for the project.

2.

Provide plan sheets, cross sections, profiles and/or special details to clearly
illustrate the proposed departure.

3.

Attach pertinent letters, resolutions, meeting minutes, studies, etc., which further
develop or clarify the proposed departure.

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107

ROAD SAFETY AUDITS

Road Safety Audits are to be undertaken in accordance with the procedures set out in the ADM
Emirate of Abu Dhabi Road Safety Audit Manual.

108

BICYCLE FACILITIES

108.01

GENERAL

Provision for bicycles has become an important factor requiring consideration in the highway
design process. Fortunately, most of the mileage needed for bicycle travel is provided by the street
and highway system. While many highway agencies allow bicycles on partial-access controlled
facilities, most agencies do not allow bicycles on full-access controlled facilities.
In Abu Dhabi, cyclists generally have the same rights and duties that motor vehicle drivers do
when using the highway system. For example, they make the same merging and turning
movements, they need adequate sight distance, they need access to all destinations, etc.
Therefore, designing for bicycle traffic and motor vehicle traffic are similar. The main differences
between bicycle and motor vehicle operations are lower speed and acceleration capabilities, also
greater sensitivity to out of direction travel and steep uphill grades. Guidance that addresses safety
and mobility needs of cyclists is distributed throughout this manual and other stakeholders
literature.
All city, regional and other local agencies responsible for cycleways or roads, except those
highway segments where bicycle travel is prohibited, shall equal or exceed the minimum bicycle
design criteria contained in this manual. The decision to develop cycleways should be made in
consultation and coordination with local stakeholders responsible for cycleway planning, to ensure
connectivity and network development. Generally speaking, bicycle travel can be enhanced by
cycleways or improvements to the right-hand portion of roadways, where bicycles are required to
travel or independently constructed cycle routes separate to the roads. When feasible, a wider
shoulder than the minimum standard should be considered, since cyclists are required to ride as
far to the right as possible, and shoulders provide cyclists an opportunity to pull over to let faster
traffic pass. All transportation improvements are an opportunity to improve safety, access and
mobility for the bicycle mode of travel.
Measures such as the following, which are generally low cost, can considerably enhance safety
and capacity for bicycle traffic on roadways:

Paved shoulders.

Wide outside traffic lane (4.2m minimum), if no shoulder is present.

Bicycle-safe drainage grates.

Adjusting manhole covers to grade.

Maintaining a smooth, clean riding surface.

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For further information and guidelines on provision for bicycles, refer to the latest edition of
AASHTO Guide for Development of Bicycle Facilities.
Reference should also be made to the latest version of the Abu Dhabi Walking and Cycling Master
Plan (WCMP) produced by the DoT, for primary walking, cycling routes and design standards.
108.02

SPECIAL BICYCLE FACILITIES

At certain locations or in certain corridors, it is appropriate to supplement further the existing


highway system by providing specifically designated cycleways (for exclusive or non-exclusive
bicycle use). Arterials are often the only direct connection between areas of population and
locations to which the public wishes to travel. Schools, parks and housing developments are
usually located to be readily accessible by car. However, pedestrians and bicycle riders may also
wish to travel to the same destination points. When such a situation exists, the designer should
consider the effects on the safety and operation of the arterial. A special effort should be made to
provide the greatest degree of safety within the economic constraints that must always be
considered.
When a new road segment is to remain open or an existing road segment is to be reopened to
pedestrians, cyclists or non-motorised users, it is necessary to evaluate the road features for their
compatibility with safe travel, including but not limited to:

Shoulder widths.

Drainage grates.

Expansion joints.

Utility access covers on shoulders.

Frequency and spacing of entrance/exit ramps.

Multiple-lane entrance/exit ramps.

Traffic volumes on entrance/exit ramps and on lanes merging into exit ramps.

Sight distance at entrance/exit ramps.

Arterial to arterial interchanges.

The presence and design of rumble strips.

Longitudinal/transverse edges and joints.

Cycle tracks may be a shared lane with frontage lanes, streets, access lanes and sidewalks due to
right-of-way constraints.
Shared pedestrian and cycle track layouts are discussed in Part 2 Section 208.

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108.03

BICYCLE CHARACTERISTICS

To provide for bicycle traffic, it is necessary to become familiar with bicycle dimensions, operating
characteristics and requirements. These factors determine acceptable turning radii, grades and
sight distance. In many instances, design features of separate bike facilities are controlled by the
adjoining roadway, so that consideration of bicycles is an essential element in the design of the
highway itself.

108.04

BICYCLES AT INTERSECTIONS

When on-street bicycle lanes and/or off-street bicycle paths enter an intersection, the design of the
intersection should be modified accordingly. This may mean special sight distance considerations,
wider roadways to accommodate on-street lanes, special lane markings to channelize and
separate bicycles from right turning vehicles, provisions for left turn bicycle movements, or special
traffic signal designs (such as conveniently located push buttons at actuated signals or even
separate signal indication for cyclists).

109

ADDITIONAL STANDARDS, GUIDELINES AND REFERENCES

The Consultant shall comply with the latest versions (latest edition with interim revisions) of the
following documents, which is not considered to be exhaustive:

AASHTO A Policy on Geometric Design of Highways and Streets, 2011.


(commonly referred to as the Green Book)

Caltrans Highway Design Manual, 2012.

AASHTO Roadside Design Guide, 2011.

AASHTO Guide for Development of Bicycle Facilities, 2011.

Transportation Research Board (TRB): Highway Capacity Manual 2010

AASHTO MASH (Manual for Assessing Safety Hardware), 2011.

Highways Agency, UK: Design Manual for Road and Bridgeworks - Section 2, Part 3
TD16/07 Geometric Design of Roundabouts.

NCHRP Report 672, Roundabouts: An Informational Guide, Second Edition. Transportation


Research Board 2010.

Highways Agency, UK: Design Manual for Road and Bridgeworks - Section 2 Part 6
TD42/95 Geometric Design of Major/Minor Priority Junctions.

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SECTION 200 : GEOMETRIC DESIGN STANDARDS

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SECTION 200 - GEOMETRIC DESIGN STANDARDS


201

SIGHT DISTANCE

201.01

GENERAL

Sight distance is the continuous length of roadway ahead visible to the driver. Three types of sight
distance are considered herein; passing, stopping and decision. Passing sight distance is used
where use of an opposing lane can provide passing opportunities. Stopping sight distance is the
minimum sight distance for a given design speed to be provided on multi-lane highways and on 2lane roads when passing sight distance is not economically obtainable. Stopping sight distance is
also is to be provided for all users, including motorists and cyclists, at interchanges and
intersections, including private road connections. Decision sight distance is used at major
decision points.
201.02

PASSING SIGHT DISTANCE

Passing sight distance is the minimum sight distance required by a driver to safely pass another
vehicle. The sight distance available for passing is the longest distance at which a driver of a
passenger vehicle, whose eyes are 1.08m above the pavement, can see an object vehicle of
height 1.08m on the road ahead. The object height is based on a vehicle height of 1.33m, less an
allowance of 0.25m, which represents the portion of the vehicle that needs to be visible for a
driver to recognize that the object ahead is another vehicle. Passing must be accomplished
without reducing the speed of an oncoming vehicle travelling at the design speed. Table 200.01
lists sight distance standards.
Passing sight distance is only considered on 2-lane roads and should be provided at frequent
intervals. In general, minimum passing sight distance should be provided for 60% of the route
length in level terrain, 40-60% in rolling terrain and 20-60% in mountainous terrain. Generally, 2lane highways should provide for passing where possible, especially those routes with high
volumes of trucks or recreational vehicles. Passing should be carried out on tangent horizontal
alignments (straights) with constant grades or a slight sag vertical curve. Drivers are reluctant to
pass on a long crest vertical curve, but it is impracticable to design crest vertical curves to provide
for passing sight distance because of the high cost where crest cuts are involved. Passing sight
distance for crest vertical curves is 7 to 17 times longer than the stopping sight distance.
Ordinarily, passing sight distance is provided at locations where combinations of alignment and
profile do not require the use of crest vertical curves.
At critical locations, a stretch of 3-lane or 4-lane passing section with stopping sight distance is
sometimes more economical than two lanes with passing sight distance. Passing on sag vertical
curves can be accomplished both day and night because headlights can be seen through the
entire curve.
Economics should be weighed against providing passing sight distance or auxiliary passing lanes.

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201.03

STOPPING SIGHT DISTANCE

Stopping sight distance is the distance required by a driver, travelling at a given speed, to stop
after sighting an object on the road. Stopping sight distance is measured from the drivers eyes,
1.08m above the road, to a 0.6m high object on the road ahead.
If providing passing sight distance is not economically feasible, stopping sight distance is the
minimum sight distance provided on multi-lane and 2-lane roads. Stopping sight distance is the
minimum provided for interchanges, at-grade intersections and private road connections.
Table 200.01 shows the standards for stopping and passing sight distances, related to design
speed.
Table 200.01
SIGHT DISTANCE STANDARDS
Stopping Sight Distance (m)
Design Speed
(kph)

Downgrades

Level

Minimum
Passing
Sight
Distance (m)

Upgrades

0%

3%

6%

9%

3%

6%

9%

30

35

32

35

35

31

30

29

120

40

50

50

50

53

45

44

43

140

50

65

66

70

74

61

59

58

160

60

85

87

92

97

80

77

75

180

70

105

110

116

124

100

97

93

210

80

130

136

144

154

123

118

114

245

90

160

164

174

187

148

141

136

280

100

185

194

207

223

174

167

160

320

110

220

227

243

262

203

194

186

355

120

250

263

281

304

234

223

214

395

130

285

302

323

350

267

254

243

440

Source : AASHTO A Policy on Geometric Design of Highways and Streets, 2011.


Chapter 3 of AASHTO A Policy on Geometric Design of Highways and Streets, 2011 contains a
thorough discussion of the derivation of stopping sight distance.

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201.04

STOPPING SIGHT DISTANCE ON HORIZONTAL CURVES

Where an object adjacent to the roadway restricts sight distance (e.g. walls, buildings,
longitudinal barriers or trees), the minimum radius of curvature is determined by the stopping
sight distance.
The sight distance is a chord of the curve and the stopping sight distance is measured along the
centreline of the inside lane around the curve. The driver's eye is assumed to be at a height
1.08m above the centre of the inside lane (inside with respect to the curve) and the object is
0.6m high. The line of sight is assumed to intercept the view obstruction at the midpoint of the
sight line. Crest vertical curves can cause additional reductions in sight distance. The clear
distance is measured from the centre of the inside lane to the obstruction.
Technical reductions in design speed are also caused by partial or momentary horizontal sight
distance restrictions and glare screens. Cuts may be widened where vegetation restricting
horizontal sight distance is expected to grow on finished slopes. Widening is an economic tradeoff that must be evaluated along with other options.
201.05

DECISION SIGHT DISTANCE

Decision sight distance is the distance required for a driver to detect an unexpected or difficult to
perceive source of potential hazard in a roadway environment that may be visually cluttered,
select an appropriate speed and path, and initiate and complete the required manoeuvre safely
and efficiently. Decision sight distance is used at major decision points such as lane drops,
changes in cross section, off-ramp noses to interchanges, branch connections, roadside rest
areas, vista points and inspection stations. At these locations, sight distance greater than
stopping sight distance is desirable to allow drivers more time for making decisions.
The decision sight distances in Table 200.02 (derived from AASHTO A Policy on Geometric
Design of Highways and Streets, 2011) provide appropriate decision sight distances rounded for
design purposes. Decision sight distance is based on a 1.08m eye height and a 0.6m object
height.

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Table 200.02
DECISION SIGHT DISTANCE
Decision Sight Distance for Avoidance Manoeuvre (m)
Design Speed
(kph)

A
Stop on Urban Road

B
Speed/Path/Direction
Change on Suburban Road

C
Speed/Path/Direction
Change on Urban Road

50

155

170

195

60

195

205

235

70

235

235

275

80

280

270

315

90

325

315

360

100

370

355

400

110

420

380

430

120

470

415

470

130

525

450

510

Note: Values of t (pre-manoeuvre time in seconds)


A : t = 3.0 s
B : t varies from 12.1 s to 12.9 s
C : t varies from 14.0 s to 14.5 s

Source : AASHTO A Policy on Geometric Design of Highways and Streets, 2011.

202

SUPERELEVATION

202.01

GENERAL

Superelevation applies to roads with higher operating speeds (such as freeways and
expressways). However, it does not generally apply to streets having lower design and posted
speeds, such as access lanes in urban areas.
As a vehicle travels a curved section of road, it is subjected to centrifugal force which tends to
push it towards the outside of the curve. If the surface is flat, the vehicle is held on its curved path
by side friction between the tyres and pavement. Roadways are superelevated to further counter
centrifugal force. Superelevation is the sloping of the roadway surface upwards towards the
outside of the curve. On a superelevated roadway, centrifugal force is resisted by the vehicle
weight component parallel to the superelevated surface and the tyre side friction. However, it is
impractical to balance centrifugal force by superelevation alone, because for a given curve radius
a certain superelevation rate is exactly correct at only one speed. At all other speeds, side thrust
will either be towards or away from the curve centre. This thrust must be offset by side friction.
If the vehicle is not skidding, all forces are in equilibrium and are governed by the following
equation:

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Centrifugal Factor = e + f = 0.0079V2 = V2


R
127R
where:
e
emax
f
R
V

=
=
=
=
=

Superelevation rate in m per m


Maximum superelevation rate for a given condition
Side friction factor
Curve radius in m
Velocity in kph

This equation is used to design superelevated curves for comfortable operation.


202.02

SUPERELEVATION STANDARDS

Maximum superelevation rates for various roadway classifications are shown in Table 200.03.
Tables 200.04 and 200.05 show values for design elements related to speed and horizontal
curvature.
Standard superelevation rates are designed to hold the portion of the centrifugal force that must
be taken up by tyre friction within allowable limits.
Table 200.03
MAXIMUM SUPERELEVATION RATES
Design Speed (60kph - 100kph)
Expressway / Boulevard / Avenue
max
for e
=0.06

Design Speed (60kph and below)


City Boulevard / Avenue
max
for e
=0.04

Curve Radius (m)

Curve Radius (m)

<180

0.06

180 - 300

0.05

300 - 460

0.04

< 150

0.04

460 - 610

0.03

150 - 300

0.03

610 2,150

0.02

300 - 1,500

0.02

> 2,150

See note below

> 1,500

See note below

Notes:
1. Curves in excess of R=2,150m (60-100kph) and R=1,500m (<60kph) require no
superelevation and can be designed with normal crowns.
2. Streets and access lanes (including frontage lanes) do not require superelevation and can
be crowned.

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Table 200.04
MINIMUM RADII FOR DESIGN SUPERELEVATION RATE,
DESIGN SPEEDS AND E

MAX

= 4%

Vd= 20
kph

Vd= 30
kph

Vd= 40
kph

Vd= 50
kph

Vd= 60
kph

Vd= 70
kph

Vd= 80
kph

Vd= 90
kph

Vd= 100
kph

R (m)

R (m)

R (m)

R (m)

R (m)

R (m)

R (m)

R (m)

R (m)

NC

163

371

679

951

1310

1740

2170

2640

3250

RC

102

237

441

632

877

1180

1490

1830

2260

2.2

75

187

363

534

749

1020

1290

1590

1980

2.4

51

132

273

435

626

865

1110

1390

1730

2.6

38

99

209

345

508

720

944

1200

1510

2.8

30

79

167

283

422

605

802

1030

1320

3.0

24

64

137

236

356

516

690

893

1150

3.2

20

54

114

199

303

443

597

779

1010

3.4

17

45

96

170

260

382

518

680

879

3.6

14

38

81

144

222

329

448

591

767

3.8

12

31

67

121

187

278

381

505

658

4.0

22

47

86

135

203

280

375

492

e
(%)

where:

max

e
R
Vd
e
NC
RC

=
=
=
=
=
=

4%
Radius of Curve
Assumed Design Speed
Rate of Superelevation
Normal Crown Section
Remove Adverse Camber vs Normal Camber

(from AASHTO A Policy on Geometric Design of Highways and Streets, 2011)

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Table 200.05
MINIMUM RADII FOR DESIGN SUPERELEVATION RATE,
DESIGN SPEEDS AND E
Vd= 20
kph

Vd= 30
kph

Vd= 40 Vd= 50
kph
kph

R (m)

R (m)

R (m)

R (m)

NC

194

421

738

RC

138

299

2.2

122

2.4

= 6%

Vd= 70
kph

Vd= 80 Vd= 90
kph
kph

Vd=100
kph

Vd=110
kph

Vd=120
kph

Vd=130
kph

R (m)

R (m)

R (m)

R (m)

R (m)

R (m)

R (m)

R (m)

1050

1440

1910

2360

2880

3510

4060

4770

5240

525

750

1030

1380

1710

2090

2560

2970

3510

3880

265

465

668

919

1230

1530

1880

2300

2670

3160

3500

109

236

415

599

825

1110

1380

1700

2080

2420

2870

3190

2.6

97

212

372

540

746

1000

1260

1540

1890

2210

2630

2930

2.8

87

190

334

488

676

910

1150

1410

1730

2020

2420

2700

3.0

78

170

300

443

615

831

1050

1290

1590

1870

2240

2510

3.2

70

152

269

402

561

761

959

1190

1470

1730

2080

2330

3.4

61

133

239

364

511

697

882

1100

1360

1600

1940

2180

3.6

51

113

206

329

465

640

813

1020

1260

1490

1810

2050

3.8

42

96

177

294

422

586

749

939

1170

1390

1700

1930

4.0

36

82

155

261

380

535

690

870

1090

1300

1590

1820

4.2

31

72

136

234

343

488

635

806

1010

1220

1500

1720

4.4

27

63

121

210

311

446

584

746

938

1140

1410

1630

4.6

24

56

108

190

283

408

538

692

873

1070

1330

1540

4.8

21

50

97

172

258

374

496

641

812

997

1260

1470

5.0

19

45

88

156

235

343

457

594

755

933

1190

1400

5.2

17

40

79

142

214

315

421

549

701

871

1120

1330

5.4

15

36

71

128

195

287

386

506

648

810

1060

1260

5.6

13

32

63

115

176

260

351

463

594

747

980

1190

5.8

11

28

56

102

156

232

315

416

537

679

900

1110

6.0

21

43

79

123

184

252

336

437

560

756

951

e
(%)

where:

max

e
R
Vd
e
NC
RC

=
=
=
=
=
=

Vd= 60
kph

MAX

6%
Radius of Curve
Assumed Design Speed
Rate of Superelevation
Normal Crown Section
Remove Adverse Camber vs Normal Camber

(from AASHTO A Policy on Geometric Design of Highways and Streets, 2011)

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202.03

AXIS OF ROTATION

Aesthetics, grade distortion, superelevation transitions, drainage, and driver perception should be
considered when selecting the axis of rotation.
Undivided Roadways - The axis of rotation shall be at the roadway centreline. However, in
special cases changing the axis of rotation to the inside travelled way edge can avoid drainage
problems caused by superelevation, or improve curve perception for curves preceded by long
relatively level tangents.
Primary Roadway Connections and Ramps - The axis of rotation may be about either edge of
travelled way, or centreline if multi-lane. Appearance and drainage considerations shall be
considered when selecting the axis of rotation.
Divided Roadways - The axis of rotation shall be at the median edge of each travelled way.
However, for bridges with decked medians, the axis of rotation shall be at the centreline.
(a)

Primary Roadways - Where the initial median width is 20m or less, the axis of rotation
should be at the centreline.
Where the initial median width is greater than 20m and the ultimate median width is 20m or
less, the axis of rotation should be at the centreline, except where the resulting initial
median slope would be steeper than 10:1. In the latter case, the axis of rotation should be at
the ultimate median edges of travelled way. Where the ultimate median width is greater
than 20m, the axis of rotation should normally be at the ultimate median edges of travelled
way. To avoid saw tooth on bridges with decked medians, the axis of rotation, if not already
on centreline, should be shifted to the centreline.

(b)

Conventional Highways - The axis of rotation should be considered on an individual project


basis and the most appropriate case for the conditions should be selected. Aesthetics,
grade distortion, superelevation transitions, drainage, and driver perception should be
considered when selecting the axis of rotation.

202.04

SUPERELEVATION TRANSITION

General - Superelevation transitions should be designed in accordance with Figures 200.01,


200.02 and 200.03. The transition length should be based upon the combination of superelevation
rate and width of rotation plane.
Edge of travelled way and shoulder profiles should be plotted and irregularities resulting from
interactions between the superelevation transition and vertical alignment of the roadway should
be eliminated by introducing smooth curves. Edge of travelled way and shoulder profiles will also
reveal flat areas which are undesirable from a drainage standpoint and must be avoided.

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Figure 200.01
Elements of a Superelevation Transition Isometric View

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Figure 200.02
Superelevation Transitions

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Figure 200.03
Superelevation Transitions for Compound Curve

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Superelevation Transitions - Roadways separated by barrier or median will be superelevated at


independent rates. The transition length will be based on pavement width and superelevation
change. The profile of the outside edge of through pavement cannot differ from the profile
gradeline by more than the percentage shown on Tables 200.04 and 200.05, and will be an
unbroken line throughout the transition. The minimum transition length for a two-lane roadway is
shown on Tables 200.04 and 200.05. For multiple lane roadways the minimum length shall
increase proportionately.
An example of expressway superelevation development is shown on Figures 200.01, 200.02 and
200.03.
For roadways on the inside of the curve, the outside shoulder will begin rotating when the inside
roadway pavement has reached a superelevation of -3.0 percent (normal shoulder slope). When
superelevation becomes greater than -3.0 percent, the pavement and shoulder will rotate in
unison.
The location of a superelevation transition, with respect to the point of curvature, will be
determined using the inside roadway transition. Approximately one-third of the transition length
will be placed on the curve. The remaining transition length will be on the tangent. The transition
location will be adjusted to begin/end at a 10m chainage station.
For roadways on the outside of the curve, the transition will begin/end at the start of the curve
determined by the inside roadway transition. An additional transition length is required to rotate
the outside shoulder from -3.0 percent (normal shoulder slope) to -1.5 percent (normal pavement
slope). This shoulder transition length must be added to the pavement transition length to get the
total transition length.
Restrictive Areas - In restrictive areas, where full superelevation cannot be achieved, the highest
possible superelevation rate and transition length shall be used. But, in no case shall the cross
slope rate of change exceed 4% per 20m.
Superelevation Transitions on Bridges Superelevation transitions on bridges should be
avoided.
Shoulder Transitions - The shoulder plane rotates about the adjacent edge of travelled way as
well as the rotational axis of the travelled way. Shoulder superelevation transitions should be
smooth and compatible with the transition of the adjacent pavements.
202.05

SUPERELEVATION OF COMPOUND CURVES

Compound curve superelevation shall be per Figure 200.03. Where feasible, the criteria in
Section 202.04 shall apply.

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203

HORIZONTAL ALIGNMENT

203.01

GENERAL

Horizontal alignment consists of a series of circular curves and tangent sections. The horizontal
alignment should provide safe continuous uniform operation for substantial roadway lengths. The
major factors influencing horizontal alignment design are safety, profile, type of facility, design
speed, cost, geotechnical constraints, topography, aesthetics and functionality.
All of these factors must be balanced to produce the safest, most economical alignment, which is
in harmony with the natural contours of the land, and at the same time adequate for the design
classification of the roadway.
In design, safety is always a major factor. The horizontal alignment shall provide at least the
minimum stopping sight distance for the chosen design speed at all points along the roadway.
The following standards apply to horizontal curvature on both 2-lane and multi-lane roadways,
except as noted.
203.02

STANDARDS FOR HORIZONTAL CURVATURE

Minimum Curvature - Every effort should be made to exceed minimum values, and such
minimum radii should only be used when the cost or other adverse effects of realizing a higher
standard are inconsistent with the benefits. As an aid to designers, Table 200.03 displays the
maximum comfortable speed for various curve radii and superelevation rates.
If a glare screen or median barrier is used, adjustments may be necessary to maintain the
required sight distance on divided roadway curves.
Alignment Consistency - Sudden reductions in alignment standards shall be avoided.
Introduction of curves with lower design speeds shall be avoided at the end of long tangents,
steep downgrades, or at other locations where high approach speeds may be anticipated. In no
case shall the design speed between successive curves change by more than 15 kph.
On roadways in mountainous or rolling terrain where horizontal and vertical curves are
superimposed at grade summit or sag, the design speed of the horizontal curve should at least be
equal to that of the crest or sag, and not more than 15 kph less than the measured or estimated
running (85th percentile) speed of vehicles on the approach roadway.
See Combination of Horizontal and Vertical Alignment in Chapter III of AASHTO, A Policy on
Geometric Design of Highways and Streets, for further guidance on alignment consistency.
Curve Length and Central Angle - For central angles less than 10 degrees, the minimum curve
length should be 240m to avoid a kinked appearance. For central angles smaller than 30 minutes,
no curve is required. Above a 6,000m radius, parabolic curves may be used. In no case shall
sight distance or other safety considerations be sacrificed to meet the above requirements.

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Lane curve lengths in excess of 800m on 2-lane roadways should be avoided in consideration of
the safety aspects associated with driver attentiveness and oncoming headlight glare.
Compound Curves - Compound curves shall be avoided, except where use of a simple curve
results in excessive cost.
If compound curves are used, the shorter radius should be at least two-thirds the longer radius,
when the shorter radius is 300m or less. On one-way roads, the larger radius should follow the
smaller radius. The total arc length of a compound curve should not be less than 150m.
Reverse Curves - When horizontal curves reverse direction, the connecting tangents shall be
long enough to accommodate the standard superelevation runoffs given on Figure 200.02. In no
case shall the cross slope rate of change exceed 4% per 20m.
Broken Back Curves - A broken back curve consists of two curves in the same direction joined
by a short tangent section. Broken back curves are unsightly, undesirable and should be avoided.
Spiral Transitions - Used to transition from a tangent alignment to a circular curve and between
circular curves of unequal radius. Their use is recommended whenever the vehicular lane width is
less than 3.30m and design speed is greater than 65 kph or the superelevation rate exceeds 4%.
The length of spiral should be the same as the Superelevation Runoff Length shown previously.
In the typical design, full superelevation occurs where the spiral curve meets the circular curve,
with crown runoff being handled as per the previous notes.
For a general discussion of spiral transitions, see AASHTO A Policy on the Geometric Design of
Highways and Streets. When used, spirals transitions should conform to the Clothoid definition.
Alignment at Bridges - If possible, a bridge should be located entirely on a tangent or curve
because superelevation transitions on bridges almost always result in unsightly bridge and bridge
railing appearance. However, alignment and safety considerations shall govern.
Intersections and Interchanges - If possible, intersections should be on tangent sections or flat
horizontal curves with very little superelevation.
Interchanges, such as a typical diamond interchange, include two closely spaced at-grade
intersections that function inter-dependently. A tangent alignment should be maintained between
intersections for signal visibility and lane assignment determinations required by the motorist.

204

VERTICAL ALIGNMENT

204.01

GENERAL

Vertical alignment consists of a series of grades connected by parabolic vertical curves. It is used
to establish elevations for all roadway features. It is controlled mainly by topography, roadway
class, horizontal alignment, safety, sight distance, costs, cultural development, drainage, and
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aesthetics. Steep grades affect truck speeds and overall capacity.


All portions of the vertical alignment shall meet minimum sight distance requirements.
In flat terrain, the elevation of the grade line is often controlled by drainage considerations. In
rolling terrain, some undulation in the grade line is often advantageous for construction economy.
The vertical alignment should be selected taking into consideration final appearance of the
roadway. For example, a grade line on a tangent alignment exhibiting a series of humps visible for
some distance ahead should be avoided whenever possible. In rolling hills or mountainous
terrain, however, the grade line is usually more closely dependent upon physical controls.
In considering alternative profiles, economic comparisons involving earthwork quantities and/or
retaining walls should be made. A balanced earthwork design is most cost effective. When long or
steep grades are involved, economic comparisons should include vehicle operating costs.
204.02

VERTICAL ALIGNMENT POSITION WITH RESPECT TO CROSS SECTION

The grade line (defined by the master string) should generally coincide with the axis of rotation for
superelevation and should relate to the cross section as follows:
Undivided Roadways - The grade line should coincide with the roadway centreline.
Primary Roadway Connections and Ramps - The grade line may be positioned at either edge
of the travelled way, or centreline if multi-lane.
Divided Roadways - The grade line may be positioned at either the median centreline or at the
ultimate median edge of travelled way. The former case is appropriate for paved medians 9m
wide or less. The latter case is appropriate when:
1. The median edges of travelled way of the two roadways are at equal elevation.
2. The roadways are at different elevations.
3. The median width is non-uniform.
204.03

STANDARDS FOR GRADES

Maximum Grades - Table 200.06 lists the maximum grades for design of urban roadways, based
on roadway type.
Steep grades affect truck speeds and overall capacity and they also cause operational problems
at intersections. For these reasons, it is desirable to provide the flattest grades practicable.
Minimum Grades - The desirable minimum grades should not be less than 0.3 percent for
kerbed pavement sections and 0.2 percent in very flat terrain. Minimum grades can be maintained
in very flat terrain by use of a rolling profile.
In developed urban areas with extremely flat terrain, flatter minimum grades may be warranted in
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consideration of adjacent building elevations and offsite drainage problems associated with rolling
profiles. The use of minimum grades flatter than those specified above will require case by case
approval by ADM.

Table 200.06 GRADE STANDARDS


Desirable Max.
Grade (%)

Absolute Max.
Grade (%)

Boulevard / Avenue

Street

Access Lane

Urban Road Type

204.04

VERTICAL CURVES

Parabolic vertical curves used in roadway design are indicated in Figure 200.04.
Figures 200.05 and 200.06 are used to obtain vertical curve lengths for both sags and crests. To
recognize the distinction in design speed and to approximate the range of current practice,
minimum lengths of vertical curves are expressed as 0.6 times the design speed, in kilometres
per hour.
Flat vertical curves may develop poor drainage in the level section. Adjusting the edge grade or
shortening the vertical curve may be required.
Design of long vertical curves should be avoided because many drivers will not pass on curves
over 1 km long, despite adequate sight distance. It may be more economical to construct passing
lanes than to obtain passing sight distance by using a long vertical curve.
Broken-back vertical curves consist of two vertical curves in the same direction separated by a
short grade tangent. A profile with such curvature should normally be avoided, particularly in sags
where the view of both curves is not pleasing.

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Figure 200.04
Symmetric Parabolic Vertical Curve

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Figure 200.05
Design Controls for Crest Vertical Curves, for Stopping Sight Distance - Upper Range.
from AASHTO, A Policy on Geometric Design of Highways and Streets, 2011

Figure 200.06
Design Controls for Sag Vertical Curves - Upper Range.
from AASHTO, A Policy on Geometric Design of Highways and Streets, 2011

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204.05

LONG SUSTAINED GRADES

The maximum grade guideline is not sufficient to ensure uniform roadway operation. The uphill
grade length must be considered because it has a major effect on operational speed, capacity,
level of service, and contributes to heavy truck delays. Figure 200.07 shows the speed reduction
(kph) for an assumed typical heavy truck of 180 kg/kW as a function of grade length and
percentage upgrade. Generally, a truck speed reduction of up to 15 kph does not significantly
impact on roadway capacity.
Consideration should be given to adding lanes where the truck speed reduction is greater than 15
kph and there is a significant reduction in the Level of Service when moving from the approach
segment to the grade. On two-lane roadways, a climbing lane should be considered when, in
addition to the above criteria, the upgrade traffic flow is in excess of 200 vehicles per hour and the
truck factor is in excess of 10%. Decision sight distance should be provided at climbing lane drops
on primary roads.

Figure 200.07
Critical Lengths of Grade for Design, Assumed Typical Heavy Truck of 180 kg/kW
Entering Speed 90 kph
from AASHTO, A Policy on Geometric Design of Highways and Streets, 2011

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204.06

STRUCTURE GRADE LINE

Structure Depth - The depth to span ratio for a structure is dependent on many factors. A
structure depth to span ratio of 0.040 to 0.045 is usually used for preliminary design purposes.
Falsework Allowance - To establish the grade of a structure constructed with a falsework
opening, allowance must be made for the falsework depth.

The minimum vertical falsework clearance over primary and secondary roadways shall be
6.0m.

The minimum vertical falsework clearance over local roadways will be as advised by ADM.

Bridge Deck Drainage Vertical alignment design requires special consideration of structure
drainage. Zero gradients and sag vertical curves should be avoided on bridges. Parapets collect
large amounts of debris and smaller bridge deck drains or scuppers have a higher potential for
clogging. The minimum desirable longitudinal slope for bridge deck drainage is 0.2%. Where
vertical curves on bridges cannot be avoided, the elevations should be checked to provide a
minimum effective longitudinal grade of 0.5%, and not extend more than 15m either side of the
sag or crest point.
For specific details refer to AASHTO A Policy on Geometric Design of Highways and Streets,
2011.
204.07

SEPARATE PROFILE GRADE LINES

Separate grade lines should be considered for all divided roadways. The use of separate grade
lines provides the opportunity to optimize the vertical alignment, drainage features, and provide a
safer more economical design.
They are not normally considered appropriate where medians are less than 18m wide. Exceptions
to this may be minor differences between opposing grade lines in special situations.
In addition, for either interim or ultimate primary roadways, any appreciable grade differential
between roads should be avoided in the vicinity of at-grade intersections. For traffic entering from
the crossroad, confusion and wrong-way movements could result if the pavement of the far
roadway is obscured because of excessive differential.

205

COORDINATION OF HORIZONTAL AND VERTICAL ALIGNMENTS

The coordination of horizontal and vertical alignments is based on experience and engineering
judgment. Successful coordination is essential for a safe, well balanced design. The following are
guidelines to be used, where possible:

Vertical curves should be superimposed on horizontal curves. This reduces the number of
sight restrictions, makes profile changes less apparent and results in a pleasing
appearance. However, when superimposed the superelevation and profile grade

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combination may distort the outer pavement edges, confusing drivers at night. In such
situations edge of pavement profiles should be plotted and smooth curves introduced to
eliminate distortion.

Avoid sharp horizontal curvature at or near the top of a crest vertical curve. This condition
makes it difficult for the driver to perceive the curve, especially at night when headlights do
not illuminate the curved roadway.

Avoid sharp horizontal curvature at or near the low point of a sag vertical curve.
Foreshortening of the horizontal curve and high approach speeds may result in erratic
operation, especially at night.

For moderate changes in horizontal alignment at grade summits, the horizontal curve
should overlap the vertical curve.

Avoid successive changes in profile which are not associated with horizontal curves. The
succession of humps is unattractive.

Horizontal and vertical curvature at intersections should be as flat as physical conditions


permit.

Avoid excessive curvature to obtain flat grades and tangent alignment or flat curves at the
expense of steep or long grades. It is better to balance horizontal and vertical alignments.

In general, alignments should be designed to take full advantage of scenic opportunities.

206

PAVEMENT TRANSITIONS

206.01

GENERAL

A pavement transition occurs when changing from one roadway cross section to another. If
feasible, the transition should occur on a tangent section and be entirely visible to the driver.
Transitions should not occur within at-grade intersections and should be avoided in locations with
sight distance restrictions. Decision sight distance shall be provided at all lane drops.
206.02

TRANSITIONS FOR MULTI-LANE ROADWAYS

Four Lanes to Two Lanes - A typical transition between 4 lanes and 2 lanes is shown in Figure
200.08. The alignment and the unspecified radius of curvature vary depending on median width
and other site considerations.
Lane Drop - The minimum taper length for a lane drop should be equal to 0.6WV, where W =
Dropped Lane Width (m), and V = Design Speed (kph). The transition should be on the right so
that traffic merges left.
Lane Addition - The minimum taper rate to add a lane should be 25:1, but in no case shall the
taper length be less than 50m.

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Figure 200.08
Typical Two-Lane to Four Lane Transitions

207

BRIDGES AND GRADE SEPARATION STRUCTURES

207.01

CLEAR WIDTH

The clear kerb to kerb width of all bridges or grade separation structures shall equal the sum of
the full travelled way approach width, paved shoulders and barrier offset (if any) with the following
exceptions:

Bridges to be constructed as replacements on existing dual 2-lane divided roads shall not
have less than a 10m wide roadbed for ADT less than 400 and not less than 12m wide
roadbed for ADT greater than 400.

When the approach shoulder width is less than 1.2m, the minimum offset on each side
shall be 1.2m.

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The width should be measured normal to the centreline between faces of kerb or railing measured
at the gutter line.
207.02

CROSS SLOPE

The cross slope shall be the same as the approach pavement. The crown is normally centered on
the bridge except for one-way roadways where a straight cross slope in one direction should be
used.

208

PEDESTRIAN FACILITIES

208.01

SIDEWALKS

Refer to ADM tiling strategy for selection of sidewalk pavers.


Sidewalk pavers should be made of high quality material with low water absorption and decorative
stone chips, rather than relying solely on pigmentation. Slip resistant finishes are expected on
sloped surfaces (6% or greater). Longitudinal ramps (pedestrian ramps) should not exceed a
maximum of 8.3% (1 in 12) gradient.
Pedestrian crosswalk ramps shall be located at all intersections and all other locations where
main pedestrian traffic crosses kerblines.
Cross Slope - The minimum sidewalk cross slope should be 1.5% towards the roadway.
Sidewalk Widths - The guidelines in Table 200.07 should be used to determine sidewalk width.
For current standards and details with regards to Pedestrian Facilities, refer to both the Abu Dhabi
Public Realm Design Manual (PRDM) and the Abu Dhabi Urban Street Design Manual
(USDM).

Figure 200.09
Pedestrian Realm Zones

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Table 200.07
SIDEWALK WIDTH GUIDELINES
Area

Vicinity

Width Range
(m)

Boulevard

2.8 - 4.0

Avenue

2.4 4.0

Street

2.4 3.0

Access Lane

2.0 2.5

Boulevard

2.4 3.5

Avenue

2.0 3.0

Street

2.0 2.4

Access Lane

2.0 2.5

Boulevard

2.4 3.5

Avenue

2.0 3.0

Street

2.0 2.4

Access Lane

2.0 2.5

Boulevard

2.0 3.5

Avenue

2.0 3.0

Street

2.0 3.4

Access Lane

2.0 3.4

Boulevard

2.0 3.6

Avenue

2.0 3.4

Street

2.0 3.0

Access Lane

2.0 2.5

City Context

Town Context

Commercial Context

Residential Context

Industrial Context

Notes:

Use 3.5m if buses use kerb lane as part of a regular transit route.

Dimensions provided are assuming parallel parking.

Further technical guidelines concerning the design of pedestrian facilities is given below:

Ensure sidewalks are a minimum 2m wide (obstacle free), desirable cross slope to be
1.5% and maximum cross slope to be 3%.

Paving should be designed, installed and maintained to be smooth and level. Surfaces
should not be interrupted by steps or abrupt changes in level of more than 6mm. Changes
in sidewalk level due to various building entrance levels (for the existing buildings) should
be fixed or mitigated by engineering solutions.

Longitudinal ramps (pedestrian ramps) should not exceed a maximum of 8.3% gradient.

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Provide pedestrian ramps at access locations to underground parking facilities (if not
provided by the building owner) in order to avoid steps for pedestrians.

Pedestrian Crossings should be located at a maximum of 150m intervals along streets and
should relate to areas where the pedestrians desire to cross.

Vertical separation of pedestrian paths from vehicle travel ways should be maintained.
Typical kerb height for Boulevards and Avenues to be 15cm and for Streets, Access Lanes
and Frontage Lanes to be 10cm.

Sidewalks should be separated from travelled ways by a minimum of 0.5m paved edge
zone and 1.5m landscape zone. Where possible sidewalks along the travelled way edge
should be eliminated and shifted to the building frontage while retrofitting streets as per the
USDM.

208.02

PEDESTRIAN GRADE SEPARATIONS

Pedestrian grade separations are not normally provided on roadways. However, if pedestrian use
is extensive, an overpass or underpass may be considered. Justification for pedestrian grade
separation structures derives from a detailed study of present and future community needs. Each
situation should be studied separately and the study should include pedestrian generating
sources, travel patterns, crossing volumes, roadway classification, location/circuitry of adjacent
crossings, land uses, sociological and cultural factors, and the predominant type and age of
users.
Established pedestrian patterns should be maintained across primary routes. Separate pedestrian
structures should be provided if vehicular crossings are inadequate for pedestrians. If a circuitous
route is involved, a pedestrian separation may be justified. Special consideration should be given
to school crossings.
The choice between an overpass or underpass should be based on relative costs, groundwater
influence, drainage, existing utilities, current and future land use, visibility, topography and the
surrounding architecture.
208.03

PEDESTRIAN UNDERPASSES

Underpasses require special consideration due to visibility issues and the potential for criminal
incidents and vandalism. If an underpass is used, unobstructed visibility shall be provided through
the structure and approaches. The desired vertical clearance is 3.0m, but in no case shall the
clearance be less than 2.0m. The minimum width shall be 2.5m.
208.04

CYCLE TRACKS

The key principles for shared lanes, mixed traffic facilities and shared cycle and pedestrian paths
are shown below:

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Key principles for cycle lanes are as follows:

A Cycle lane is a one way cycle facility marked on a road surface.

Cyclists have exclusive use of the cycle lane.

Located on local roads with low volume and speed of traffic.

Corridor width should more than 11 metres with a minimum carriageway width of 6 metres.

Separation buffer should be used where cycle lanes are located alongside on street
parking.

Where the carriageway is less than the corridor allowance then cyclists should make use
of the shared lane proposal shown below.

Key principles for shared and mixed traffic facilities are as follows:

Cyclists share the road with other users, with


no demarcation between different modes.

Located on local roads which are not wide


enough to accommodate cycle lanes.

Generally used on roads that have low traffic


volumes and traffic speed (less than 45 kph
85th percentile speed).

Presence of shared lane is reinforced with


additional road markings showing a bicycle
and direction of travel.

Key principles for shared cycle and pedestrian paths are as follows:

Separated from trafficked roads off the rightof-way.

Coherent, clear and legible design to promote


consistent and considerate behaviour from all
users at all times.

Segregated paths should have a dimension of


2m (minimum 1.5m) for cycle track and 1.8m
for pedestrian footway.

Shared use facility should be a minimum


width of 3m with signage to designated
shared use area.

For key design applications, geometry, signs and road markings, refer to the ADM Standard
Drawings. Further details can also be found in the Abu Dhabi Walking and Cycling Master Plan
published by the DoT.

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209

KERBS

209.01

GENERAL

Kerbs will be provided along all edges of pavement in urban areas. The reasons for providing
kerbs include the following:

Provide proper drainage.

Channelization, delineation, control of access, or improving traffic flow and safety.

Protect pedestrians and provide continuity at ramp connections with local roads.

Replace existing kerbs.

Protect the roadway fence on frontage roads, where required.

Kerb Upstand - Typical kerb upstand to be 150mm for Boulevards and Avenues and 100mm
for Streets, Access Lanes and Frontage Lanes.
Kerb Painting Kerb painting in Abu Dhabi varies dependent upon the area and denotes
parking classifications and restrictions. The following colours are used:
Grey :
Blue/black stripe:
Blue/white stripe:
Yellow/grey stripe:
Yellow:
Red:
Blue:
209.02

Standard kerbs.
New kerbing is not to be painted grey.
Parking area (standard parking charges apply).
Parking area (premium parking charges apply).
No parking (to be applied at sectors where paid parking is operated).
Visibility marking (junctions, entry/exits).
Intersections, roundabouts and traffic separation islands.
Parking prohibited (adjacent to fire hydrants).
Parking for disabled persons.

TYPES AND USES

Precast kerb types and uses are shown on the Standard Drawings and are discussed below.
Kerb Types A and B - These kerbs are used to deter vehicles from using areas outside the
travelled way, control drainage, and regulate and control parking. The choice of kerb is dictated
by the road classification and application.
Kerb Type C - This kerb is used between pedestrian pavers and green areas.
Kerb Type D - This kerb is used between the road pavement and pedestrian crossings.
Kerb Type E - This kerb is flush with the pedestrian pavement and used as an interface between
different types of pedestrian pavers.

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Kerb Type F - This kerb is flush with the road pavement and used to separate asphalt roads and
parking areas from interlocking vehicular pavement.
Kerb Types G, H and I - These high-upstand kerbs were commonly used in Abu Dhabi prior to
directives issued in 2007. Details are retained for information in the case of maintenance works
involving existing kerbs.
Tyre-Friendly Kerb - This kerb is used at the interface between bus stop layby and the adjacent
sidewalk.
209.03

KERB PARAMETERS

Placement - Kerbs should be positioned to provide the same unobstructed roadway width that is
normally provided. All roadway width dimensions are measured to the front face of the kerb.
Transitions - A transition from one kerb type to another shall be done over a length of between
1.2m and 1.8m. At kerb termini, the kerb should transition from normal kerb height to zero in
3.0m.

210

BUS STOPS AND TAXI STOPS

In urban areas, bus stops and taxi stops will be provided on all main roads.
To prevent ponding in bus and taxi stops on flat grades use either a reverse cross slope towards
the main road pavement with slotted trench drains or continue the slope of the roadway and install
an inlet along the loading/unloading kerb line.
Note that public transport facilities are controlled by the DoT and reference should be made to the
relevant DoT regulations.

210.01

BUS STOPS

Bus stops are to be installed as shown on the ADM Standard Drawings and to the requirements of
the DoT. However, under restrictive conditions these Standards may be reduced, but any such
deviations require justification and subsequent approval from the DoT.
At all bus stops, a sidewalk shall be provided in accordance with UPC street furnishing
requirements, with a minimum 2m width provided for the safe passage of pedestrians (also
refer to the notes below Table 200.01). This shall be connected to the nearest pedestrian route.
Typical layouts for bus stops are provided for both layby and kerbside types.

Bus stop with layby.

Bus bulb stop.

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Kerbside bus stops.

Guidance on bus stops can be found in the USDM, with specific layout details provided in DoT
Technical Circular DOT-PT-GEN-LET-12-0005.
210.02

TAXI STOPS

Refer to the ADM Standard Drawings and latest guidelines from DoT for specific layout details.

211

PARKING

To maximize the effective capacity of roadway improvements, sufficient off-street parking facilities
should be provided to avoid the need for kerbline parking along primary roadways and main
roads.
211.01

GENERAL

Parking facilities are of four general types:


1. Parking areas located parallel to, but physically separated from the main road.
2. On-street parking spaces, developed adjacent to the travelled lanes of local roads.
3. Independent parking lots developed off local roads.
4. Parking structures.
Each facility consists of an aisle area and a standing area (parking stalls). In the case of onstreet parking, the moving lanes of the local road also serve as the aisle.
The following guidelines should be followed with regards to the design of parking facilities:
1. Minimum parking bay dimensions for perpendicular and angled parking is 5.5m x 2.7m.
Parallel bays should be a minimum of 6.5m x 2.5m, although a length of 6.0m may be used
if the parking bay is not adjacent to a main circulatory route.
2. Aisle widths for 2-way roads should be a minimum of 6.0m. Minimum aisle widths for 1-way
roads vary dependent upon associated parking provision, from 4.0m (parallel and up to 45
angled parking), 4.5m for 60 angled parking and 6.0m for perpendicular parking.
3. For one-way roads, diagonal parking is preferred.
4. A sufficient number of parking spaces for disabled persons should be provided, based on
the International Building Code (IBC). See Table 200.08 below, which is derived from the
DoT.
5. Parking spaces for disabled persons should be located as close to building entrances and
facilities as possible.
6. Wheel stops (100mm upstand) should be used to avoid cars overhanging walkways. These
should be located at an offset as shown on the ADM Standard Drawings. This dimension
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should be increased to 0.9m (forward parking) and to 1.1m (reverse parking) where
structures (e.g. walls, substations, etc) or high kerbs are located close to the kerb edge.
7. Provide mid-block pedestrian crossing(s) for large parking areas.
8. Consider parking spaces for bicycles and motorcycles.
9. Consider garbage bin locations (in consultation with the Abu Dhabi Waste Management
Department) to avoid improper placement of garbage bins in parking areas.
Reference should also be made to Department of Transport guidelines.
Table 200.08
PARKING PROVISION REQUIREMENTS FOR DISABLED PERSONS
Total Parking Bays Provided Required Minimum Number of Bays for Disabled Persons
1 - 25

26 - 50

51 75

76 - 100

101 150

151 200

201 300

301 400

401 500

501 1,000

2% of total

1,001 and over

20, plus 1 No. for each 100 or fraction thereof over 1,000

Note:
(1) Based on guidelines provided in the International Building Code (IBC).
(2) Note the exceptions given in IBC Section 1106.

211.02

PARKING AREAS

The minimum safe distance from a main road intersection to a parking entrance or exit will be
dependent on many factors, such as volume and speed of the traffic, type of intersection, width
and number of lanes on the main road, the volume of traffic using the parking area and any sight
distance restrictions.
Generally, it is desirable to locate parking exits onto main roads about 50m prior to the start of the
left turn storage lane, and parking entrances off main roads about 60m prior to the intersection,
and/or prior to the start of the free right turn taper.
The parking area edge nearest buildings should be set parallel to the building line and at a
sufficient offset distance to allow inclusion of a sidewalk adjacent to the building.

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211.03

ON STREET PARKING SPACES

Parking spaces along local roads are provided immediately adjacent to the running lanes. These
roads are generally 2-way roads and the associated parking should be either parallel or
perpendicular.
The use of 45 parking should only be proposed on 1-way local roads.
211.04

PARKING LOTS

Parking lots are of two general varieties:


1. Single entrance/exit.
2. Double entrance/exit.
Wherever practical, the following layout rules should be applied:
1. Aisles and entrance/exit widths should be typically designed for two-way operation in
conjunction with perpendicular parking.
2. Parking lots adjacent to each other (served from different aisles) should be separated by a
raised sidewalk at least 1.0m wide.
3. Diagonal parking should only be used in conjunction with 1-way aisles/local roads.
211.05

PARKING DEMAND / SUPPLY ANALYSIS

During the early stages of the Concept Design, the designer should:
1. Determine the location of all existing parking facilities in the vicinity of the project.
2. Identify any facilities which will be displaced by the road improvements, which should
therefore be replaced.
3. Determine the need for additional parking facilities and establish approximate locations for
such parking.
The required analysis regarding parking will thus vary from project to project since parking
demand is sensitive to site-specific factors, such as land use and proposed community
developments.
Table 200.09 below indicates the parking requirements associated with different types of
development. This provides a sample set of parking rates for a range of development types.
However, for full details of all categories, refer to the Trip Generation and Parking Rates Manual
for the Emirate of Abu Dhabi, published by the Abu Dhabi DoT.

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Table 200.09
Parking Requirements
Type of
Development
(Group Name)

Category Number
Category Name

Class Number
Class Name

Example of Parking Information


(Type of Vehicle; Parking Rate)

Commercial
Group

110
Shopping Malls /
Centres

113-A
Superstore

Car Employees/Resident; 0.211 per 100m of GFA.


2
Car Visitors; 1.704 per 100m of GFA.
2
School/Company Bus/Trucks; 0.015 per 100m of GFA.

Office Group

210
Government Offices

211-A
Local Government /
Administrative Building

Car Employees/Resident; 1.714 per 100m of GFA.


2
Car Visitors; 0.252 per 100m of GFA.
2
School/Company Bus/Trucks; 0.016 per 100m of GFA.

310
Apartments

311-A
Studio and One
Bedroom Apartments

320
Villa

321-A
Standalone Villa

Car Employees/Resident; 0.730 per Bedroom.


Car Visitors; 0.081 per Bedroom.
School/Company Bus/Trucks; 0.000 per Bedroom.

330
Group
Accommodation

332
Labour
Accommodation

Car Employees/Resident; 0.178 per 100m of GFA.


2
Car Visitors; 0.009 per 100m of GFA.
2
School/ Company Bus/Trucks; 0.115 per 100m of GFA.

510
Nursery and Schools

511
Nursery / Childcare

810
Hospitals

811
Government Hospital

Residential
Group

Institutional
Group

Medical Group

Car Employees/Resident; 0.818 per Unit.


Car Visitors; 0.043 per Unit.
School/Company Bus/Trucks; 0.003 per Unit.

Car Employees/Resident; 0.080 per Student.


Car Visitors; 0.392 per Student.
School/Company Bus/Trucks; 0.017 per Student.
Car Employees/Resident; 0.281 per Bed.
Car Visitors; 1.066 per Bed.
School/Company Bus/Trucks; 0.022 per Bed.

Notes:
(1) Parking rates quoted above apply to Abu Dhabi City CBD, where applicable.
(2) These requirements should be considered as minimums.

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SECTION 300 : GEOMETRIC CROSS SECTIONS

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SECTION 300 - GEOMETRIC CROSS SECTIONS


301

TRAVELLED WAY STANDARDS

301.01

TRAVELLED WAY WIDTH

Travelled way width is one of the most important safety factors in design. A wide two-lane two-way
pavement provides higher capacity, higher driver comfort levels, consistent operation and lower
accident rates.
The standard lane width for Boulevards and Avenues is 3.3m and the width of the first (edge) lane
(for buses and larger vehicles) is 3.5m. This reduces to a standard lane width of 3.0m for Streets,
Access Lanes and Frontage Lanes; although a 3.5m lane width should be maintained for
designated bus routes. Storage/deceleration lane requirements associated with free-right turns
shall be determined as per the right turning traffic volumes. Width of left turn lanes is 3.3m
(desirable) and 3.0m (minimum).
301.02

TRAVELLED WAY CROSS SLOPES

Cross slopes on straight roads should provide adequate crossfall to facilitate drainage, whilst
avoiding excessive gradients that may influence vehicle handling. Generally, cross slopes below
1.5% have little effect on vehicle steering.
Pavement superelevation on curves is discussed in Part 2 - Section 202, Superelevation.
Unpaved travelled ways shall have a cross slope of 3.0%.
301.03

TRAVELLED WAY PAVEMENT TYPE

Pavement type is determined based on the traffic volume and composition, drainage
considerations, required skid resistance, soil characteristics, climate, performance of pavements in
the area, availability of materials, sustainability, initial cost, and the overall annual maintenance
and service-life cost.

302

SHOULDER STANDARDS

Shoulders provide pavement structural support, improve sight distance, provide emergency
stopping areas and help provide required side clearance. Note that shoulders are not used on
urban streets.
302.01

SHOULDER WIDTH STANDARDS

Table 300.01 summarizes the minimum continuous usable width of paved shoulders for various
roadway classifications:

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Table 300.01
PAVED SHOULDER WIDTH STANDARDS
Inside Paved
Shoulder (m)

Roadway Class
Rural - Freeway/Expressways
2 lanes

(1)

Rural - Freeway/Expressways
4 lanes

(1)

Rural - Freeway/Expressways
6 lanes or more

(1)

(2)

3.0 preferable

3.0

3.0

3.0

1.5

4 Lanes
Rural - Multi-lane Collector
Urban - Boulevards

2.5

1.5

Rural - Multi-lane Collector


Urban - Avenues

Outside Paved
Shoulder (m)

2.5

6 Lanes or more

2.5

(2)

3.0 preferable

2.5

(2)

3.0 preferable

2.5

(2)

Multi-lane Ramp

1.2

2.5

(2)

Single-lane Ramp

1.2

2.5

(2)

Multi-lane undivided

Notes:
(1) Total number of lanes in both directions, including separate roadways.
(2) Shoulders adjacent to abutment walls, retaining walls in cut locations and noise
barriers shall not be less than 3.0m wide.
(3) Shoulders are not used on urban streets.

Source: Modified from Caltrans Highway Design Manual (1), 2012 Table 302.1.

302.02

SHOULDER CROSS SLOPES

In normal straight (tangent) sections, the following shoulder slopes shall be adopted:
1. Left Shoulders In paved median sections, shoulders shall be designed in the plane of
the travelled way. However, in depressed medians, these shoulders shall be sloped at 2%
away from the travelled way.
2. Right Shoulders - Shoulders shall be sloped at 3% away from the travelled way.
3. Bridge Structures - When a roadway crosses a bridge structure, the shoulders shall be in
the same plane as the adjacent travelled way.
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303

SIDE SLOPE STANDARDS

Properly designed side slopes ensure roadway stability and provide a safe recovery area for errant
vehicles.
Where feasible, slopes should be flattened to be consistent with the roadway classification and
topography. The top and bottom of all slopes should be rounded.
Factors affecting side slope design are as follows:
1. Safety flatter side slopes are better suited for the recovery of errant vehicles.
2. Erosion control flatter side slopes are preferable to steeper ones in terms of possible
damage during rain.
3. Economics reduction in cross-sectional fill and land acquisition costs may play a role in
slope grade choice.
4. Aesthetics flatter, gently rolling slopes are more pleasing aesthetically than steep side
slopes.
303.01

SIDE SLOPE VALUES

Embankment side slopes should be 1:6 or flatter depending on soil type. If slopes are steeper than
1:3, barriers may be required. Cut slopes should generally be 1:3 or flatter, but in no case steeper
than 1:2.
303.02

SLOPE CLEARANCE FROM RIGHT OF WAY

The minimum clearance from the right-of-way line (edge of travelled way for the road concerned)
to the top/bottom of slope should be 3.0m, although 5.0m is desirable.
The following are minimum clearances recommended for cuts higher than 10m:

6m for cuts from 10m to 15m.

7.5m for cuts from 15m to 25m.

One third the cut height for cuts above 25m, but not exceeding 15m.

The standards above apply to all varieties of cross-sectional cuts including, but not limited to:

Slope benches and cut widening.

Contour grading and slope rounding.

Stepped slopes.

Further details can be found in Caltrans Highway Design Manual (1), Chapter 300, Topic 304.2
Sideslopes.

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304

MEDIAN STANDARDS

A median is the portion of a divided roadway between the opposing travelled pavements.
Raised medians shall be used on urban roads to regulate left-turn movements. Paved medians,
including those bordered by kerbs, should be crowned at the centre, sloping towards the sides at
the slope of the adjacent pavement.
Unpaved, landscaped medians between kerbs shall be graded flat. Other unpaved medians
should slope downward from the shoulders to form a shallow valley. Cross slopes should be 1:10
or flatter, with 1:20 being preferred. Slopes as steep as 1:6 are acceptable, if necessary for
drainage.
Median width is the dimension between inside edges of the travelled way, including the inside
shoulder. Median width should generally be selected based on traffic volume and speed. It may
require modifications in the future to accommodate such expansions for:

Public Transport (bus, rail, tram, etc).

Future traffic needs, say 20 years after completion of construction.

Refer also to the UPC Urban Street Design Manual (2), Chapter 5 for relevant median
requirements and cross sections.

305

HORIZONTAL AND VERTICAL CLEARANCES

305.01

HORIZONTAL CLEARANCES

Unshielded Horizontal Clearance - The minimum desired horizontal clearance between the
travelled way edge and fixed objects shall be the clear zone width. Fixed objects within the clear
zone shall be eliminated, moved or redesigned.
Shielded Horizontal Clearance - If fixed objects cannot be eliminated, moved or redesigned,
then lesser clearance is allowed if concrete barriers or guardrails are used to shield the object.
On all roadway facilities, the clearance to fixed objects such as bridge parapets, concrete
barriers, abutments, retaining walls or noise barriers shall not be less than the standard roadway
shoulder width stated in Table 300.01, except that a minimum clearance of 1.2m shall be
provided where the standard shoulder width is less than 1.2m.
Allowance for working width requirements are to be considered, as discussed later in this
section.
305.02

VERTICAL CLEARANCES

Vertical clearances to structures and other features are indicated in Table 300.02 below.
Efforts should be made to avoid decreasing the existing vertical clearance wherever possible and
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consideration should be given to increasing vertical clearance on projects involving structural


section removal and replacement.
Table 300.02
VERTICAL CLEARANCES
Structure / Feature Type

305.03

Minimum Vertical Clearance


(from pavement surface) (m)

Bridges

6.0

Pedestrian Overpass

6.0

Pedestrian Overpass with


Overhead Guide Sign

6.0

Sign Structures

6.0

Overhead Communication Lines

Contact the concerned authority

Power Lines

Contact ADWEA

TUNNEL CLEARANCES

Horizontal Clearance The minimum tunnel width should equal the full approach travelled way
width plus paved shoulders.
In one-way tunnels, the minimum side clearance from the edge of the travelled way (unless sight
distance dictates otherwise) should be 1.5m on the left and 2.0m on the right. For two-way tunnels,
this clearance shall be 2.0m on each side.
Vertical Clearance - The desirable vertical clearance shall be 6.0m measured at any point over
the travelled way. Reductions below this will only be permitted in specific instances, if approved by
ADM.

306

CLEAR ZONE CONCEPTS

Clear Zone - A clear zone is an unobstructed, flat or gently sloping area beyond the travelled way
edge, which gives drivers the opportunity to regain control of errant vehicles and to safely stop.
The clear zone is measured horizontally from the travelled way edge to the nearest roadside
obstacle. Fixed objects should not be located within the clear zone, if possible.
In an area where the roadside is relatively clear, flat and straight, application of the clear zone
concept is straightforward. However, factors such as roadside embankments, space restrictions,
roadway curvature and superelevation may impose restrictions on the application of clear zone
values.
For specific updates relating to definitions on Clear Zones, along with horizontal curve adjustment
factors and expanded examples of clear zone evaluation, see AASHTO Roadside Design
Manual (3), Chapter 3 Roadside Topography.

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Clear Zone Standard - The clear zone width required is based on side slope geometry, traffic
volumes and operating speeds, as shown in Table 300.03.
Curvature Correction Factors - Table 300.04 shows correction factors used to adjust the clear
zone distances, taking into account roadway curvature. Sharp curves significantly reduce the
benefits of the clear zone values shown below due to higher roadway departure angles. These
modifications should be used in locations with high accident rates and where increasing the clear
zone distance is cost effective.

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Table 300.03
CLEAR ZONE DISTANCES (IN METRES FROM EDGE OF TRAVELLED WAY)
Design
Speed
(kph)

Fill Slopes
Design Year
ADT
1:6 or flatter
1:5 to 1:4

60
or less

70 - 80

Cut Slopes
1:3

1:3 or
steeper

1:4 to 1:5

1:6 or
Flatter

Under 750

2.0 3.0

2.0 3.0

**

2.0 3.0

2.0 3.0

2.0 3.0

750 - 1,500

3.0 3.5

3.5 4.5

**

3.0 3.5

3.0 3.5

3.0 3.5

1,500 - 6,000

3.5 4.5

4.5 5.0

**

3.5 4.5

3.5 4.5

3.5 4.5

Over 6,000

4.5 5.0

5.0 5.5

**

4.5 5.0

4.5 5.0

4.5 5.0

Under 750

3.0 3.5

3.5 4.5

**

2.0 3.0

2.0 3.0

3.0 3.5

750 - 1,500

4.5 5.0

5.0 6.0

**

3.0 3.5

3.5 4.5

4.5 5.0

1,500 - 6,000

5.0 5.5

6.0 8.0

**

3.5 4.5

4.5 5.0

5.0 5.5

Over 6,000

6.0 6.5

7.5 8.5

**

4.5 5.0

5.5 6.0

6.0 6.5

Under 750

5.0 5.5

6.0 7.5

**

3.0 3.5

3.5 4.5

4.5 5.0

750 - 1,500

6.0 7.5

8.0 10.0*

**

3.5 4.5

5.0 5.5

6.0 6.5

1,500 - 6,000

8.0 9.0

10.0 12.0*

**

4.5 5.5

5.5 6.5

7.5 8.0

Over 6,000

9.0 10.0*

11.0 13.5*

**

6.0 6.5

7.5 8.0

8.0 8.5

Under 750

6.5 7.0

8.0 9.5*

**

4.0 5.5

4.0 5.5

5.5 6.0

750 - 1,500

8.0 10.0*

10.0 12.5*

**

4.5 6.0

6.0 7.0

7.5 8.0

1,500 - 6,000

10.5 11.5*

13.0 15.0*

**

5.5 7.0

6.5 8.0

9.5 10.0*

Over 6,000

12.0 13.0*

14.5 17.0*

**

7.5 8.5

9.0 10.0*

10.0 10.5*

Under 750

8.5 9.0

10.0 11.5*

**

4.5 5.5

5.0 7.0

7.0 7.5

750 - 1,500

10.0 12.0*

13.0 15.0*

**

5.5 7.0

7.5 8.5

9.0 9.5*

1,500 - 6,000

13.5 14.5*

16.5 18.0*

**

7.0 9.0

8.0 10.0*

11.5 12.0*

Over 6,000

15.0 16.0*

18.0 20.5*

**

9.0 10.5*

11.0 12.0*

12.0 12.5*

100

120

140

Notes:
1. All distances are measured from the edge of travelled way.
2. For clear zones, the Design Year ADT will be the total ADT for both directions of travel for the design year.
This applies to both divided and undivided facilities. Traffic volumes will be based on a 20-year projection from
the anticipated date of construction.
3. These are recommended clear zone distances. The consultant may use a wider clear zone, as determined on a
case-by-case basis.

Where a site specific investigation indicates a high probability of crash continuance, the designer may provide
clear zone distances greater than 9.0m as indicated. Clear zones may be limited to 9.0m for practicality and to
provide a consistent roadway template if previous experience with similar projects or designs indicates
satisfactory performance.

** Since recovery is less likely on unshielded, traversable 1:3 slopes, fixed objects should not be present in the
vicinity of the toe of these slopes.
nd

Source: Modified from the Abu Dhabi DoT Roadside Design Guide (4), 2012 (2

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Table 300.04
HORIZONTAL CURVE ADJUSTMENT FACTORS
Design Speed (kph)
Radius (m)
60

70

80

100

120

900

1.1

1.1

1.1

1.2

1.3

850

1.1

1.1

1.1

1.2

1.4

800

1.1

1.1

1.1

1.2

1.4

750

1.1

1.1

1.1

1.2

1.4

700

1.1

1.1

1.2

1.2

1.4

650

1.1

1.2

1.2

1.3

600

1.1

1.2

1.2

1.3

550

1.1

1.2

1.2

1.3

500

1.1

1.2

1.2

1.3

450

1.2

1.2

1.3

1.4

400

1.2

1.2

1.3

1.4

350

1.2

1.2

1.3

300

1.2

1.3

1.4

250

1.3

1.3

1.4

200

1.3

1.4

150

1.4

1.5

100

1.5

nd

Source: Abu Dhabi DoT Roadside Design Guide (4), 2012, (2

Edition), Table 2.3.

Notes:
1. Adjustments apply to the outside of horizontal curves only.
2. No adjustments are warranted for curve radii greater than 900m.
3. The applicable clear zone distance on a horizontal curve is calculated by:
CZc = (Kcz).(CZt)
where: CZc = clear zone on a curve, m
Kcz = curve adjustment factor
CZt = clear zone on a tangent section from Table 300.03 (m)
The calculated CZc to be rounded up to the next highest increment of 0.5m.
4. For intermediate curve radii not included in Table 300.04, use linear interpolation.

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Example
Given the following parameters, find the clear zone adjusted for horizontal curvature:

Design Speed = 120 kph.

Design ADT = 7,000.

Horizontal curve radius = 750m

Flat side slope

Solution:
From Table 300.03, the minimum clear zone on the tangent (CZt) = 12.0m
From Table 300.04, the curve correction factor (Kcz) = 1.4
The clear zone for the curve (CZc) = (12.0).(1.4) = 16.8m; use 17m
306.01
306.01.01

APPLICATION OF CLEAR ZONE


Roadside Terrain: Foreslope

When a roadway is constructed in a fill section, the side slope is called a foreslope which can be
recoverable, non-recoverable or critical, as defined below:
Recoverable - A recoverable slope allows an errant vehicle to drive across it, slow down, stop and
return to the roadway. Recoverable slopes are 1:4 or flatter, relatively smooth and clear of all
fixed-object hazards. The top of the slope is rounded, so wheels of vehicles remain in contact with
the roadway when encountering the embankment. The toe of slope is also rounded to enable the
driver to negotiate and drive across it if the vehicle reaches the base of the embankment.
Non-Recoverable - A non-recoverable slope allows an errant vehicle to drive across it, but the
vehicle may not be able to slow down or stop before reaching the base. Embankments with slopes
between 1:3 and 1:4 generally fall under this category. A smooth clear run-out area with a slope of
1:6 or flatter, in addition to the recommended clear zone distance is recommended at the base of
the slope.
The width of the runout area is determined according to the available width between the edge of
travelled way and the breakpoint between the recoverable and non-recoverable slopes, as
indicated on Figure 300.01 below. This available width is then subtracted from the clear zone
distance obtained from Table 300.03, based on the steeper embankment slope. The difference is
the width of the clear runout area.

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Figure 300.01
Clear Runout Area
Source: Michigan Road Design Manual (5), 2013

Critical - A critical slope is one where a vehicle has a high probability of overturning, applicable
where slopes are steeper than 1:3. If the available clear zone is narrower than the recommended
width or it is not practical to adjust the roadside geometry, installing a barrier system may be
necessary.
306.01.02

Roadside Terrain: Backslope

When a roadway is located in a cut section, the cut slope is called a backslope. A traversable
backslope is 1:3 or flatter, relatively smooth, clear of fixed object hazards and where a vehicle can
be driven across without becoming stranded. This type of backslope can be included as part of the
clear zone. However, if the backslope is steeper than 1:3, rock-cut or rough-sided, the base of the
backslope will be outside the clear zone. If the recommended clear zone cannot be practically
accommodated, a barrier system may be required to prevent motorists from encroaching on the
backslope.
306.01.03

Roadside Terrain: Cross Slope

Cross slopes can be located along medians, intersecting driveways and roadways. Cross slopes
can be more hazardous to motorists than foreslopes or backslopes because of the possibility of
colliding with opposing traffic. Cross slopes of 1:10 or flatter, traversable, relatively smooth and
clear of fixed object hazards are recommended, particularly in medians immediately adjacent to
opposing traffic. In roadside sections where 1:10 cannot be accommodated, such as urban areas,
a maximum slope of 1:6 should be used.
306.01.04

Roadside Terrain: Ditch

The primary function of ditches is to prevent roadways from flooding by directing and carrying
water away from the roadway. They are especially hazardous because of fixed hazards such as
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exposed pipes, headwalls and culverts. The ditch cross section itself can also represent a serious
hazard. Preferred ditch cross sections are traversable and free of hazards, as shown in Figures
300.02 and 300.03. Cross sections that fall within the shaded area are considered traversable.
Cross sections that fall outside the shaded regions are considered less desirable and should only
be used in specific conditions such as:
Restricted ROW.
Rugged terrain.
Resurfacing, restoration or rehabilitation.
Low volume or low speed roads.
Closed drainage systems or shielding with barrier systems should be considered in situations
where a ditch located in a vulnerable location has a cross section that falls outside the shaded
region.

Figure 300.02
Preferred Cross Sections for Ditches with Abrupt Slope Changes
Source: AASHTO Roadside Design Guide (3), 2011 (4th Edition), Figure 3-6.

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Figure 300.03
Preferred Cross Sections for Ditches with Gradual Slope Changes
Source: AASHTO Roadside Design Guide (3), 2011 (4th Edition), Figure 3-7.

Trapezoidal ditch profiles are preferred, especially if wider than 2.4m with rounded toes.
Roadside cross-drainage culverts have been found to affect vehicle accident injury levels. As a
result, highway designers have commonly used three safety treatments to protect errant motorists
from striking culvert openings, which are culvert extension, guardrail protection and the application
of safety grating.
However, a recent study (6) estimated accident costs for a number of scenarios to establish the
treatment with the lowest accident cost, modelled using the Roadside Safety Analysis Program
(RSAP). This concluded that culvert extension and grating incurred the lowest cost, whereas
guardrail protection was not recommended for any of the scenarios considered.

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For further guidance on the use, placement and safety requirements of cross-drainage structures (i.e.
culverts) used adjacent to roadways, refer to the AASHTO Roadway Design Guide (3), 2011, 4th
Edition, Chapter 3 Roadside Topography and Drainage Features and Chapter 5 Roadside Barriers.

307

BARRIERS

307.01

BARRIER NEED

The primary function of a roadside barrier is to prevent errant vehicles from hitting roadside
hazards. Barrier need is based on the premise that installing a barrier will reduce the severity of an
accident at that location. However, efforts to eliminate hazards within the clear zone should be
investigated prior to considering the installation of barriers.
When determining barrier requirements, the following factors must be considered:

Risks involved with hitting the hazard versus colliding with the barrier.

Evaluating roadway design (speed and traffic volumes) and roadside design (e.g. hazard
lateral offset and side slope geometry) to barrier need.

Evaluating costs of installing and maintaining a barrier system versus not installing a
barrier system.

Costs of accidents involving barriers versus not involving barriers.

Figure 300.04 indicates when a barrier is warranted, based on height and fill slope of
embankments associated with constructed roadways. Embankments that fall outside the shaded
region do not warrant shielding. However, Figure 300.04 does not take into account other factors
such as object hazards on the embankments within the clear zone, installation and maintenance
costs of a barrier system or accident costs involving barriers. All these factors must be considered
together when evaluating the need for barriers.
As previously stated, if hazards are located within the clear zone, efforts must be made to
eliminate the hazard first, prior to considering barrier installation. These considerations can include
any of the following:

Reprofiling of roadside topography in the clear zone to a smooth and safe cross section.

Extend exposed pipes, culverts and install headwalls outside the clear zone.

Install drop inlets for roadside drainage systems, rather than exposed pipes and culverts.

Remove or relocate all manmade or natural fixed obstacles such as utility poles, signs,
luminaire supports, trees and boulders outside the clear zone.

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Figure 300.04
Risk Warrants for Embankments
Source: Abu Dhabi DoT, Roadside Design Guide (4), 2012 (2nd Edition), Figure 2.9.
307.02

BARRIER DESIGN

Roadside barriers are categorized in terms of deflection characteristics in the case of vehicular
impact, and are listed below:

Flexible Barrier.

Semi-Rigid Barrier.

Rigid Barrier.

Flexible Barrier These dissipate the energy of a crash by providing a relatively high deflection
upon impact. Vehicles will tend to be redirected along the barrier after impact and there is a lower
injury risk to occupants compared to other barrier types. Furthermore, installation costs associated
with flexible barriers are lower than semi-rigid and rigid barriers. Examples of this type of barrier
include Weak-Post W-Beam and Low-Tension/High-Tension Wire Rope Safety Barrier, although
the latter is not currently used in Abu Dhabi City.
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Semi-Rigid Barrier These deflect upon impact, but to a lesser degree than flexible barriers. This
is achieved by the support posts bending and the barrier rail deforming to absorb the force of the
impact. Examples of this type of system include Blocked-Out W-Beam (Strong-Post), Blocked-Out
Thrie Beam (Strong-Post) and Modified Thrie Beam (Strong-Post).
Rigid Barrier These are designed not to deflect upon impact and contain vehicles within the
road corridor. However, as a result of this the injury risk to vehicle occupants is higher than the
other types. Examples of this type include Concrete Barriers (F-Shape and Vertical Profile).
The selection of the most appropriate type of barrier will depend not only on the test level required
(see Testing in Clause 307.03), but also on the available distance between the barrier and the
hazard. This is important as sufficient clearance must be provided to ensure that the anticipated
deflection of the barrier system is less than the distance to the hazard.
The expected dynamic deflection of different barrier systems can be found in the AASHTO
Roadside Design Guide (3), 2011 (4th Edition), Table 5-6. However, maximum deflection values
for a selection of different TL-3 barrier systems is given in Table 300.05 below, for ease of
reference:
Table 300.05
DYNAMIC DEFLECTION OF TL-3 BARRIERS
Beam Description

Single W-Beam

MGS Single W-Beam

Double W-Beam

Post Spacing
(m)

Maximum Deflection
(mm)

1.905

754

0.952

597

1.905

1094

0.476

447

1.905

902

0.952

498

Notes:
1. Based on field tests conducted by the Kansas Department of
Transportation using a 2,000 kg sedan at 97 kph and at an impact
0
angle of 25 .

Source: AASHTO Roadside Design Guide (3), 2011 (4th Edition), Table 5-6.
Deflection of TL-2 barriers may differ from the values given above and the Consultant shall verify
the maximum values associated with the type of barrier selected during the design process.
Rigid concrete barriers are assumed to exhibit no deflection on impact.

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307.03

ROADSIDE BARRIER TYPES AND FEATURES

Roadside barrier types considered for use in Abu Dhabi include the following:

Flexible : Weak-Post W-Beam.

Semi-Rigid : Blocked-Out W-Beam; Blocked-Out Thrie Beam; Modified Thrie Beam.

Rigid : Concrete Barrier (F-Shape; Vertical Profile).

Flexible and Semi-Rigid Systems These may be installed in locations that warrant a barrier
system, except for locations that do not provide adequate lateral clearance for the anticipated
barrier deflection. Figure 300.05 below provides examples of these types of barriers:

Figure 300.05
Roadside Barrier - Flexible and Semi-Rigid Systems
(dimensions in millimetres)
Source: Abu Dhabi DoT, Roadside Design Guide (4), 2012 (2nd Edition), Figures 3.3 and 3.6.

Rigid Systems - Concrete barriers are a rigid system designed to redirect vehicles with minimal or
no deflection. However, vehicles have a higher probability of overturning or vaulting over these
rigid barriers. Studies (7) have shown that vehicle stability after hitting a concrete barrier is highly
dependent on the shape of the front face of the barrier. Accordingly, the profile of the front face of
the lower portion of the barrier shall be as shown on Figure 300.06 below (see Types I and II),
which follow the F-shape profile.
The basic roadside barrier is designed to be 810mm high, but taller designs are available to
counteract the overturning moments of trucks with higher centres of gravity.

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However, it has been found that during a vehicular impact with rigid barriers, an occupants head is
often ejected out of a side window, which may result in contact with the barrier or an object
attached to it. These types of impact event are often fatal. As a result, the Consultant must take
head ejection envelopes into consideration when determining the safe placement of fixed objects
on top of or behind rigid concrete barriers. Research has been conducted to identify what would be
the safe lateral distance from the inner face of the concrete barrier to the nearest object hazard in
order to prevent contact between the vehicle occupants head and the barrier itself, as well as
between the vehicle occupants head and the hazard placed near or on top of the barrier (8).
Based on its findings, this study recommends a clear lateral distance of at least 35cm from the
inner face of the concrete barrier to the nearest roadside object in order to prevent severe injuries
associated with head impacts given the occupants head has been ejected out of the side window.
The recommended 35cm clear lateral distance was based on crash-tests using the vertical barrier
profile. It is believed that this required clear lateral distance could be smaller for crashes involving
F-shape barriers. However, since there is no strong evidence to validate this belief, the use of at
least 35cm clear lateral distance even when F-shape barriers are provided will ensure a safer
design.
Vertical profile concrete barriers (see Figure 300.06, Type III) may also be considered as an
alternative solution, as they have been shown to be safer (7).

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Figure 300.06
Roadside Barrier Rigid Systems
(dimensions in millimetres)

Testing - Barrier testing shall be in accordance with the latest version of the AASHTO Manual for
Assessment of Safety Hardware (9), (MASH). Table 300.06 below provides the basic testing
parameters currently being used for barrier test levels TL-1 to TL-6:

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Table 300.06
TEST LEVELS FOR BARRIERS

MASH Test
Level

MASH Test
Vehicle
Designation and
Type

Test Conditions
Vehicle Weight (kg)

Speed (kph)

Angle
(degrees)

Passenger Car

1,100

50

25

Pick-up Truck

2,270

50

25

Passenger Car

1,100

70

25

Pick-up Truck

2,270

70

25

Passenger Car

1,100

100

25

Pick-up Truck

2,270

100

25

Passenger Car

1,100

100

25

Pick-up Truck

2,270

100

25

Single Unit Truck

10,000

90

15

Passenger Car

1,100

100

25

Pick-up Truck

2,270

100

25

Tractor-Van Trailer

36,000

80

15

Passenger Car

1,100

100

25

Pick-up Truck

2,270

100

25

Tractor-Tank Trailer

36,000

80

15

TL-1

TL-2

TL-3

TL-4

TL-5

TL-6

Source: AASHTO Roadside Design Guide (3), 2011 (4th Edition), Table 5-1(a).

Selection of the appropriate test level (TL-1 to TL-6) to be adopted for a particular site requiring
barrier installation shall be made based on the anticipated traffic characteristics.
For example, roads with a high proportion of Single Unit Trucks would require a barrier system
which conforms to TL-4. A road which displays higher speeds (say around 100 kph) but with a
high proportion of small cars would be more suited to the provision of barriers at TL-3 than that of
TL-1. The use of TL-5 or TL-6 would largely depend on the proportion of higher speeds and larger
vehicle mass vehicles being present in the traffic composition.

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Transitions - Transitions shall be properly designed to avoid situations where vehicles may
pocket or snag on stiffer sections, due to deflection of a more flexible system. For example, this
is the case where a semi-rigid approach barrier joins a rigid barrier.
The transition should be designed to provide a gradual stiffening of the overall approach
protection system, which can be achieved by reducing post spacing, providing larger or longer
posts or strengthening the barrier (such as the use of nested rails). Generally, the length of the
transition shall be 10 to 12 times the difference in the lateral deflections of the two adjoining
systems.
An example of a transition from a W-Beam to a concrete barrier is included in the ADM
Standard Drawings and is based on reference (10).
All transitions between different barrier types and systems shall be tested and approved and
have met the performance criteria of MASH. Safety performance should meet the appropriate
test level criteria, which is dependent on operating speeds and traffic composition of the
roadway.
For more information on transition designs, refer to Chapter 7 of the AASHTO Roadside Design
Guide (3), 2011.
307.04
307.04.01

ROADSIDE BARRIER PLACEMENT


Lateral Placement

Placement of a barrier system shall be determined in a manner that increases motorist safety,
decreases accident frequency and minimizes injury severity.
A barrier system shall shield the motorist from roadway hazards. It is therefore a standard rule that
the barrier system shall be placed as far from the edge of travelled way as possible. This allows
drivers space to regain control of their vehicle and possibly avoid an accident. It is important to
note, however, as the distance between the edge of travelled way and the barrier increases, the
potential vehicular impact angle also increases. Barriers which expose motorists to high impact
angles tend to produce unacceptably high injury levels.
Placement of the barrier system should take into consideration working widths and deflection
relative to the shielded hazard or protected work zone area. The working width area has to be free
of any obstructions when the barrier is fully deflected under crash conditions.
Controlled lateral deflection associated with a barrier system is generally acceptable. However,
this deflection and additional vehicle rotation over the barrier must be considered when selecting a
barrier system for a particular site. Consideration needs to be given to the amount of barrier
deflection under test conditions with roadside hazards being located beyond the specified working
width or maximum deflection zone. Figure 300.07 below demonstrates the deflection of barriers
and the working widths required:

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W = Working Width
D = Maximum Deflection
Figure 300.07
Demonstration of Deflection of Barriers and Working Widths Required
Source: Based on the Highways Agency (UK) Requirement for Road Restraint Systems (11),
TD 19/06, August 2006, Figure 1-1.
307.04.02

Effects of Roadside Terrain

The profile between the edge of travelled way and the barrier can have significant effects on the
final placement of the barrier. The wheels of an errant vehicle should remain in contact with the
ground and its suspension system neither compressed nor suspended at the moment of impact
with the barrier. This holds true for all barrier systems. Locations of roadside kerbs and slopes
require particular attention when determining barrier design and placement.
Kerbs - Guardrail/kerb combinations are highly discouraged in locations where high-speed and
high-angle impacts are likely to occur. Kerbs have limited restraint capabilities and can cause a
vehicle to vault over a barrier placed above or beyond it.
A Strong-Post W-Beam guardrail system can be used with a 150mm upstand kerb or less, if
installed flush with the face of the barrier for design speeds up to 80 kph (or 100mm upstand kerb
height or less for design speeds in excess of 80 kph).
However, in situations where there are no feasible alternatives but to use roadside barriers offset
laterally from kerbs, the following guidelines should be followed:

Design speed less than 70 kph.


Maximum kerb upstand height 150mm.
Face of barrier to be at least 2.5m from face of kerb.

Design speed 70 kph to 80 kph.


Maximum kerb upstand height 100mm.
Face of barrier to be at least 4.0m from face of kerb.

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For design speeds above 80 kph, only use 100mm high or shorter sloping-faced kerbs flush with
the face of the barrier.
Kerbs should only be used on higher speed roadways when concerns about drainage make them
essential.
For more detailed information on kerb-guardrail combinations, refer to NCHRP Report 537 (12).
Slopes - As previously mentioned, guardrail performance is affected by the vehicles position at
the moment of impact. Crash tests show that roadside W-Beam barriers perform most effectively
when installed on slopes of 1:10 or less and are not to be used on steep slopes. Refer to the
AASHTO Roadside Design Guide (3), 2011 (4th Edition).
307.04.03

Barrier Length Design

Runout Lengths (LR) and Hazard Lateral Distance (LA) - When designing the length of a barrier,
the two primary factors that must be considered are:

LR - Runout Length

LA - Hazard Lateral Distance

The runout length (LR) is the distance, parallel to the roadway, which a vehicle may require to stop
after leaving the roadway, prior to hitting a hazard (see Figure 300.01). Its distance is measured
from the point the vehicle is assumed to leave the roadway to the hazard ahead. Runout length
requirements vary according to the roadway design speed (see Table 300.7).

Table 300.07
RUNOUT LENGTHS
Design
Speed (kph)

Runout Length (LR) for Given Traffic Volume (ADT) (m)


> 10,000

5,000 - 10,000

1,000 - 5,000

< 1,000

140

150

140

125

110

120

125

115

100

90

100

91

76

64

61

80

70

58

49

46

60

49

40

34

30
nd

Source: Abu Dhabi DoT Roadside Design Guide (4), 2012 (2

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However, findings of a recent study (13) into guardrail runout lengths carried out for the Wisconsin
Department of Transportation suggests significantly shorter runout lengths should be used. The
study suggests that guardrail length-of-need on divided freeways with relatively flat sideslopes,
calculated using the 2011 runout length values, are excessively long. Guardrails which are too
long are more expensive to install and produce higher expenses associated with repair costs. In
addition, excessively long guardrail installations tend to increase crash frequency which can
oiutweigh the benefits of reduced injury levels produced by hazard shielding. The recommended
guardrail runout lengths for right and left sides of divided freeways are shown in Table 300.08.

Table 300.08
RUNOUT LENGTHS FOR DIVIDED FREEWAYS
Runout Length
ft (m)
Speed Limit mph (kph)
Left Side
(Median)

Right Side
(Roadside)

80 (129)

375 (114)

315 (96)

75 (121)

314 (96)

279 (85)

70 (113)

253 (77)

242 (74)

65 (105)

176 (54)

206 (63)

60 (97)

100 (30)

170 (52)

Source: Phase 1 Assessment of Guardrail Length-of-Need (13) Table 41.

The hazard lateral distance (LA) is the distance between the edge of travelled way to the back of
the hazard, if the hazard is a point obstacle. However, if the hazard is continuous or spans larger
distances, such as an embankment, river, slope or culvert, the lateral distance should be extended
to the edge of the clear zone. If the hazard extends beyond the clear zone, the minimum lateral
distance would only be to the edge of the clear zone.
The length-of-need is dependent on the hazard lateral distance, guardrail lateral offset, runout
length and flare rate (if any).
Barrier Length-of-Need (X) - The barrier length-of-need (X) is the portion immediately ahead from
the hazard and parallel to the roadway. It is of variable length, selected by the designer, and shall
be at least as long as the flared section of the barrier.

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X = Barrier Length-of-Need.
Y = Distance from edge of through travelled way to end of barrier need.
LA = Distance from edge of through travelled way to lateral extent of obstruction.
L1 = Barrier Tangent Length.
L2 = Barrier Lateral Offset.
L3 = Obstruction Offset.
Lc = Distance from edge of through travelled way to outside edge of the clear zone.
LR = The theoretical Runout Length needed for a vehicle leaving the roadway to stop.
a:b = Flare Rate

Figure 300.08
Barrier Layout Diagram and Calculations
Source: AASHTO Roadside Design Guide (3), 2011 (4th Edition), Table 5-39.
Calculation of Length-of-Need:
1. Select an appropriate LA as it is a critical part of the design process. This distance should
include all features or hazards that need to be shielded, up to the design clear zone at
each site.
2. Select a runout length (LR) from Table 300.08 or 300.09.
3. Select tangent length (L1). If a semi-rigid barrier is connected to a rigid barrier, the tangent
length should be at least as long as the transition section.
4. If the barrier is flared away from the roadway, the maximum recommended flare rate
should not be exceeded.
5. Calculate the Length-of-Need (X) from Equation No. 1.
X = LA + (b/a).(L1) L2
(b/a) + (LA/LR)

Equation No. 1

6. For parallel installations, i.e. no flare rate, Equation No. 1 becomes:


X = LA + L2
LA/LR
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Barrier Tangent Length (L1) Barrier tangent length depends on the following factors:

Barrier length-of-need.

Hazard width.

Downstream length, if needed.

Barrier Lateral Offset (L2) - The barriers lateral offset (L2) is the distance between the edge of
travelled way to the barrier. This offset is also selected by the designer and shall be as far away
from the edge of travelled way as possible. This provides an unobstructed recovery area to allow
an errant vehicle to gain control without colliding with the barrier.
Flare Rate (a:b) - The flared portion of the barrier which is not parallel to the roadway. The main
advantages of using flare are as follows:

Reduces the barrier length-of-need.

Reduce the perception that the barrier is a hazard

Minimizes the risk of vehicular impact due to the larger lateral offset.

Lower barrier implementation cost.

Minimize a drivers reaction to the introduction of an object near the travelled way.

Keeping flare rates as flat as practicable preserves the barriers redirectional performance and
minimizes the angle of impact.
Flared barrier sections have their disadvantages. The greater the flare rate, the greater the
vehicular impact angle. This may increase the severity of the crashes, increasing the magnitude of
injuries particularly with rigid barriers. Barrier flares can also increase the probability that an
impacting vehicle will be redirected across the roadway and into oncoming traffic. This is
particularly dangerous if the roadway has two-way traffic, not separated by a median or a median
barrier. Therefore, flatter flare rates should be used, particularly in locations with two-way traffic.
Sharp flares should not be used on the outside of curves, as this increases the potential angle of
impact.
The recommended flare rates are shown in Table 300.09.
For further guidance on barrier placement, especially on foreslopes and for procedures to follow
for the calculation of the Length-of-Need on horizontal curves, refer to the AASHTO Roadside
Design Guide (3), 2011 (4th Edition).
See Figure 300.08 for a typical barrier layout diagram and the procedures used for the design of
barrier installations.

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Table 300.09
RECOMMENDED FLARE RATES

Design
Speed (kph)

Shy Line
Offset (m)
(see Note 1)

Flare Rate for Barrier at or


Beyond Shy Line

Flare Rate
for Barrier
Inside Shy
Line

Rigid
System

Semi-Rigid
System

Flexible
System

140

4.2

38:1

26:1

21:1

50:1

120

3.2

32:1

22:1

17:1

50:1

100

2.4

26:1

18:1

14:1

50:1

80

2.0

21:1

14:1

11:1

50:1

60

1.4

16:1

10:1

8:1

50:1

Notes:
1. The shy line is the distance from the edge of travelled way, beyond which a roadside
object will not be perceived as an obstacle affecting driver behaviour.
2. Roadside barriers should be located outside of the shy line where possible, especially
where relatively short lengths of barrier are used.
nd

Source: Based on the Abu Dhabi DoT Roadside Design Guide (4), 2012 (2

307.05

Edition), Tables 4.2 and 4.3.

MEDIAN BARRIERS

307.05.01

Median Barrier Warrants

The primary function of a median barrier is to prevent cross-median collisions on a divided


roadway and/or shield fixed object hazards within the median. Like all types of barriers, median
barriers shall only be installed if colliding with the barrier is less hazardous than not having a
barrier installed at all. Barrier installation shall only be considered if the fixed object hazards
cannot be removed or relocated to outside of the clear zone area.
Median barriers are warranted in locations that have a history of cross-median accidents or
contain fixed object hazards. Roadways that have wide medians may not generally warrant the
use of median barriers, but the median width required will depend on the posted speed limit and
traffic volume.
307.05.02

Median Barrier Types and Features

There are several types of barriers that can be used in medians, including the following:

Flexible : Weak-Post W-Beam.

Semi-Rigid : Blocked-Out W-Beam; Blocked-Out Thrie Beam; Modified Thrie Beam.

Rigid : Concrete Barrier (F-Shape; Vertical Profile).

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Of these, the concrete barrier is currently the most common median barrier used in Abu Dhabi.
Vertical profile barriers are shown in Figure 300.06. Figure 300.09 below shows examples of the
standard metal beam guardrail and F-Shape concrete median barrier.

Figure 300.09
Median Barrier - Types and Features
(dimensions in millimetres)
Source: Abu Dhabi DoT, Roadside Design Guide (4), 2012 (2nd Edition), Figures 5.3, 5.4, 5.6 and 5.7.

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307.06

MEDIAN BARRIER PLACEMENT

The two primary factors to consider when placing median barriers are:

Median geometry.

Traffic volume and speed.

A median that is flat (1:10 or less), relatively smooth and clear of fixed obstacles is desirable. If a
barrier is warranted under these conditions, it shall generally be installed at the centre of the
median. If the median is a v-shaped foreslope embankment or a ditch warranting a barrier, the
location will depend on the geometry of the ditch (i.e. steepness, depth and width).
If the full width of the median is a foreslope embankment steeper than 1:10, warranting a barrier,
the barrier shall be installed on the higher edge of the median. However, if the median is roughcut, obstructed with hazards and non-traversable, barriers shall be installed at the edge of both
shoulders. If the median is wide enough to accommodate cable barrier deflections, this type of
barrier may be used on one side only.
In some situations, the entire median does not require a barrier system. However, there may be
hazards in the median or the roadside edge that require shielding (i.e. bridge piers or gantry sign
post uprights). An example of the treatment of such fixed hazards is illustrated in Figures 300.10
and 300.11.

Figure 300.10
Layout of Bullnosed Guardrails
Source : Alberta Infrastructure and Transportation Drawing RDG-B5.9 Thrie Beam Bullnose
Guardrail Detailed Plans

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Figure 300.11
Treatment of Isolated Fixed Hazards
Alternative solutions for the protection of fixed hazards are the use of crash cushions to shield the
object and a combination of semi-rigid or rigid barriers with crash cushions to shield the barrier
ends. Allowance needs to be made in the latter case for dynamic deflection of the barrier to
ensure adequate clearance is provided to the hazard.

307.07
307.07.01

END TREATMENTS AND CRASH CUSHIONS


End Treatments

All roadside and median barriers terminating within the clear zone and/or located where they
have a high probability of being hit, as determined by the ADM Road Safety Team or
Independent Road Safety Audit Team, shall have a crashworthy terminal installed at their
upstream end. Fishtail/spoon and turn-down terminals are not permitted. Crashworthy is defined
as having been tested, approved and met the performance criteria of the AASHTO Manual for
Assessment of Safety Hardware (MASH), (9).
Leading Terminals - All leading approach end terminals shall be tested and approved and have
met the performance criteria of MASH. Safety performance should meet the appropriate test
level criteria, which is dependent on operating speeds and traffic composition of the roadway.
The leading terminal is the approach end of a guardrail installation.
Note that on undivided roads, both ends of a barrier installation shall be considered as being
leading ends, due to the probability of an impact from the opposing direction.
Trailing Terminals - Trailing terminals may be either crashworthy terminals or other suitably
designed and approved terminal arrangement. The trailing terminal is the departure end of a
guardrail installation. However, see the paragraph above regarding terminals on undivided roads.
307.07.02

Crash Cushions

The main function of a crash cushion is to decrease the severity of an accident by absorbing the
vehicles kinetic energy at a controlled rate, bringing the impacting vehicle to a stop in such a way
that reduces the risk of severe injury. They are effective in gradually slowing down and stopping or
safely redirecting errant vehicles in head-on and side-impact collisions.

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Crash cushions shall be used to shield relatively narrow fixed object hazards that cannot be
removed or relocated. These include bridge rail blunt ends, bridge piers, utility poles and sign
structures. Crash cushions are also commonly used at the ends of roadside and median barriers.
In general, a crash cushion system shall be designed to achieve the following characteristics:

Stop or redirect a colliding vehicle, without any debris penetrating the passenger
compartment.

Colliding vehicle to remain in an upright position and not be violently redirected into other
traffic.

Selection Guidelines
Crash cushions can be classified based on their expected impact performance, as follows:

Non-Gating, Redirective these will contain a vehicle and keep it in the roadway after
impact, providing full redirection capabilities along its entire length.

Gating, Non-Redirective these do not provide redirection capabilities.

The selection criteria for crash cushions differ in each individual case. The Consultant must
evaluate each hazard and select the most effective and appropriate crash cushion system for that
particular situation.
Initially, a decision should be made on the general type of crash cushion to be used, for example
sacrificial, reusable or low maintenance/self restoring. This assessment will be based on traffic
volume, history or predicted incidents, repair time and location with respect to the travelled way.
Final selection of the appropriate cushion is based on the following criteria:

Dimensions of the Obstruction


Crash cushions can be designed to shield obstructions of practically any width and the
consultant should liaise closely with the supplier/manufacturer for selection of the
appropriate solution. This is especially important where limited space is available in
advance of the obstruction.

Crash Cushion Characteristics


The structural and safety characteristics of the crash cushion options should be carefully
evaluated, including redirection capabilities, impact decelerations, anchorage and back-up
structure needs, and debris produced by impact.

Foundations
Crash cushions may need to be placed on a concrete or asphalt pavement, but some only
require a smooth compacted surface. Certain types require anchor blocks.

Costs
These include costs for initial materials, site preparation, installation, maintenance and
repair/replacement. To properly analyse these, a life-cycle costing should be undertaken.

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Crash cushion warrants should also be based on economic feasibility. Therefore, the engineer
should base his/her recommendations (i.e. concerning whether crash cushions should be installed
on a certain site, as well as concerning which crash cushion type to be used) on cost-benefit
analyses. These crash cushion warrants should be based on crash cushion type and cost, as well
as on highway scenario characteristics such as traffic volume, highway geometry, and hazard
lateral offset (i.e. distance from hazard to roadway edge).
A recent study performed a cost-benefit analysis on different types of crash cushions for various
highway scenarios. The objective of this study was to assist highway engineers select the most
cost-effective crash cushion category based on a wide range of traffic, roadway and roadside
characteristics (14). Crash cushions were grouped together according to repair costs obtained
from crash test results provided by system manufacturers.
The study grouped crash cushions in three categories according to their repair costs, as shown
below:
1) Low Maintenance Crash Cushions.
These are redirecting crash cushions which have higher installation costs. However,
because these systems can receive multiple hits before repairs are needed, their repair
costs are lower.
2) Reusable Crash Cushions.
These are redirecting crash cushions which have lower installation costs. However,
because these systems usually make use of permanent deformation or damage of parts to
dissipate energy, they require immediate repair after a hit. As a consequence, their repair
costs are higher.
3) Non-Redirecting Sacrificial Crash Cushions.
These are primarily comprised of sand barrels. These systems may be used to shield
obstacles of different shapes since they may be arranged in different array configurations.
Each array should be arranged such that the lighter barrels are hit first and the heavier
barrels are struck as the vehicle continues through the crash cushion. These systems
present the lowest installation costs, but they may require total replacement after a hit. As a
consequence, their repair costs may approach their initial installation costs, especially in
severe head-on crashes. These systems may also be impractical when placed very close
to the roadway edge of high-traffic-volume roads due to sand being spilled on the roadway,
requiring cleaning and often total replacement.
The major recommendations regarding the selection guidelines for these three crash cushion
categories according to the referenced study are:
1) Low Maintenance Crash Cushions:
Preferred on busy (i.e. ADT greater than 50,000) freeways and divided rural arterial roads
(i.e. ADT at least 20,000). As explained before, even though these crash cushions present
higher up-front costs, these higher costs are offset by their lower maintenance costs. Also,
given the fact that these systems may be able to receive multiple hits before repair is
required, this is an attribute that should make them even more attractive for busy, highspeed roads, as the likelihood of another crash before the cushion is repaired is significant.

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2) Reusable Crash Cushions:


Preferred on lower-traffic-volume (i.e. ADT less than 50,000) freeways and divided rural
arterial roads (i.e. ADT less than 20,000). These systems also appeared to be attractive for
undivided rural arterial roads with traffic volumes higher than 5,000 veh/day and hazard
lateral offset lower than 6 metres. This means that if the hazard is located further than 6
metres from the edge of an undivided rural arterial, it may not be economically feasible to
provide these crash cushions.
3) Non-Redirecting Sacrificial Crash Cushions:
Not found to be economically feasible in any scenario. As a result, it is encouraged that the
use of these crash cushion systems should be restricted to workzone areas or temporary
layouts.
Finally, it was found that no crash cushion was warranted for scenarios containing undivided rural
arterials or local roads with very low traffic volumes (i.e. less than 5,000) and/or obstacles located
further than 6 metres from the roadway edge. However, these warrants are based on cost-benefit
procedures; therefore, highway engineers are encouraged to make use of engineering judgement
and/or site-specific analyses.
Further details on selection guidelines and economic considerations can also be found in the most
recent edition of the AASHTO Roadside Design Guide, 2011 (3), Chapters 8 and 2 respectively.
Placement Recommendations
Crash cushion systems perform best on relatively flat surfaces. Therefore they shall be installed on
hard level surfaces, such as concrete. This allows the crash cushion system to compress uniformly
throughout the impact. The path between the roadway and the crash cushion shall be relatively
smooth and clear of obstructions. Ideally the vehicles suspension systems should not be
collapsed or extended when it collides with the crash cushion.
It is recommended that design installation services from the crash cushion supplier be requested.
This is usually free of charge and the installer will propose a safe system applicable to the
particular site under consideration.
307.08

TESTING AND FUTURE MAINTENANCE

Selection and design of barrier installations should take into consideration the requirements for
testing (such as deflection and pull tests). The chosen solution should also facilitate repair of
damaged sections and future maintenance. Coupled with the above tests, periodical checks of
tensioned units are required at ADM specified intervals, being carried out in line with the relevant
standards, such as AASHTO MASH (Manual for Assessing Safety Hardware).

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308

REFERENCES

(1)

Caltrans - Highway Design Manual, 2012.

(2)

Abu Dhabi UPC Urban Street Design Manual, 2012.

(3)

American Association of State Highway and Transportation Officials (AASHTO) Roadside Design Guide, 2011 (4th Edition).

(4)

Abu Dhabi Department of Transport (DoT) Roadside Design Guide, 2012 (2nd Edition).

(5)

Michigan Road Design Manual, 2013.

(6)

Albuquerque, F.D.B., Sicking, D.L., Faller, R.K., and Lechtenberg, K.A., Evaluating the
Cost-Effectiveness of Roadside Culvert Treatments, Journal of Transportation
Engineering, American Society of Civil Engineering (ASCE), Volume 137, Issue 12,
Pages 918-925, February 2011.

(7)

Albuquerque, F.D.B., and Sicking, D.L., In-Service Safety Performance Evaluation of


Roadside Concrete Barriers, Journal of Transportation Safety & Security, Volume 5,
Issue 2, Pages 148-164, June 2013.

(8)

Rosenbaugh, S.K., Faller, R.K., and Sicking, D.L., Head Ejection during Barrier Impacts,
Journal of Transportation Engineering, American Society of Civil Engineering (ASCE),
Voulme 138, Issue 1, Pages 1-11, December 2011.

(9)

American Association of State Highway and Transportation Officials (AASHTO) - Manual


of Assessing Safety Hardware (MASH), 2009.

(10)

Lechtenberg, K.A., Mongiardini, M., Rosenbaugh, S.K., Faller, R.K., Bielenberg, R.W.,
and Albuquerque, F.D.B., Development and Implementation of the Simplified MGS
Stiffness Transition, Transportation Research Record, Journal of the Transportation
Research Board No. 2309, TRB AFB20, Committee on Roadside Safety Design,
Washington D.C., Pages 81-93, January 2012.

(11)

Highways Agency (UK) Requirement for Road Restraint Systems, TD 19/06, 2006.

(12)

Plaxico, C.A., Ray, M.H., Weir, J.A., Orengo, F., Tiso, P., McGee, H., Council, F., and
Eccles, K., Recommended Guidelines for Curb and Curb-Barrier Installations, National
Cooperative Highway Research Program (NCHRP), Report 537, Transportation
Research Board, 2005.

(13)

Albuquerque, F.D.B., Stolle, C.S., Sicking, D.L., Faller, R.K., and Lechtenberg, K.A.,
Phase 1 Assessment of Guardrail Length-of-Need, Final Report to Wisconsin
Department of Transportation, Midwest Research Report No. TRP-03-284-13,
Supplement 40, Midwest Roadside Safety Facility, University of Nebraska-Lincoln, July
2014.

(14)

Schrum, K.D., Albuquerque, F.D.B., Sicking, D.L., Lechtenberg, K.A., and Reid J.D.,
Guidelines for Crash Cushion Selection, Final Report to Wisconsin Department of
Transportation, Midwest Research Report No. TRP-03-252-12, Supplement 16, Midwest
Roadside Safety Facility, University of Nebraska-Lincoln, June 2013.

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SECTION 400 : AT GRADE INTERSECTIONS (JUNCTIONS)

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SECTION 400 - AT GRADE INTERSECTIONS (JUNCTIONS)


401

GENERAL

An intersection is the area where two or more roadways connect. It includes the roadway and
roadside facilities available for traffic movement. Each roadway radiating from an intersection is
called an intersection leg.
Intersection design is very important to the overall roadway safety and level of service, as many
accidents and safety problems occur at intersections. Intersection type and spacing control
roadway capacity and travel time. Intersections handle a variety of conflicts among vehicles and
pedestrians. Vehicles arriving, departing, merging, turning and crossing traffic have to be
accommodated within a relatively small area. These movements may be handled by various
means, depending on the intersection type.
There are three categories of roadway intersections. This section deals with at-grade intersections.
Grade separations (i.e. without ramps), and interchanges are discussed in Section 500.
This Section 400, At Grade Intersections (Junctions) is to be read in conjunction with the USDM
Chapter 6, Junction Design.

402

DESIGN CONSIDERATIONS

Intersection design affects roadway efficiency, safety, capacity, operating cost and operating
speed. Well designed intersections reduce the severity of user conflicts, whilst accommodating
their varied interests. Intersection design is a cooperative effort between roadway and traffic
engineers, based on human factors, traffic considerations, physical elements and economics.

403

AT GRADE INTERSECTION TYPES

There are three basic types of at-grade intersections, the three-leg intersection, the four-leg
intersection, and the multi-leg intersection. These different types are shown on Figure 400.01.
Factors in determining the type of intersection include the number of intersecting legs, topography,
traffic patterns and desired operation. Intersections within a basic type vary greatly, however the
general application of at-grade intersection design is common to all. Traffic volume, design speed
and the roadway classification are the principal factors used to determine intersection type.
Three-Leg Intersection - The three-leg intersection has three intersecting legs which form a T or
a Y. Operationally three-leg and four-leg intersections are preferred and multi-directional "Y"
intersections and intersections with more than four legs should be avoided.
Channelized Three-Leg Intersections - Channelization is often desirable for a number of
reasons described later. Where channelization is provided, islands and turning roadways should
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be designed to accommodate the wheel tracks of each vehicle movement, whilst providing
optimum crossing paths and storage for pedestrians within the proposed intersection. Often the
provision for a separate lane for left turns or for through movements to bypass left-turning traffic is
appropriate on two-lane highways where right-turning roadways are justified. The right-turning
roadways should be designed to discourage wrong-way entry while providing sufficient width for
anticipated turning trucks.
Four-Leg Intersections - Four-leg intersections may be right angled, oblique or offset. The rightangled crossing is easily signed and signalized, provides good visibility and is the safest to
negotiate. The oblique crossing creates problems with visibility, pedestrian safety, and vehicleturning angles. The offset intersection has low capacity, is difficult to comprehend and negotiate,
and is difficult to sign and signalize.
Channelized Four-Leg Intersections - The benefits of channelization in order to segregate left
turning traffic streams and through traffic for vehicle movements which exist in each of the four
quadrants can be designed to the varying layouts as found in:

Right Turn Channelization with Divisional Islands and Left Turn Lanes

Channelized Four Leg Intersection with Skew

Multi-Leg Intersections - These intersections have more than four legs and can have several
configurations. Multi-leg intersections are confusing, have poor visibility, poor turning angles, and
are difficult to sign, mark and signalize. This type of intersection should be avoided if possible.
Roundabout Intersections - Roundabout designs generally have three or four legs joining a
circular roadway. All traffic turns right to merge with traffic in the roundabout. Traffic continues to
turn right through the circle to eliminate through and left turn movements. Roundabout designs are
characterized by light traffic volumes and slow speeds through the intersection. The roundabout
intersection is a design that can be used in lieu of the traditional three or four leg intersections. For
further descriptions and types see Part 2, Section 407, Roundabout Design.

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Figure 400.01
Basic Intersection Types
Sheet 1

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Figure 400.01
Basic Intersection Types
Sheet 2

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Figure 400.01
Basic Intersection Types
Sheet 3

404

CHANNELIZATION

Channelization is the separation of traffic into definite travel paths using pavement markings or
raised islands. Channelization should be used to:

Give preference to major traffic movements. Vehicle paths are confined so that not more
than two paths cross at any one point. Predominant moves are given priority.

Reduce areas of conflict. Control is given for such things as merging, diverging, traffic
control devices, prohibited turns are controlled and vehicle speeds are controlled to some
extent. The above leads to separation of points of conflict.

Cross traffic at right angles (75-90 desirable - skew no more than 60).

Provide speed-change lanes and separate turning lanes where appropriate.

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Restrict undesirable movements. Pavement reductions lead to non-wandering vehicles


and errant moves.

Provide adequate width to shadow turning traffic.

Enhance signal control.

The use of channelization within the confines of the intersection is beneficial due to:

Vehicle paths are confined so that not more than two points cross at any one point.

Certain ideas should be used in the design of channelized intersection areas, but these
will be implemented depending on the overall unique layout and can be used as follows:
Desirable distances for merging/weaving should be maintained to downstream
intersections and where pedestrians are present yields, stop or signal control use is
paramount.
Channelization islands must not interfere with bicycle lanes at intersections.
Control device locations are placed to become part of the channelization process.

The use of Channelizing Islands is a method which can be included in intersection design and it
lends itself to the above.
Types and uses of islands vary from channelizing to divisional islands to pedestrian refuge and
details of these can be found in AASHTO A Policy on Geometric Design of Highways and
Streets, Chapter 9, Intersections 9.63 Islands.
404.01

PREFERENCE TO MAJOR MOVEMENTS

Wherever possible, preference should be given to the major traffic movements. This usually
requires stopping, funnelling or eliminating minor movements. Controlling measures should
conform to natural movement paths and be introduced gradually to promote smooth and efficient
operation.
404.02

AREAS OF CONFLICT

Large multi-lane undivided intersection areas are undesirable because drivers cannot predict the
movements of other vehicles. Channelization reduces these conflicts by separating traffic
movements into definite travel paths, separates points of conflict within the intersection and clearly
defines vehicle pathways.
404.03

INTERSECTION ANGLES

A 90 intersection provides the shortest crossing for intersecting traffic and provides the most
favourable conditions for drivers to judge the relative position and speed of approaching vehicles.
The minimum desirable intersection angle is 75. Intersection angles less than 60 should be
realigned.

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404.04

POINTS OF CONFLICT

Points of conflict occur when the paths of drivers cross. The highest number of conflicts occur at
intersections. For example, a driver making a left turn on a roadway must cross right-bound traffic
and merge into the left-bound traffic stream. That single manoeuvre causes conflict with both
directions of travel.
Wherever possible, points of conflict should be reduced so drivers are only exposed to one conflict
or decision at a time. This can be done by using stop signs, traffic signals, grade separations and
channelization. Channelization separates and clearly defines points of conflict within the
intersection.
404.05

SPEED-CHANGE LANES

Speed-change lanes improve intersection safety and efficiency. Entering traffic merges most
efficiently with through traffic when the merging angle is less than 15 and speed differentials are
at a minimum.
Speed change lanes for diverging traffic should permit vehicles to decelerate after leaving the
through lanes.
404.06

TURNING MOVEMENTS

A separate right turning lane removes turning movements from the intersection area, increasing
safety and capacity. Furthermore, adding dedicated left turn lanes removes left turn traffic from the
through lanes which also increases safety and capacity. Abrupt changes in alignment or sight
distance should be avoided.
404.07

REFUGE AREAS

Properly sized traffic islands can provide refuge for vehicles and pedestrians. The shadowing
effect of islands provides refuge for vehicles waiting to cross or enter an uncontrolled traffic
stream.
Channelization can also provide a safer crossing of two or more traffic streams by permitting
drivers to select adequate gaps in one traffic stream at a time. Channelization should also provide
ample storage for vehicles to make the turning or crossing movements.
404.08

PROHIBITED TURNS

Traffic islands may be used to divert traffic streams in desired directions and prevent specific
undesirable movements.
404.09

EFFECTIVE SIGNAL CONTROL

At intersections with complex turning movements, channelization is required for effective signal
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control. Channelization enables sorting and storing of approach traffic for orderly movement
through the intersection during separate signal phases. Channelization is particularly effective
when used with traffic-actuated signal controls.
404.10

INSTALLATION OF TRAFFIC CONTROL DEVICES

Traffic islands enhance the effectiveness of, and provide space for, traffic control devices such as
signals and signs. Dimensions and clearances for traffic control devices should be considered
when sizing traffic islands.
404.11

GUIDELINES

Hatching using pavement markings is preferable to kerbed islands, especially adjacent to


high-speed traffic where kerbing can be an obstruction to out-of-control vehicles.

Where kerbing must be used, consideration should first be given to mountable kerbs.
Barrier kerbs should only be used where pedestrian protection is a primary concern.

Avoid complex intersections that present multiple movement options or decisions.

Accident records provide a valuable guide to the type of channelization needed.

The ADM Standard Drawings include details for a channelized free-right turn and typical
pavement markings at intersections.

405

DESIGN VEHICLES

405.01

SWEPT PATH ANALYSIS

A vehicle travelling around a circular curve sweeps a wider path than the width of the vehicle. The
evaluation of this effect is called swept path analysis and can be done by hand with turning
templates or by using modern computer software such as AutoTrack or AutoTURN. The swept
path for large trucks and buses can be significant and must be adequately considered in design.
405.02

DESIGN VEHICLES

Intersection geometric design depends on the dimensional and operational characteristics of the
vehicles involved. AASHTO has adopted "design vehicles" representing the various classes of
commonly used vehicles.
The basic design vehicles used by ADM for design purposes are as follows:

Passenger Car (P).


Single Unit Truck (SU-9 and SU-12).
City Transit Bus (CITY-BUS).
Semitrailer Intermediate (WB-12 and WB-15).

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Refer to Table 100.02 entitled Design Vehicle Types, included in Section 102 Design Vehicles
for application guidelines dependent upon roadway classification.
The minimum turning radii and dimensions for these vehicles are given below in Tables 400.01
and 400.02:
Table 400.01
MINIMUM TURNING RADII OF DESIGN VEHICLES
Design
Vehicle
Type
Passenger Car
Single Unit
Truck
City Transit
Bus
Intermediate
Semitrailer

Symbol

Minimum
Centreline *
Minimum
Design Turning Turning Radius Inside Radius
Radius (m)
(CTR) (m)
(m)

7.26

6.40

4.39

SU-9

12.73

11.58

8.64

SU-12

15.60

14.46

11.09

CITY-BUS

12.50 **

11.52

5.30 **

WB-12

12.16

10.97

5.88

WB-15

13.66

12.50

5.20

Notes:
* The turning radius assumed by a designer when investigating possible turning paths
and is set at the centreline of the front axle of a vehicle. If the minimum turning path is
assumed, the CTR approximately equals the minimum design radius minus one-half the
front width of the vehicle.
** Based on dimensions provided by DoT.

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Table 400.02
DESIGN VEHICLE DIMENSIONS
Dimensions (m)
Design
Vehicle Type

Overall

Symbol
Height

Passenger Car
Single Unit
Truck
City Transit Bus
Intermediate
Semitrailer

Overhang

Width Length Front

Wheelbases

Rear

WB1

Typical
Kingpin to
Centre of
Rear Axle

WB2

1.30

2.13

5.79

0.91

1.52

3.35

SU-9

3.35 4.11

2.44

9.14

1.22

1.83

6.10

SU-12

3.35 4.11

2.44

12.04

1.22

3.20

7.62

CITY-BUS

3.20

2.50

13.70

2.87

2.44

7.00

WB-12

4.11

2.44

13.87

0.91

0.76

3.81

8.38

7.77

WB-15

4.11

2.59

16.80

0.91

0.60

4.50

10.80

11.40

Figure 400.02
Basic Dimensions of Intermediate Semitrailer Vehicle

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Figure 400.03
Turning Characteristics of a Typical Intermediate Semitrailer Design Vehicle
Definitions:
Turning Radius - The circular arc formed by the path radius of the front outside tyre of a vehicle.
This radius is also described by vehicular manufacturers as the turning kerb radius.
CTR - The turning radius assumed by a designer when investigating possible turning paths. It is
set at the centre of the front axle of a vehicle.
Off-tracking - The difference in the paths of the front and rear wheels of a vehicle, as it negotiates
a turn. The path of each rear-ward tyre of a turning vehicle does not coincide with that of the
corresponding forward tyre. This phenomenon is shown in the drawing above.
Swept Path Width - The amount of roadway width that a vehicle covers in negotiating a turn
equal to the amount of off-tracking, plus the width of the vehicle. The most significant dimension
affecting the swept path width of a tractor/semitrailer is the distance from the kingpin to the rear
trailer axle or axles. The greater this distance, the greater the swept path width.
Steering Angle - The maximum angle of turn built into the steering mechanism of the front wheels
of a vehicle. This maximum angle controls the minimum turning radius of the vehicle.

Tractor/Trailer Angle - The angle between adjoining units of a tractor/semitrailer, when the
combination unit is placed into a turn. This angle is measured between the longitudinal axes of the
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tractor and trailer as the vehicle turns. The maximum tractor/trailer angle occurs when a vehicle
makes a 180o turn at the minimum turning radius and is reached slightly beyond the point where a
maximum swept path width is achieved.
Further design vehicles can be found in AASHTO A Policy on Geometric Design of Highways and
Streets, 2011.
Urban streets shall be designed to accommodate the occasional use of emergency vehicles (such
as a fire truck), although this is not considered the general design vehicle. Bus routes need to be
discussed and agreed with the DoT, and their requirements incorporated into the design.

406

INTERSECTION DESIGN STANDARDS

406.01

SIGHT DISTANCE

General - The driver of a vehicle should have an unobstructed view of the entire intersection.
Stopping sight distance shall be the minimum provided throughout all parts of intersections.
Vehicular conflicts at designed intersections exist and these can be greatly reduced with the use of
adequate stopping distances to points of conflict such as turning points or stop lines, etc., and the
correct use and placement of traffic control devices. The adequate design and efficient use of
control devices still relies heavily on the drivers capabilities, judgments and abilities to read
oncoming conflicts.
Stopping sight distances are provided at a constant value along each leg of any highway/
intersection and it enables the driver to stop in a safe manner before any conflict and subsequent
accident occurs.
Adequate sight distance should also be provided at junctions to enable stopped drivers sufficient
view of the adjoining highway to make the safe decision when to cross or enter.
Approach Sight Triangle - The area bound by the required sight distances along the intersection
legs and the sight line connecting their ends is known as the "sight triangle". See Figure 400.04
(for 2-way 2-lane undivided uncontrolled roadways) and Figure 400.05.
Two types of clear sight triangles are considered in intersection design Approach Sight Triangles
and Departure Sight Triangles.
Unobstructed sight distance along all intersection approaches and across the included corners
must be sufficient to permit drivers of approaching vehicles to perceive each other, react and
complete an appropriate accelerating, slowing or stopping manoeuvre. If all corners of the
intersection cannot be cleared and maintained to provide unobstructed views in the approach sight
triangle, the intersection shall have stop control imposed.

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The vertex of the triangle on a minor road approach (or uncontrolled approach) represents the
decision point for the minor road driver. This point represents the point where the driver needs to
take the decision to brake and stop. This is illustrated in Figure 400.05 below and as can be seen,
distances a1 and a2 need to include such distances as lane widths and median widths for
approaching drivers considering traffic to the left and right on the major road. Note that b is the
appropriate stopping sight distance.

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FOR APPROACHING VEHICLE & FOR DEPARTING VEHICLE

Figure 400.04
Intersection Sight Triangles
(based on AASHTO A Policy on Geometric Design of Highways and Streets, 2011

The length of the legs of the triangular area along both intersecting roadways, should be such that
the drivers can see any potentially conflicting vehicles in sufficient time to slow or stop before

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colliding within the intersection.

Figure 400.05
Approach Sight Triangles (Uncontrolled or Yield-Controlled)

Although desirable at high volume intersections, the approach sight triangles are not needed
where intersection approaches are controlled by STOP lines or Traffic Signals and in the main due
to concentration of features within Abu Dhabi, full approach sight triangles will be extremely hard
to achieve.
Departure Sight Triangle - The departure sight triangle is bound by the location of the stopped
driver, the appropriate sight distance along the intersecting road, and the connecting sight line.
See Figures 400.04 and 400.06. The driver must have sufficient sight distance along the
intersecting legs to make a safe departure movement. All corners of the intersection shall be
constructed to provide a clear line of sight throughout the departing sight triangle.
To enable the Departure Sight triangle at the minor road junction, the drivers eye relative to the
Stop Line can be measured as being 4.5m from the edge of the major road, enabling suitable
major road stopping sight distances for the departure sight triangle to be plotted.

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Figure 400.06
Departure Sight Triangles (Stop-Controlled)
Intersection Controls - The following controls apply to at-grade intersections:

No Control - Vehicles need sufficient sight distance to adjust their speed.

Yield Control - Vehicles on minor roadway yield to vehicles on major roadway.

Stop Control - Vehicles on minor roadway stop at major roadway.

Traffic Signal Control - All legs are controlled by either stop signs or traffic signals.

Left-Turn Control - Stopped left-turning vehicles on minor roadway must yield to


opposing vehicles on major roadway.

All Way Stop Control

No Control - For a given speed, the approach sight triangle is determined from Figure 400.04
and Table 400.03. Departure sight triangles should be commensurate with those provided at stop
controlled intersections.
Yield Control - Approach sight triangles should be provided at all intersection corners. Minimum
sight distances provided along the legs should be at least stopping sight distance. For departure
sight triangles see Stop Control.
Stop Control - Adequate sight distance must be provided so that a driver travelling at the design
speed can perceive and safely stop at the stop sign. Once stopped, the driver must have
adequate sight distance on the major road to permit safe departure movements.
The three basic departure movements are:
1. To travel across the intersecting roadway, clearing oncoming traffic in both directions.
2. To turn left onto the intersecting roadway, clearing oncoming traffic from the left and
entering the traffic stream coming from the right.
3. To turn right onto the intersecting roadway by entering the traffic stream coming from the
left.
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Table 400.03
SIGHT TRIANGLE DISTANCES - NO INTERSECTION CONTROL
Vehicle Speed (kph)

Distance (m)

20

20

30

25

40

35

50

40

60

50

70

60

80

65

90

75

100

85

110

90

120

100

Notes:
The sight triangle dimensions are determined using these distances as
per Figure 400.04 for No Control.
These distances are based on level roadways.

406.02

INTERSECTION CONTROL

The recommended dimensions of the sight triangles vary with the type of traffic control used at an
intersection, because different types of control impose different legal constraints on drivers and
therefore result in different driver behaviour. Procedures to determine sight distances at
intersections are presented below, according to the different types of traffic control:

Case A - Intersections with no control

Case B - Intersections with stop control on the minor road


Case B1 - Left turn from the minor road
Case B2 - Right turn from the minor road
Case B3 - Crossing manoeuvre from the minor road

Case A - Intersections with No Control


For intersections not controlled by yield signs, stop signs or traffic signals, the driver of a vehicle
approaching an intersection should be able to see potentially conflicting vehicles in sufficient time
to stop before reaching the intersection. The location of the driver's eye of the sight triangles on
each approach is determined from a method the same as the stopping sight distance procedure,
with slightly different assumptions. Departure sight triangles should be used that follow the values
as given in Table 400.04.
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Table 400.04
CASE A - SIGHT TRIANGLE LEGS
Design Speed (kph)

Length of Leg (m)

20

20

30

25

40

35

50

45

60

55

70

65

80

75

90

90

100

105

110

120

120

135

130

150

Notes:

Distances assume level ground.

Where the grade along an intersection exceeds 3%, the leg of the clear
sight triangle along the approach should be adjusted by the multiplying
sight distance factors for the values given in the following table.

Figure 400.07
Length of Sight Triangle Leg No Traffic Control

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Table 400.05
CASE A ADJUSTMENT FACTORS (APPROACH GRADES)
Design Speed (kph)

Approach
Grade (%)

20

30

40

50

60

70

80

90

100

110

120

130

-6

1.1

1.1

1.1

1.1

1.1

1.1

1.2

1.2

1.2

1.2

1.2

1.2

-5

1.0

1.0

1.1

1.1

1.1

1.1

1.1

1.1

1.1

1.2

1.2

1.2

-4

1.0

1.0

1.0

1.1

1.1

1.1

1.1

1.1

1.1

1.1

1.1

1.1

-3 to +3

1.0

1.0

1.0

1.0

1.0

1.0

1.0

1.0

1.0

1.0

1.0

1.0

+4

1.0

1.0

1.0

1.0

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

+5

1.0

1.0

1.0

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

+6

1.0

1.0

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

Turning Left on to a Major Roadway (Case B1 from AASHTO A Policy on Geometric Design of
Highways and Streets, Section 9, Cl. 9.5.3)
As it takes longer to turn and accelerate to operating speed than to go straight across an
intersecting roadway, the critical sight distances are those required for turning movements. The
driver must have sufficient sight distance to the left to cross the near lanes(s) without interfering
with oncoming traffic. The driver must also have sufficient sight distance to the right to turn left and
accelerate to a speed where oncoming traffic is not significantly impaired.

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Table 400.06
CASE B1 LEFT TURN FROM MINOR TO MAJOR ROAD
Design Vehicle

Time Gap (tg)(s) at Design Speed of Major Road

Passenger Car

7.5

Single-unit truck

9.5

Combination truck

11.5

Note: Time gaps are for a stopped vehicle to turn left onto a two-lane highway with no median and with grades of 3%
or less. The table values should be adjusted as follows:

For multi-lane highways For left turns onto two-way highways with more than two lanes, add 0.5s for
passenger cars or 0.7s for trucks for each additional lane, from the left, in excess of one, to be crossed by
the turning vehicle.

For minor road approach grades If the approach grade is an upgrade that exceeds 3%, add 0.2s for each
percent grade for left turns.
ISD = 0.278 Vmajor tg
where:
ISD = intersection sight distance (length of the leg of sight triangle along the major road) (m)
Vmajor = design speed of major road (kph)

Tg

= time gap for minor road vehicle to enter the major road (s).

For the equation given above in Table 400.06 (Case B1), the associated value of tg can be taken
from the time gap table and using the major road design speed, the resultant ISD can be
calculated and compared to the required Intersection Sight Distance given for passenger cars in
the following table. The value derived dictates the Intersection Sight Distance along the major road
for a car turning left from stop. Further modifications can be made to intersection sight distances
(dependent upon vehicle type) by using the curves given below for a single unit (SU) truck or
combination (COMB) truck.
Consideration for sight triangles needs to be given for medians of sufficient width enabling storage
of larger vehicles when attempting left turns from stop across a multi-lane road. A full explanation
is given in AASHTO A Policy on Geometric Design of Highways and Streets, Section 9, Part
9.5.3.

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Table 400.07
DESIGN INTERSECTION SIGHT DISTANCE CASE B1, LEFT TURN FROM STOP
Design Speed
(kph)

Stopping Sight
Distance (m)

Intersection Sight Distance for Passenger Cars


Calculated (m)

Design (m)

20

20

41.7

45

30

35

62.6

65

40

50

83.4

85

50

65

104.3

105

60

85

125.1

130

70

105

146.0

150

80

130

166.8

170

90

160

187.7

190

100

185

208.5

210

110

220

229.4

230

120

250

250.2

255

130

285

271.1

275

Note: Intersection sight distance shown is for a stopped passenger car to turn left on to a two-lane
highway with no median and grades 3% or less. For other conditions, the time gap should be
adjusted and the sight distance re-calculated.

Figure 400.08
Intersection Sight Distance Case B1, Left Turn from Stop

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Turning Right on to a Major Roadway (Case B2 from AASHTO, A Policy on Geometric Design
of Highways and Streets, Section 9, Cl. 9.5.3)
The right-turning vehicle must have sufficient sight distance to the left to complete its turn and
accelerate to a predetermined speed before being overtaken by approaching traffic travelling at
the same predetermined speed. The sight distance requirement for the right-turn manoeuvre is
approximately 1.0m less than that required for the left-turn manoeuvre in Turning Left on to a
Major Roadway. See Tables below for the required sight distance for a vehicle turning right and
accelerating to 85% of the design speed before being overtaken by vehicles slowing to 85% of the
design speed. Trucks will take considerably longer than passenger vehicles.

Table 400.08
CASE B2 RIGHT TURN FROM MINOR TO MAJOR ROAD AND CASE B3 CROSSING MOVE
Design Vehicle

Time Gap (tg)(s) at Design Speed of Major Road

Passenger Car

6.5

Single-unit truck

8.5

Combination truck

10.5

Note: Time gaps are for a stopped vehicle to turn right onto or to crossa two-lane highway with no median and with
grades of 3% or less. The table values should be adjusted as follows:

For multi-lane highways For crossing a major road with more than two lanes, add 0.5s for passenger cars
or 0.7s for trucks for each additional lane, and for narrow medians that cannot store the design vehicle.

For minor road approach grades If the approach grade is an upgrade that exceeds 3%, add 0.1s for each
percent grade.
ISD = 0.278 Vmajor tg
where:
ISD = intersection sight distance (length of the leg of sight triangle along the major road) (m)
Vmajor = design speed of major road (kph)

Tg

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Table 400.09
DESIGN INTERSECTION SIGHT DISTANCE CASE B2, RIGHT TURN FROM STOP AND
CASE B3, CROSSING MANOUVRE
Design Speed
(kph)

Stopping Sight
Distance (m)

Intersection Sight Distance for Passenger Cars


Calculated (m)

Design (m)

20

20

36.1

40

30

35

54.2

55

40

50

72.3

75

50

65

90.4

95

60

85

108.4

110

70

105

126.5

130

80

130

144.6

145

90

160

162.6

165

100

185

180.7

185

110

220

198.8

200

120

250

216.8

220

130

285

234.9

235

Note: Intersection sight distance shown is for a stopped passenger car to turn right onto or to cross a
two-lane highway with no median and grades 3% or less. For other conditions, the time gap
should be adjusted and the sight distance re-calculated.

Figure 400.09
Intersection Sight Distance Case B2.

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Crossing Manoeuvre from the Minor Roadway (Case B3 from AASHTO A Policy on Geometric
Design of Highways and Streets, Section 9, Cl. 9.5.3)
In most cases, the departure sight triangles for left and right turns onto the major road as
described by Cases B1 and B2, will also provide more than adequate sight distance for minor road
vehicles to cross the major road. However in the following situations it is advisable to check the
availability of sight distance for crossing manoeuvres:

Where left or right turns or both are not permitted from a particular approach and the
crossing manoeuvre is the only legal move.

Where the crossing vehicle would cross the equivalent width of more than six lanes.

Where substantial volumes of heavy vehicles cross the highway and steep grades are
present on the far side of the intersection.

The equation for intersection sight distance in case B1 is used once again for the crossing
manoeuvre except that time gaps (tg) for B2 is taken from Table 400.08.
At divided highway intersections, depending on the relative magnitudes of the median width and
the length of the Design Vehicle, intersection sight distances may need to be considered for
crossing both roadways of the divided road or for crossing the near roadway only and stopping in
the median before proceeding. The application of adjustment factors for median width and grade
is as in Case B1
For full details of resulting calculations, refer to AASHTO A Policy on Geometric Design of
Highways and Streets, Section 9 Intersections, Part 9.5.3 - Intersection Control.
406.03

EFFECT OF SKEW

Intersection skew has no effect on sight distance requirements since they are measured along the
intersecting legs. However, the sight triangle configuration is affected by skew. Care should be
taken to verify that the area within the sight triangles can be constructed and maintained to provide
an unobstructed view throughout the sight triangle with a 1.08m eye height on the minor road to a
1.08m object height on the major road.
Skew also affects the distance a vehicle travels to cross the intersection. Heavily skewed
intersections should be controlled.
Highways which intersect at an angle of 60 or less, coupled with unjustified realignment for
increase of intersection alignment, can lead to adjustment of the factors involved in the
determination of sight distance.
Each of the methods described previously are applicable to oblique angle intersections. The sight
triangle exists along intersection approaches and each triangle will vary, either more or less than
its associated counterparts for the right angled intersection. It still remains a necessity to ensure
that each triangle is kept clear of obstructions and sight lines are maintained to ensure safe
operation of the intersection under analysis.

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Travel paths for certain movements within an oblique intersection will need to be modified and this
is done by dividing the total widths of lanes (plus median if applicable) to be crossed by the sine of
the intersection angle. If the actual path length exceeds the actual width by 3.6m or more, then
consideration for extra lane widths is needed.
It is advised that sight distance criteria for Intersections with No Control are not considered.
406.04

EFFECT OF VERTICAL PROFILES

A vehicle descending a grade requires a greater stopping distance than one on level ground.
Conversely, a vehicle ascending a grade requires less distance to stop. However, grades up to 3%
have little effect on stopping sight distances.
Horizontal and vertical alignments need to be considered in more detail at, or near to, at-grade
intersections (junctions). It is accepted that provision of traffic lanes need to be clearly visible to
drivers at all times, understandable in terms of destination/direction of travel, free from any sudden
appearance of conflicts and consistent in design to the surrounding road previously travelled.
Adequate sight distances need to be displayed at all sections of the intersection and this is mainly
a result of horizontal and vertical design being sympathetic to the need of road users in and
around the intersection.
For stop controlled intersections, the time required to cross a roadway is affected by the crossing
grade. If the grade is significant, the sight distance should be increased.
406.05

LEFT-TURN CHANNELIZATION

General - A left-turn lane expedites through traffic flow, controls turning traffic movement, and
improves the intersection safety and capacity.
The left-turn lane should be laid out such that the turning vehicle must make a definite move to
enter the lane. The desirable length of the left-turn lane is the sum of the required storage length
and deceleration length, including the bay taper length.
Width - The desirable left-turn lane width is 3.3m (3.0m minimum). The width is measured from
the adjacent edge of travelled way, excluding shy distance.
Medians - To improve left-turn visibility, the left-turn lane should be placed as far to the left as
possible in the median leaving only the painted or kerbed nose. Excess width between the left-turn
lane and the adjacent same-direction through lane should be treated as a painted island. When
left-turn lanes are placed in raised (kerbed) medians, a minimum nose width of 2.0m should
remain for pedestrian refuge and traffic control devices.
Approach Tapers - Desirable taper lengths for left or right turn lane opening on Boulevards and
Avenues is 40m (minimum 30m).

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Bay Tapers - The bay taper length should be short to clearly identify the additional lane. Generally
the taper length should be 10:1.
Storage Length - The storage length should be sufficient to:

Store the number of vehicles during critical periods.

Avoid left-turning vehicles stopping in the through lanes.

Ensure the lane entrance is not blocked by standing through traffic.

Refer to the Highway Capacity Manual, Special Report No 209, Transportation Research Board,
2010 for further discussion.
406.06

RIGHT-TURN CHANNELIZATION

General Channelization can be considered for both left and right turn movements as the
separation or regulation of conflicting traffic movements into definite paths of travel by traffic
islands or pavement marking, to ease the movements of both vehicles and pedestrians.
Channelization of intersections can be considered for a number of reasons, including:

Angle and location of vehicle paths are controlled.

Clearer indications of driven routes are given.

Storage lanes are given and pedestrian areas can be provided.

Prohibited moves are controlled.

The following paragraphs describe channelizing methods and the service they provide.
Right-turn lanes improve intersection capacity and safety. As for left-turn lanes, right-turn lanes
should be laid out such that a right-turning vehicle must make a definite move to enter the lane.
The desirable length of the right-turn lane is the sum of storage requirements and deceleration
length, including bay taper.
Width - The desirable right-turn lane width is 3.3m (3.0m minimum). The width is measured from
the adjacent edge of travelled way, excluding shy distance.
Approach Tapers - Desirable taper lengths for left or right turn lane opening on Boulevards and
Avenues is 40m (minimum 30m).
Bay Tapers - The bay taper which guides the motorist into the right-turn lane is a straight line
along the right edge of the travelled way. Generally the taper length should be 10:1.
Storage Length - Storage requirements and goals are the same as for left-turns.
Free Right-Turns - Uncontrolled free-right turns improve capacity of an intersection with a heavy
right-turn demand. The right-turn is made "free" by channelizing the turning movement outside of
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the intersection controls. Raised pedestrian crossings at free-right turns should be 10cm high with
a 1.5 to 1.8m long ramp for vehicles (max 6.66%). Storage requirements need to be considered as
vehicle flow will be interrupted due to the pedestrian crossings.
Refer to the Highway Capacity Manual, Special Report No. 209 Transportation Research Board,
2010 and UPC Urban Street Design Manual, along with current updated ADM Standard
Drawings.
406.07

TRAFFIC ISLANDS

General - Traffic islands are located between traffic lanes and are commonly designated using
paint, raised pavement markers or kerbs. They serve to:

Confine specific traffic movements into definite channels.

Separate traffic moving in the same or opposite direction.

Aid and protect pedestrians crossing the intersection.

Discourage or prohibit undesirable movements.

Design - Traffic islands must be large enough to be seen and to command the attention of the
driver, and to accommodate anticipated volumes of pedestrians as per the required pedestrian
level of service (LOS). Islands for channelizing should preferably be at least 9.0m2.
Kerbed islands for separating traffic streams should not be less than 1.6m wide and 8.0m long. If
pedestrian refuge is required, provide a minimum 2m wide island between through lanes and left
turn lanes.
Kerbed islands should be offset from through traffic lanes on Boulevards and Avenues by a
minimum shy distance of 0.5m, from right-in/right-out lanes by a minimum shy distance of 0.5m,
and from free-right turn lanes by a minimum shy distance of 0.25m.
The approach end of a kerbed island should be rounded at 0.5m to 1.0m radius and tapered at
15:1 to guide the driver into the channelization.

407

ROUNDABOUT DESIGN

407.01

GENERAL

There are three main types of roundabouts, Normal, Mini and Double. There are other forms of
roundabouts but these are variations of the basic types. These include Ring Junctions, Grade
Separated and Signalized Roundabouts.
The roundabout is used at intersecting streets with low capacity and low design speed.
Roundabouts should be considered when they are cost effective or increase safety over standard
intersection designs. Note that roundabout designs are to be checked and approved by the
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concerned ADM Departments, including Traffic Services Section.


More information about the use and design of these and other roundabouts can be found in the
Design Manual for Roads and Bridges, Volume 6, Road Geometry, Section 2, Junctions, Part 3
TD 16/07 - Geometric Design of Roundabouts, Highways Agency in the United Kingdom (UK).
This can be viewed from the following website:
http://www.dft.gov.uk/ha/standards/dmrb/vol6/section2.htm
Note that when reading the abovementioned document, the Consultant should adjust for the fact
that roundabout design in the UK is based on vehicles running clockwise around the circulatory
carriageway, rather than anti-clockwise as is the case in the United Arab Emirates.
Advantages - There are several advantages to roundabout design versus conventional three and
four leg intersections:

Roundabouts are more efficient than signals on balanced traffic demand intersections.

Roundabouts allow for continuous traffic flow.

Roundabouts can reduce traffic speeds in existing intersections.

Disadvantages - There are several disadvantages to roundabouts that make them less favourable
than conventional designs:

Driver comprehension to right-of-way with respect to yielding to traffic flow.

Roundabouts are prone to large congestion problems when traffic exceeds design
capacity.

It is difficult to redesign an existing roundabout to increase its capacity. Redesign requires


adding more lanes which greatly increases the land required for the intersection. This
increase in diameter also increases the design speed through the roundabout. For these
reasons roundabouts tend to be removed and replaced with conventional signalized
intersections instead of being modified.

Roundabouts require more land than conventional intersections.

Roundabouts are not well suited to pedestrian traffic, because pedestrians are not able to
walk in a clear path through the intersection. In areas of high pedestrian traffic,
pedestrians can cause major problems with illegal crossings.

Normal Roundabouts - A normal roundabout has a kerbed island of at least 4.0m central
diameter. All approach arms can be single or dual carriageway. A normal roundabout has flared
entries/exits. This allows two or three vehicles to enter or leave the roundabout on any arm at the
same time. The circulatory carriageway should be wide enough to enable two to three vehicles to
travel around the roundabout whilst running adjacently.

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When a normal roundabout has over four arms it becomes overly large, encouraging higher
circulation speeds. When this occurs, a double roundabout or a signalized roundabout may be a
better option.
See Figures 400.10 and 400.11 below:

Figure 400.10
Normal Roundabout
Typical Single Lane Roundabout

Figure 400.11
Normal Roundabout
Typical Multi-Lane Roundabout
Mini Roundabouts Mini roundabouts lack a kerbed central island. This is replaced with a flush
or domed circular white central island marking between 1.0m to 4.0m in diameter. This feature is
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capable of being run over if the movement is unavoidable.


They should only be used to improve the performance of existing junctions where limited space is
available and may be applied to junctions having approach speeds of 50 kph or less. Road
markings are absolutely necessary and should always be applied to direct the pattern of
movement. See Figure 400.12 below:

Figure 400.12
Mini Roundabout

Double Roundabouts - A double roundabout is a junction comprising two roundabouts separated


by a short length of link road, as shown diagrammatically in Figure 400.13. This type of junction
can be designed using mini, compact or normal roundabouts and used in areas with unique traffic
requirements such as:

Where intersection improvements are done and the roundabout eliminates the need to
realign an approach road.

In areas where more than four arms are entering the intersection.

At intersections with unusual or asymmetrical configurations.

Where single island configurations do not have enough capacity.

The joining of parallel roads separated by an existing feature.

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Figure 400.13
Double Roundabout
(with short central link)
A double roundabout should be designated as a single system, rather than treated as two
individual roundabouts. The link connecting the two roundabouts can in some cases be quite short
and not provide enough length for lane changing or storage. This should receive early attention in
the design process to ensure that a lane balance on the link road exists and will require
assessments of likely turning movements for the twin roundabout system. Reduction in the
capacity of the approaches feeding the link road can limit blocking back onto the roundabouts.
These unique circumstances should be evaluated by an experienced traffic engineer and ADM
must be informed on the decision to consider a double roundabout. The double roundabout should
only be used after proper consideration and is contingent only with the approval of experienced
personnel and ADM.
Signalized Roundabouts - These roundabouts have traffic signals on one or more of the
approach arms and at corresponding points on the circulating carriageway.
Installation of traffic signals on a part time or continuous basis, at all or some of the entry points,
can be appropriate where a roundabout cannot, for some reason, self-regulate. This may be due
to factors such as:

A growth in traffic flow.

An overloading on one or more entries or imbalance of traffic flow on approach arms.

High circulatory speeds.

Significantly different levels of flow during peak and off-peak periods.

In some cases, it may be possible to improve the geometry of the roundabout, rather than install
traffic signals to particular problems. This alternative should always be investigated using
appropriate software before providing signals, since it could be both less expensive and more
effective.

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407.02

LOCATION OF ROUNDABOUTS

In addition to the natural function of a roundabout as a junction for roads, they also have other
useful purposes:

To mark a significant change in road standards, for example, from national to arterial or
from arterial to secondary route. It can also be used to mark the separation from gradeseparated roads to at-grade roads, although supplementary information in terms of
signing and road markings should be used to enhance the message. This always adds to
the safety of the network by advanced warning.

To accentuate the transition from rural to urban or suburban environments. This use,
however, should not be extended to provision of roundabouts where there are no
connecting side roads.

They allow u-turn manoeuvres to be carried out safely (compared with major/minor
priority u-turns) and can handle heavy left-turning movements.

Restricting left turns at major/minor priority junctions (the manoeuvre most responsible for serious
accidents) can lead to considerable inconvenience to drivers. Provision of a roundabout
reasonably close to the turning demand will mitigate this effect.
Roundabouts are not recommended along routes which are subjected to Urban Traffic Control
Systems unless interaction is limited.
On single carriageway roads, roundabouts can be used to provide overtaking opportunities in two
ways. Roundabouts can be sited to facilitate lengths of straight road overtaking sections along the
routes. They can also be used to provide an overtaking opportunity by having a short section of
two lanes in the exit arms of the roundabout. The lengths of the two lane sections will depend on
traffic demand predictions.
Roundabouts should ideally be located on level ground, wherever possible, or in sag curves rather
than near crests of curves where it is sometimes difficult for the driver on an up-gradient to
appreciate junction layouts to the full. This does not mean that a roundabout cannot be designed
on crest curves or are unsafe in such situations. In this case, provided that all the necessary sight
distances, signing and road markings are provided correctly, such a junction should operate
satisfactorily.
In cases where it is necessary to provide a series of roundabouts on the same route, they should
be of similar designs for reasons of consistency and hence safety, to the extent that this is
possible given the associated traffic predictions.
In all cases, where a new or improved roundabout provision is being designed, checks should be
made of the effect of the roundabout operation on adjacent junctions, particularly in respect of
queue formation.

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407.03

ROUNDABOUT SELECTION

Roundabout type selection is dictated by a combination of many factors, including the following:

Whether the approach roads are single or dual carriageway.

The speed limits on the approach.

The level of traffic flow.

The level of non-motorized user flow.

Environmental constraints such as topography and land-take.

Table 400.10 provides parameters for different roundabout types, but does not indicate the
standard provision for pedestrians. This is needed on a site-by-site basis from information gained
from existing/predicted pedestrian movements.

Table 400.10
COMPARISON OF ROUNDABOUT TYPES AND SELECTION CRITERIA
Mini
Roundabout

Design Element
Recommended maximum entry design speed
Maximum number of entering lanes per approach

Single Lane
Roundabout

Multi-Lane
Roundabout

25 - 30 kph

30 - 40 kph

40 - 50 kph

2+

Typical Inscribed Circle Diameter (ICD)

13 - 27 m

27 - 46 m

40 - 76 m

Central island treatment

Mountable

Raised

Raised

Typical daily volumes on 4-leg roundabout (veh/day)

0 - 15,000

0 - 20,000

20,000+

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SECTION 500 : GRADE SEPARATED INTERCHANGES

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SECTION 500 - GRADE SEPARATED INTERCHANGES


501

GENERAL

The ability to accommodate high traffic volumes safely and efficiently through intersections
depends on how intersecting traffic is handled. The greatest efficiency, safety and capacity are
attained when intersecting through traffic lanes are physically separated. An interchange does this
with a combination of ramps and grade separations at the junction of two or more roadways. This
reduces or eliminates traffic conflicts, improves safety and increases traffic capacity. Crossing
conflicts are eliminated by grade separations and turning conflicts are eliminated or minimized
depending on the interchange configuration.
The selection and design of grade separations and interchanges is influenced by roadway
classification, traffic volume, traffic composition, design speed, access control, signing
requirements, economics, terrain, right-of-way, capacity and safety. Interchange types vary widely,
so each site should be studied and alternative concepts prepared to determine the appropriate
layout.

502

INTERCHANGE WARRANTS

Interchanges are very costly and should be used only where necessary. Interchanges should be
considered based on the following warrants:

Where intersecting traffic volumes are heavy.

Where topography does not lend itself to the construction of an intersection.

When making a connection to a freeway.

For a roadway with access control between selected terminals.

To eliminate a traffic bottleneck.

To eliminate a hazardous at-grade intersection.

When road-user benefits are substantial.

503

DESIGN CONSIDERATIONS

Due to the complex nature of interchange design it is important to establish a set of consistent
design parameters. Listed below are features which should be considered during the interchange
design process:

Provide consistent design features.

Ramp exits shall be from the right.

Ramp entrances shall be on the right.

One exit per direction from main roadway.

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Ramp design speed beyond exit should preferably be one-half to two-thirds that of the
roadway.

Provide ramps for return or complementary traffic movements at same interchange.

Use grades and slopes as flat as possible.

Consider signing during geometric design.

Operation of and type of traffic utilizing interchange.

Intersecting facility and type of network it serves, be it high speed rural freeways (DoT) or
urban boulevards (ADM).

Access control on the interchanges and access ramps need careful consideration so as to
avoid queuing and congestion back on to the main service highways.

Costs of chosen interchange ranging from initial construction, maintenance and vehicle
operating costs.

Choice of grade separation structure.

504

INTERCHANGE TYPES

This section includes examples of commonly used interchange configurations. See Chapter 10 of
AASHTO "A Policy on Geometric Design of Highways and Streets", 2011, for additional examples.
504.01

THREE-LEG INTERCHANGES

Three-leg interchanges have three intersecting legs. They usually consist of one or more roadway
grade separations and one-way roadways for all traffic movements. Because future expansion is
difficult, three-leg interchanges should only be used when one of the three legs is permanently
terminated. Heavy traffic volume should be favoured with more direct alignments, and lesser
volumes can be looped. Skewed crossings are desirable because travel distance is less, the
turning radius is flatter for the heavier left-turning volume and there is less angle of turn for both left
turns.
Figure 500.01 illustrates several types of three leg interchanges:

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Figure 500.01
Three-Leg Interchanges
from AASHTO, A Policy on Geometric Design of Highways and Streets, 2011.

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504.02

FOUR-LEG INTERCHANGES

Four-leg interchanges include diamond interchanges, full cloverleaves, partial cloverleaves


(parclo), and interchanges with direct and semi-direct connections. Each basic interchange type is
described and discussed in the following sections.
Ramps in One Quadrant
These varieties of intersection have a role when considering roadways with low traffic volumes.
These intersections are chosen on the basis of topography as opposed to volumes and for this
reason locations are limited. Typical areas chosen would be at the intersection of scenic areas and
a two-lane highway where traffic volumes are low and preservation of the environment takes
priority. Initial stages of a more complex interchange use this variety in the early stages.
Diamond Interchange
Diamond interchanges are the most commonly used interchange (Figure 500.02 below, and
Figures 500.13 to 500.15 inclusive). They consist of four ramps which run parallel to the main
roadway, providing all eight turning movements.

Figure 500.02
Simple Diamond
Application - The diamond is used at major/minor roadway crossings with direct high speed
exit/entrance ramps on the major roadway and at-grade intersections on the minor roadway.
It is adaptable to a wide range of traffic volumes, and capacity may be increased by widening the
ramps and cross road in the intersection area by providing storage lanes, two-lane left turns,
channelization and traffic signals at the ramp cross road intersections.
Advantages

High design standard single exits in advance of the structure.

High design standard single entrances beyond the structure.

Requires relatively little right-of-way.

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Comparatively low construction cost.

Direct cross road turning manoeuvres.

Single exit feature simplifies primary roadway signing.

No need for speed change lanes on or under the structure.

No weaving on the primary roadway.

Disadvantages

Overall capacity is limited by ramp intersection capacity.

Capacity is lowered on the minor road due to left turning movements.

Increased accident potential unless signalized.

Possibility of wrong-way movements.

Turning traffic from the primary roadway is obliged to stop at the minor road. Storage lane
treatment may be required.

Little possibility for future expansion.

Single Point Diamond Interchange


The Single Point Interchange (SPI) is also known as an urban interchange or a single point
diamond interchange (Figure 500.03). All four turning movements are controlled by a single traffic
signal and opposing left turns cross to the left of each other.

Figure 500.03
Single Point Diamond Interchange
Application - Best suited for areas where right-of-way is restricted.
Advantages

Relatively narrow right-of-way.

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Opposing left turns pass to the left of each other.

Traffic signal is three-phase rather than four.

Operates with a single traffic signal reducing delay through the ramp intersection.

Handles high volume left-turns on the cross road more efficiently than a diamond.

Curve radii for left-turn movements through the intersection are significantly flatter than at
conventional intersections, and therefore the left turns move at higher speeds.

Higher capacity than a conventional tight diamond interchange.

Disadvantages

Higher construction cost than a conventional tight diamond interchange.

Extensive retaining walls required where right-of-way is restricted.

Vehicle path through the intersection requires, at a minimum, a painted guidance stripe.

Not suitable for skewed interchanges.

Adding pedestrian movement to the interchange adds a signal phase and reduces
efficiency.

Cloverleaf
The cloverleaf is a four-leg interchange that uses loop ramps to eliminate the four left-turn
movements and uses outer ramps for the four right-turn movements (Figure 500.04). An
interchange with loops in all quadrants is referred to as a "full cloverleaf" and all others as a
"partial cloverleaf (parclo)".
Application - Where there is a need to avoid restrictive at-grade left turns and adequate right-ofway is available.

Figure 500.04
Cloverleaf

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Advantages

Left-turn conflicts eliminated.

Single structure design.

Traffic signals are unnecessary.

Lends itself to phased construction.

Disadvantages

Large right-of-way requirements.

Weaving may severely limit capacity.

Adding weaving lanes on and under the structure increases cost.

High weave volumes require collector distributor roads.

Double exit on the primary roadway complicates signing.

Insufficient deceleration length from primary roadway speed to control speed of inner loop.

Poor safety features.

Extra travel distance/time required for left turns.

Large trucks may experience problems with tight curves.

Cloverleaf with Collector Distributor Road


A collector distributor road in conjunction with a cloverleaf removes the weaving ramp traffic from
the main roadway (Figure 500.05).

Figure 500.05
Cloverleaf with Collector Distributor Road
Application - Same as for a basic cloverleaf, except more suitable for areas with high weaving
volumes.

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Advantages

Minimizes weaving conflicts by placing weave on collector distributor road.

Minimizes signing difficulties.

Provides a single exit and entrance from primary roadway.

Reduce merging and diverging points on primary roadway.

Higher volume than basic cloverleaf design.

Disadvantages

May require more right-of-way than basic cloverleaf.

Higher structure costs than basic cloverleaf due to greater span.

Signing is more complicated than basic cloverleaf.

Partial Cloverleaf (Parclo)


A partial cloverleaf is a portion of the full cloverleaf design. Ramps should be arranged so that the
entrance and exit turning movements create the least impediment to major roadway traffic flows.
The general parclo interchange applications, advantages and disadvantages are given below.
Figures 500.06 to 500.10 inclusive and 500.16 show several parclo arrangements and lists their
relative advantages and disadvantages.
Application - This interchange is suitable for locations where by removing two left-turn
movements from the intersections, the remaining left-turn conflicts can be tolerated.
General Advantages

Suitable for phased construction.

Exit terminals in advance of structure.

Weaving eliminated.

Single exit simplifies signing.

Expandable if structure opening is wide enough.

Can be configured to optimize traffic volume/capacity.

Future expansion if structure opening wide enough.

General Disadvantages

Minor road has stop condition for left-turn.

Minor road may require left-turn storage.

Points of conflict on the minor roadway at the ramp terminals limit capacity and safety.

Right-turn primary roadway traffic stops at the minor roadway.

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Figure 500.06
Partial Cloverleaf
Specific Advantages

Entrance ramp loops.

Specific Disadvantages

Stop condition on minor road and ramps for left turns.

Figure 500.07
Partial Cloverleaf
Specific Advantages

Stop for left-turns confined to movements from ramps only.

Entrance ramp loops.

Specific Disadvantages

None.

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Figure 500.08
Partial Cloverleaf
Specific Advantages

None.

Specific Disadvantages

Stop condition on minor road and ramps for left turns.

Primary roadway traffic exits on to small radius loop.

Entrance/exit loops.

Figure 500.09
Partial Cloverleaf
Specific Advantages

None.

Specific Disadvantages

Stop condition on minor road and ramps for left turns.

Primary roadway traffic exits on to small radius loop.

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Specific Advantages

Figure 500.10
Partial Cloverleaf

Stop condition for left turns confined to movements from minor roadway only.

Not conducive to wrong-way movements.

Specific Disadvantages

Primary roadway traffic exits on to small radius loop.

Directional Interchanges
A direct connection is defined as a one-way roadway that does not deviate greatly from the
intended direction of travel. Interchanges that use direct connections for the major left-turn
movements are termed directional interchanges (see Figure 500.11). Direct connections for one or
all left-turn movements would qualify an interchange to be termed directional, even if the minor left
turn movements are accommodated on loops.
Directional interchanges have one or more grade separations with direct or semi-direct ramp
connections for one or more left turning movements. Free flow is provided for high turning traffic
volumes in one or two quadrants, comparable in volume to the through traffic.
When one or more interchange connections are indirect in alignment, yet more direct than loops,
the interchange is described as semi-directional. All left-turn connections or only those that
accommodate major left-turn movements may be semi-directional in alignment.
Application - Semi-direct or direct connections for one or more left-turning movements are often
required at major interchanges in urban areas. Interchanges involving two primary roadways
nearly always call for directional layouts. In such cases, turning movements in one or two
quadrants are often comparable in volume to the through movements.

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Figure 500.11
Directional Interchanges

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Advantages

Reduced travel distance.

Increased speed and capacity.

Weaving eliminated.

Avoids the indirection in driving on a loop.

Higher levels of service.

Require little right-of-way.

Disadvantages

High construction costs.

Require a detailed, time-consuming study

Offset Interchanges
Figure 500.12 below shows an offset interchange between two primary roadways in close
proximity to major buildings or developments. This particular example shows two trumpet
interchanges served by a connecting ramped highway which also serves local service connections
via the inclusion of a diamond interchange.

Figure 500.12
Offset Interchange via Ramp Highway
Advantages

Ramped highway can be located to favour predominant moves within the interchange area.

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Disadvantages

Substantial out-of-direction travel for 6 out of the 8 turning movements between primary
roadways.

Possible confusion to unfamiliar drivers.

Combination Interchanges
Where the analysis or existing surveys show that there is a predominantly high volume of
motorists carrying out certain turning movements with respect to other moves, then an option
would be to use a combination of several of the previous interchanges described. The main
movements will shape the interchange, with less of an emphasis on other ramps.

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Figure 500.13
Diamond Interchanges - Conventional Arrangements

Figure 500.14
Diamond Interchanges Arrangements to Reduce Traffic Conflicts

Figure 500.15
Diamond Interchanges with Additional Structures

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Figure 500.16
Schematic of Partial Cloverleaf Ramp Arrangements, Exit and Entrance Ramps

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505

INTERCHANGE DESIGN PROCEDURES

General - Since interchanges are expensive and are a vital element of primary roadway capacity,
it is important that a well functioning, economic design is conceived.
In general, alternative interchange schemes should be analyzed and several preferred alternatives
should be selected based on geometry, capacity, signing, aesthetics, environmental compatibility,
overall adaptability, route continuity, route uniformity, maintaining traffic during construction,
suitability to phased construction, right-of-way requirements and the effect on the local road
network.
From these preferred alternatives, preliminary plans, profiles and cost estimates should be
prepared, including costs for right-of-way, construction, maintenance, and other appropriate items.
Once this data has been prepared, the best interchange design concept can be selected.

506

INTERCHANGE DESIGN STANDARDS

An interchange consists of the primary through road, ramps and cross road. This section deals
primarily with the interchange as a whole. Specific designs for ramps are discussed in the sections
that follow.
Alignment, profile, speeds and cross section of the intersection should be matched, where
possible, to that of the surrounding road network. Factors such as reduced visibility should be
countered by improved overall design, and highway alignments need to be relatively flat where
possible. Gradients that slow down larger vehicles may be substantially more difficult to negotiate
in wet conditions and slow moving large vehicles encourage cutting-in from vehicles leaving and
entering the highway.
Sight Distance - Stopping sight distance shall be the minimum sight distance provided on the
respective roadways through an interchange and preferably longer. Decision sight distance shall
be provided at exits. Sight distance requirements are discussed in Part 2, Section 300, Geometric
Cross Sections.
For minimum radius curves, the normal lateral clearance may not provide minimum stopping sight
distance because piers, abutments and bridge rail limit the horizontal sight distance. If a flatter
curve cannot be used, the clearances should be increased to obtain the proper sight distance,
even though it is necessary to increase structure spans or widths.
Design Speed Considerations - In the design of interchanges it is important to provide vertical
and horizontal alignment standards which are consistent with the design speed for the roadways
and driving conditions expected.
Spacing - Minimum interchange spacing is determined by weaving volumes, ability to sign, signal
progression and required lengths of speed change lanes. Interchange spacing has a pronounced
effect on primary roadway operation.
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In general, the minimum interchange spacing of an urban primary road is 1.5 km.
However, in areas of concentrated urban development, minimum spacing standards are difficult to
achieve due to the need for traffic access to various areas of desire, including shopping areas,
residential built-up areas, leisure and entertainment hubs, etc.
Uniformity - As far as practical, all interchanges along a primary roadway should be uniform in
terms of geometric layout and general appearance.
Route Continuity - This concept is defined as providing a route on which changing lanes is not
necessary to continue on the through route. Interchange designs that adhere to route continuity
make the driving task simpler by reducing the need for through drivers to change lanes and
typically result in simpler signing and improved traffic operations. Guidance for route continuity is
well documented in the AASHTO A Policy on Geometric Design of Highways and Streets, but
strategies for providing appropriate route continuity are less defined for complex interchanges.
Consultants should not rely on guide signing alone but should strive for a geometric design that is
consistent with route continuity principles.
Adhering to the principle of route continuity becomes particularly challenging when the through
route carries substantially less traffic than the exiting movement. To allow the through route to
"maintain its character", it is desirable for the through route to have at least as many lanes as the
route exiting on the right. In a constrained urban setting, it is often difficult to construct additional
lanes. Even when this principle is satisfied, the overall composition can influence the frequency of
errant driver behaviour, such as sudden lane changes and abrupt braking.
Overlapping Routes - In some situations, two or more routes share a single roadway within a
given corridor. This may require consideration of complex weaving, lane capacity and lane balance
issues in urban areas. Furthermore, it is preferable not to have overlapping routes, as decision
making lengths and signing become complicated. The overriding factors to be considered are
those of priority, which should be assigned dependent upon which route handles the highest
volume of through traffic. When priority has been established, principles of interchange design can
follow, including consideration of basic lanes, lane balance, etc. Weaving is a problem which exists
on overlapping highways and careful consideration of this is required on shorter sections between
successive interchanges.
Signing and Marking - Signs, pavement hatching, delineators and other markings should
conform to the ADM Traffic Control Devices Manual (TCDM).
Basic Number of Lanes - Design traffic volumes and a capacity analysis should be used to
determine the basic number of roadway lanes and the minimum number of ramp lanes. The basic
number of lanes should be established for a substantial length of primary roadway and should not
be changed through pairs of interchanges.
Coordination of Lane Balance and Basic Number of Lanes - Lane balance and number of
lanes are issues which are addressed at the initial planning stages of design and once finalized
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should not be changed through a series of interchanges, otherwise design traffic volumes and
capacity calculations are rendered useless. There needs to be continuity in the basic number of
lanes and any future variation in traffic demands should be accommodated with auxiliary lanes,
where required.
Once determined, the basic numbers of lanes are considered through the interchange area and
lane balance is dealt with as follows:
1.

At entrances (to main highway from intersection or merges) rules typically follow
examples like number of lanes beyond merge point X should not be less than number of
merging lanes minus 1, but may be equal to the sum of merging lanes.

2.

At exits (from main highway to intersection or diverges) rules typically follow examples
like number of lanes beyond diverge point X should be equal to the number of lanes on
the highway.

3.

Plus the number of lanes on the exit minus 1. Exceptions to the rule exist.

4.

The travelled way of the highway should be reduced by not more than one lane at a time.

Auxiliary Lanes - An auxiliary lane is defined as the portion of the roadway adjoining the travelled
way for emergency stopping, speed change, turning, turning storage, weaving, truck climbing, and
other purposes supplementary to through-traffic movement.
An auxiliary lane may be needed when:

Interchanges are closely spaced.

The distance between the end of the taper on the entrance terminal and the beginning of
the taper on the exit terminal is short.

local frontage roads do not exist.

necessary for lane balance.

necessary for capacity requirements.

necessary for weaving.

An auxiliary lane may be introduced as a single exclusive lane or in conjunction with a two-lane
entrance. Auxiliary lanes may be dropped in a single or two-lane exit or carried to the physical
gore nose before tapering into the through roadway. Auxiliary lanes may be tapered or parallel and
shall be a minimum of 3.30m wide.
Lane Reduction - The basic number of roadway lanes may be reduced if the exit volume is large
enough to change the basic number of lanes required beyond the reduction point for the primary
roadway as a whole.
The reduction may be made at a two-lane exit ramp or between interchanges. The lane-drop taper
should be on a horizontal tangent on the approach side of a crest vertical curve, or on a sag
vertical curve. The lane reduction shall be made on the right using a desirable taper rate of 70:1
(minimum taper rate of 50:1).
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Weaving Sections Weaving sections are roadway segments where vehicles entering and
leaving at adjacent access points cross each others paths. Weaving sections reduce interchange
capacity and should be eliminated from the main facility where feasible. Refer to the TRB
Highway Capacity Manual for further discussion on weaving sections.
Collector-Distributor (CD) Roads within Interchanges - An example of where this occurs can
be found in a full cloverleaf in an urban or suburban area. They should be analyzed for suitability,
but at the minimum they may be one or two lanes width depending on capacity needs and lane
balance should be maintained at entry/exits to the mainline. The design speed usually ranges from
60-80 kph, but it should not be 20 kph below the main line design speed. Correct signage benefits
the arrangement as far as traffic conflicts are concerned. Outer separations between mainline and
CD roads should be as wide as practicable but minimum widths are tolerable. Widths should allow
for shoulder widths comparable to the mainline to be used to enable barrier erection to discourage
indiscriminate crossovers. Advantages include that weaving is transferred from the main roadway,
single entrances/exits are developed, along with a uniform pattern of exits can be maintained.
Two-Exit Versus Single-Exit Interchange Design - In general, single exit interchanges are
superior to those with two exits, especially if one of the exits has long ramps. Whether used in
conjunction with a full or partial cloverleaf, the single exit design may improve operational
efficiency of the entire facility.
The reasons for developing single exits where applicable are:

Transfer the weaving from the main road to the slower road.

Provide a high speed exit from the main roadway for all exiting traffic.

Simplify signing and the decision process.

Satisfy driver expectancy, by having the exit in advance of the separation structure.

Supplying uniformity of exit patterns.

Provide decision sight distances for all traffic exiting from the main roadway.

Wrong-Way Entry - Incorrect entry on to primary roadways is not a common occurrence, but
should be given special consideration in order to discourage wrong way movements. Factors
contributing are mainly interchange configuration and the exit ramp terminal features in relation to
the main road which it interfaces with.
These are outlined as follows:

Partial interchanges are the most common susceptible to wrong way entry. Lack of
provision of any one or more of the movements at an interchange can result in wrong way
entry.

Ramps which connect to two way frontages of roads are commonly accessed incorrectly or
the wrong way channelizing is required.

One way ramps that connect as an un-channelized T-junction may lead to incorrect entry.

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Unusual or odd arrangements of exit ramps are confusing and lead to wrong way entry.

507

RAMP DESIGN STANDARDS

This section includes general guidance on ramp design standards. However, for more details refer
to AASHTO A Policy on Geometric Design of Highways and Streets, 2011, Section 10.9,
Interchanges, and in particular Section 10.9.6, Ramps.
General - A ramp is typically a one-way roadway connecting interchange legs and consists of a
terminal at each leg and a connecting road. The geometry of the connecting road usually involves
curvature and a grade.
Design Speed - Ideally, ramp design speeds should be selected to match the low-volume running
speed on the intersecting roadways. However, in some cases this is not practical and lower design
speeds may be selected, but not less than the lower range shown in Table 500.01 below:
Table 500.01
RAMP ENTRANCE / EXIT DESIGN SPEED
Main Road
Design Speed
(kph)

Ramp Design Speed (kph)


Upper Range
(85%)

Middle Range
(70%)

Lower Range
(50%)

60

50

40

30

80

70

60

40

100

90

70

50

Source: AASHTO, A Policy on Geometric Design of Highways and Streets, 2011.

The above speeds apply to the controlling ramp curve. However, ramp terminals should be
properly transitioned to the intersecting leg.
Where ramps terminate at grade crossings, design speed choice is not applicable due to the
control of the intersection by signals or stop signs, etc. In urban areas, the most overriding factor
on land adjacent to the intersection is that of providing safe conditions for pedestrians and bicycle
users.
Profile - A typical ramp profile consists of a connecting road on an appreciable grade, between
vertical curves that connect to the intersection legs. Profiles at the terminals are largely determined
by through-road profiles and are seldom tangent grades.
Ramp grades should be as flat as feasible. Downgrades should be limited to 3 or 4% on ramps
with sharp horizontal curvature and significant heavy truck or bus traffic. However, sight distance is
more important than a specific gradient control and should be favoured in design. As a general
criterion, it is desirable that ascending gradients on ramps be limited to:
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Table 500.02
RAMP GRADES
Ramp Design Speed
(kph)

Ramp Gradient
(%)

70 - 80

3-5

60

4-6

40 - 50

5-7

30 - 40

6-8

Curvature - The factors and assumptions of minimum-turning roadway curves for various speeds
apply to ramps and are discussed in Part 2 - Section 200, Geometric Design Standards.
Sight Distance - The minimum sight distance provided anywhere along the ramp shall be the
stopping sight distance. Refer to the section on entrance/exit ramp and ramp terminals for
specific requirements at those areas.
Shoulder Width - Shoulder widths for ramps shall be as indicated in Part 2 - Section 300,
Geometric Cross Sections.
Gores - The term "gore" indicates an area downstream from the shoulder intersection points as
illustrated in Figure 500.17. The gore nose is defined as the point where the distance measured
between the main line and ramp travelled ways is 7.0m. If feasible, the unpaved area beyond the
nose should be graded level with the roadways. Heavy sign supports, street lights and roadway
structure supports shall be kept out of the graded gore area.
Profile grade considerations are of particular concern through entrance and exit gore areas. In
some instances the ramp profile, or the combination of profile and cross slope, is sufficiently
different from the roadway through lanes that grade breaks across the gore become necessary.
Where adjacent lanes or lanes and gore areas at primary roadway entrances and exits are not in
the same plane, the algebraic difference in pavement cross slope shall not exceed 5%.

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Figure 500.17
Typical Gore Area
from AASHTO, A Policy on Geometric Design of Highways and Streets, 2011

Lane Drops - Typically the ramp lane reduction shall be made using a desirable taper rate of 70:1,
50:1 maximum.
Lane drop tapers should not extend beyond the 2.0m point (the beginning of the weaving length)
without the provision of an auxiliary lane.
Lane Additions Lane additions to ramps shall use a taper rate of 10:1.
Superelevation and Cross Slope - The factors controlling superelevation rates discussed
previously in Part 2 - Section 200, Geometric Design Standards, also apply to ramps. Ramp
superelevation rates shall be as per Tables 200.04 and 200.05.
Where feasible, the curve radius should be increased to reduce the required standard
superelevation rate. Both the edge of travelled way and the edge of shoulder should be examined
at ramp junctions to assure a smooth transition.
Widening - When ramps have curve radii of 90m or less, with a central angle greater than 60, the
lane furthest to the right of the ramp shall be widened in accordance with Table 500.03 in order to
accommodate large truck wheel paths. More than one lane may be widened if warranted by truck
and bus usage.

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Table 500.03
RAMP WIDENING FOR TRUCKS
Ramp Radius (m)

Widening (m)

Lane Width (m)

< 45

2.0

6.0

45 - 55

1.2

4.85

55 - 65

1.0

4.5

65 - 75

0.6

4.25

75 - 90

0.3

4.0

> 90

3.65

Note: For ramps having curve radii of 90m or less with a central angle
0
greater than 60 .

Ramp Radius Widening Lane - Normally, loop ramps are one lane unless capacity warrants
additional lanes. Consideration should be given to providing a directional ramp when loop
volumes exceed 1,500 vehicles per hour. If multiple lanes are provided, normally only the right
lane needs to be widened.
Loop Ramps - Radii for loop ramps should normally range from 45m to 60m. Increasing the radii
beyond 60m is typically not cost effective as the slight increase in design speed is usually
outweighed by the increased right-of-way requirements and the increased travel distance. For
roadway design speeds greater than 80 kph, the loop design speed should not be less than 40 kph
(45m radius). Extremely tight curves (less than 35m radii) should be avoided because they lead to
increased swept path curvature and increase the potential for vehicles to enter the curve with
excessive speed. See Part 2, Section 200, Table 200.06 for further guidelines on radius versus
speed limit.
Research indicates that trucks often enter loops with excessive speed, either due to inadequate
deceleration on exit ramps or due to driver efforts to maintain speed on entrance ramps to facilitate
acceleration and merging. Where the loop ramp has a small radius on a steep descent (over 6%),
it is important to develop the standard two-thirds of full superelevation rate by the beginning of the
curve. On loop entrance ramps this can often be facilitated by beginning the ramp with a short
tangent (20m to 30m) that diverges from the cross street at an angle of 4 to 9. Longer tangents
are desirable.
Distance between Successive Ramp Terminals - When considering urban primary roadways,
several ramp terminals are often located in succession in relative close proximity. To enable safe
weaving distances along with a safe distance for say sign locations, a reasonable distance is
required between successive ramp terminals.
This spacing is wholly dependent on several factors which range from weaving lengths to
interchange type and class of the following ramps:
1. Exit (EX) : Exit (EX).

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2. Entrance (EN) : Entrance (EN).


3. Entrance : Exit (Weaving).
4. Exit : Entrance.
5. Turning Roadways.
See Table 500.04 below for details.
Table 500.04
RECOMMENDED MINIMUM RAMP TERMINAL SPACING
EN-EN or EX-EX

EX-EN

Turning Roadways

EN-EX (Weaving)

*Not applicable to cloverleaf loop


ramps
Full
Freeway

CDR or
FDR

Full
Freeway

CDR or
FDR

System
Service
Interchange Interchange

System to Service
Interchange

Service to Service
Interchange

Full
Freeway

Full
Freeway

CDR or
FDR

480m

300m

CDR or
FDR

Minimum Lengths Measured between Successive Ramp Terminals


300m

240m

150m

Notes:
FDR = Freeway Distributor Road
CDR = Collector Distributor Road

508

120m

240m

180m

600m

480m

EN = Entrance
EX = Exit

ENTRANCE / EXIT RAMP DESIGN STANDARDS

General - The ramp entrance/exit is that ramp portion adjacent to the through travelled way,
including speed-change lanes, tapers and islands. All primary roadway entrances and exits shall
connect to the right of through traffic. The following paragraphs discuss various design elements of
ramp entrances/exits.
Entrance/Exit Sight Distance - Decision sight distance is desirable along the primary roadway
prior to an exit nose and the entire exit terminal should be visible.
Sight Distances on a ramp should be at least as great as the Design Stopping Sight Distance.
Passing sight distance is not needed. The sight distance on a freeway preceding the approach
nose of an exit ramp should exceed the minimum stopping sight distance for the through traffic
design speed by a desirable 25% or more. There should be a clear view of the entire end terminal
including exit nosing. Other considerations should include such variables as grade and profile
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design, vertical curvature and superelevation, cross slopes and gore layout and design.
When an exit must be located where visibility is limited by physical restrictions, which cannot be
corrected by cut widening or object removal, an auxiliary lane in advance of the exit should be
provided. The minimum length of auxiliary lane shall be 300m desirable (180m minimum).
Exit Design Speed - The minimum design speed at the exit nose should be 80 kph or greater for
both ramps and branch connections. Decision sight distance should be provided at primary
roadway exits and branch connectors. Ideally ramp design speeds should always match that of the
low-volume running speed of the intersecting highways.
Entrance Design Speed - The design speed at the nose should be consistent with approach
alignment standards. If the approach is a branch connection or diamond ramp with high alignment
standards, the minimum design speed should be 80 kph.
Entrance/Exit Designs - Design of freeway entrances and exits should conform to the standard
designs in Figures 500.18, 500.19 and 500.20 for single lane, two lane entrances and exits, and
diverging branch connections respectively. A branch connection is defined as a multi-lane
connection between two primary roadways.
The minimum deceleration length shown on Figure 500.18 shall be provided prior to the first curve
beyond the exit nose. This provides for adequate deceleration before entering the curve. When the
subsequent curve is a descending loop or hook ramp, or if the upstream condition is a sustained
downgrade, deceleration length should be increased.
Parallel Type Entrance - A parallel entrance gives an extra length of acceleration to merge with
the main highway as well as in some instances providing additional storage which aids through
flow traffic on the mainline.

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Figure 500.18
Single Lane Freeway Entrances and Exits
from Caltrans Highway Design Manual, 2006

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Figure 500.19
Two-Lane Entrance and Exit Ramps
from Caltrans Highway Design Manual, 2006

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Figure 500.20
Diverging Branch Connections
from Caltrans Highway Design Manual, 2006

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Single-lane Freeway to Freeway Connections - Freeway-to-freeway connectors may be single


lane or multi-lane. Where design year volume is between 900 and 1,500 equivalent passenger
cars per hour, initial construction should provide a single lane connection with the capability of
adding an additional lane. Single lane directional connectors should be designed using the general
configurations shown on Figure 500.18, but utilizing the flatter diverge angle shown in Figure
500.20. Single lane loop connectors may use a diverge angle of as much as that shown on Figure
500.18 for ramps, if necessary. The choice will depend upon interchange configuration and driver
expectancy. Single-lane connectors in excess of 300m in length should be widened to two lanes to
provide for passing manoeuvres.
Two-Lane Entrance Ramps - 2-lane entrances are warranted for two situations; either as branch
connections or because of capacity needs for the on-ramp. To satisfy lane-balance needs, at least
one additional lane should be provided downstream.
Two-Lane Exit Ramps Where design year estimated volumes exceed 1,500 equivalent
passenger cars per hour; a 2-lane exit as per Figure 500.19 should be used. A minimum 400m
auxiliary lane should be provided in advance of a two-lane exit. Provisions should also be made for
widening to three or more lanes at the cross road intersection.
For volumes less than 1,500 but more than 900, a one-lane width exit ramp should be provided
with provision for adding an auxiliary lane and an additional lane on the ramp.
Branch Connections - A branch connection should be provided when the design year volume
exceeds 1500 equivalent passenger cars per hour.
Merging branch connections should be designed as shown in Figure 500.19. Diverging branch
connections should be designed as shown in Figure 500.20. The standard ramp exit connects to a
local street. The diverging branch connection connects to another primary roadway and has a
flatter angle that allows a higher departure speed.
At a branch merge, an 800m length of auxiliary lane should be provided beyond the merge of one
lane of the inlet, except where it does not appear that capacity on the primary roadway will be
reached until five or more years after the 20 year design period. In this case the length of auxiliary
lane should be a minimum of 300m. For diverging connections where less than capacity conditions
beyond the design year are anticipated, the length of auxiliary lane in advance of the exit should
be 400m.
Branch Lane Drops - The lane drop taper on a freeway-to-freeway connector shall not be less
than 70:1.
Two-Lane Entrance Ramps - A standard two lane entrance ramp is illustrated in Figure 500.19.
This design may be utilized in situations where the estimated design year volume exceeds 1500
equivalent passenger cars per hour. Figure 500.19 includes a minimum 300m auxiliary lane
parallel to the roadway, which is only used where adequate design year capacity exists on the
through facility. If capacity is inadequate, consideration should be given to extending the auxiliary
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lane to the next interchange or adding additional roadway through lanes. For most urban
situations, it is recommended that multiple ramp lanes taper to a single lane prior to the 2m
separation point (where merging is considered to begin).
Entrance/Exit Locations Primary roadway entrances and exits should be located on tangent
sections wherever possible. This provides maximum sight distance and optimum traffic operation.
Where it is necessary to locate entrances/exits on a curve, the ramp entrances and exit tapers
should also be curved. The exit taper radius should approximate the roadway edge of travelled
way in order to develop the standard degree of divergence (Figure 500.21).

Figure 500.21
Curved Entrance/Exit Locations
from Caltrans, Highway Design Manual , 2006
On curved entrance ramps, the distance from the inlet nose (4.25m point) to the end of the
acceleration lane taper should equal the sum of the distances shown on Figure 500.18. The 50:1
taper may be curved to fit the conditions, and the 1,000m radius curve may be adjusted.
Entrance/Exit Grades - Grades for primary roadway entrances and exits are controlled primarily
by sight distance requirements. Ramp profile grades should not exceed 6%.
Exit Profiles - Vertical curves located just beyond the exit nose should be designed with a
minimum 80 kph stopping sight distance. Beyond this point, progressively lower design speeds
may be used to accommodate loop ramps and other geometric features.
Entrance Profiles - Entrance profiles should approximately parallel the roadway profile for at least
30m prior to the inlet nose to provide inter-visibility in merging situations. The vertical curve at the
inlet nose should be consistent with approach alignment standards.
Where large-truck volumes exceed 20 vehicles per hour on ascending entrance ramps with
sustained upgrades exceeding 2%, a minimum 450m long auxiliary lane should be provided to
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ensure satisfactory separating conditions.


Exit Ramp Transitions - Exit ramps in urban areas may require additional lanes at the cross road
intersection to provide storage and increase capacity.
If the length of a single lane ramp exceeds 300m, an additional lane should be provided on the
ramp to permit passing manoeuvres.
Shoulders and Kerbs - Shoulders should be provided on ramps and terminals on interchange
areas to provide emergency vehicle stopping beyond travelled ways. Ramps at interchanges
should be designed without kerbs. Kerbs are only required at areas of particularly difficult
drainage as needed in urban areas. When this is the case, kerbs are laid on terminals near road
merge and omitted in central ramp portions.
On low speed areas, kerbs may be placed at the roadway edge. Where pedestrian protection is
required, vertical kerbs with sidewalks are to be used.

509

RAMP TERMINAL DESIGN

Terminals - Ramp terminals should be treated as at-grade intersections. The terminal design shall
be in accordance with Part 2 - Section 400, At Grade Intersections, based on near-minimum
turning conditions.
Terminal Location Sight Distance - Certain interchange arrangements dictate that ramps
intersect the crossroads at-grade (diamond and partial cloverleaf). This intersection should be
placed at an adequate sight distance from the separation structure to enable adequate sight
distances for all approaches. It is normally expected by the motorist to exit in advance of the
separation structure and exits which are concealed by such things as vertical curves should be
avoided. In the example of high speed entrance ramp terminals, these should be located on
downward gradients to aid truck acceleration when merging with high speed main traffic. Sight
distances on entrance terminals need to be maximized in order for motorists to choose an
acceptable gap to merge.
Loop ramps, in certain instances, have ramps that are located beyond the structure and the
designs are explained further in Section 10.9.5, General Design Consdierations, of AASHTO A
Policy on Geometric Design of Highways and Streets, 2011.
Terminal Grades - Ascending off-ramps should join the cross roads on a reasonably flat grade to
expedite truck starts from a stopped condition. Ramp terminals should connect where the grade of
the over crossing is 4% or less to avoid potential overturning of trucks.
Terminal Locations - Factors which influence the location of ramp terminals include sight
distance, construction costs, right-of-way costs, circuitry of travel for left-turn movements,
crossroads gradient at ramp intersections, storage requirements for left-turn movements off the
crossroads, and the proximity of other local road intersections.
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Where a separate right turn lane is provided at ramp terminals the turn lane should not continue as
a "free" right unless pedestrian volumes are low, the right turn lane continues as a separate full
width lane for at least 60m prior to merging, and access control is maintained for at least 60m past
the ramp intersection. Provision of the "free" right should also be precluded if left turn movements
are allowed within 125m of the ramp intersection.
Terminal Sight Distances - Horizontal sight restrictions may be caused by bridge railings, bridge
piers or slopes. Sight distance is measured between the centre of the outside lane approaching
the ramp and the eye of the driver, with the ramp vehicle assumed to be 3.0m back from the edge
of the shoulder at the crossroads. Figure 500.22 illustrates ramp setback from an over crossing
structure. This figure is based on sight distance being controlled by the bridge rail, but the same
relationship exists for sight distance controlled by piers or slopes.
Where ramp set back is unobtainable, sight distance shall be provided by flaring the end of the
overcrossing structures or setting back the piers or end slopes of the undercrossing structures.

Figure 500.22
Location of Ramp Intersections on the Crossroads/Setback

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SECTION 600 : STRUCTURAL PAVEMENT DESIGN

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SECTION 600 STRUCTURAL PAVEMENT DESIGN


601

INTRODUCTION

This section outlines the pavement design procedure to be followed.

602

STRUCTURAL PAVEMENT SECTION DESIGN

602.01

GENERAL

Pavement design shall be carried out during the Preliminary Design Phase.
It should be noted that at the time of issuance of this revised document, Unified Pavement
Design Guidelines were being prepared by the ADM, in conjunction with the DoT for Abu Dhabi
City roads and highways. This is being based on the latest version of the AASHTO MechanisticEmpirical Pavement Design Guidelines and Australian Pavement Design Guidelines Austroad2009.
However, until these new guidelines are issued to consultants, the proposed design reference
standards to be adopted shall be reviewed, discussed and agreed with the ADM Pavement
Design Reviewer in advance.
Consultants in the interim shall also take into consideration the latest edition (with interim
revisions) of the Sustainability Guideline for ADM, IRI Employees and Consultants 2010.
602.02

DESIGN REQUIREMENTS

As AASHTO has shifted from the Empirical to Mechanistic-Empirical design approach, ADM is
currently working on the preparation of the Updated Pavement Design Procedure, implementing
both the Empirical and Mechanistic-Empirical approaches of design, considering the following in
addition to current design requirements and considerations:

Incorporation of the latest design technologies.

Regional materials and climate factors.

Validation of input design parameters.

Traffic movement studies (truck factors).

Asphalt material details.

In situations where existing pavements are considered in pavement design, a full pavement
condition evaluation is required to assess the current pavement condition and estimate the
residual life. This will be used to recommend the required actions to be taken to ensure proper
utilization of the existing asphalt pavement during the expected project service life. The
Consultant should evaluate causes of distress in existing road pavements, characterized by
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distress type, severity and distribution area, and establish the pavement condition index.
Several pavement design options should be studied and optimized in value engineering terms
(technically, financially and environmentally) and the following sustainability criteria should be
considered:

Maximize service life.

Minimize overall life-cycle cost.

Lessen pavement distress.

Simplify and adopt more sustainable maintenance activities.

Increase savings in raw materials, water and energy consumption.

Use of state-of-the-art technologies and new materials to achieve more sustainable


pavement designs. Examples include geo-synthetics (which are detailed in Section
702.06) and asphalt mix (polymer modified) additives, detailed within the Standard
Specifications.

Recycled materials (concrete aggregates and pavement recycling).

Improve road constructability, and

Consideration of use of soil improvements to deal with in-situ problematic soils.

602.03

PAVEMENT DESIGN METHOD - EMPIRICAL

Step 1: Develop Equivalent Single Axle Load, W18


Traffic is represented in the AASHTO Guide for Design of Pavement Structures method by the
equivalent single axle load (ESAL), or the number of 18-kip equivalent single axle loads that will
pass over the pavement during its initial service lifetime (typically 20 years). To calculate this
value, three components are required:
1. the number of vehicles which will pass over the pavement during its lifetime, and
2. the breakdown of those vehicles by weight classification, and
3. a means of converting the number of vehicles in each class to an 18-kip equivalent single
axle load.
To estimate the total number of vehicles utilizing a pavement during its design life, existing and
projected traffic volumes are needed. To determine the total number of vehicles, use a straight
line interpolation between the existing traffic volumes and traffic volumes in the design year. For
existing pavement studies, calculate the average rate between the existing traffic volume and the
traffic volume in the design year. That average rate is then multiplied by the projected design life
of the pavement. For new pavements, the number of vehicles would be estimated using the
design period.
The second component, the number of vehicles in certain weight classifications derives from
detailed counts of vehicle types in the traffic mix at a variety of times and places within each
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roadway class.
Finally, a means of converting the rough traffic numbers, broken down by vehicle class, to the
18-kip equivalent single axle load is needed. The axle load equivalency factors used in the
design method vary with the load on the axle, the type of vehicle, and the pavement thickness.
See the AASHTO Pavement Design Guidelines for a complete set of tables. It should be noted
that these tables do not reflect the higher tyre pressures that are often used in ADM. However,
the tabulated values still form a good starting place for equivalency factors. For a simplified
approach, the values in Table 600.01 form an acceptable interim approach:
Table 600.01
GENERIC EQUIVALENCY FACTORS
Vehicle Type

Equivalency Factor

Heavy Truck

6.5

Medium Truck

1.0

Light Truck

0.25

Automobile

0.0008

Using these values and counts or estimations of traffic loading within the classifications, the
overall 18-kip equivalent single axle loading can be estimated. The advantages of the AASHTO
equivalency factor approach outlined above are that:

the method can be used with very little data about the traffic composition, or with very
detailed traffic counts;

most other methods require very detailed information about tire pressures, wheel
configurations, and load layouts, information which would be even harder to come by than
the traffic counts, and

the equivalency factors can be easily and directly incorporated within the method. Ideally,
detailed weight and composition data can be obtained to allow the development of
system-specific truck equivalency and tire correction factors, but the AASHTO factors can
be used in the empirical design methodology, unless project specified by the ADM.

Step 2: Develop Soil Resilient Modulus, MR


The resilient modulus of the soil subgrade is required for design and must be measured or
estimated. The AASHTO correlation below gives reasonable agreement between the California
Bearing Ratio (CBR) and the soil resilient modulus. Unless site specific investigations determine
different resilient modulus-CBR correlation factors, the AASHTO correlation should be used.
CBR value 10%
MR = 1,500 x CBR

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CBR value >10%


MR = 2,555 x CBR0.64
where: MR = Resilient Modulus (psi)
CBR = California Bearing Ratio
Step 3: Determine the Overall Standard Deviation, So
The overall standard deviation is a dimensionless parameter that accounts for random variation
in the traffic projections and normal variation in the pavement parameters. Simply put, it provides
a means of accounting for areas of weaker than average pavement receiving higher than
expected traffic. A value of 0.45 for So is commonly used for flexible pavement materials.
Step 4: Select the Level of Reliability, R
The level of reliability describes the degree of certainty that the pavement will last as long as the
design service period. Statistically, the thicker the pavement section the higher the likelihood that
the pavement will last throughout its intended service life, other factors being equal. The level of
reliability is represented in the AASHTO equation by the standard normal deviate, Z R, and in the
design nomograph by R. Table 600.02 contains recommended values for the roadway
classifications. The table contains very conservative values to reflect the need for high
performing pavements in a high-growth, low maintenance management mode.
Table 600.02
RELIABILITY PARAMETERS
Level of Reliability R

Standard Normal
Deviate, ZR

Truck Route

99.9

-3.090

Rural/Urban

99.9

-3.090

Expressway

99.9

-3.090

Main Road

99.0

-2.327

Sector Road

95.0

-1.645

Roadway Classification

Step 5: Select Design Serviceability Loss, PSI


The pavement serviceability is a general measure of the pavements ability to service the traffic
which must pass over it. Serviceability ranges from 0 (impassable) to 5 (ideal), and represents a
quantification of subjective impressions about the roadway quality. Note that a low serviceability
implies only that the road has become difficult to travel over, and provides no information about
the failure mode (e.g. rutting, stripping, cracking) that has created the low serviceability. The
design serviceability loss (PSI) is the allowable change from the initial serviceability (po) to the
terminal serviceability at the end of the design period (pt). The design serviceability loss is
obtained by simply subtracting the final value from the initial value, and so describes the amount
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of degradation of service which is acceptable during the design lifetime. Recommended values
for the different roadway classifications are shown in Table 600.03.
Table 600.03
SERVICEABILITY PARAMETERS
Roadway
Classification

Initial po

Terminal pt

Design
Serviceability
Loss, PSI

Truck Route

4.2

3.0

1.2

Freeway

4.2

3.0

1.2

Expressway

4.2

3.0

1.2

Main Road

4.1

2.6

1.5

Sector Road

4.0

2.4

1.6

Step 6: Solve for the Structural Number, SN


The preceding steps 1-5 are independent. However, a value must be obtained for each one in
order to complete Step 6. The structural number can be solved using the equation below, which
is a trial-and-error procedure.
log10 .W 18 = (ZR) x (So) + 9.36 x log10 (SN+1) 0.20 + 2.32 x log10MR 8.07 +
log10 (PSI / (4.2 1.5))
0.4 + (1094 / (SN+1)5.19)
Where:
W18
MR
So

= Equivalent Single Axle Load (ESAL), Step 1


= Soil Resilient Modulus (psi), Step 2
= Overall Standard Deviation, Step 3
ZR
= Standard Normal Deviate, Step 4
PSI = Design Serviceability Loss, Step 5
SN
= Structural Number, Step 6
or the solution may be obtained by using the nomograph in Figure 600.01.
Step 7: Determine Pavement and Base Thickness
Once SN is determined from Step 6 and after review and coordination with the geometrical
design, the structural number is used to determine the thickness of each pavement material layer
using the appropriate material coefficients from Table 600.04.

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Table 600.04
PAVEMENT MATERIAL COEFFICIENTS
Pavement Material

Coefficient, ai (per cm)

Asphaltic Concrete

0.17

Aggregate Base

0.05

Soil Subbase

0.04

The structural number is related to the material coefficients and thicknesses as follows:
SN = a1.t1 + a2.t2 + + an.tn
where:
ai =

Material coefficient for each material in the pavement section (Table 600.04).

ti =

Thickness of each material in the pavement section (cm).

SN =

Structural Number desired for the pavement section (Step 6).

Notes to Table 600.04:


a) Drainage Coefficients
The drainage coefficients are assumed to be 1.0 for Abu Dhabi and have been excluded from the
equation. For base or sub-base layers which do drain, consultation is required with the ADM
reviewer for selection of the appropriate drainage coefficient value.
b) Material / Layer Coefficients
The designer may propose material/layer coefficients as alternatives to those detailed in Table
600.04. These shall be agreed and approved with the ADM reviewer after validation before
incorporation into any layer thickness calculation and layer design analysis. The use of recycled
materials is encouraged within all pavement material layers.
Conformance with the Roadway Design Manual and Standard Specifications, specifically material
design recycled product material characteristic properties and quality control and quality
assurance procedures for materials containing recycled products, will be required to be validated
by the Consultant.
c) Layer Design Analysis
Layered design analysis shall be undertaken to determine the thickness of each layer in
accordance with the AASHTO Guide for Design of Pavement Structures. This may be achieved
by starting with MR of the road base course to obtain the minimum required asphalt thickness,
then using MR of road sub-base to determine the minimum required road base course thickness,
and finally using MR of subgrade soil to achieve the minimum required road sub-base thickness.
This shall be reported in full to the ADM reviewer within the Pavement Design Report.

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Various combinations of pavement materials of various thickness are possible to meet or exceed
a given structural number. Once the structural requirements are met, the combination and
thickness of the individual pavement material sections is based on such factors as aggregate
availability, aggregate size, cost of various pavement materials, minimum recommended
thickness, restrictions on overall thickness and number of lifts required. These factors are
discussed in more detail below:
Material Availability - Conservation of natural resources should be given consideration in
the evaluation of the pavement design. Availability of suitable materials should be
investigated in the vicinity of the project.
Continuity of Pavement Type - To maintain uniform driving conditions, consideration
should be given to continuing the same type of existing pavements, especially if a new
project is relatively short. This is assuming that the existing pavements are satisfactory.
Location and Local Conditions - Although there are many pavement designs that will
meet the requirements of the design equation, there are situations when local conditions,
such as underground utilities close to the surface, poor drainage, flooding, etc., where one
design might function more efficiently than another. Past experience and judgment should
be used in the final selection of the pavement design.
Anticipated Construction Problems - Consideration should also be given to the
feasibility of the proposed design with regards to standard construction methods.
Costs - Comparative costs provided in the pavement design procedure should be given
consideration in the selection of the pavement design. Consideration should also be given
to maintenance cost.
An example of the Flexible Pavement Structural Design is provided in the following pages.
Paving of Bridges, Tunnels
Road surfacing associated with bridges and tunnels shall not exceed 110mm in thickness, which
includes road pavement layers, waterproofing system and associated protection, if any. Layers of
asphaltic wearing course will be of uniform thickness of not less than 45mm. Variations in the
total surfacing thickness over bridges should be accommodated in the upper layers.
Note that there is no requirement to allow for future overlays. Any resurfacing of the wearing
course over bridges will be carried out by milling the existing material and reinstating new asphalt
to the same level prior to maintenance.
An additional protective layer (APL) should only be used when required by the specific
waterproofing system proposed. The use of sand-asphalt for this purpose is not recommended.
Where there is no APL, the asphalt directly overlaying the waterproofing system should have a
design air void content of no more than 4%.
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Rehabilitation of Flexible Pavement Pavement Condition Evaluation Method:


Hot Mix Asphalt (HMA) Overlay, Mill and Overlay, Recycle and Overlay.
A Pavement Condition Evaluation Report shall be undertaken and reported to the ADM reviewer.
The pavement design will then be carried out as follows:

Calculate required Structural Number; Steps 1-6 for Flexible Pavement Design

Identify desired material(s) and required depth(s) to meet SN through iterative process
Step 7.

Pavement Rehabilitation will typically involve the HMA surface only, leaving the existing HMA,
sub-base and subgrade in place.
a) The age and condition of existing underlying materials must be taken into consideration
when assigning material/layer coefficients.
b) Layer coefficients for the existing layers shall be agreed with the ADM reviewer along with
any adjustment to the design period required.

EXAMPLE - FLEXIBLE PAVEMENT STRUCTURAL DESIGN


Given the vehicles per lifetime and the vehicle split, determine the pavement materials and
thickness required for a truck route.
Step 1 - Develop Equivalent Single Axle Load, W18
Table 600.05
EQUIVALENT SINGLE AXLE LOAD CALCULATION
Vehicles per
Lifetime
338,502,756

Vehicle
Split

Table 600.01 Generic


Equivalency Factors

W18

5%

Heavy Truck

6.5

110,013,396

5%

Medium Truck

1.0

16,925,138

5%

Light Truck

0.25

4,231,284

85%

Automobile

0.0008

230,182

W18 =

131,400,000

Step 2 - Develop Soil Resilient Modulus, MR (CBR 10%)


MR = 1,500 x CBR
= 1,500 x 10
= 15,000 psi
Step 3 - Determine the Overall Standard Deviation, So
So = 0.45 typical

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Step 4 - Select the Level of Reliability, R


Truck Route, Table 600.02 : R = 99.9 ; ZR = -3.090
Step 5 - Select Design Serviceability Loss, PSI
Table 600.03 : po = 4.2 ; pt = 3.0 ; PSI = 1.2
Step 6 - Solve for Structural Number, SN
SN = 8.0
Step 7 - Determine Material Thickness
Table 600.06
MATERIAL THICKNESS CALCULATION
Pavement
Material

Coefficient
(per cm)

Trial Thickness
(per cm)

SN
Contribution

Asphaltic Concrete

0.17

30

5.1

Aggregate Base

0.05

22

1.1

Soil Subbase

0.04

45

1.8

Actual SN =

8.0

Note: Various material combinations can be compared economically to determine the optimum
design.

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Figure 600.01
Design Chart for Flexible Pavements based on using Mean Values for each Input

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602.04 PAVEMENT DESIGN REPORT


A Pavement Design Report should be compiled for submission and approval of ADM. The
contents of this report will as a minimum include the following:
1) Introduction

Project information (location, area, scope, objective, etc.).

Land use of project and adjacent areas.

Road hierarchy of roads included in project scope.

2) Reference Standards of Pavement Design


3) Pavement Design Parameters
Selected values of the following, according to road hierarchy:

Reliability (R).

Standard Deviation (So).

Standard Normal Deviate (ZR).

Skid Number, Texture Level and Aggregate Properties.

4) Design Geotechnical Data


The following geotechnical data is considered as a minimum requirement for pavement
design purposes. Further testing and geo-physical/geotechnical requirements that may be
required by the ADM Geotechnical Specialist to fulfill the geo-physical/geotechnical
viewpoint should be fulfilled by the consultant.

Summary of approved project Geotechnical Report results.

Selected value of soil CBR.

Water table condition and concerned recommendations of geotechnical study.

Soil MR value and method of MR calculation.

Geotechnical study recommendations that will be adopted in pavement design (if


any).

5) Pavement Layer Material Properties

MR value of supporting soil.

MR value of pavement layer materials.

Layer coefficient (ai) for different pavement layers.

Drainage factor of granular base course and sub-base layer.

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6) Design Traffic Data


The traffic study is to be in accordance with the requirements of the ADM Traffic
Specialist and shall include as a minimum:

Summary of approved traffic study results.

Selected peak hour traffic volume.

Calculated Average Daily Traffic (ADT).

Traffic classification percentage of different traffic vehicle types utilizing the project
area.

Traffic growth factor for pavement design life.

Truck factor for different types of traffic vehicles.

Selected traffic parameters, Directional Distribution Factor (Dd), and Lane


Distribution Factor (Ld), etc.

Calculation of predicted number of ESALs equivalent single axle load W 18.

7) Pavement Design Calculations

Calculation of SN for each pavement layer.

Calculation of pavement layer thickness design options.

Selected pavement layer thicknesses for different design options in the project,
showing the basis of selection.

8) Recommendations

Recommended pavement section(s).

Connecting pavement layers with construction specifications.

9) Appendices
Appendix A General

Project location map.

Land use plan (for different land uses within project area).

Road hierarchy plan.

Appendix B Pavement Design Drawings

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Plan showing different pavement types.

Pavement structure details for all types of pavement.

Construction details, including tieins, widening, connection details for different


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types of pavements and connections between old and new pavements.


Appendix C Geotechnical Study Data

Plan of borehole and test pit locations.

Soil profile including proposed design level, ground water level and soil layers
along project roads.

Test results of boreholes and test pits.

Recommendations regarding ground water or road pavement structure.

Appendix D Pavement Design Calculations

Detailed calculations of different designed pavement sections.

Note:
Further to receipt of the No-Objection to the Final Pavement Design, the consultant is required to
submit the project pavement design data in GIS format. The GIS format is to be discussed and
agreed with the ADMs Pavement Design Reviewer and GIS Specialist.
602.05 QUALITY ASSURANCE - PAVEMENT DESIGN
The following checklist should be followed by the consultant during the pavement design of road
projects as part of the pavement design quality assurance process, and is to be included in the
Pavement Design Report submitted to ADM Design Section for review and approval:

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PAVEMENT DESIGN CHECKLIST


No.
1

Item

Yes

No

N/A

Remarks

Existence of Basic Project Information


Project information (location, area, scope, objective, etc.)
Land use of project and adjacent areas
Road hierarchy of roads included in project scope

Clear Reference Standards of Pavement Design

Basic Input Design Data for each road class


Reliability (R)
Standard Deviation (So)
Standard Normal Deviate (ZR)
Skid Number, Texture Depth and Aggregate Properties

Input Design Traffic Data


Summary of Traffic Study results
Selected peak hour volume(s)
Traffic Classification Percentages
Calculated Average Daily Traffic ADT
Traffic growth factor along pavement design life
Truck factor for different types of traffic vehicles
Selected Traffic Parameters, Dd, Ld, etc.
Calculation of W 18
Construction Traffic Volume and Truck Loading is considered

Input Design Geotechnical Data


Project Geotechnical Report Results
Selected value of soil CBR
Water table condition and concerned recommendations of Geotechnical Study
Soil MR value and method of MR calculation
Geotechnical recommendations to be adopted in Pavement Design, soil replacement or road
construction

Input Pavement Layers Material Coefficients


Layer coefficient (ai) for different pavement layers
Drainage factor of granular base course and sub-base layer

Pavement Design Calculations


Calculation of required SN for each pavement layer
Several Design Options
Pavement Type Selection is justified
Asphalt Layer(s) Thickness has been minimized
Pavement Design is Value-Engineering Optimized
Pavement Maintenance Type and Cost considered
Consistency of Pavement Design with Adjacent area
Longer Design Life or less pavement thickness
Less Pavement Distresses are considered in Pavement Design
Pavement Wearing Surface Friction considered
Cost saving is considered
Constructability of selected design considered
Saving in Raw Material, water and energy consumption
Studying the utilization of un-traditional solutions, such as pavement recycling, asphalt mix additives
and recycled materials to achieve more sustainable pavement designs

Attached Drawings and Related Reports


1)

2)

3)

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General

Project Location Map

Land Use Plan (for different land use inside the project)

Road Hierarchy Plan

Pavement Design Drawings

Plan of different pavement types

Pavement structure details for all types, including details of soft soil and high
water table conditions

Construction details, including tiein details for different types of pavements

Geotechnical Study Data

Plan of boreholes and test pits locations

Soil profile including proposed design level, ground water level and soil layers
along project roads

Test results of boreholes and test pits

Recommendations regarding ground water or road pavement structure

Detailed calculations of Pavement Design options

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603

ADM ACCEPTANCE CRITERIA FOR MECHANICALLY STABILIZED


FLEXIBLE PAVEMENTS USING GEOGRIDS

603.01

INTRODUCTION

Implementation of sustainability concepts is a major objective for roads and infrastructure


projects under the jurisdiction of ADM. It is more than just employing the right designs and
construction techniques. Project function, performance, life cycle cost, quality, safety,
technological advancement, optimized energy and raw material consumption as well as
minimized impacts on the natural environment and public health are all major considerations of
aimed sustainable projects.
The major objective of the application of Geogrids in mechanical stabilization of granular
pavement layers is to add structural value to the overall pavement structure, reduce life cycle
cost, raw material and energy consumption during construction and minimize carbon emissions,
in order to safeguard the environment and public health.
The primary mechanism of the Geogrid contribution in a full depth pavement structure can be
summarized as lateral confinement of aggregate particles, increasing the modulus of the
aggregate layer, which in turn increases the load-carrying capacity and improves pavement
structural performance.
ADM experience from actual projects has shown that the use of Geogrid in sustainable pavement
design has provided:

Longer service life and/or reduced required pavement thickness for the same pavement
design life.

Reduction of pavement construction costs and life cycle cost.

Reduction in construction time for pavement works.

Reduced risk related to construction quality of pavements.

Savings in raw materials and energy during construction.

Reduced carbon emissions.

However, the application of these benefits is not simply based on the product characteristics of
the Geogrid product alone. The effect of the Geogrid on the individual pavement layer in which it
is included (i.e. granular base or sub-base material), must be correctly identified and quantified
for inclusion in pavement calculations. Combining a stabilization Geogrid with a granular material
results in a composite layer known as a mechanically stabilized layer, which will have improved
performance properties. It has become clear that these performance properties can be quantified
from laboratory testing but must be verified by full scale trafficking trials carried out by an
internationally recognized testing facility.
The following provides information for pavement designers who wish to use Geogrid products
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within ADM pavement projects, as well as guidance on the criteria ADM will use to determine
suitability of the Geogrid products selected.
603.02

DEFINITIONS AND TERMINOLOGY

Geogrid An open grid-like mesh formed of polymer materials with stiff integral junctions or ribs
and apertures, sufficiently large to allow strikethrough of soil particles, used to reinforce or
stabilize soils.
Interlock - The mechanism by which the stabilization Geogrid and the aggregate interact under
applied load. During the placement and compaction of a granular layer over a Geogrid, the
aggregate particles partially penetrate into the apertures and abut against the ribs of the Geogrid.
Confinement - The effect of the mechanism of interlock by which the structure of the
stabilization geogrid restrains the aggregate particles.
Stabilization - Stabilization is defined as the beneficial consequence on the serviceability of an
unbound granular layer via the inhibition of the movement of the particles of that layer under
applied load. This is the result of the mechanical effect of confinement on an aggregate layer,
resulting from the mechanism of interlock provided by a stiff Geogrid structure.
Stabilization Geogrid - A Geogrid where the specific function of stabilization has been identified
and associated with a product line by an independent approvals authority as being distinct from
the reinforcement function. The stabilization Geogrid will be defined by specific stabilizationbased product characteristics.
Geogrid Product Line - The class of manufactured products that vary by no more than one
product parameter (e.g. sheet thickness in the case of punched and drawn Geogrids or number
of filaments in the case of woven or knitted Geogrids). All other parameters remain the same with
respect to the manner in which the elements associated with the final product are assembled into
a stable geometry.
Mechanically Stabilized Layer (MSL) - A composite layer comprising stabilization Geogrids and
a defined thickness of granular fill (base or sub-base) having greater serviceability and increased
modulus when compared to the equivalent thickness of non-stabilized granular fill. When
incorporated into a pavement structure, the MSL provides structural benefits to the whole
pavement to allow increased pavement life or reduced pavement thickness.
Modulus Enhancement - The increase in modulus of a MSL, compared to an equivalent nonstabilized layer of equal thickness. Consistent laboratory based methods (such as triaxial testing
as per AASHTO T307) for measuring modulus enhancement of the stabilized layer are yet to be
finalized. Therefore, laboratory derived methods shall be verified with evidence from field trials
where the Geogrid product line proposed has been used to form a MSL and has had standard
cyclic plate loading tests (as per AASHTO T294) carried out to evaluate surface modulus values.
These should be made available for submission to ADM.

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Note:
International studies are currently seeking to characterize the stabilized layer enhancement
utilizing Resilient Modulus. Characterization of layer enhancement is subject to continuous
review and update to include international recognized studies addressing different material
characterization methods.
Evaluation of Geogrid Benefits - The contribution of a Geogrid in a pavement structure is
variable and influenced by a change of subgrade soil strength, base (or sub-base) strength and
thickness, asphalt layer(s) strength and thickness. Therefore, design parameters expressing the
Geogrid contribution in the pavement structure should be derived from performance-based
evaluation. The improvement offered to the pavement performance by Geogrid materials can be
expressed in different ways:
Layer Coefficient Ratio (LCR) - The effect of the stabilization Geogrid on a granular layer,
resulting in a MSL whose effect is evaluated and defined by various combinations of
pavement layer thickness, aggregate type and subgrade strength. The LCR is dependent
on evaluation of a variety of full-scale trafficking trials to allow predicted trafficking
performance to be verified with actual trafficking trial data. The LCR can then applied to
directly affect the Structural Number of the base or sub-base material component of any
pavement design case.
Base Course Reduction Factor (BCR) - The percentage reduction in stabilized base or
sub-base thickness from the non-stabilized thickness with the same material constituents
for the same defined trafficking load.
Traffic Benefit Ratio (TBR) - The ratio of the number of load cycles on a stabilized
pavement section to reach a defined trafficking load to the number of load cycles on a nonstabilized pavement section with the same material properties and geometry (layer
thicknesses), sometimes referred to as the Traffic Improvement Factor (TIF). The TBR
concept can be helpful in quantifying and comparing results of trafficking trials.
TBR values are only relevant to the specific pavement section tested. TBR values derived
for one pavement section cannot be applied to a pavement section with differing material
properties or geometry. If TBR values are to be used in the evaluation of an ADM
pavement, they must be derived from full-scale trials based upon the specific pavement
materials, geometry and subgrade condition that apply to the project.
603.03

ACCEPTANCE CRITERIA

In order to standardize material and design requirements for utilizing Geogrids in the mechanical
stabilization of granular pavement layers of Abu Dhabi roads, the ADM Technical Team
developed the first revision of ADM Approval Process of Geogrid Materials, Utilized in
Stabilization/Reinforcement of Base Course (and/or) Sub-base Layers of Flexible Pavements in
June 2012. This included material and design requirements that should be fulfilled by supplier,
designer and contractor. This document is under continuous update and development, according
to continuous research studies and communications with material suppliers and pavement
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specialists. Material and design requirements are summarized in the following sections:
It is essential to confirm that a Geogrid material is accepted by ADM and has Approval for
Application for utilization in the mechanical stabilization of paved roads. In order to be accepted
by ADM, it should comply with both the Material Criteria and Design Procedures. In cases where
a material meets only the Material Criteria or Design Procedures but not both, the material is not
considered suitable for ADM Approval for Application.
603.03.01 Verification of Material Characteristics
Technical characteristics of Geogrid materials should be verified and certified by an independent
Third Party Laboratory (to be approved by the ADM Material Quality Section), and fulfilling all
ADM regulations and requirements related to Geogrid material properties and performance. The
independent third party certificates verifying the technical properties shall be recent (within two
years of the date of the Material Submittal).
Previous Geogrid material approvals for similar applications in previous projects are required to
be included in a comprehensive material submittal to ADM Material Quality Section for review
and approval (previous case studies in the UAE and GCC are preferred).
603.03.02 Full-Scale Accelerated Pavement Testing
The ability for engineers to assess the performance of Geogrids in flexible pavements has been
facilitated in recent years with the availability of full-scale accelerated pavement test (APT)
facilities, located at a number internationally recognized testing laboratories around the world.
AASHTO document (Ref.: R50-09) provides the most recent advice to pavement designers
interested in incorporating Geogrids in their pavements. There is recognition that as pavement
design procedures used experimentally derived input parameters which are Geogrid specific,
engineers are encouraged to affirm their designs with field verification of the pavement
performance. For practical purposes, full-scale accelerated pavement testing is considered
acceptable as Field Verification.
Therefore, the primary source to quantify the effect of the stabilization Geogrid to be used within
the ADM pavement design process should be full-scale accelerated pavement testing.
603.03.03 Full-Scale Independent Accelerated Pavement Testing (FS/APT)
These tests are required to evaluate performance of a pavement incorporating the MSL under
moving wheel loads and develop design parameters for use in a pavement design.
The proposed supplier shall present evidence of at least two full-scale APT trials.
The APT testing should be carried out by an internationally recognized independent pavement
test facility (to be approved by ADM) in compliance with NCHRP Report 512 and Synthesis 325.
Examples of such facilities are the UK Transportation Research Laboratory, US Corps of
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Engineers, ARRB Transport Research (Australia) and CSIR Transportek, South Africa.
Reference should be made to the accepted facilities detailed in NCHRP Report 512.
The wheel loads shall be equivalent to or exceed an 80kN (18 kip) single axle. Geogrid stabilized
sections must be compared with a non-stabilized paved control section. The test must extend to
sufficient ESALs to provide a realistic indication of whole-life performance. The rutting
performance of the sections must be assessed by trenching.
Design procedures which incorporate the benefit of a particular geogrid line shall require the
supplier and/or manufacturer to demonstrate to the design engineer of record that FS/APT
results for one or more products within that product line meet or exceed results generated by the
design procedure.
603.03.04 Large-Scale Laboratory Testing
Whilst the primary source of performance data for Geogrids must be full-scale accelerated
pavement testing, large-scale laboratory performance testing can be conducted to demonstrate
performance differences between the behaviour of an ADM-approved Geogrid evaluated in fullscale testing, and other products within the same product line, in order to seek ADM approval for
these additional products.
This information can be used to develop design parameters for additional members of a product
line from those included in APT and it must be recorded within the independent review and
validation report.
603.03.05 Acceptance Criteria of Pavement Design
A - General Design Requirements
For an acceptable design of a mechanically-stabilized flexible pavement with Geogrid, the
following should be followed:
1. Pavement design utilizing Geogrid mechanically stabilized aggregate layers should be
based on full and detailed design calculations, conducted by a pavement design specialist,
accepted by ADM.
2. The design submission shall include all design steps, geosynthetic benefit verifications and
justification including supporting testing results provided by the Geogrid Material Supplier or
Manufacturer and fulfilling all required material and design procedures summarized in this
document.
3. The design process should assess several options, including conventional design (without
Geogrid material) and other options, in order to optimize the most suitable design option for
each particular project (case by case basis).
4. Optimization of the most suitable design option should be based on:
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Longer service life.


Less overall life cycle cost.
Less expected pavement distresses and better serviceability.
Easier and more sustainable maintenance activities.
Easier and faster construction process.
Saving in construction raw materials, water and energy consumption.
Less carbon footprint.
Other design considerations defined by ADM Pavement Design Reviewer.
5. All performance-based evaluations, required to verify Geogrid material contribution in
pavement structure, shall contain information that at a minimum must include the specific
Geogrid material designation or be properly correlated to other materials within the same
product line, with testing as per the reference standards.
6. No proposed equal Geogrid will be accepted based on material index properties or
explanations of performance based on these properties.
7. The items described below must be performed either by, or on behalf of, the Geogrid
Material Supplier or Manufacturer, then reviewed and approved by the pavement design
specialist.
B - The Use of Proprietary Design Software
Design software is ideally suited for pavement analysis with a variety of programs available from
Geogrid manufacturers. ADM encourages the use of this proprietary software, but any software
package incorporating design parameters representing the Geogrid performance must be
approved by ADM. Approval will be granted for proprietary software that has been independently
evaluated and validated by an internationally recognized pavement design specialist with
software development expertise recognized and accepted by ADM. Validation shall include the
design methodology, design parameters and software functionality.
C - Design Reference Standards
Design of Mechanically Stabilized Asphalt Pavement with Geogrids shall refer to the following
references, in addition to any other reference that may be directed by ADM Technical Staff:
1.

ADM Pavement Design Guideline Requirements (January 2012).

2.

AASHTO R-50: Geogrid Reinforcement of the Aggregate Base Course of Flexible


Pavement Structures (2009).

3.

GMA White Paper: Geo-synthetic Reinforcement of the Aggregate Base/Sub-base


Courses of Pavement Structures (2000).

4.

NCHRP, Report 512: Accelerated Pavement Testing: Data Guidelines, TRB (2003).

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5.

NCHRP, Synthesis 325: Significant Findings from Full-Scale Accelerated Pavement


Testing, TRB (2004).

6.

European Organization for Technical Approvals - Technical Report TR41.

D - General Design Steps


To properly design a mechanically stabilized flexible pavement with stabilization Geogrid, the
design steps below should be followed and must be performed either by or on behalf of the
geogrid manufacturer/supplier and then reviewed and approved by the ADM project design
consultant:
Step 1
Design a non-stabilized pavement section using the latest ADM method for the design of
flexible pavements. Calculations should be based on defined performance criteria as well
as the structural layer parameters, the types of construction materials and associated
design properties and layer thicknesses for the pavement section.
Step 2
With the same input parameters for pavement performance and material properties used in
Step 1, hand calculations or ADM approved proprietary design software is to be used to
carry out the design of the flexible pavement incorporating the stabilization Geogrid benefit,
appropriate to increase life and/or reduce pavement thickness resulting from the enhanced
modulus of the resulting MSL.
All design parameters reflecting the performance and contribution of the MSL in a
pavement shall be reviewed and validated by an independent internationally recognized
pavement design specialist recognized and accepted by ADM. See Independent Review
and Validation in Section 603.03.06.
Note: TBR values are only relevant to the specific pavement section tested - see definition
of TBR in Section 603.02.
Step 3
Carry out layered analysis as defined in the AASHTO 1993 method to ensure adequate
layer thickness for each pavement component, considering the modified Resilient Modulus
of the stabilized road base course to determine the minimum required layer thickness for
the stabilized pavement section.
Step 4
Conduct life cycle cost analyses of non-stabilized and stabilized pavement sections.
Step 5
Evaluate the carbon footprints of non-stabilized and stabilized pavement sections.

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Step 6
Conduct a study comparing the non-stabilized and stabilized pavement designs described
in Steps 1 to 5 above from technical, financial and environmental viewpoints, to assess the
overall benefits to the project. This should include:

Expected pavement service life.

Construction cost savings.

Life cycle cost analysis.

Evaluation of the effect on carbon footprint of pavement construction.

Step 7
Prepare a performance-based specification detailing the requirements of the selected
flexible pavement design. This should include:

Project performance criteria.

Pavement analysis and evaluation.

Conforming design.

Stabilization Geogrid performance-related product characteristics.

Stabilization Geogrid product identification characteristics (for on-site verification


purposes).

Stabilization Geogrid durability requirements.

Guidelines for alternative proposals (see note below).

Note:
Submission of alternative proposals incorporating a Geogrid must follow all of the criteria included
in this document. No proposal for an alternative Geogrid will be accepted based on product
characteristics (material index properties) or explanations of performance based on product
characteristics.
Proposals shall be accompanied by documented independently reviewed evidence of the
associated design along with pavement design calculations by hand or using ADM approved
proprietary software demonstrating performance equivalent or superior to that stated in the
performance based specification (from Step 7 above).
603.03.06 Independent Review and Validation
An independent review by an internationally recognized pavement engineering services company
(approved by ADM before review) is required before a Geogrid product can be considered as a
qualified product by ADM or utilized in a design procedure. Refer to NCHRP Report 512.
The third party shall be able to demonstrate familiarity with both the role of Geogrids and
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AASHTO pavement design principles, as well as performance evaluation of pavements.


Independent review will examine the design methodology and proposed calculation of
stabilization effect, product characteristics, quality assurance procedures and documentation,
supporting performance testing and field experience documentation.
In a written report, the reviewer shall validate that the design methodology proposed for use with
the specific stabilization Geogrid product family is correct, that underlying calculations are
supported by appropriate experimental procedures and that the manufacturers research
supports the protocols and intent of AASHTO R-50.
The review document shall accompany all final design proposals once complete.
603.04

REFERENCES

1. AASHTO Designation: R 50-091: Geogrid Reinforcement of the Aggregate Base Course


of Flexible Pavement Structures.
2. IB / Derivation Trafficking / 29.01.11: The Method of Derivation of Traffic Improvement and
Equivalent Performance Factors for Tensar TriAx Geogrids from Full-Scale Trafficking
Trials at TRL.
3. Derivation of traffic improvement and equivalent performance factors for Tensar TriAx.
4. US Army Corps of Engineers, Engineer Research and Development Center: Full Scale
Accelerated Pavements Tests, Geogrid Reinforcement of Thin Asphalt Pavements, Phase
1 Interim Report, Sarah R. Jersey and Jeb S.Tingle (2010).
5. Wisconsin Highway Research Program (www.whrp.org): Quantifying the Benefits of
Geogrids for More Durable Pavements, No. 0092-07-05 (July 2009).
6. Sarika B. Dhule, S.S. Valunjkar, S.D. Sarkate, S.S. Korrane: Improvement of Flexible
Pavement with Use of Geogrid, Vol. 16 (2011).
7. GMA White Paper: Geogrid Reinforcement of the Aggregate Base/Subbase Courses of
Pavement Structures, (2000).
8. NCHRP, Report 512: Accelerated Pavement Testing: Data Guidelines, TRB (2003).
9. NCHRP, Synthesis 325: Significant Findings from Full-Scale Accelerated Pavement
Testing, TRB (2004).
10. Applied Research Association, ARA Independent Review and Validation of Tensars
Modified AASHTO 1993 Pavement Design Procedure and Verification of Spectrapave 4
Software, (April 2013).

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SECTION 700 : DRAINAGE

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701

GENERAL

Drainage is an important element of roadway design. The objective of roadway drainage design
is to provide the necessary facilities which allow the public the appropriate use of the roadway
during times of significant run-off and which minimize the potential for adverse effects on adjacent
property and existing drainage patterns.
For guidance on the design of the drainage components associated with roadway facilities, refer
to the separate ADM document entitled Roadway Design Manual - Drainage.

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SECTION 800 : UTILITIES

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801

GENERAL

Utilities are an important element of roadway design, especially in an urban environment. There
are three categories of utility improvements:
Utility Protection Existing utilities within the project limits that have been determined to be
geometrically compatible with the proposed improvements and are in good condition with an
acceptable remaining service life may remain in place and shall be adequately protected from
traffic loads and maintenance operations. The traffic loads consist of both construction loading and
post-construction vehicular loading.
Utility Relocation - Existing utilities that are incompatible with the roadway geometrics will require
relocation, which may extend beyond the limits of the proposed improvement depending on the
connection requirements. Relocated utilities will be replaced in-kind with the same size or capacity
as the existing utility. The existing capacity may be undersized and require an increase in capacity
or other utility expansions or improvements may be required. Such an upgrade or development
work must be requested by the responsible utility agency and approved by ADM before the design
of the upgraded utility can be included in the roadway project.
New Utilities - New service facilities may be required to support growth within the typical 20-year
design life of the proposed roadway improvements. These may replace redundant or outdated
facilities or alternatively be major trunk lines routed through the project corridor that serve a wider
purpose.
Utility planning begins in the preliminary design phase and is a factor in the project scoping
process that leads to identification of the final roadway geometrics. A thorough investigation of
existing utility location and condition is undertaken as an early final design activity.
The ADM objective is that all road, infrastructure and bridge projects be developed to include all
required construction of utility protection, relocation and installation by the Contractor. This
provides for single-source responsibility for the procurement of materials and the scheduling of the
proposed improvements, whilst minimizing disruption of services to the public. This concept
reduces Contractor delay claims and the time required for advance utility works. The actual timing
and responsibility for construction of individual services will be determined on a project by project
basis.
Although contained in a single set of construction documents, there are normally several
consultants involved in the preparation of individual utility plans, specifications and Bills of
Quantities. Several Municipality Departments use designated consultants for the planning and
design of their respective services, as further described in Section 804.01. The Roadway/Bridge
Consultant is responsible for the overall coordination and packaging of the documents into a
complete and comprehensive set of tender documents. The parallel development of plans and
specifications by multiple consultants must be continuously monitored to avoid any conflict or
contradiction.
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802

UTILITY PLANNING

The Utilities Section of the Urban Planning Division (UPD) is responsible for master planning and
coordination of utility services. Service corridors will be reserved within each project for utilities in
accordance with the planning data obtained from the Utilities Section. The corridors are
established based on the approved design concept and reflect the anticipated growth and overall
needs of the individual utility agencies. The agencies or municipality departments responsible for
the individual services are as follows:

Water :

ADWEA ADDC and Transco (Water)

Telecommunications :

Etisalat/Du

Electricity :

ADWEA ADDC and Transco (Power)

Irrigation :

ADM PRFD

Drainage :

ADM - IRID

Sewer :

ADSSC

Gas and Oil Lines :

Abu Dhabi National Oil Company (ADNOC)

Fire Hydrants :

Abu Dhabi Civil Defence

District Cooling :

Tabreed

Road Traffic Control Infrastructure : DoT

A full list of public service departments is provided in Part 1 Section 200 of this Manual.
The Utilities Section will provide details on the agency or department responsible for special
services such as oil pipelines and national defense systems.
Information on existing utilities shall be obtained from the UPD - Utilities Section, the individual
service (utility) departments and/or the designated consultant at the beginning of design work. This
data will include:

Current service reservation locations.

Distribution of services.

As-built drawings.

Proposed facility plans.

This information shall be compiled and analyzed to ascertain the status of each individual utility.
Utility data should be supplemented by field investigation of the existing facilities, including surveys
to record structure locations and pipe invert elevations. Manual (by hand) excavation to locate
services that are critical to the design should be performed as necessary. The Consultant will
arrange coordination meetings with the Service Departments to identify utilities to be protected,
relocated to the service reservations and new service requirements. The service authority may
also have plans or projects for utility improvements in progress within the project limits.
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Once the scope of the utility works has been defined, the Consultant will prepare separate cost
estimates of the utility works that are required due to conflict with the proposed works and new
facilities that are proposed for inclusion in the project by the utility agencies. It is important to make
a clear distinction between required works and facility upgrades, since this information will be used
to determine the extent of the utility works to be included in the project and cost sharing
responsibilities. ADM will review and give final approval of the project utility scope of works. The
utility planning process is depicted in Figure 800.01.

803

SERVICE RESERVATIONS

The ADMs ultimate objective is to locate all utility services in designated utility corridors or service
reservations. This policy applies to all projects including new construction and roadway widening.
Service reserves are located for ease of construction and maintenance and to minimize disruption
or damage to permanent works caused by future utility installations or maintenance operations.
The reserves are generally located outside the roadway pavement in parking or pedestrian areas
that are surfaced with removable materials, such as interlocking tiles and precast blocks, and
asphalt pavements of reduced thickness. Roadway crossings are perpendicular to the centreline
and primarily concentrated at intersection locations. The design standards require construction of
ducts for all existing, proposed and future services that cross roadway pavement.
The utility corridors are defined in close coordination with the project geometrics and UPD. The
reserves are established within geometric criteria that are suited to the installation of pipelines and
conduits. Alignments are as straight as possible and angle points limited in severity, with the
degree of deflection ideally corresponding to standard pipeline fittings (e.g. 22.5, 45, etc).
The Standard Drawings show a sample of a typical service reservation corridor. Further service
reservation details for various road classifications and road corridor widths are provided in the
Utility Corridor Design Manual (UCDM), published by UPC.
Special reserves for any utilities other than those shown on the standard drawings (e.g. CCTV,
132 kV, oil pipelines, etc) shall be provided in each project with specific approval from UPD.
Project design drawings should show a section view of these special service reserves similar to
that shown on the standard drawings. Deviations from the standard distribution may be warranted
to:

Accommodate existing utilities that would not otherwise require relocation.

Suit the project geometrics.

Allow for constructability and/or maintenance of service facilities with excessive width,
diameter or depth.

The final service reservation distribution and geometry requires the approval of UPD.

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804

UTILITY DESIGN

804.01

GENERAL

Utility design requirements will be defined after final determination of the scope of utility works by
ADM. The final design of each utility will proceed based on the existing utility information and
proposed facility requirements. Refer to the Utilities Procedures Flow Chart, Figure 800.01.
In general, rapid development, incomplete as-built information and the harsh soil conditions make
it difficult to determine the exact requirements for each service line, especially minor branches and
connections, without the benefit of an extensive manual excavation program to locate the utilities.
As a result, this effort should be accomplished during the construction phase to enable preparation
of detailed shop drawings that will fully define the requirements for each utility. The procedure and
specifications for this work are outlined in the Standard Specifications. The tender documents are
prepared based on the best available information and may be limited to the major components of a
particular service. This procedure varies with the different utilities and generally can be described
under three categories:
1. Separate Plans and Specifications Prepared by Agency Designated Consultant
ADWEA/ADDC (Water) and ADSSC use a designated consultant for the design of facilities.
Final design plans, specifications and BOQ are prepared as separate documents and
included in the project tender document package. The drawings will indicate the existing
facilities anticipated to be protected, relocated or abandoned as well as new pipeline
requirements. Based on the results of the manual excavation, the Contractor will prepare
detailed shop drawings that include refinements and adjustments to the tender drawings to
reflect the conditions encountered in the field. The shop drawings require the approval of
the designated Consultant and ADWEA/ADDC (Water) and ADSSC.
2. Separate Plans and Specifications Prepared by Utility Authority
ADWEA/ADDC (Power) and Telecommunications providers normally prepare design plans
and specifications for their facilities in-house.
ADWEA/ADDC (Power) develops schematic drawings and estimated quantities for
relocation, protection, salvage and supply of new cables for inclusion in the tender
documents. The drawings and BoQ are modified as necessary by the authority based on
the results of the manual excavation and issued for construction. The Contractor will then
prepare fully detailed shop drawings for final approval by ADWEA/ADDC (Power).
Telecommunications providers normally prepare detailed plans and specifications for the
work based on their record drawings of the existing telephone system and the need for
relocation or protection of plant impacted by the improvement project. These drawings are
normally included with the tender documents. Any necessary adjustments based on
manual excavation will be done through the shop drawing process in construction.

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3. Consultant Prepared Plans and Specifications


The prime consultant for the project is required to prepare final design plans and
specifications for surface drainage, lighting, traffic control and drainage/irrigation. The
designs are prepared in consultation with the agency or department and the drawings are
normally prepared as separate documents and included with the project tender document
package. Any necessary adjustments based on manual excavation will be done through
the shop drawing process in construction.
804.02

UTILITY PROTECTION

All utilities under the roadway must be protected. This protection will continue under all pavements
and extend beyond the back of kerb, edge of shoulder or at the duct end wall constructed at the
end of the duct by 0.5m. The utility agency standards and Specifications outline the type of
protection to be used for the various utilities consisting of three types:

Concrete Slab (Precast or Cast-in-Situ).

Concrete Encasement.

Split Duct - Concrete Encased.

These methods are designed to protect the utility from induced traffic loading including
construction equipment loads. The Consultant should check that the depth of existing utilities is
sufficiently below the subgrade level to accommodate the protection device.
804.03

UTILITY RELOCATION

Utility relocation will generally be determined by the individual utility agency and is subject to
approval by ADM. Each agency will supply their relocation design drawings for inclusion in the
project documents. These drawings will then be reviewed by ADM to obtain their approval prior to
inclusion in the Tender Documents. No utilities other than lighting, underground cables and
irrigation pipes shall be installed along the central median parallel to the roadway. These lighting
cables and irrigation lines shall be as close as possible to the kerb to avoid disturbance to the
greenery.
Quantities, except for relocation work designed by a designated utility consultant, shall be
calculated by the primary Consultant. ADWEA/ADDC (Power) and the telecommunications
provider will supply respective relocation quantities.
Supply of all materials required for electrical relocation works shall be included in each contract.
Removed and salvaged LV, 11 kV, 22 kV and 33 kV cables, excluding joints from site, can be
reused for the relocation works if approved by ADWEA/ADDC (Power). Quantities for the supply
and salvage items shall be as estimated by ADWEA/ADDC (Power) for each project. All 132 kV
cables required for the relocation work shall be new and shall be supplied under each contract.

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804.04

CONTINGENCY DUCTS

Contingency ducts are required at roadway crossings for future services to be located in service
reserves and at other specific locations established by the utility authority. Ducts are installed
where pavements with asphalt or non-removable pavers cross over the service reserve.
These ducts may be designed to accommodate existing or proposed service facilities with spare or
reserve capacity for future (contingency) installations. Existing facilities such as cables or conduits
may be placed in split ducts and concrete encased.
Duct bank ends are terminated outside the permanent pavement in a reinforced concrete end wall
structure that allows access to the duct ends without damaging the integrity of the structural
pavement section. These are required at all multiple duct service reserve crossings.
All duct crossing locations are to be marked in the field with permanent markers placed at the end
of the duct or set, in the top of the duct end wall concrete.
804.05

UTILITY LOCATIONS

With the exception of lighting cable and irrigation distribution lines, there shall be no construction
of utility lines such as power distribution lines, water lines, sewer lines, storm water lines or any
other lines in the central median of primary roads. Utilities of all kinds shall not be constructed
under main roadway asphalt pavement. Utility lines can be installed in service reserves under
sector roads or parking areas where asphalt pavement is reduced in thickness.
804.06

NON-DISRUPTIVE ROAD CROSSINGS

Utility crossings of completed permanent works, especially primary roadways are to be avoided.
Contingency ducts or alternative routes should be used to accommodate the service requirements
wherever possible. When the crossing of primary roadways is unavoidable, the ADM policy
requires the design to specify non-disruptive methods (pipe jacking) or tunnelling to cross the
facility. This should be a performance-based specification to offer the Contractor flexibility in
selecting the equipment and methods.

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Figure 800.01
Utility Procedures Flow Chart

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SECTION 900 : TRAFFIC ENGINEERING

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SECTION 900 - TRAFFIC ENGINEERING


901

GENERAL

Refer to the ADM Traffic Control Devices Manual for guidance relating to traffic engineering and
the DoT for Road Traffic Control Infrastructure.

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SECTION 1000 : LIGHTING

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SECTION 1000 - LIGHTING


1001

ROADWAY LIGHTING

All new projects are to be designed using LED lighting systems (or equivalent alternative
technology). New guidelines which include the use of LED lighting are now applicable and these
will supersede the guidelines provided in this Manual in the case of any conflict. These Guidelines
and Specifications, which cover the choice of lighting and all other details such as power supply,
mounting types, etc, can be found in the following DMA published documents:

DMA Lighting Specification Roadway/Parking, Tunnels/Underpasses, Lighting Poles and


Public Lighting Management System.

DMA Lighting Specification Parks, Public Realm and Architectural Lighting.

ADM Project Compliance Checklist Tables for Roadway Lighting Projects to DMA Lighting
Specifications.

ADM Project Compliance Checklist Tables for Tunnels and Underpasses.

DMA Abu Dhabi Public Realm & Street Lighting Handbook (due for publication in
2014/2015).

At the time of issue of this Manual, the last publication of the first four documents in the above list
was in November 2011, but the latest versions applicable at the time of project implementation
should be followed.
Reference should also be made to other lighting guidelines and quality initiatives, including the
following:

Department of Transport (DoT) Roadway Lighting Manual.

UPC - Guidelines.

Estidama (sustainability issues, including light pollution).

ESMA (UAE lamp regulations).

Abu Dhabi Quality Control Council (ADQCC) Regulations and Guidelines covering
lighting materials, including the quality control and certification of LED luminaires and
quality marking.

Guidelines included below relating to the use of high pressure sodium or metal halide lamps apply
to the maintenance of existing lighting facilities and in situations where it is agreed that an area
which currently uses these types of lamps is to be extended using the same lighting technology.
1001.01

GENERAL

The main function of roadway lighting is to improve driver visibility. A well illuminated roadway
increases safety by allowing drivers to identify potential hazards or conflicts. Well designed lighting
allows the driver to quickly recognize roadway features such as alignment, delineation,
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intersections, ramps, traffic signs, traffic signals, and pedestrian crossings. The improved driving
environment in turn improves traffic operations, capacity and safety. Lighting continuity is
recommended for aesthetic and functional reasons, assists drivers identify roadway facilities and
acts as a unifying design element.
Lighting design responsibility generally encompasses entire roadways within the project limits.
However, at the time of concept planning, the design responsibility may be reduced or expanded
by the Municipality. The designer should consult ADM as to any variation in the design
requirements.
1001.02

LIGHTING DESIGN CONSIDERATIONS

Freeways and Expressways - As freeways and expressways are wide and have higher traffic
speeds, general street lighting requirements are inadequate for freeway and expressway lighting.
High lumen lamps in conjunction with high mast poles are used to illuminate large roadway areas
only when conventional discharge lamps are used. However, the pole height is limited to 20m in
the case of LED fixtures, due to their directional optics designed to reduce glare and improve
uniformity.
Interchanges - Interchanges require lighting to provide an overall spread of light not confined to
the basic driving lanes to enhance traffic safety through high visibility. The aim is to design with
fewer poles and this requires a greater flexibility in their location.
Arterials and Frontage Roads - Arterials serve moderately high volumes of traffic at lower
speeds than freeways and expressways. Although their primary function is to move and maintain
uninterrupted traffic flow, they frequently have busy at-grade intersections requiring traffic control
devices. These at-grade intersections require greater visibility for traffic signals, signs and the
resulting crossing and turning conflicts.
Also, increased commercial development along arterials means increased pedestrian movements
and possibly the need to accommodate public transportation (taxis, buses and LRT). Adequate
lighting for pedestrian movements and public transportations frequent stopping, loading and
unloading of passengers is vital to safety along arterials. Arterial lighting must also blend with
commercial development lighting to avoid combinations which detract from the overall lighting or
result in poor visibility. Median pole locations must be used wherever possible, unless there is a
justification for road-side locations due to streetscape illumination requirements or median public
transit systems.
Sector Roads The primary function of a sector road is to provide direct access to adjacent
properties. Although traffic speed is low, traffic volume can be heavy and frequently interrupted,
especially in residential and commercially developed areas. As a result of increased access to
commercial and private property, sector roads, compared to arterials, must accommodate an even
heavier volume of pedestrian movement. Lighting considerations are much the same as for
arterials. Single-sided pole solutions must be used wherever possible.

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Intersections and Pedestrian Crossings - Lighting intersection and pedestrian crossings is of


particular concern and must be adequate for traffic and pedestrian security, as well as meeting
environmental objectives. If necessary for traffic safety, pedestrian security or to enhance
appearance, the lighting locations should be selected to define the various elements more clearly.
Generally, the illumination level at an intersection of two at-grade roadways is the sum of the
illumination of the two roadways.
Note on the Use of Table 1000.01
This table should only be used for the maintenance of existing lighting facilities and in situations
where it is agreed that an area which currently uses these types of lamps is to be extended using
the same lighting technology.
Table 1000.01
Illumination Requirements
(See note above regarding use)
Roadway

Minimum
Illumination
(Lux)

Uniformity
Ratio

Freeways and Expressways

22

2:1

HPS

Cut-off Type III

20 or 30.5

Interchanges

22

2:1

HPS

Cut-off Type V

20 or 30.5

Main Roads/Arterials

22

2:1

HPS or MH

Rectilinear Sharp Cut-off

14

3:1

HPS or MH

Rectilinear Sharp Cut-off

10

2:1

HPS or MH Rectilinear Sharp Cut-off

Sector Roads/Ramps
Crosswalks
Ramp Terminals and Traffic
Conflict Areas

Parking Areas
Sidewalks away from road

15

33

40

15
10

Light
Source

2:1

Match Road

3:1

HPS or MH

3:1

HPS

Pole
Height
(m)

Lantern

14-20 or
30.5

Cut-off Type

Rectilinear Sharp Cut-off


Decorative

10-14

10
4.0 to 4.6

Light sources:

HPS High Pressure Sodium

MH Metal Halide
Notes: Lamps for sign lighting should be a different colour from the roadway. Metal Halide and LED for sign lights will
provide good contrast and easy differentiation from high pressure sodium roadway lighting.
1. Recommended illumination level indicates the minimum average allowable. Individual designs shall specify lighting
levels as advised by ADM at the design phase.
a
b

On high volume roads, lighting will be upgraded to suit conditions.


Areas of traffic conflict would have high levels of illumination equal to the sum of values recommended for each of
the intersecting roads.

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1001.03

ILLUMINATION REQUIREMENTS

Table 1000.01 and the DMA Lighting Specification Roadway/Parking, Tunnels/Underpasses,


Lighting Poles and Public Lighting Management System summarize the illumination requirements
for various roadways.
Illumination - Illumination levels quoted represent the lowest average maintained levels
considered appropriate for each kind of roadway or walkway in the various areas.
Illumination criteria and calculations are based on the Illuminating Engineering Societys (I.E.S.)
Standards modified to meet the requirements of ADM and DMA.
Uniformity Ratio - A Uniformity Ratio (UR) is defined as the overall average maintained
illumination of the roadway design area, divided by the lowest value at any point in the area. It is
also termed UO. Where UL values are provided, this refers to the overall average maintained
illumination of the roadway lanes along the centreline, divided by the lowest value at any point
along the line.
Light Source - Light sources shall be as identified in Table 1000.01 and the DMA Lighting
Specification Roadway/Parking, Tunnels/Underpasses, Lighting Poles and Public Lighting
Management System and as modified during the design phase if advised by ADM. It is important
that the lighting design be compatible with the surrounding area.
Roadways not identified in this manual will use a light source as directed by ADM. Side roads and
ramps shall have the same light source as the adjacent main roads. LED, metal halide or high
pressure sodium shall be selected to blend with the surroundings on sector roads.
Lantern and Lamp Selection - Sharp cut-off lanterns are proposed for roadway lighting, as per
Table 1000.01. These lanterns are designed to illuminate a relatively large area without spilling
light into adjacent areas. They produce uniform illumination and minimum glare. The requirements
of Estidama must also be adhered to.
High pressure sodium lamps provide a near monochromatic yellow/white colour. Metal halide gives
a whiter light and improved colour rendering. LED fixtures can be provided with different colour
temperatures from 4000K to 6000K and high colour rendering, as per the areas requirements
and/or as agreed with ADM.
Lanterns shall be mechanically strong and easy to maintain. They shall be of adequate design to
operate at mounting heights of up to 30.5m (20m maximum in the case of LED) and be able to
withstand sustained wind speeds of 160 kph with 208 kph gusts.
Lanterns mounted on 14m poles shall be 400 or 1000 Watt high pressure sodium or metal halide,
or LED sized appropriately for the area and roadways, with full cut-off, and provide efficient even
illumination.
Lanterns mounted on 10m poles shall be 400 Watt high pressure sodium or metal halide, or LED
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sized appropriately for the area and roadways, with full cut-off, and provide efficient even
illumination.
Lanterns shall have optical systems sealed against moisture, dirt and insects, and be mechanically
strong and easy to maintain. The specific requirements for LED fixtures are contained within the
DMA Lighting Specification Roadway/Parking, Tunnels/Underpasses, Lighting Poles and Public
Lighting Management System.
Glare control for the mounting height specified, and cut-off characteristics are to be designed
based on I.E.S. Standards and the requirements of the DMA Lighting Specification
Roadway/Parking, Tunnels/Underpasses, Lighting Poles and Public Lighting Management System
as applicable.
Lantern Mounting Height - High mast lighting (30.5m) or 18-20m poles are proposed for
applicable interchanges and between closely spaced interchanges when conditions permit. On
major thoroughfares not suitable for high mast lighting, but where substantial lighting requirements
remain, pole heights should be 14m.
High-mast lighting (30.5m poles) or 18-20m poles shall be used on urban freeways and
expressways with wide medians where one row of 14m poles is not suitable. The 30.5m or 18-20m
poles shall also be used at all interchanges.
High mast lighting should only be used on main roads when light height will not substantially
interfere with nearby buildings. On other major thoroughfares, poles should be 14m high and be
placed at the side or primarily in the median of the roadway, as applicable. Single or multiple
lanterns should be used to provide uniform illumination of the roadway.

1002

PARKING AREA LIGHTING

1002.01

GENERAL

The function of light sources in parking areas is to give an overall view of the parking area and
provide a measure of security. Lighting is also critical for vehicle manoeuvres, such as reversing.
1002.02

ILLUMINATION REQUIREMENTS

Light source to be high pressure sodium, metal halide or LED, selected to blend with the
surroundings as per Table 1000.01 or the DMA Lighting Specification Roadway/Parking,
Tunnels/Underpasses, Lighting Poles and Public Lighting Management System.
1002.03

LANTERN MOUNTING HEIGHT

10m high poles shall be used for all parking areas. Lantern configuration and light distribution to be
selected to suit the parking area geometry.

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1002.04

LANTERN SELECTION

Lanterns shall be as detailed in the General Specifications, Table 1000.01 and the DMA Lighting
Specification Roadway/Parking, Tunnels/Underpasses, Lighting Poles and Public Lighting
Management System as applicable.

1003

SIDEWALK LIGHTING

1003.01

GENERAL

Sidewalk lighting provides visually pleasant and decorative illumination to sidewalks adjacent to
buildings, to buildings themselves and to the other pedestrian walkways. All sidewalk lighting levels
are to be achieved, wherever possible, by the light from the roadway lighting fixtures.
1003.02

ILLUMINATION REQUIREMENTS

As per Table 1000.01 or the DMA Lighting Specifications, unless otherwise directed by ADM.
Separate sidewalk lights/poles will be provided only for areas specifically advised by ADM.
1003.03

LANTERN MOUNTING HEIGHT

Separate sidewalk light poles shall generally be 4-6m high, with lamps and fixture heads selected
to match the adjacent roadway and any existing sidewalk lighting. Special pole heights and lantern
types may be required to meet special situations. The Project Design Manager should consult with
ADM as to the exact nature of the requirements at the time of concept planning.
1003.04

LANTERN SELECTION

Ornamental lighting of appropriate design and height for pedestrian needs should be proposed for
sidewalks along buildings and in public realm and streetscape areas.

1004

LIGHTING CONTROLS

1004.01

GENERAL

These items provide required electrical connections and controls to all roadway lighting, decorative
lighting and street furniture lighting items (i.e. bus shelters, telephone booths and sidewalk
fixtures).
1004.02

LIGHTING CONTROLLER REQUIREMENTS

Lighting shall be controlled by a photocell or 24 hour timing switch, as approved by ADM. Control
cabinet requirements to be as specified in the Standard Specifications. For new projects, all
additional lighting control requirements are set out within the DMA Lighting Specification
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Roadway/Parking, Tunnels/Underpasses, Lighting Poles and Public Lighting Management System.


1004.03

DESIGN STANDARDS AND PROCEDURES

Control cabinets should be located in the median where feasible. The maximum voltage drop in the
outgoing circuits beginning at the control cabinet shall be 4% (four percent). Branching of
underground cable circuits from all lighting units, except 4-6m poles, will be allowed. There shall
not be any intermediate joints in the lighting cable circuitry except the terminations in the lighting
units or in the junction boxes.

1005

POWER DISTRIBUTION

Electric service is 415/240 volts, three-phase, four-wire, 50 Hz system furnished by ADWEA/ADDC


(Power). This service shall be provided at the lighting control cabinets. Underground distribution to
the lighting units utilizes four conductor and steel wire armoured XPLE insulated cables. Conductor
size will generally be 25 mm2 for all 30.5m and 18m to 20m light poles and 10 mm2 or 16 mm2 for
all poles in the range 4m to 14 m, street furniture and decorative lighting units. The lanterns will be
connected in phase sequence to provide a balanced three-phase load.
Type IV or polycarbonate pull boxes shall be used adjacent to light pole foundations in paved
areas except where interlocking pavers are used. They should be installed between the
foundation race way conduit and the electrical conduit. Cables shall be direct buried under
sidewalks and interlocking pavers used in parking areas except at the entry or exit of sector roads
or parking areas where PVC ducts shall be provided. Cables under interlocking tiles at the entry or
exit of sector roads and parking areas shall be through concrete encased PVC ducts. All new
project work shall have utility corridors designed and provided as per the requirements of the UPC
Abu Dhabi Utility Corridor Design Manual (UCDM) and as per ADM requirements.
All PVC conduits and ducts for underground cable lighting circuitry shall be a minimum of 10cm
diameter. There should be a minimum of one spare duct at each crossing. Where lighting cables
are proposed along the service reserves at road crossings, the available electrical ducts shall be
used. Separate lighting road crossing ducts are not required at these locations.
The underground lighting cables shall be installed along electrical service reserves in all possible
cases. Wherever the lighting cables are proposed outside the service reserve, the cable route shall
be immediately adjacent to the kerbline. All new project work shall have utility corridors designed
and provided as per the requirements of the UPC Abu Dhabi Utility Corridor Design Manual
(UCDM) and as per ADM requirements.
Separate earthing is required only at the terminal pole of each circuit. All light poles and fixtures
shall be earthed through the cable armouring.

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1006

DESIGN AND SUPERVISION RESPONSIBILITIES

ADM is responsible for the lighting criteria standards to light the roads. This criterion covers
illumination levels, uniformity ratios and distribution and differences in brightness of the roadways.
ADWEA/ADDC (Power) may suggest/advise of criteria or improvements in lighting for ADM and its
Consultant to consider in design and construction. However, ADWEA/ADDC (Power) responsibility
is limited to advising of its requirements for maintenance and access to the control cabinets for
inclusion in the Specifications. ADM and its Consultant are responsible for adherence to the
lighting specifications.
ADM is responsible for the technical specifications and sizing for the electrical power supply for the
lighting system from the control cabinet to the lighting poles inclusive, including underground cable
circuits, fuses, pull boxes and conduits.
ADM and ADWEA/ADDC (Power) are jointly responsible for the technical specifications of the
control cabinets and both will review the contractor submittals covering this item during the
construction period, and have the right to inspect such construction in the field.
Power supply from the regional network to the control cabinets is the responsibility of
ADWEA/ADDC (Power).

1007

DESIGN REQUIREMENTS

The following provides a summary of the main requirements associated with lighting design at the
various stages of project development:
1007.01

CONCEPT DESIGN

All design concepts are to be prepared in line with the principles of Estidama, with supporting
demonstration/calculations. The Consultant shall propose which rating systems are being
referenced, how sustainability criteria and their necessary monitoring will be addressed and
implemented to achieve which specific Estidama credits. This information can be sourced from the
following website: http://estidama.org.
The Consultant shall prepare a lighting strategy plan in accordance with the principles of
Estidama, UPC Urban Street Design Manual, UPC Public Realm Design Manual, ADM (DMA)
lighting standards and other relevant standards. Pole height and spacing strategies shall be
prepared and target luminance/illuminance levels agreed. These shall include a narrative and
graphics to illustrate the strategy, including a simple visual representation and description of the
overall lighting plan, sections and elevations (based on the approved concept option), some
typical fixture type images and narrative addressing light pollution issues and control strategy.

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1007.02

PRELIMINARY DESIGN

Based on the preliminary design layout, the Consultant shall prepare a Preliminary Lighting Plan
identifying fitting locations/spacings by type, expected levels of light and associated lighting
calculations and corresponding schedule of lighting fixtures to prove DMA Lighting Specification
project compliance.
The Lighting Strategy Plan shall also include a control strategy and lighting control cabinet
locations. The aim of the Preliminary Lighting Strategy is to improve the quality, consistency and
efficiency of lighting in public spaces, whilst minimizing light spill, glare and other potential light
pollution issues. The Consultant shall also produce a Lighting Schedule, which describes each
intended light fixture, including:

An image of each fixture or element.

Envisaged lamp types.

Estimated quantity of fixtures by type.

Any sustainable characteristics and/or Estidama minimum requirement characteristics,


specifically expected costs and energy saving calculations.

Drawing Deliverables:
1. Preliminary Lighting Plans.
2. Preliminary Lighting Details.
3. Preliminary Lighting Schedule.

In addition, the Consultant shall carefully review the proposed street lighting layouts in terms of
road safety, for all designs having a speed limit in excess of 60 kph or in locations where a high
traffic volume is predicted. This review shall give careful consideration to the need of protective
barriers and the findings shall be summarized by the Consultant in a Street Lighting Safety
Review and Strategy Report, to be submitted to ADM for approval.

1007.03

DETAILED DESIGN

The Consultant shall provide fully detailed, annotated, referenced and circuited lighting layout
plans, full load calculations, full lighting calculations, plan enlargements, sections, elevations,
details and other graphics identifying all lighting and infrastructure elements to prove DMA
Lighting Specification project compliance.
The Consultant shall also produce a Lighting Schedule that describes and specifies outright each
intended light fixture including:

An image of each fixture or element.

Dimensions and installation requirements as applicable, including poles and arms.

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Actual lamp and gear specifications including colour, temperature, lamp life and any
dimming capability.

Material, colour, finish, IP and IK rating, corrosion resistance.

Estimated quantity of fixtures by type.

General maintenance requirements.

Detailed specification with chosen manufacturer and product reference.

Any sustainable characteristics and/or Estidama minimum requirement characteristics,


specifically expected, costs and energy saving calculations.

Drawing Deliverables:
1. Detailed Lighting Plans.
2. Detailed Lighting Details.
3. Detailed Lighting Schedule.

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SECTION 1100 : ROADSIDE DEVELOPMENT

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1101

LANDSCAPING

Hard and soft landscaping and associated irrigation system for the roadside areas and medians is
to be coordinated with the PRFD. The Design Project Manager is responsible for liaising with the
PRFD to ensure that the design is in accordance with their requirements, unless designed by
PRFD.
Special permission from the Municipality is required for the removal of any green (planted) area.
Newly created areas suitable for planting along with remaining green areas must be identified and
presented on the General Plans. The Design Project Manager must provide these plans to the
PRFD, so that they can review the landscaping and irrigation system. Close coordination with the
PRFD is essential to ensure that the irrigation design is completed early enough to be incorporated
into the Tender Documents of the roadway project.
Each sector must be considered individually, noting that the requirements of local residents,
Mosques, Embassies and/or other significant features within the sector often require special (nonstandard) treatment.

1102

IRRIGATION

It may be required to design an irrigation reservoir with electrical and water services, including
reservoir, pump-house structure, incoming services, interior piping, wiring and pumping systems,
as directed by ADM.
PRFD will determine if a reservoir is required on a project, and will determine its location and size.
Guidance on the design and use of irrigation systems can be found in the following publications:

ADM Design Standards Manual for Irrigation & Treated Sewage Effluent Systems.

DMA Subsurface Irrigation Systems Guideline Manual.

Abu Dhabi Additional Irrigation Design Guidelines.

Abu Dhabi Public Realm Design Manual (PRDM).

1102.01

IRRIGATION DUCTS

All irrigation facility roadway crossings shall be accommodated within ducts. Duct crossings should
be located within allocated service reservation corridors. Guidelines for providing irrigation ducts
and appurtenances are as follows:
1. Ducts for irrigation lines may be Glass Reinforced Plastic (GRP) or Polyvinylchloride (PVC)
pipe conforming to the Standard Specifications.
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2. Generally ducts will be provided under the roadway at intersection crossings. Additional
contingency ducts are to be located at spacings of approximately 250-300m between
interchanges. Specific contingency duct requirements for each project must be coordinated
with the PRFD. Ducts under the roadway pavement must be aligned with each other in the
median, both horizontally and vertically.
3. Ducts should normally have 1.0m of cover. However, 0.5m of cover is acceptable where
positioning is due to conflicts with existing or proposed utilities. In superelevated sections,
the ducts should have approximately the same degree of cross slope as the highway. All
ducts should have a nominal (1%) slope for drainage.
4. The end of ducts must extend 0.5m (minimum) beyond the rear face of kerbs or sidewalks
when in kerbed situations.
5. The end of the ducts should extend into the verge area in un-kerbed conditions. The intent
is to maintain the cover from the sideslope at 1.0m (minimum) where the irrigation line
comes out of sleeve.
6. Ducts should be considered where maintenance roads and driveways cross irrigation lines.

1103

FENCING

The Consultant and ADM will review fence requirements on a project-specific basis.

1104

SLOPE PAVING

Slope paving at bridge abutments shall conform to ADM standard slope paving details.
Special treatment of slope paving may be applicable at specific locations. The Designer should
coordinate slope paving treatments with ADM.

1105

SWEET SAND COVERING

In general, all proposed green areas shall be covered with a 300mm minimum depth of sweet sand
to finished grade level, or as directed by PRFD. The Consultant will show green areas on the
General Plans and calculate the quantity of sweet sand required for the project.

1106

STREET FURNITURE

1106.01

GENERAL

Street furniture may be provided as part of ADM projects. The purpose is to provide pedestrian
amenities and to enhance the urban environment with street furniture that has a uniform and
visually pleasing design and appearance.
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In general, street furniture will only be provided in roadway projects at the direction of ADM/PRFD.
For urban interchange projects, installation of street furniture will be included as part of the
proposed improvements. On all types of projects, during the Concept Phase, the Consultant
should consult with PRFD to determine the types of street furniture that should be provided.
1106.02

BENCHES

Consultants should refer to the latest guidelines on street furniture published by PRFD.
1106.03

BUS SHELTERS

Bus shelters are to be installed at bus stops, providing shade and seating for bus passengers.
Consultants are to liaise with the DoT for bus stop locations, shelters and the design thereof.
Highway layouts shall be designed to accommodate bus stop locations, as shown on the Standard
Drawings.

1107

NOISE ABATEMENT

The Consultant and ADM shall review any noise abatement requirements on a project-specific
basis. In general, the Consultant is to mitigate, as much as possible, any increase in the traffic
noise, especially in residential neighbourhoods. In special circumstances involving sensitive areas,
depressed roadways or noise abatement facilities may be required.

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PART 3 STRUCTURE DESIGN

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PART 3 - STRUCTURE DESIGN


SECTION 100 - DESIGN CRITERIA
101

INTRODUCTION

This document has been prepared to update the Roadway Design Manual first published in 1998
and subsequent interim revisions. This Part 3 of the manual provides structural engineers with a
guide to the design criteria and methods of analysis applicable to bridges and other highway
structures.
The previous manual used the AASHTO Standard Specifications for Highway Bridges, 15th
Edition (1992) as the base reference document. As part of the current update, the main reference
document has been changed to the AASHTO LRFD Bridge Design Specifications, Sixth Edition,
2012 (including 2013 interim revisions). Note that the latest 7th edition of this document was
recently announced by AASHTO, but will not be adopted at this time unless specifically requested
by ADM.
All other codes and standards mentioned in Part 3 refer to the latest version/edition of such codes
and standards, including associated published supplements, amendments and interim revisions,
unless otherwise directed by ADM.
The detailed design criteria defining all major design aspects shall be prepared by the Consultant
and submitted as an Approval in Principle (AIP) Report for review and sign off by ADM. The AIP
records the agreed basis and criteria for the design or assessment of a highway structure. The
Report shall be revised as necessary and completed as the project progresses during the
Preliminary and Final Design stages. For further details on project submission requirements
(including AIP, Durability Report and Design Verification Report), refer to the ADM Consultant
Procedure Manual.
101.01

PURPOSE

The purpose of this Part 3 Structure Design is to provide structural design standards for bridges
and other road structures in order to establish a uniform project design policy. This will aid the
Consultant in the preparation of drawings and specifications and ensure safe, sustainable and
uniform designs.
Structures shall be designed and detailed in accordance with:

AASHTO LRFD Bridge Design Specifications, Sixth Edition, 2012 (includes 2013 interim
revisions), reference AASHTO LRFD US-6-M, termed AASHTO LRFD in this document.

AASHTO LRFD Bridge Construction Specifications, published by AASHTO, termed


AASHTO LRFD Construction Specifications, 2010, in this document.

The Structural Design Standards included in this document.

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The latest ADM Manuals and advice notes that will be issued from time to time by ADM.

These requirements are for highways and bridges covered by AASHTO LRFD. For special
structures or bridges carrying abnormal loads, the Consultant should refer to the relevant
international design standards.
The Structural Design Standards presented hereunder shall govern over the AASHTO LRFD
Design and Construction Specifications wherever these are at variance with or in addition to
the AASHTO LRFD Specifications and relevant ADM Manuals. All structures shall satisfy the
requirements of relevant statutory authorities.
While adopting AASHTO LRFD, consideration of local conditions shall be given in carrying out
the design. Other technical codes shall be submitted to the ADM for review and acceptance prior
to adoption in the design process.
These structural design requirements set forth minimum standards. The Consultant may propose
more conservative criteria if it judges that such criteria are required. However, all deviations from
the criteria must be justified and are subject to prior approval from ADM.
Compliance with these structural design requirements does not in any way modify or reduce the
contractual, legal and statutory responsibilities of any party for the work carried out.
101.02

DEFINITIONS

The following definitions and abbreviations are provided to clarify usage of terms and to avoid
the need for excessive verbiage.
AASHTO - American Association of State Highway and Transportation Officials.
AASHTO LRFD - AASHTO LRFD Bridge Design Specifications, 6th Edition, 2012 (includes 2013
interim revisions), published by AASHTO (reference AASHTO LRFD US-6-M).
AASHTO LRFD Construction Specifications - AASHTO LRFD Bridge Construction
Specifications, 2010, published by AASHTO.
AASHTO Specifications for Structural Supports The AASHTO Standard Specifications for
Structural Supports for Highway Signs, Luminaires and Traffic Signals, 6th Edition, 2013.
Approval - Approval as obtained from ADM, Abu Dhabi City Municipality.
Geotechnical Report - The Geotechnical Report including the Foundation Design Report, as
produced by the Geotechnical Section or by the Consultant.
LRFD - Load and Resistance Factor Design.
Particular Specifications - The special provisions specifically written for each individual project,
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to compliment the Standard Specifications.


Standard Specifications - The ADM Standard Specifications.
101.03

BRIDGE TYPES

Bridge Definition - A Bridge is defined as a structure, including supports, erected over a


depression or an obstruction, such as water, a highway or a railway and having a track or
passageway for carrying traffic or other moving loads and having an opening measured along the
centre of the roadway of more than 6.0m between the under-copings (see note below for
definition) of abutments or springlines of arches or extreme ends of openings for multiple boxes.
It may include multiple pipes, where the clear distance between openings is less than half of the
smaller contiguous opening.
Note: The under-coping of an abutment is the point where the bridge bearing seat intersects the
front face (usually near-vertical) of the abutment. Where there is a distinct abutment pile cap, it is
the point of intersection on the abutment wall or piling with the cap.
Bridge - The term bridge is usually reserved for structures over water courses or canyons.
Overpass - A structure carrying the principal route over a highway, street or railroad.
Underpass - A structure which provides for passage of the principal route under a highway, street,
railroad or other feature.
Traffic Interchange - An overpass or underpass is also called a Traffic Interchange if on and off
ramps are provided to the intersecting roadway.
Viaduct - A structure of some length carrying a roadway over various features such as streets,
waterways, wide valleys or railroads.
Tunnel - A structure carrying a roadway through a hill or mountain.
Pedestrian Overpass - A structure carrying a pedestrian walkway over a roadway.
Pedestrian Underpass - A structure which provides for passage of a pedestrian walkway under a
roadway.
101.04

QUALITY ASSURANCE

The Consultants Quality Management Plan shall include the requirements specified in the latest
ADM Quality Control and Quality Assurance Procedures. The latter document provides design
checklists to serve as guidance for design Consultants during the design and review processes.
All calculations and drawings should be provided in the metric (SI) system, as far as possible.
However, the Consultant may refer to AASHTO LRFD (2007) for the conversion of formulae
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where applicable. US customary units may be used if conversion is not possible, if loss of
accuracy would result.
It is critical that the design calculations be user-friendly, well organized, clear, properly referenced
and include numbered pages along with a table of contents. The design criteria and assumptions
should be clearly included in the front after the index. The summary of the analysis results and
associated outcome should be included. When using personal design tools created by others,
such as spreadsheets, etc., the Consultant shall be responsible for thoroughly checking these
tools to ensure the integrity of the structural analysis and design.
All designs shall be designed, checked and certified. All structures must be placed in one of four
categories: 0, 1, 2 or 3, according to the criteria described below. The category is to be proposed
by the Designer or Assessor and outline details submitted to ADM in accordance with the latest
ADM Quality Control and Quality Assurance Procedures.
The category boundaries are not rigid and the category selected for each proposal will be
decided on a project-by-project basis, having regard to potential consequences of failure, design
complexity and whole-life costs.
Where a structure has been placed in Category 0 or 1, and a proposal subsequently arises
requiring a Departure, the Design Consultant must contact ADM requesting a review of the
selected Category.

Categories 0 and 1: Require an independent check by another engineer, who may be from
the Design/Assessment Team.

Category 2: Requires an independent verification from a Check Team, which may be from
the same organization, but must be independent of, the Design/Assessment Team.

Category 3: requires verification from a Check Team from a completely separate


organization, proposed by the Designer or Assessor and agreed by ADM.

Category 0:
Structures which conform in all aspects of design, assessment and execution as stated in the
ADM Roadway Design Manual and associated specifications and contain no Departures,
provided they also conform to one of the following:

Single span simply supported structures with a span of less than 5m.

Buried concrete boxes, buried rigid pipes and corrugated steel buried structures of less
than 3m clear span/diameter and having more than 1m cover.

Multi-cell buried structures, where the cumulative span is less than 5m, and having more
than 1m cover.

Earth retaining structures with an effective retained height of less than 2m.

Minor structures not situated at a very exposed site.

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High masts not exceeding 20m in height and not situated at a very exposed site.

Environmental barriers less than 3m high and without overhangs.

Masonry arches with a span of less than 6.5m.

Category 1:
Structures, other than those in Category 0, which conform in all aspects of design, assessment
and execution as stated in the ADM Roadway Design Manual and associated specifications and
contain no Departures, provided they also conform to one of the following:

Structures with a single simply supported span of 5m or greater, but less than 20m and
having a skew of less than 25.

Buried concrete boxes, buried rigid pipes and corrugated steel buried structures with a
clear span/diameter of 8m or less.

Earth retaining structures with an effective retained height of 2m or greater, but less than
7m.

Minor structures situated at a very exposed site.

High masts exceeding 20m in height or situated at a very exposed site.

Environmental barriers 3m or more in height or with overhangs.

Portal and cantilever sign and/or signal gantries with a span of less than 20m.

Category 2:
Category 2 structures are those which are not within the parameters of Categories 0, 1 or 3.
Category 3:
Complex structures, which require sophisticated analysis or with any one of the following
features:

High structural redundancy.

Unconventional, novel or esoteric design aspects.

Any span exceeding 60m.

Skew exceeding 45.

Difficult foundation problems.

Moveable bridges.

Moveable inspection access gantries, gantry rail and gantry support systems.

Bridges with suspension systems.

Steel orthotropic decks.

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Earth retaining structures with an effective retained height of 14m or greater.

Rock anchorages.

New road tunnels, tunnel service buildings and service tunnels.

Assessment of existing tunnels that are subject to the effects of new, temporary or
permanent construction above or adjacent to the tunnel structure.

Refurbishment and strengthening of existing road tunnels.

Structures which are considered high risk based on consequences of failure.

Bridges being designed in a Design and Build Contract.

Assessment and Related Construction Work


In general, the assessment of the load carrying capacity of existing structures and related
construction work such as demolition, repair, renewal, refurbishment and strengthening work that
affects structural integrity must be categorized on the same basis that the original structure would
have warranted.
101.05

VALUE ENGINEERING AND SUSTAINABILITY

As part of ongoing analysis of cost effectiveness, the consultant is expected to consider Value
Engineering in the design of all elements of a project. Refer to the ADM Consultant Procedure
Manual for more details about Value Engineering requirements.
For general sustainability and environmental requirements, refer to the requirements of the ADM
Sustainability Guidelines.
In determining a design solution, the Consultant will be required to demonstrate to ADM that the
principles of value engineering and sustainability have been considered.
Guidance on whole-life costing can be found in Design Manual for Roads and Bridges Volume 1
section 2:

Part 1 - BD 36/92: Evaluation of maintenance costs in comparing alternative designs for


highway structures.

Part 2 - BA 28/92: Evaluation of Maintenance Costs in Comparing Alternative Designs for


Highway Structures.

In demonstrating the development of a sustainable solution the following should be considered:


1. Design.
2. Materials.

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Design to minimize impacts - evaluate materials against design constraints


including cost, environmental impact and durability. Design for the full life-cycle
and health.

3. Construction.
4. Maintenance and use.
5. Demolition.
101.06

GENERAL PROVISIONS

Structures subjected to ground water table shall be checked for floatation. For underground
structures and underpasses, design and construction shall be such to preclude water leakage.
Design for water tightness shall include, but not be limited to, the following items:

Water stops between slabs, walls and joints.

Adequate drainage provisions.

Waterproofing system.

Control of the distribution and width of cracking.

The consideration of water tightness in the design of concrete.

Construction sequence.

Minimizing number of joints.

The design shall take into consideration that the disturbance to traffic flow on the existing roads be
minimized during construction. The Consultant shall design the detours, which will be approved by
ADM and other relevant authorities.
The design shall try not to affect, and take consideration of, the adjacent existing buildings and
structures (if any) or any planned construction in the area.
Where practical, the design shall include provisions to allow access to different parts of the
completed structures for inspection and maintenance. Access hatches with doors, where
necessary, should be placed and must be at a minimum 800mm diameter or 800mm square.
The design shall ensure ease of maintenance. Structural systems whose maintenance is expected
to be difficult should be avoided. Number of deck joints shall be kept to a practical minimum. Deck
joints and bearings shall be replaceable. The location of jacking points and area of jack for
replacing the bearings shall be provided. The design shall consider a value of 10mm (minimum)
for lifting of deck due to replacement of bearings. At the time of bearing replacement, the live load
condition shall be specified and considered in the design. Bearing cover where necessary shall be
provided.
Materials and execution of works shall be according to the latest ADM Standard Specifications.

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For Road Safety requirements, refer to the latest version of the ADM Road Safety Guidelines.
For any items not covered in these standards, the consultant shall provide the ADM with his own
proposal based on relevant international codes and standards for acceptance.

102

DESIGN FEATURES

102.01

GENERAL

The general features of design shall be as specified in AASHTO LRFD, except as clarified or
modified in this document.
102.02

ROADWAY DETAILS

The cross sectional elements such as road details, maximum gradients, shoulders, sidewalks,
kerbs, median widths, road markings, road signs, studs, etc., shall be in accordance Part 2
Roadway Design of this Manual, AASHTO LRFD (Clause 2.3.2.2.3) and the Urban Street Design
Manual (USDM) published by the Abu Dhabi Urban Planning Council (UPC).
102.03

CLEARANCE TO STRUCTURES

The vertical clearance to structures shall be in accordance with Part 2 Section 305, Horizontal
and Vertical Clearances.
The minimum design vertical clearance shall be 6.0m for all structures associated with roadways,
except for pedestrian underpasses which require a clearance of 3.5m. Certain routes may require
larger vertical clearances and these will be identified by ADM during the Concept Design stage.
In the case of channel crossings, the Consultant shall propose the minimum overhead clearance
and navigable width for structures, taking into account the requirements of the relevant agencies.
Lesser vertical clearances are permissible only under very restrictive conditions, upon individual
analysis and with the approval of ADM. Warning signs and height restriction gantries are required
to divert vehicles with loads higher than the minimum vertical clearance of the structure.
102.04

WIDTH AND SPAN

The horizontal clear width of the structure should consider the number of lanes, shoulder,
sidewalk and visibility requirements of the project. The number of lanes on bridges and
underpasses are generally based on planning studies, taking into consideration the future traffic
forecasts, plus any planned public transportation routes such as bus rapid transit, LRT or rail
lines, etc.
The bridge span for road crossings is generally determined by taking into consideration the future
additional lane requirements, as per the appropriate regional planning model.
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102.05

TRAFFIC BARRIERS, PARAPETS AND RAILINGS

Traffic barriers, parapets and railings shall comply with the requirements of Section 13 of
AASHTO LRFD, and be subject to the findings of ADM Road Safety Audits.
In general, concrete barriers should be used for vehicular containment. For situations requiring a
different type, only FHWA crash test approved bridge rails are allowable alternatives. The design
shall consider the structural and aesthetical aspects of such barriers and require approval from
ADM at the Concept Design stage.
Traffic barriers for new structures shall generally be as per Test Level 4 (TL-4) design criteria. For
roadways with large volumes of truck traffic, TL-5 or TL-6 guard rails may be required. Selection
of the appropriate test level shall be agreed with ADM. See Part 2 Section 300, Geometric
Cross Sections, for further information on barrier test levels.
The design of barriers on bridges crossing over railways, waterways, etc., shall comply with the
requirements of the relevant authorities.
Bicycle railings on a bridge or bridge approach, where high-speed high-angle impacts with a
railing or barrier are more likely to occur (such as short radius curves with restricted sight
distance or at the end of a long descending grade) or in locations with site-specific safety
concerns, shall be 1.4m high. Otherwise, 1.2m may be considered.
102.06

CONCRETE BARRIER TRANSITIONS

Transitions from bridge barrier to approach guardrail should, when practical, not be located on
the bridge, approach slab or wing walls.
102.07

APPROACH SLABS

The purpose of approach slabs is to minimize settlement by providing a transition between the
roadway and the concrete deck. Approach slabs are required between the approach roadway
and the abutment of the bridge for all new and widened bridges, unless otherwise specified,
covering the entire roadway width including the shoulders, from wing wall to wing wall.
The design of an approach slab is dependent on numerous factors which can affect the amount
and rate of settlement that occurs. The length of the approach slab of a typical bridge should be
8.0m, supported at one end on the bridge abutment and at the other by a sleeper beam resting
on the embankment. The exact length of approach slab shall be determined by the consultant on
a case by case basis. The end support is assumed to be a uniform soil reaction with a bearing
length that is approximately 0.4 times the length of the approach slab. The structural slab shall
be designed in accordance with AASHTO LRFD. Appropriate joint details should be provided on
the drawings.

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102.08

ANCHOR SLABS

When approach roadways are paved with concrete pavement, adequate means should be
provided to prevent pavement growth from causing damage to the bridge. Use of a properly
designed anchor slab is one method of providing this protection.
102.09

DECK DRAINAGE

On grade separated structures, roadway drains should not discharge water on to unprotected
embankment slopes or within 5m of the travelled roadway below, nor should drains be located
less than 1.5m from the centrelines of abutments or piers. In urban areas, collection of deck
drainage in a pipe system may be required, with down drains in or on pier columns discharging
into storm water drainage collector systems. Provision of collector drains and associated
discharge systems on the approach roadways is preferred to installation on the bridge itself.
For bridges with sidewalks, expansion joints shall be turned up at the kerb line to prevent
roadway water from entering sidewalk areas. Appropriate means should be taken to ensure that
sidewalk drainage does not pond and that the water does not escape around the wing walls and
erode embankments.
For deck drainage design criteria, refer to the Roadway Design Manual Drainage.
102.10

WING WALLS

Wing walls shall extend 1.5m beyond the catch point, where the catch point is defined as the
intersection of the fill slope in front of the abutment with the finished approach grade at the outside
face of the wing wall. The bottom of the wing walls shall be embedded a minimum of 1.0m into the
approach fill at the end of the wing walls.
102.11

LIGHTING

Consideration shall be given to special lighting above and below the structure. This lighting shall
serve as ornamental lighting for aesthetic purposes, but also to enhance safety.
This lighting is in addition to the normal roadway lighting. However, locating highway lighting
columns on bridges and structures is to be avoided wherever possible. When located on
structures, lighting columns shall have anchorage systems designed in accordance with the
AASHTO LRFD.
Refer also to the Part 2 - Section 1000, Lighting, of this manual, for roadway lighting criteria.
Coordination of all structure lighting with existing and/or planned lighting of connecting and
adjacent roads must be considered.

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Roads and bridges lighting systems, connections, poles, etc., shall be in accordance with ADM
Lighting Specifications for Roadway/Parking, Tunnels/Underpasses, Lighting Poles and Public
Lighting and coordinated with the concerned authorities.
102.12

BRIDGE DECK ELEVATIONS

The Consultant should prepare computer plotted contours at 0.1m intervals at a 1:50 scale and
tabulate elevations at 3.0m intervals along the profile grade line, with additional elevation points
on each perpendicular (radial), such that the bridge can be completely covered with 0.1m
contours. The number of elevation points on each perpendicular must be such that the lowest, or
the highest, point is outside the bridge for use by the construction supervision staff to help check
the contractors geometric layout.
102.13

CONCRETE CRACK CONTROL

The cracking of a reinforced concrete member shall be limited so that the durability, serviceability
or appearance, are not impaired. Reinforcement shall be provided and spaced to meet the
requirement in AASHTO LRFD - Clause 5.7.3.4.
Table 100.02
CONCRETE CRACK CONTROL
Max Crack Width
(mm)

e
Factor

Non-buried structural elements


(structures remote from marine environments)

0.30

0.75

Structures in contact with soil


Structures in marine environments or over the sea

0.25

0.60

Buried structural elements below water level and for


concrete in the water tidal zone

0.21

0.50

Exposure Conditions

Consideration needs to be given to the location, environment and workmanship of a given


structure. A structure is likely to deteriorate quickly if constructed or designed to lower tolerances
and exposed to harsh marine environment.
102.14

EARLY THERMAL CRACKING

Cracking can occur during the curing process (early thermal cracking) and after the curing
process (surface/structural cracking). Additional considerations should be given in the design to
limiting the cracks due to these intrinsic effects, such as early thermal.
Structures should be checked for early thermal cracking in accordance with the requirements of
the Design Manual for Roads and Bridges BA 24/87 and BD 28/87, Early Thermal Cracking of
Concrete.

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102.15

CORROSION PROTECTION

Due to the adverse corrosive environment, reinforced concrete structures shall use epoxy coated
rebar, unless otherwise directed by ADM. Rebar shall be epoxy coated according to the relevant
ASTM specifications. However, it should be noted that the performance of epoxy coated steel
must be ensured by adopting high quality site controls, as detailed further in the ADM Standard
Specifications.
102.16

SPECIAL PROTECTIVE COATING

All exposed concrete surfaces and the inside surface of box cells shall be protected by a special
protective coating in accordance with the Standard Specifications. The coating shall have the
ability to provide in-depth protection of reinforced concrete structures against corrosion
associated with the ingress of chloride and sulphate ions, carbon dioxide and other air-borne acid
gases.

103

ARCHITECTURAL CONSIDERATIONS

Structural elements such as bridge deck, piers, barriers, walls, etc. and their surface treatment
have a strong visual impact in any landscape. The size, shape and spacing of the structural
components must be visually well proportioned and shaped to enhance the aesthetics of the
structure. In urban areas, underpasses spanning a given roadway should have similar treatment
to establish continuity. Constructability and maintainability considerations should also be taken
into account in the architectural treatment concepts. Decorative and median lighting should be
similar on bridges along a given route unless otherwise specified.
The Consultant will coordinate with Structural, Architectural and Graphic Designers during the
development of basic architectural design parameters. The agreed displays shall be submitted to
ADM for review and selection of the desired alternative during the conceptual design phase. The
accepted scheme will progress to the preliminary and detailed design phases.

104

SERVICE LIFE

The design service life for bridges and underpasses shall not be less than 100 years.
A Durability Report is to be submitted as per the submission requirements given in the ADM
Consultant Procedure Manual.

105

DEFORMATION

Flexural members are designed to have adequate stiffness to limit deflection or any deformations
which may adversely affect the strength or serviceability of the structure at service load plus
impact.
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For details of deformation criteria, refer to Clause 2.5.2.6 of AASHTO LRFD. The minimum
superstructure depths are specified in Table 2.5.2.6.3-1.
For rail structures, the service live load deflection plus deflection due to dynamic effects shall
comply with the requirements of the relevant agencies.
Camber and profile vertical curvature shall be considered when calculating bridge seat elevations
for pre-stressed concrete beam bridges, so that the top of roadway will match the design roadway
profile.

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SECTION 200 : DESIGN LOADS

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SECTION 200 - DESIGN LOADS


201

LOAD TYPES

201.01

GENERAL

Load factors, load modifiers, resistance factors and load combinations shall be as specified in
AASHTO LRFD, except as clarified or modified in this manual.
201.02

DEAD LOADS

Dead load shall include the weight of all components of the structure, appurtenances and actual
weight of utilities attached thereto, and any planned widenings. The density of concrete is primarily
affected by the density of the aggregate, which varies by geological location and increases with
concrete compressive strength. In the absence of more precise information, the densities specified
in Table 3.5.1-1 (AASHTO LRFD), may be used for dead loads. For pre-stressed concrete, a
density of 25 kN/m3 shall be adopted for the dead load.
All bridges and underpass structures shall be designed to carry an additional dead load (kerb to
kerb) of 0.75 kN/m2.
Refer to AASHTO LRFD, Clause 3.5.1.
201.03

WEARING SURFACE

The weight of the wearing surface (and waterproofing and additional protective layer, if present)
shall be included in the dead load.
A thickness of 110mm of asphaltic wearing course should be considered on the concrete deck for
the purposes of the load calculations. Refer to Part 2: Section 600 Structural Pavement Design,
clause 602.02 for further details.
Refer to AASHTO LRFD, Clause 3.5.1.

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201.04

VEHICULAR LIVE LOADS

The normal design vehicular live load will be AASHTO LRFD HL-93 loading times 1.5 (for all limit
states including fatigue). This factor shall be applied to truck, lane load and tandem load. Refer to
Figure 200.01.

Figure 200.01
HL-93 Vehicle Live Loading
AASHTO LRFD 3.6.1.2.1 (factored by 1.5)

P Loads (permit design live loads) are special vehicular loads that will be applied only to specific
structures, such as interchange ramps, and at the direction of ADM.
A single Permit Vehicle, type Caltrans P13, total weight 1,400 KN, shall be applied without
dynamic allowance for the Strength II limit state. Refer to Figure 200.02.

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Note: K in the above P13 schematic layout stands for Kip, a non-SI unit of force.
1 Kip is approximately equivalent to 4.448 kN.
Figure 200.02
Permit Vehicle (Caltrans P13)

The application of design Vehicular Live Loads shall be according to Clauses 3.6.1.1 to 3.6.1.3 of
AASHTO LRFD.
201.05

FOOTWAY OR PEDESTRIAN LIVE LOAD

Sidewalk and pedestrian areas (simultaneously with the vehicular design live load) shall be as
per AASHTO LRFD (refer to Clause 3.6.1.6).
201.06

WIND LOAD

A basic wind speed of 160 kph with a gust factor of 1.14 shall be considered during the design of
bridges for service conditions. A wind speed value of 130 kph should be used for temporary
conditions during construction periods of up to 1 year, although higher values may need to be
considered for longer construction programmes.
Where necessary, the ADM may require a wind climate study to define the site specific design
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wind speeds and wind direction based on long-term wind statistics for Abu Dhabi. Wind tunnel
tests may be used to provide more precise estimates of wind pressures and stability.
Refer to AASHTO LRFD, Clause 3.8.
201.07

FRICTION FORCES

Friction forces due to elastomeric bearing pads or TFE surfaces shall be based on the
manufacturers data for the bearings used.
For initial design calculations for metallic bearings, a frictional coefficient value of 0.04 shall be
used in accordance with AASHTO LRFD. During construction, the value of the frictional
coefficient shall be verified as per the manufacturers data.
Refer to AASHTO LRFD, Clause 3.13 and 14.7.2.
201.08

THERMAL FORCES

The reference construction temperature shall be considered as +30C. The design temperature
range for concrete bridges and other structures shall be 60C (i.e. +30C and -30C) and for steel
bridges 70C (i.e. +40C and -30C).
The applicable temperature gradient is for Zone 1, in accordance with AASHTO LRFD (Clause
3.12.3).
Refer to AASHTO LRFD, Clause 3.12.
201.09

STREAM FORCES

Stream forces shall be in accordance with AASHTO LRFD, Clause 3.7.3.


201.10

LATERAL EARTH PRESSURE

Structures retaining soil shall be designed for lateral pressure caused by the retained soil, load
surcharges resting on the retained soil and hydrostatic pressure below the ground water table.
For backfill compacted in accordance with the Standard Specifications, active pressure for
unrestrained walls should be calculated using an internal angle of friction of 30C, unless
recommended otherwise in the Geotechnical Report.
The Consultant will provide all available soil information for calculating the lateral soil pressure.
Lateral earth pressure and a live load surcharge will be considered as per AASHTO LRFD.
Refer to AASHTO LRFD, Clause 3.11.

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201.11

DIFFERENTIAL SETTLEMENT

Differential settlement shall be considered in the design when indicated in the Geotechnical
Report. The Geotechnical Report shall provide the magnitude of differential settlement to be used
in the design. A minimum differential settlement of 10mm may be used in the design, if the report
indicates a predicted value less than this.
Refer to AASHTO LRFD, Clause 3.12.6.
201.12

EARTHQUAKES

Seismic design shall be carried out following the general principles set out in AASHTO LRFD for
Zone 1. For the earthquake event, the coincident traffic load shall be 50% of the design traffic
load (i.e. 75% standard AASHTO-LRFD).
If Consultants wish to calculate the seismic force precisely, reference may be made to the
seismic charts in the Abu Dhabi International Building Code (IBC), after converting to AASHTO
requirements (return period, probability, etc). However, in this case the earthquake zone adopted
in the analysis shall be as per IBC.
Acceptance of this approach is subject to the approval of ADM.
201.13

BUOYANCY AND HYDROSTATIC PRESSURE

A structure subjected to groundwater pressure should be designed to resist floatation. The


Consultant shall establish design water levels for the design of structures for buoyancy. The
effect of factors such as, but not limited to, seasonal variations, adjacent structures, etc. shall be
considered in determining the design water level. During construction and backfill operations, the
elevation of groundwater shall be observed and controlled. For preliminary assessment, the
ground water elevation may be considered at 1.0m below the existing ground level.
The calculated total deadweight of the structure and backfill on it shall always exceed the
calculated uplift due to buoyancy by a factor of not less than 1.1, excluding any benefits from skin
friction, during construction and in service. A factor of 1.1 should only be used where the
maximum groundwater level can be assessed accurately, otherwise the factor should be
assessed by the Consultant
An allowance shall be made for possible reduction in average depth of backfill of 0.5m over the
roof or on the sides of underpasses due to future construction works. The stability calculations for
floatation shall consider all temporary and permanent loading conditions.
Refer to AASHTO LRFD, Clause 3.7.
201.14

OTHER LOADS

Other loads shall be considered as per AASHTO LRFD, unless otherwise specified.
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SECTION 300 : REINFORCED CONCRETE

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SECTION 300 - REINFORCED CONCRETE


301

GENERAL
Design
Reinforced concrete design criteria shall be as specified in Section 5 of AASHTO LRFD,
except as clarified or modified in this document. Design of structural components shall
satisfy the requirements at all appropriate service, fatigue, strength and extreme event
limit states specified in AASHTO LRFD.
Where conventional methods of strength of materials are not applicable because of nonlinear strain distribution, strut-and-tie models may be used to determine the internal force
effects near supports and the points of application of concentrated loads at strength and
extreme event limit states.

Material Properties
Reinforced concrete design criteria should be based on the material properties specified
in AASHTO LRFD, except where specified otherwise in this document, and using
materials that conform to the ADM Standard Specifications. For use of other types of
materials, prior ADM approval is required at the Concept Design Stage.

301.01

CONCRETE

All structural concrete mixes shall be designed for low heat of hydration and high durability. This
may be achieved by incorporating into the concrete mix appropriate percentages of mineral
admixtures such as ground granulated blast furnace slag (ggbs) to ASTM C989 (or equivalent),
pulverized fly ash to BS 3892 or equivalent, or silica fume to ASTM C1240 or equivalent in
combination with applicable type of cement to ASTM C150 (or equivalent).
The durability parameters shall meet the following minimum requirements:
Rapid Chloride Permeability (ASTM C1202 or equivalent)
Water Absorption (BS 1881 or equivalent)

< 700 Coulombs.


< 1.5%.

Concrete for all structures shall have the following minimum specified compressive cylindrical
strength, unless otherwise directed by ADM:

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Table 300.01
CONCRETE COMPRESSIVE STRENGTH
Minimum
Compressive
Cylindrical Strength
(MPa)

Minimum
Compressive
Cube Strength
2
(kg/cm )

45

550

Cast-in-place post-tensioned concrete

40

500

Cast-in-place reinforced concrete in bridge


superstructure, barriers and precast panels

35

455

Cast-in-place reinforced concrete in pier shafts,


abutments, walls, bored piles, pile-caps and
approach slabs

35

455

Non-reinforced concrete

20

250

Structural Element

Pre-stressed, pre-cast
superstructure

301.02

concrete

in

bridge

MINIMUM CONCRETE COVERS

The following minimum concrete clear cover shall be provided:

Concrete of all substructureTable


elements
in contact
300.02
with earth& ground water

100 mm

CONCRETE COVER

Structural Element

Minimum Concrete
Cover (mm)

Cast-in-place concrete piles

100

Concrete exposed to sea water and splash zone

100

Concrete of all substructure elements in contact with earth and


ground water

100

Concrete of all substructure elements exposed to weather

80

Superstructure cast-in-place concrete exposed to weather

60

Inside faces of post-tensioned concrete boxes

50

Prefabricated superstructure elements, outside faces

50

Prefabricated superstructure elements, inside faces

40

Note: Minimum concrete covers shown above may only be reduced if agreed specifically with ADM.

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301.03

DESIGN METHODS

Structures shall be designed according to the requirements of AASHTO LRFD and shall be
analyzed as grillage or Finite Element models, unless approved otherwise by ADM.
The superstructure of simple bridges may be idealized as a single-spine beam where transverse
distortion of a superstructure is small in comparison with the longitudinal deformation, as the
former does not significantly affect load distribution, subject to the approval of ADM. For the
purposes of clarity in principle, simple structures are limited to those defined as Category 0 or 1
structures, in accordance with Part 3 : Section 100 Design Criteria, paragraph 101.04.
301.04

REINFORCEMENT
Reinforced Concrete
Reinforcement for concrete shall be steel complying with BS 4449, Grade B500B
(minimum yield strength of 500 MPa) or ASTM A615, Grade 60 (minimum yield strength of
420 MPa) and be fusion bonded epoxy coated conforming to ASTM A775. Fabrication and
handling of epoxy-coated reinforcing steel shall comply with ASTM D3963.
However, the use of uncoated corrosion-resistant reinforcement may also be proposed for
use in aggressive environments, such as buried structural elements exposed to ground
water and those in proximity to seawater. In these circumstances, alternatives including
Type 316L, Grade 60 (minimum yield strength of 420 MPa) or Grade 75 (minimum yield
strength of 520 MPa) stainless steel to ASTM A955 and corrosion-resistant steel to ASTM
A1035 Grade 100 (690 MPa) (AASHTO MP 18) may be considered. However, the
Consultant shall comply with any yield strength limitations specified in AASHTO LRFD.
The final selection of steel to be used for reinforced concrete structures is subject to the
approval of ADM.
Refer to AASHTO LRFD, Clause 5.4 and the ADM Standard Specifications, Section V-1,
Materials for Concrete Works for further details.

302

SLAB DESIGN

Slabs shall be designed in accordance with the criteria specified in AASHTO LRFD, except as
clarified or modified in this document.
All reinforcing bars shall be straight bars top and bottom.
When traffic barriers, traffic parapets, railings and any other attachments such as street lighting
poles, etc. are located on the slab, the design shall consider the critical loading conditions and
force effects transferred from these elements to the slab.

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Refer to AASHTO LRFD, Section 13.

303

WATERPROOFING

Concrete cast below ground level and concrete in contact with the soil is to be protected by a
waterproofing system in accordance with the specifications, extending to within 100mm of the
finished ground level.
For bridge decks, a waterproofing system shall be considered and evaluated on a case-by-case
basis. All waterproofing systems are to be approved by ADM.

304

SURFACE FINISH

All classes of finish are as defined in the ADM Standard Specifications.

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SECTION 400 : PRE-STRESSED AND POST-TENSIONED


CONCRETE

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SECTION 400
PRE-STRESSED AND POST-TENSIONED CONCRETE
401

DESIGN CRITERIA

401.01

GENERAL

Design
Pre-stressed and post-tensioned design criteria shall be as specified in Section 5 of
AASHTO LRFD, except as clarified or modified in this document. Structural elements shall
not only be designed for the service life of the structure, but also for stresses and
deformations for each stage that may be critical during construction, stressing, handling,
transportation and erection. Stress concentration due to pre-stressing or other loads, and to
restraints or imposed deformations, shall be considered.
Section properties shall be based on the gross area of members. Use of the transformed
area of bonded reinforcement shall only be used for unusual structures and only when
approved.
The minimum cover for reinforcement shall be as specified in Part 3 Section 300,
Reinforced Concrete, Clause 301.02 of this Manual. Expansion and contraction design
criteria shall be as specified in Part 3 Section 600, Expansion and Contraction.

Material Properties
Pre-stressed and post-tensioned design should be based on material properties specified in
AASHTO LRFD, except where otherwise specified in this document and on the use of
materials that conform to the ADM Standard Specifications. For use of other types of
materials, prior approval at the Concept Design Stage is required from ADM. For design
purposes, the relative humidity shall be taken as 60%.
Pre-stressing steel for precast pre-stressed members and cast-in-place post-tensioned
members shall be 15.24 mm diameter low relaxation seven wire strand to ASTM A416
Grade 270, yield strength 1670 MPa, tensile strength 1860 MPa, with a minimum breaking
load of 261 kN. Low relaxation properties shall comply with AASHTO M203 (ASTM A416
or E328). Use of 12.70 mm diameter strand is allowed for precast pre-stressed members.
Web reinforcement for shear shall consist of rebar, not welded wire fabric.

401.02

ALLOWABLE STRESSES IN PRE-STRESSED CONCRETE MEMBERS

The maximum allowable stresses in concrete shall be in accordance with AASHTO LRFD, Clause
5.9.4, except as modified below.

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Members that are designed as pre-stressed or post-tensioned shall have zero tension under the
Service III limit state for structures in coastal areas and 0.125fc MPa elsewhere, where f'c is the
specified compressive strength of concrete (final) used in design. Tensile stress at transfer shall
be limited to 0.25fc MPa.

402

PRECAST PRE-STRESSED CONCRETE

402.01

DEFLECTIONS

The Release, Initial and Final Deflections shall be shown on the drawings. Deflections shall be
shown in millimetres at the tenth points.
The Release Deflection equals the deflection the pre-stressed girder undergoes at the time of
strand release. The Release Deflection includes the dead load of the girder and the release prestressing force (including the effects of elastic shortening).
The Initial Deflection equals the deflection the pre-stressed girder undergoes at the time of
erection prior to the diaphragm or deck pours. The Initial Deflection includes the deflection due to
the dead load of the girder, the initial pre-stressing and the effects of creep and shrinkage up to
the time of erection. The time of erection should be assumed to be 60 days after release.
The Final Deflection equals the deflection due to the dead load of the deck slab, diaphragms and
barriers and the effects of long term creep on the composite girders. The effects of the future
wearing surface shall be excluded from deflection calculations.
The tops of the erected girders shall be surveyed in the field prior to placement of the deck
forming. If the tops of the erected girder elevations are higher than the finish grade plus camber
elevations minus deck slab and buildup thickness, adjustments will have to be made in the
roadway profile or in the girder seat elevations. Encroachment into the slab of up to 15mm will be
allowed for random occurrences.
Bridge camber profile showing the amount of camber required to counteract the dead load and
any superimposed load deflection shall be included.
402.02

ALLOWABLE STRESSES PRE-STRESSING STEEL

For pre-tensioned members, overstressing the pre-stressing steel above the initial stressing limit
for short periods of time to offset seating losses is not permitted.
Refer to AASHTO LRFD, Clause 5.9.3.
402.03

ALLOWABLE STRESSES - CONCRETE

In calculating the temporary stress in concrete before losses due to creep and shrinkage, the steel
relaxation prior to release and the elastic shortening should be included.
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Refer to AASHTO LRFD, Clause 5.9.4.


402.04

LOSS OF PRE-STRESS

For creep of concrete, the variable fcdp (concrete stress at the centre of gravity of the pre-stressing
steel) should be calculated using all dead loads except the dead load present at the time the prestressing force is applied.
The value of relative humidity to be used in calculating shrinkage losses, shall be the value of
relative humidity at the bridge site. In the absence of available information, a relative humidity of
60% should be assumed.
Refer to AASHTO LRFD, Clause 5.9.5.

403

PRE-STRESSED I GIRDERS, VOIDED SLABS AND BOX BEAMS

403.01

GENERAL

Pre-stressed I-Girder, Voided Slab and Box Beam Bridges shall be designed in accordance with
Section 5 of AASHTO LRFD.
I GIRDER BRIDGES

403.02

The slab and diaphragm dead load is to be supported by the girders only.
The Girders are to be designed as composite - section, simply-supported beams for Live Load
and Impact and all superimposed dead loads. Negative moment reinforcement is to be designed
over the intermediate supports considering span continuity and all loads.
A creep factor of 3 should be used when calculating long term deflections.
Differential shrinkage should be considered in the design when the effects become significant
and when approved by ADM.
403.03

END BLOCKS

End Blocks should be provided with sufficient steel to resist the tensile forces due to the prestressing loads. The minimum length of these should be 380mm and 450mm for voided slabs and
box beams respectively.
403.04

INTERMEDIATE DIAPHRAGMS
I-Girders: A single 300mm thick intermediate diaphragm shall be placed at the mid-span for
all spans over 12m. For skews less than or equal to 10, place the diaphragms parallel to

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the skew. For skews greater than 10, the diaphragms shall be staggered and placed
normal to the girders.

Voided Slabs: Diaphragms shall be cast within the slab at midspan for spans up to 12m
and at third points for spans over 12m.

Box Beams: Diaphragms, cast within the beam, shall be provided at the midspan for
spans up to 15m, at the third points for spans from 15m to 22m and at quarter points for
spans over 22m.

403.05

LATERAL TIES

One lateral tie shall be provided through each diaphragm located at the mid-depth of the section.
However, for 990mm and 1,065mm deep box beam sections, when adjacent units are tied in
pairs for skewed bridges, in lieu of continuous ties, two ties shall be provided, located at the third
points of the section depth.
403.06

SHEAR KEYS

After shear keys have been filled with an approved non-shrink, low-slump mortar, lateral ties shall
be placed and tightened.
403.07

BARRIERS

Barriers shall have a 6mm open joint at the midspan to prevent the barrier from acting as an edge
beam and causing long term differential deflection of the exterior beam.

404

POST-TENSIONED BOX GIRDER BRIDGES

404.01

GENERAL

Post-tensioned Box Girder Bridges shall be designed in accordance with Section 5 of AASHTO
LRFD.
404.02

GROUT

For post-tensioned stand ducts, grout used will be nonshrink grout with a minimum compressive
strength of 30 MPa at 7 days and 50 Mpa at 28 days.
The 28 days compressive strength of grout shall not be less than the specified compressive
strength of the adjacent concrete. Grout admixture will be a balanced blend of expanding,
fluidifying and water reducing agents containing no calcium chloride, nitrates or other chemicals
causing steel corrosion.

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404.03

DUCTS

Ducts for bonded post tensioning strands shall be flexible, corrugated galvanized steel or HDPE,
interlocked mortar and grout tight. HDPE ducts for bending radii smaller than 9m is not
recommended. Galvanized steel ducts shall be fabricated of not lighter than 28-gauge steel. Ducts
shall be at least 6mm larger than the nominal diameter of the strand or wire bundles and the cross
sectional area shall be at least twice that of the net steel area. The ducts shall have grout
openings at each end, and shall be vented at their high and low points.
404.04

CREEP AND SHRINKAGE

For restrained members in continuous bridges where shortening due to post-tensioning induces
moments and shears, a shrinkage and creep coefficient of 1.5 shall be used for design of
substructure elements with the total movement equal to 1.5 times the initial shortening. For
superstructure elements, no creep factor should be applied except for long term deflection
considerations.
Refer to AASHTO LRFD, Clause 5.4.2.3.
404.05

FLANGE AND WEB THICKNESS - BOX GIRDERS

Minimum top and bottom slab thicknesses shall be 200mm and 150 mm respectively. Minimum
web thickness shall be 300mm (measured normal to girder for sloping exterior webs). Interior webs
shall be constructed vertical.
Refer to AASHTO LRFD, Clause 5.14.2.3.10.
404.06

DIAPHRAGMS

Consideration for additional diaphragms should be given to box girders with large skews, curved
boxes and boxes with large depths. Diaphragms shall be placed parallel to abutments and piers
for skews less than or equal to 20 and normal to girders and staggered for skews over 20.
Diaphragms shall be cast integral with girder webs. Intermediate diaphragms are not necessary
for straight cast-in-place concrete box girder bridges.
404.07

DEFLECTIONS

Deflection shall be calculated using dead load including barriers, gross section properties and
calculated final losses. The camber shown on the drawings shall be the final long term deflection
and shall be parabolic.
Refer to AASHTO LRFD, Clause 5.7.3.6.
404.08

ALLOWABLE STRESSES PRE-STRESSING STEEL

In calculating the stress in the pre-stressing steel after seating, the friction and anchor set losses
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only should be included. For post-tensioned members, overstressing for short periods of time to
offset seating and friction losses is permitted, but the maximum allowable jacking stress for low
relaxation strand shall be limited to 0.78fpu, where fpu is the tensile strength of the strand.
Refer to AASHTO LRFD, Clause 5.9.3.
404.09

ALLOWABLE STRESSES - CONCRETE

In calculating the temporary stress in the concrete before losses due to creep and shrinkage, the
friction, anchor set and elastic shortening losses should be included.
Special consideration shall be given to bridges supported on falsework with large openings where
deflections could be harmful to the structure. Unless falsework requirements are strengthened or
other means taken to ensure the bridge does not form tension cracks prior to tensioning, the
maximum allowable tension in a pre-compressed tensile zone shall be limited to zero.
Refer to AASHTO LRFD, Clause 5.9.4.
404.10

LOSS OF PRE-STRESS

Friction losses occurring during jacking and prior to anchoring depend on the system and material
used and shall be verified as per the manufacturers data. Initial calculations during design should
be based on the usage of galvanized rigid ducts. A friction coefficient of 0.2 and a friction
wobble coefficient K of 0.0002 shall therefore be used, based on Table 5.9.5.2.2b-1 of AASHTO
LRFD. Anchor set losses should be based on 6mm set and the humidity assumed as 60%.
For creep of concrete, the variable fcdp (concrete stress at the centre of gravity of the pre-stressing
steel) should be calculated using all dead loads except the dead load present at the time the prestressing force is applied.
Refer to AASHTO LRFD, Clause 5.9.5.
404.11

FLEXURAL STRENGTH

In determining the negative ultimate moment capacity, the top layer of temperature and shrinkage
and bottom layer of distribution reinforcing may be used. In determining the positive ultimate
moment capacity, the longitudinal flange reinforcing may be used.
Refer to AASHTO LRFD, Clause 5.7.3.
404.12

FLANGE REINFORCEMENT

Reinforcing in the bottom slab of box girders shall conform to the provisions of AASHTO LRFD,
except that the minimum distributed reinforcing in the bottom flanges parallel to the girders as
specified in AASHTO LRFD shall be modified to be 0.30% of the flange area.

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Refer to AASHTO LRFD, Clause 5.14.1.5.2.

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SECTION 500 : STRUCTURAL STEEL

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501

DESIGN CRITERIA

501.01

GENERAL

Structural steel design criteria shall be as specified in Section 6 of AASHTO LRFD, except as
clarified or modified in this document. AASHTO/National Steel Bridge Alliance (NSBA) Steel Bridge
Collaboration, Guidelines for Design for Constructability, G12.1-2003 may also be referred to
where necessary, subject to ADM approval.
The Consultant should consider the following factors for achieving an efficient and cost effective
design, which is not considered to be exhaustive:

Basic bridge geometry, including optimization of span arrangements and transverse beam
spacing.
Selection of the appropriate steel section and grade.
Availability of specified steel plates or rolled beams.
Detailing and fabrication requirements.
Constructability, including transportation and erection constraints.
Aesthetic appearance.
Durability.
Cost.

501.02

DESIGN METHODS

All design shall be in accordance with the AASHTO LRFD limit states, unless otherwise approved
by ADM.
501.03

MATERIALS

Materials shall conform to the requirements of AASHTO LRFD with the selection based on stress
requirements and overall economy.
The preferred maximum thickness of tension flanges is 50mm. Tension flanges thicker than 50mm
shall be normalized.
Refer to AASHTO LRFD, Clause 6.4.
501.04

CHARPY V-NOTCH IMPACT REQUIREMENTS

The Temperature Zone applicable to Abu Dhabi for Charpy V-Notch requirements shall be Zone 1.
Intermediate stiffeners shall be placed only on the inside face of exterior girders.

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The number and location of girder shop and field splices shall be determined so as to minimize
fabricated and erected cost of the girders.
All connections except field connections shall be welded. ASTM A325M high strength bolts shall be
used for field connections.
Refer to AASHTO LRFD, Clause 6.13 for connections and splices.

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SECTION 600 : EXPANSION AND CONTRACTION

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601

MOVEMENT CRITERIA

601.01

MOVEMENT RATING

The design of movement joints must allow the translation and rotation of the structure at the joint
without compromising the riding quality of the pavement surface. Movements shall be calculated in
accordance with Section 14 of AASHTO LRFD. The joints shall be watertight, and easy to install,
maintain and replace.
Provisions shall be made in the design of structures to resist induced stresses or to provide for
movements resulting from variations in temperature and anticipated shortening due to creep,
shrinkage and pre-stressing, where applicable. Accommodation of thermal and shortening
movements will entail consideration of deck expansion joints, bearing systems, restraining devices
and the interaction of these three items.
The main purpose of the deck joint is to seal the joint opening to obtain a watertight joint while
allowing for vertical, horizontal and/or rotational movement. The bearings are required to transmit
the vertical and lateral loads from the superstructure to the substructure units and to allow for
movement in the unrestrained directions. Restraining devices are required to limit the
displacement in the restrained directions. Improper design or construction of any of these devices
could adversely affect the operation of the other devices.
The required movement rating is equal to the total anticipated movement (i.e. the difference
between the widest and the narrowest opening of a joint). The calculated movements used in
determining the required movement rating shall be as specified in AASHTO LRFD, except as
modified below:
The reference construction temperature shall be considered as +30C. The design temperature
range for concrete bridges and other structures shall be 60C (i.e. 0C to +60C) and for steel
bridges 70C (i.e. 0C to +70C).

602

DECK JOINTS

602.01

GENERAL

The movement rating for joints for steel structures shall be based primarily on the thermal
expansion and contraction characteristics of the superstructure, while for concrete structures the
effects of shortening due to creep and shrinkage (and pre-stressing where applicable) shall also
be added. Movement ratings shall be based on temperature variations as measured from the
assumed mean temperature.
Published movement ratings are usually based on the difference between the maximum and

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minimum openings, without consideration of the required minimum installation width. In


determining the movement rating, consideration must be given to the installation width required to
install the seal element.
Other factors which should be considered in determining the required movement rating include
consideration of the effects of any skew, anticipated settlement and rotations due to live loads
and dead loads, where appropriate.
Items requiring attention include:
1. The type of anchorage system to be used.
2. The method of joint termination at the ends.
3. The method of running joints through barriers, sidewalks and/or medians.
4. Physical limitation on size of joints.
5. Susceptibility of joint to leakage.
6. Possible interference with post-tensioning anchorages.
7. Selection of appropriate modular proprietary systems that meet design requirements.
8. Forces applied to the surrounding concrete by the joint.
Available types of joints include strip seals, elastomeric expansion joints and modular joints, in
addition to steel finger joints, silicone joint sealants and asphaltic plugs. Where joints are generic,
they should be detailed on the drawings, by standards and/or covered in the special provisions.
However, modular joints are proprietary and require that the designer specify allowable joint types
and styles in the special provisions. Information concerning specific design parameters and
installation details of modular joints should be obtained from literature supplied by the
manufacturer of the system. It is the responsibility of the Consultant to review the proprietary joint
literature and related manufacturer's specifications to ensure that the selected joint types are
properly specified and compatible with the design requirements.
The following features of joints should be shown on the drawings:
1. Blockout details showing a second pour, including blockout dimensions and additional
reinforcement required.
2. Required end treatment in barriers or kerbs, including enough detail or explanation to
accommodate each of the proprietary systems selected (i.e. cover plates, etc.).
3. Movement rating.
4. Assumed temperature and opening at time of installation with temperature correction
factors.
5. Actual horizontal length of joint measured from inside of barrier face to inside of barrier face
corrected for skew.
The following features of joints should be provided in the Particular Specifications:

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1. For modular joints, the joint style, gland type, steel edge beam material, and the name of a
representative manufacturer.
2. Method of measurement (by linear metre from face to face of barrier).
A general discussion of joint types follows. However, for modular joints the actual selection of the
specific alternatives should be made from the list of approved joint types which can be obtained
from ADM.
602.02

STRIP SEALS

Strip seals comprise a neoprene membrane which is rigidly attached to steel restrainers on both
sides of the joint and are usually protected by a steel cover plate. These joints are the preferred
deck expansion joint system for new bridges, accommodating movements of up to 125mm.
602.03

ELASTOMERIC EXPANSION JOINTS

Elastomeric expansion joints comprise integrally moulded units of neoprene and bonded steel, so
arranged as to provide for the movements of the bridge deck with one of the steel components
bridging the joint gap and of sufficient strength to carry wheel loads across the joint. All bridge
movements are taken entirely by deformation of the neoprene.
This type of joint can accommodate relatively large movements.
602.04

MODULAR JOINTS

Modular joints are very complex joint systems, are expensive and may require significant
maintenance. As a result, this type of joint is usually only specified for thermal movements in
excess of 125mm when other types of joint cannot be used.
602.05

OTHER JOINTS

Other types of joint may be considered depending on the required application. Examples of these
are steel finger joints, silicone joint sealants and asphaltic plugs.

603

BEARINGS

603.01

GENERAL

The bearings and their supports shall be designed and detailed according to Section 14 of
AASHTO LRFD. Bearings are to be provided with a steel base and external load plates to allow
for simple exchange of the bearing.
Unlike joints, where the opening can be adjusted if the ambient temperature at the time of
construction is different than the assumed mean temperature, bearings must be designed to be
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installed at temperatures other than the mean temperature. For this reason, the movement rating
should be based on the full temperature range and not the rise or fall from a mean temperature.
Calculation of the movement rating shall include thermal movement and anticipated shortening
due to creep, shrinkage and pre-stressed shortening, where applicable. In the case of cast-inplace post-tensioned concrete box girder bridges, both the elastic and long term pre-stress
shortening effects shall be considered. Movement ratings shall be calculated precisely.
An initial offset of the top sliding surface from the centreline of bearing should be calculated and
shown on the plans, so that the top sliding surface will be centred over the bottom sliding surface
and the centreline of bearing after all shrinkage, creep and post-tensioning shortening has taken
place in the superstructure.
Permissible bearing types include neoprene strips, elastomeric bearing pads, steel bearings,
sliding elastomeric bearings and high-load multi-rotational bearings (pot, disc or spherical).
Neoprene strips, elastomeric bearing pads and steel bearings are generic and shall be detailed on
the plans and/or covered in the Standard Specifications and special provisions. High-load multirotational bearings are proprietary bearing types and require the Consultant to include a Bearing
Schedule on the drawings.
It is the responsibility of the Consultant to review the Standard Specifications to ensure that the
bearings are properly described and compatible with the design requirements. Sliding elastomeric
bearings are both generic and proprietary in that a generic bearing should be designed and
detailed on the drawings with proprietary alternatives allowed.
All bearings types except elastomeric bearing pads shall be designed for impact.
603.02

NEOPRENE STRIPS

Neoprene strips consist of a sliding plate on a continuous neoprene pad. However, neoprene
strips are not appropriate for the following applications: curved bridges, skews greater than 20,
contributing spans greater than 50m, where initial shortening due to pre-stressing is greater than
25mm and where the movement rating including elastic shortening, long term creep and shrinkage
and temperature is greater than 40mm.
603.03

ELASTOMERIC BEARING PADS

Elastomeric bearing pads shall conform to the requirements of AASHTO LRFD. Bearing pads
shall be designed to be constructed using either steel or fiberglass laminates, with the controlling
case determining the size. The following data should be shown on the drawings:

Length, Width and Thickness of Pad.

Durometer Hardness.

Design Method (A or B).

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Design Load.

Shear Modulus.

Note that the Elastomer Grade should be 0, based on Low Temperature Zone A as defined in
AASHTO LRFD, Section 14.
Generally, bearing pads shall be Durometer 60 - Elastomer with steel reinforcement.
Normally Design Method A will be used in design. However, where only steel reinforced pads will
work, Design Method B may be used provided the special testing is performed.
Pads shall have a minimum thickness of 25mm and be designated in 10mm increments. The use
of elastomeric bearing pads should generally be limited to a thickness not greater than 100mm.
Holes will not be allowed in the pads.
Width and length dimensions shall be detailed in even 50mm increments. When used with
prestressed I-girders, pads shall be sized a minimum width of 50mm less than the nominal width
of the girder base to accommodate the 20mm side chamfer and shall be set back 50mm from the
end of the girder to avoid spalling of the girder ends.
Elastomeric pads should not be used in cases where deck joints or bearings limit vertical
movements, such as in older style sliding steel plate joints or widenings where existing steel
bearings are to remain.
Where elastomeric bearing pads with greased sliding plates are used on post-tensioned box girder
bridges to limit the required thickness of the pad, the pad thickness should be determined based
on temperature movements only, with the initial and long term shortening assumed to be taken by
the sliding surface.
Elastomeric bearing pads are the preferred bearing type for new steel girders, precast prestressed girders and post-tensioned box girder bridges where neoprene strips are not appropriate.
603.04

STEEL BEARINGS

Steel bearings may consist of rockers or fixed or expansion assemblies which conform to the
requirements specified in AASHTO LRFD.
Steel bearings are not a preferred bearing type and their use should normally be limited to
situations where new bearings are to match the existing bearing type on bridge widening projects.
603.05

SLIDING ELASTOMERIC BEARINGS

Sliding elastomeric bearings consist of an upper steel bearing plate anchored to the
superstructure, a stainless steel undersurface and an elastomeric pad with a teflon coated upper
surface. The teflon surface shall be attached to a 10mm minimum thick plate which is vulcanized
to the elastomeric pad. The bearing accommodates horizontal movement through the teflon sliding
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surface and rotation through the elastomeric bearing, with the thickness of the elastomeric bearing
determined by the rotational and friction force requirements. Keepers may be used for horizontal
restraint of the pads. Vertical restraint may be provided by anchor bolts with slotted keeper plates
or individual vertical restrainers as appropriate. The pad dimensions and all details of the
anchorage and restraint systems shall be shown on the drawings. The special provisions should
allow for proprietary alternatives.
Sliding elastomeric bearings should be considered for applications where regular elastomeric
bearing pads would exceed 100mm in height or where special access details would be required
for other proprietary bearings in such places as hinges.
603.06

HIGH-LOAD MULTI-ROTATIONAL BEARINGS

603.06.01

Description

High-load multi-rotational expansion bearings consist of a rotational element of the Pot-type,


Disc-type or Spherical-type, sliding surfaces to accommodate translation, and guide bars to limit
movement in specified directions when required.
Pot bearings consist of a rotational element comprised of an elastomeric disc totally confined
within a steel cylinder. Disc bearings consist of a rotational element comprised of a
polyetherurethane disc confined by upper and lower steel bearing plates and restricted from
horizontal movement by limiting rings and a shear restriction mechanism. Spherical bearings
consist of a rotational element comprised of a spherical bottom convex plate and mating spherical
top concave plate, with a flat upper surface.
These design criteria were prepared for the broad range of normal applications and the specified
limits of loads, forces and movements. The design and manufacture of multi-rotational bearings
relies heavily on the principles of engineering mechanics and extensive practical experience in
bearing design and manufacture. Therefore, in special cases where structural requirements fall
outside the normal limits, a bearing manufacturer should be consulted.
603.06.02

Rotational Requirements

The rotational requirements of the bearings, Rb, are determined by:


Rb = Rs + Rc
where:
Rb =

Rotation capacity designed into the bearing.

Rs =

Anticipated rotation of the structure in service (includes live loads and rotations induced by
construction/erection sequences).

Rc =

Rotation induced in the bearing by construction tolerances, 0.02 radians maximum (see
Design Criteria Item 14 in Clause 603.06.04).

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603.06.03

Use

Use of multi-rotational bearings is especially indicated where:


1. Low profile, high load bearings are required.
2. Long span, curved or skewed bridges and other similar structures of complex design are
required.
3. Long slender columns or light frames and members exhibit minimum stiffness or rigidity.
4. The direction of rotation varies.
5. The direction of rotation cannot be precisely determined.
6. Settlement of the substructure is anticipated.
7. Self aligning capabilities are required.
8. Load and rotation eccentricity does not significantly alter the net distribution of stress
through the bearing and into the substructure and superstructure.
9. It is desirable to reduce the moment applied to truss or space frame panels.
10. Large movements are anticipated.
11. Economical, long life or low maintenance bearings are desirable.
12. Regular elastomeric bearing pads would exceed 100mm in height.
603.06.04

Design Criteria

Since special details are required to allow for access for inspection, repair or replacement of the
bearings, the re-spacing of joints to eliminate the need for use of these bearing types should be
considered.
Some structural considerations in the use of multi-rotational bearings are listed below:
1. Vertical and horizontal loads shall be assumed to occur simultaneously. All loads are
service loads. Minimum vertical loads are dead loads and superimposed dead loads.
Maximum vertical loads are dead loads, live loads and impact.
2. The total recommended clearance between all guiding and guided sliding surfaces is
1.5mm, in order to limit edge stress on guiding interfaces.
3. Avoid specifying total spacing of more than 1.5mm between guides and guided components
where possible.
4. In specifying the horizontal force capacity of bearings, it is recommended only one fixed or
guided expansion bearing shall be assumed to resist the sum of all the horizontal forces at
each abutment, column, hinge or pier.
5. Where feasible, provide at least two fixed or guided expansion bearings, each able to resist
all horizontal forces at each abutment, column, hinge or pier for design redundancy.
6. Some press-fit guide bar details in common use have proven unsatisfactory in resisting
horizontal loads. When analyzing these designs, consideration should be given to the
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possibility of rolling of the bar in the recess.


7. Multi-rotational bearings should not be used at vertical loads less than 20% of their vertical
capacity. Bearings for less than 20% vertical capacity require special design.
8. Special consideration in bearing design shall be given where high horizontal to vertical
load (above 0.30) is anticipated.
9. Frictional resistance of bearing slide surfaces should be neglected when calculating
horizontal load capacity.
10. The installed alignment of bearing guiding systems relative to the anticipated movement
direction of the structure should be carefully considered to avoid bearing guide system
failure. Special studies or designs may be required on curved or skewed structures to
ensure correct installation.
11. The substructure and superstructure should be designed so as to remain rigid under all
service conditions in areas around and in contact with the bearings, paying particular
attention to the use of stiffeners at extreme points of movements.
12. The substructure and superstructure design should permit bearings to be removed for
inspection or rehabilitation by minimum jacking of the structure. Jacking points shall be
provided in the structural design.
13. The minimum Structure Rotational (Rs) of bearings is 0.01 radians. Rs comprises live loads
and rotations induced by construction/erection sequences.
14. The maximum Construction Rotation (Rc), the rotation induced by construction tolerances,
is 0.02 radians. The Consultant may elect to specify a smaller Rc than 0.02 radians but is
cautioned to investigate the cost and practicality of the changes contemplated.
15. Recommended coefficients of friction for structure design are as follows:

Unfilled sheet or woven fiber PTFE/stainless steel :

0.04

Filled PTFE sheet/stainless steel :

0.08

The above coefficients of friction are based on the average stress and limits of edge
stress of PTFE, out-of-level installations and normal in-service oxidation of the stainless
steel mating surface. Service conditions, where exceptional corrosion of the stainless
steel mating surface may occur, will require special assessment of the long term
coefficient of friction.
16. Pot, disc and spherical multi-rotational bearings should not be mixed at the same expansion
joint. The differing deflection and rotation characteristics may result in damage to the
bearings and/or structure.
17. Tender drawings and documents should contain a Bearing Schedule (see Clause 603.07).
18. Some bearing tests are very costly to perform. Other bearing tests cannot be performed
because of the unavailability of test equipment. The following test requirements should be
carefully considered before specifying them:

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603.07

The simultaneous application of horizontal and vertical loads, where the


horizontal loads exceed 75% of the vertical loads.

Triaxial test loading.

The requirement for dynamic rotation of the test bearing while under vertical
load.

BEARING SCHEDULE

A bearing schedule shall be included on the tender drawings and documents, in accordance with
the typical schedule provided in Figure C14.4.1-1 of the AASHTO LRFD. Note that the following
information should be provided, as a minimum:
1.

A schedule of all minimum and maximum vertical and horizontal service loads.

2.

Minimum structure and construction rotation requirements.

3.

Magnitude and direction of movements at all bearing support points.

4.

Quantity, type (fixed, expansion or guided expansion).

5.

Plan view, alignment direction of movement, point of zero movement and location of all
bearing units.

6.

Allowable upper and lower bearing contact pressure.

7.

Fixing or anchorage details and/or requirements.

8.

Grades, bevels and slopes of all bearings.

9.

Allowable coefficient of friction of slide surfaces.

10.

Surface coating requirements and the appropriate specifications.

11.

Seismic requirements, if any.

12.

Uplift details, temporary attachments or other requirements.

13.

Installation scheme.

14.

Bearing preset details, if required. Design rotation, movement and other requirements in
the Bearing Schedule should only refer to the requirements of the structure where the
bearings are to be used.

604

RESTRAINING DEVICES

604.01

GENERAL

Where necessary, restraining devices shall be designed and provided as specified in AASHTO
LRFD.
Restraining devices are meant to prohibit movement in a specified direction. Restraining devices
shall be designed to resist the imposed loads including earthquake as specified in AASHTO
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LRFD and as modified in Section 200 of this Manual.


Restraining devices could include concrete shear keys or end blocks, horizontal or vertical cable
restrainers or mechanical restraining devices which could be an integral part of a bearing or a
separate system. Restraining devices to prohibit vertical displacement at expansion ends shall be
designed to allow for inspection and future replacement of bearings.
Allowable restraining devices include, but are not limited to the following:

Vertical Fixed Restrainers

Vertical Expansion Restrainers

External Shear Keys

Internal Shear Keys

Keyed Hinges.

604.02

VERTICAL FIXED RESTRAINERS

Vertical fixed restrainers consist of cable and appropriate hardware and are designed to allow
rotation but no translation in either horizontal or vertical directions.
604.03

VERTICAL EXPANSION RESTRAINERS

Vertical expansion restrainers consist of cable and appropriate hardware and are designed to
allow rotation and longitudinal translation but no transverse translation. Some limited vertical
displacement is allowed to permit replacement of bearings if required.
604.04

EXTERNAL SHEAR KEYS

External shear keys are reinforced concrete blocks designed to limit transverse displacement while
allowing longitudinal and rotational movements. External shear keys are preferred to internal shear
keys since they are more accessible for repairs and easier to construct.
604.05

INTERNAL SHEAR KEYS

Internal shear keys are reinforced concrete blocks designed to limit transverse displacement while
allowing longitudinal and rotational movements.
604.06

KEYED HINGES

A keyed hinge is a restraining device which limits displacements in both horizontal directions
while allowing rotation. Restraining devices for different typical applications are provided below:
Expansion Seat Abutments
Vertical expansion restrainers and external shear keys (if restraining devices are required).

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Pinned Seat Abutments (Post-Tensioned Box Girder Bridges)


Vertical fixed restrainers and external shear keys.
Pinned Seat Abutments (Prestressed Girder Bridges)
Vertical fixed restrainers and external or internal shear keys.
Expansion Piers
Vertical expansion restrainers and internal shear keys.
Pinned Piers
Vertical fixed restrainers and internal shear keys or a keyed hinge.

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SECTION 700 : GEOTECHNICAL

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SECTION 700 GEOTECHNICAL


701

GROUND INVESTIGATION FOR GEOTECHNICAL WORKS

This Section gives an overview of the requirements of a geotechnical report used for roadway
and structural design. It does not cover the specific methods of testing, sampling or analysis
required. Standard SI practices and the ADM Guidelines for Geotechnical Investigation (current
revision) should be used for guidance.
701.01

GENERAL

ADM regulations require a geotechnical study to be prepared and submitted to the ADMs
Geotechnical Specialist for review and acceptance. The road pavement design for the project will
be based on the findings of this study. Pavement design procedures are included in Part 2
Section 600.
The Consultant shall obtain approval from ADM, the Traffic Police and any other concerned
Agencies prior to commencing a geotechnical investigation.
Generally a geotechnical investigation is carried out in two phases. The initial phase consists of
preliminary drilling and testing to gather enough project-specific information to advance the
roadway and structure design. The final stage, if required, is performed for design features
requiring specific geotechnical recommendations.
701.02

GEOTECHNICAL REPORTING

Once the preliminary horizontal and vertical alignment and structure locations have been defined,
the Consultant prepares a preliminary subsurface exploration and testing program. The scope
and format of the subsurface explorations and testing program is described in the ADM
document entitled Guidelines for Geotechnical Investigation. However, due to the variability of
ground conditions and the various risks involved, the geotechnical investigation shall be
performed to the satisfaction of ADM. The findings of this investigation will be used to provide
design information, such as foundation types, safe slope angles and preliminary pavement
design, as well as identifying the type, severity and extent of any geotechnical design problems.
The pavement design is the duty of the Consultants Pavement Engineer.
The geotechnical report should consist of results and recommendations from the initial drilling
and testing program, as well as any information from prior investigations. Prior investigations and
data may be obtained from the data base of the Spatial Data Directorate of UPD.
The geotechnical report is to contain the information shown in Table 700.01 below, as a
minimum:

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Table 700.01
GEOTECHNICAL ENGINEERING REPORT
TABLE OF CONTENTS

Introduction

Site Description and Site Location Plan

Proposed Construction

Previous Information and/or Investigations


(source of information and desk study)

Field Study and Laboratory Testing

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Trial Pits and borehole location plan (historical and new) including in-situ
testing locations (CPT, PLT, etc)

Summary of the Geotechnical Engineering Report

Ground and groundwater conditions including possible groundwater flow


problems

Climate

Significant geotechnical features

Regional geology and seismicity and the relevant maps

Risk Identification and History of Geotechnical Problems

Design and Recommendations

Earthworks structure
a) Cutting slopes
b) Embankment stability
c) Re-use of material

Highways structures
(details of each highway structure type)

Reinforced soil slopes and embankments

Drainage and groundwater control measures

Pavement design, subgrade and foundation


(refer to pavement design requirements)

Assessment of potential contamination

Ground and groundwater chemistry for buried structures

Topsoil and planting requirements

Ground treatment and ground improvement

Selection of type of foundations, their geotechnical capacity and their


settlement computations, as well as their group behaviour in both vertical
and lateral directions.

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Table 700.01 (Continued)


GEOTECHNICAL ENGINEERING REPORT
TABLE OF CONTENTS

Instrumentation and Monitoring


(during construction)

Other Relevant Aspects

(any aspects affecting future performance of the Works)


Appendices

Exploratory hole logs

Summary of test results

Geological sections

Other pertinent information

Pertinent information should be included in the Appendices. In certain circumstances, such as a


major bridge design or other major structure, an additional report may be required to define
special geotechnical aspects of foundation design.
The Contractor should employ a Geotechnical Engineer to review, approve and certify the
geotechnical report prior to submitting it to the ADMs Geotechnical Specialist for acceptance. It
is recommended that the Geotechnical Engineer has a minimum experience of 15 years in the
field of geotechnical engineering design.

702

GEOTECHNICAL DESIGN

702.01

FOUNDATIONS

702.01.01

General

The main purpose of this section is to document bridge design criteria as related to bridge
foundation geotechnical issues.
Since problems requiring geotechnical and structural expertise often result in confusion concerning
the responsibilities of each, another purpose of this section is to define the role of the Geotechnical
Engineer and the Bridge Engineer in design problems involving both fields.
The usual procedure for designing bridge foundation substructure units is as follows:
The Bridge Design Team will develop a preliminary location plan.
The Geotechnical Engineer will conduct a site investigation, identify borehole locations, drill and
log borings, perform soil testing as appropriate, plot the boring logs and summarize the results in a
Geotechnical Report. The Geotechnical Report will include a Foundation Design Report which
identifies the type of foundation recommended for each substructure unit including the allowable
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loads, required foundation depths, pile geotechnical capacity, pile settlement requirements, ground
water control and predicted ground movements.
The Geotechnical Engineer is responsible for preparing the boring logs on construction plans and
for preparing necessary special provisions for construction of the foundation elements.
During construction of the foundations, the Geotechnical Engineer oversees geotechnical testing,
spread footing excavations and piling, and drilled shaft construction. They work closely with the
Bridge Design Team to jointly resolve problems arising from unforeseen ground conditions.
The Bridge Design Team is responsible for producing the structural design and construction
documents for the substructure and foundation as part of the bridge plans.
702.01.02

Design of Foundations

Foundation design shall be in accordance with the latest revision of AASHTO LRFD and the limit
states of design specified in Section 10.5 of AASHTO LRFD.
The Consultant shall select an appropriate method of simulating soil-structure interaction, given the
complexity of the system for all foundation designs, including that for piled and shallow
foundations, vertical and inclined underground structural walls, and combined systems of two or
more of them. The simulation shall consider all feasible scenarios, such as stages during
construction and possible future repair works.
If deemed appropriate, simplified methods such as those based on the Winkler model, or its
derivatives, can be used. However, more complex situations may warrant the use of other methods
such as continuum analysis.
An experienced Geotechnical and Structural Engineer will need to propose and to justify the use of
a particular type of analysis, including selection of a constitutive model suitable for the soil material
on site. These proposals are subject to the approval of ADM.
Spread (strip) footings shall be used for all retaining walls. In exceptional cases where spread
(strip) footings may not be feasible, piled foundations may be used subject to approval by ADM.
Allowable bearing pressure for soil or rock and other soil parameters for design shall be provided
by the Geotechnical Investigation Report and adopted in the analysis and design in consultation
with the Consultants Geotechnical Engineer.
For foundations supported on groups of piles, pile group analysis under different combinations of
actions shall be performed.
702.01.03

Spread (Strip) Footings

Where good soil materials exist near the surface, shallow foundations in the form of spread (strip)
footings will normally be the recommended foundation type. For foundation units situated in an
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active stream where scour is a potential risk, spread (strip) footings shall only be used when they
can be placed on non-erodible rock. Spread (strip) footings are normally not placed on
embankment material.
When spread (strip) footings are the recommended foundation type, the Geotechnical Report
shall contain the allowable bearing pressure, the elevation of the bottom of the footing and the
estimated total settlement, differential settlement and time rate of settlement, if applicable. It shall
also contain the overall stability check.
The Bridge Design Team shall size the footing to ensure that the allowable bearing pressure is
not exceeded for applicable AASHTO LRFD load combinations and that the footing is properly
sized and reinforced to resist the maximum applied moments and shears. The bottom elevations
of spread (strip) footings shall be set at the recommended depth. For highways retaining
structures, the minimum top cover over the top of footings shall be 500mm (refer to BS
8002:1994, which specifies that this is the minimum depth for unplanned excavation). If the
possibility for differential settlement is identified, the Consultant shall ensure that the entire
structure is capable of structurally resisting the forces induced by the differential settlement.
The Geotechnical Engineer may propose the use of ground treatment methods to enhance soil
resistance to settlement. Such measures may include, but not be limited to, the use of vibrocompaction, vibro-stone columns and soil replacement.
702.01.04

Pile Foundations

When good foundation material is not located near the surface, when settlement is a problem, or
for foundation units located in streams where scour is a problem, deep foundations will usually
be recommended. One type of deep foundation is a driven pile. Driven piles may be steel H piles,
steel pipe piles or pre-stressed concrete piles. The other type of deep foundation is the bored
pile. Bored piles are the most common type of concrete pile used in Abu Dhabi.
For a number of highways structures, the use of Helical Piles may be considered, including but
not exclusive to, gantries and platform foundations. AASTHO LRFD does not provide design
guidance for such piling techniques, but it should follow up-to-date international design guidance
on design of helical piles. These piles may be suitable for a number of highway structures
including road signs, gantries, lighting columns, minor highway structures and CCTV. Helical
piles can offer speed of construction, immediate load carrying capacity, and a sustainable and
environmentally friendly foundation. If the use of this piling technique is proposed, the Consultant
shall confirm the suitability of this method with respect to the particular conditions in Abu Dhabi,
such as climatic conditions and construction practices, and the requirements of the particular
project being considered. Details concerning the proposed design, material specifications and
construction methodology shall be submitted to ADM for review and approval.
Consideration should be given to ground and groundwater conditions to ensure durability of the
piles during the design life of the structure. The corrosion rate of 0.075 mm/year given in BS EN
1993-5 for a splash zone within marine environment is provided for guidance, but the Contractor
should provide for approval his assessment and any proposed protection measures in relation to
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corrosion and methods of dealing with it, most particular within the water fluctuation zone.
702.01.05

Driven Piles

The Geotechnical Engineer is responsible for recommending when driven piles are to be used, the
type of driven pile to be used, the allowable axial geotechnical capacity in compression and
tension, the estimated pile tip elevation and any special requirements necessary to drive the piles.
When steel piles are used, the corrosive life of the pile will be reported in the Geotechnical Report.
The Geotechnical Engineer is also responsible for establishing the pile driving criterion using the
FHWA Gates Formula and confirmed by running the GRL WEAP wave equation computer
program to determine the drive-ability of the specified piles and to develop charts or other
guidelines to be used by construction personnel to control the pile driving process.
The Bridge Design Team is responsible for ensuring that the allowable axial capacity is not
exceeded for applicable AASHTO LRFD load combinations and that the pile can withstand the
applied axial and lateral loads, as well as bending and shear capacity. The pile group analysis
should be conducted by an experienced Geotechnical Engineer using appropriate soil-structure
interaction methods to determine pile loading. The Geotechnical Engineer shall check the
geotechnical capacity under the combination of loadings provided by the Structural (Bridge)
Engineer.
702.01.06

Bored Piles

A conventional bored pile foundation generally consists of excavating a round hole by machine,
installing a metal casing or liner, placing a reinforcing cage in the casing or liner and then filling the
casing or liner with concrete. The use of the Continuous Flight Augur (CFA) piling technique may
eliminate the need for the use of casing. This piling technique (CFA) is likely to be appropriate for
most ground conditions including soft rock. Consideration should be given to the limitation on
length of reinforcing cage that can be installed with this piling technique, typically up to 12m below
pile cut-off level. The Contractor should demonstrate that his working methodology can ensure that
reinforcing cage can be practically installed.
The Geotechnical Engineer is responsible for recommending the minimum diameter of bored pile
to be used, for evaluating the geotechnical axial capacity of the pile and for determining the
minimum required embedment below a specified elevation to develop the required axial load.
The Geotechnical Engineer is also responsible for determining the soil properties in each layer to
be used in analyzing lateral loads and whether slurry methods of construction may be utilized.
Methods of testing the pile after concreting will be specified in the Geotechnical Report and in the
project specifications.
In unstable ground, conventional bored piles will require a temporary casing or liner intended to
preclude the intrusion of earth into the hole during the boring operation. The temporary casing will
be advanced to a sufficient depth into soil or rock to provide a seal against water inflow during the
construction process of the pile. The construction drawings may specify the need for a permanent
casing, this will be advanced inside the temporary casing prior to the installation of reinforcing
cage and placement of concrete.
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The Bridge Design Team is responsible for ensuring that the allowable axial capacity is not
exceeded for applicable AASHTO LRFD load combinations and that the pile can withstand the
applied lateral loads. The bridge design team will provide details of the reinforcement
requirements for each pile including cover to reinforcement.
Unless specified otherwise in the Geotechnical Report, the following minimum criteria should be
used in designing bored pile foundations:
1. Temporary and permanent casings or liners shall be designed to withstand handling,
driving and retraction stresses, applicable concrete and surrounding soil pressures, and
shall be watertight.
2. Reinforcement shall have cover in accordance with the requirements of Clause 301.02.
3. The pile cap, if applicable, shall be sized to extend a minimum of 200mm from the edge of
a bored pile.
702.01.07

Micropiles

Micropiles are classified into a number of categories depending on the method of installation.
Details of these categories and the typical areas where Micropiles should be considered are
summarized in AASHTO LRFD, Clause 10.9.1.

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SECTION 800 : RETAINING WALLS

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SECTION 800 - RETAINING WALLS


801

DESIGN CRITERIA

801.01

GENERAL

All design shall follow the procedures as outlined in Section 11 of AASHTO LRFD, except as
clarified or modified in this document.
Retaining walls may be gravity walls, cantilever walls, braced walls, mechanically stabilized walls,
etc. The wall selection process shall determine the appropriate type of wall for the site.
Considerations should be given to in-situ ground and groundwater conditions, structural
requirements and site constraints.
Walls may be classified in the following classes:
Gravity Walls:

Bin

Crib

Wire Basket

Mass Concrete

Cantilever Walls:

Concrete

Braced Walls:

Anchored Walls

Soldier Pile and Lagging

Tangent Cylinder Piles

Mechanically Stabilized Walls:

Reinforced Earth

VSL Retained Earth

Hilfiker-Reinforced Soil Embankment

Walls shall be checked for a minimum factor of safety of 1.5 against sliding and 2.0 against
overturning. Where soil geotechnical parameters are not well defined, the factor of safety of 2.0
should also be adopted for sliding. The safety factor for footing bearing capacity of 3.0 should be
used in the design. The overall shear stability of the retaining wall shall be evaluated using the
limiting equilibrium method of analysis.
The following Factors of Safety are acceptable for short term conditions, unless higher values are
deemed appropriate by the Consultant.
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Factor of safety of 1.3, where the geotechnical parameters are well defined, or the slope
does not support or contain a structural element.

Factor of safety of 1.5, where the geotechnical parameters are based on limited
information, or the slope supports or contains a structural element.

In calculating the relevant Factor of Safety, the most adverse loading and groundwater conditions
should be considered. This applies for both temporary and permanent loading.
In determining the types of retaining walls capable of fitting a particular site the following should be
considered:

Availability of materials

Service life, maintenance, future use

Deflection tolerance

Ease of construction

Environmental/visual considerations

Special loading requirements

Settlement tolerance

Availability of space

Ground and groundwater conditions

801.02

TYPE OF STRUCTURE

The Consultant should study alternative feasible options for the appropriate retaining wall type
based on site conditions and include these in the Bridges and Highway Structures Concept
Report, described in Part 1 Section 300, Design Concept Report.
801.03

RESPONSIBILITIES

The design of a retaining wall will usually involve the efforts of three design teams within the
Consultants organization: Roadway, Geotechnical and Bridge.
801.03.01

Roadway Design Team

The Roadway Design Team is responsible for identifying the need for and limits of the retaining
walls. They will be responsible for providing a profile adjacent to the top of the wall and the soil
profile line along the front face of the wall. The Roadway Design Team is also responsible for
identifying the acceptable limit of excavation required to maintain traffic and to design any detours
when required.

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801.03.02

Geotechnical Team

The Geotechnical Team is responsible for investigating the site, drilling exploratory holes as
required, determining the external stability of the site and determining the material properties of the
existing soil and backfill. The Geotechnical Team will also recommend soil strength parameters
and groundwater elevations for computing design lateral earth pressure. They are also responsible
for determining the maximum safe slopes allowed during excavation.
The Geotechnical Team is also responsible for determining the type of foundation required to
support the wall loads, the allowable bearing pressure of the soil and the minimum required depths
of the foundation units. This Team determines the soil properties to be used in determining the
lateral loads to be applied to the wall and determines the amount of settlement, differential
settlement and the time rate of settlement for walls on compressible foundation soils.
The Geotechnical Team prepares appropriate Special Provisions for construction of the retaining
walls and monitors construction of the foundation elements, assisting the construction supervision
team as requested concerning geotechnical issues. The Team works closely with the Bridge Team
on any structural design changes needed during construction because of changed site conditions.
801.03.03

Bridge Design Team

The Bridge Design Team is responsible for the design of the structural elements of the wall, the
length of the wall and for producing the required construction drawings, when requested by others,
for any non-proprietary wall requiring structural analysis. The Bridge Design Team is also
responsible for determining whether shoring will be required during construction based on the
acceptable limits of excavation provided by the Roadway Design Team and the safe excavation
slopes provided by the Geotechnical Engineers. The Bridge Design Team also selects walls which
will handle differential settlement, when present, and provides details for drainage on drawings.
Appurtenant traffic and/or pedestrian rails will also be designed and detailed by the Bridge Design
Team. This Team works with the Geotechnical Team on required structural design changes during
construction because of changed site conditions.
801.04

PROPRIETARY RETAINING WALLS

The contractor may opt to use a proprietary retaining wall as an acceptable alternative where
savings to cost and program are anticipated. The special provisions will specify the pre-approved
wall systems which are acceptable for the particular application and site and the proprietary wall
type is to be chosen from a pre-approved list of wall types. The contractor will be required to
identify the alternative in his tender, with bid shopping after the award of the contract not allowed.
The contractor or the specialized sub-contractor who is employed directly by the contractor will be
responsible for the design of the system. However, the Contractor shall also be responsible for
the design review of the retaining wall, including the checking and certifying of the design in
accordance with the category of structure as defined in Part 3 Section 100, Clause 101.04,
Quality Assurance. Approvals from ADM for retaining walls with a retained height of 3m and
greater will be required prior to implementation of such a system.

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The Roadway Design Team will prepare drawings showing the location and extent of the walls
and the profile along the top of the wall and the soil profile along the front face of the wall.
The drawings should also show any restrictions regarding excavation which may exist and
requirements for appurtenant features such as traffic barrier, handrail or other attachments.
Blockouts for lighting, signing, utilities and drainage structures will also be detailed on the
drawings or identified to be included with the proprietary plan submittals.
The Geotechnical Team will prepare special provisions containing the design criteria to be used
in evaluating the proprietary wall. As a minimum the following should be included:
1. The minimum factor of safety against overturning.
2. The minimum factor of safety against sliding.
3. Maximum coefficient of friction against sliding.
4. Phi angle and other backfill properties.
5. Allowable bearing pressure.
6. Minimum design life.
7. Water table level.
8. Elevation of footing bottom.
9. Maximum tolerable deflection.

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SECTION 900 : PEDESTRIAN BRIDGES

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SECTION 900 PEDESTRIAN BRIDGES


901

DESIGN CRITERIA

The general guidelines given in Part 3 Structures of this document should be followed, except
where stated otherwise in this Section 900 Pedestrian Bridges.
Pedestrian bridges should be designed, fabricated and erected in accordance with the
requirements of AASHTO LRFD Guide Specifications for the Design of Pedestrian Bridges
(GSDPB). Other relevant standards are as follows:

AASHTO Standard Specifications for Structural Supports for Highways Signs, Luminaires
and Traffic Signals, 6th Edition 2013.

AASHTO LRFD Bridge Design Specifications, Sixth Edition, 2012 (includes 2013 interim
revisions), reference AASHTO LRFD US-6-M.

Other technical codes may be used in the design, subject to prior approval from ADM.

902

LOAD TYPES

902.01

GENERAL

Loads shall be considered as per the GSDPB, unless clarified or specified below.
902.02

PEDESTRIAN LIVE LOAD

A uniform pedestrian live load of 5.0 KN/m2 should be considered, unless specified otherwise.
902.03

WIND LOAD

A basic wind speed of 160 kph with a gust factor of 1.14 is to be assumed for wind loading,
calculated as per the GSDPB.
The design should allow for the future provision of mounting signs, advertisement boards and
banners on the structure. Wind pressure should be calculated assuming that a significant
percentage of the exposed area of the bridge deck or frame is covered. Initially, 80% of the
exposed area should be assumed to be covered by signage, but the Consultant should check
and verify the future requirements with the ADM Investment Section.
902.04

OTHER LOADS

Vehicular loading should only be applied if maintenance vehicles can reach the superstructure. In
these cases, refer to the GSDPB for the vehicle configuration to be assumed.

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Vibration control provisions should be considered, as specified in the GSDPB. Vibration


frequency should also be checked for critical cases during the construction period. The AASHTO
LRFD earthquake provisions for pedestrian bridges, as modified in Part 3 Section 200, Clause
201.12 should be applied. Other loads shall be considered as per AASHTO LRFD, unless
otherwise specified.

903

DESIGN CRITERIA

903.01

TYPE OF STRUCTURE

The type of structure, structural configuration and approach transitions should be selected taking
into consideration not only geometrical aspects of the particular site, but also aesthetics,
constructability, construction costs, etc.
Examples of superstructure types are concrete slab, pre-stressed concrete girder, steel girder
and prefabricated truss.
903.02

METHOD OF CONSTRUCTION

Foundations, substructure and approach structures (retaining walls, non-truss approach spans,
approach slabs, ramps and stairs) are to be fully detailed by the Consultant on the Drawings,
assuming in-situ or precast concrete, steel frames, etc.
Modular/prefabricated construction is the preferred option for the superstructure, which will also
be designed by the Consultant.
However, in the case of design and build contracts, the Contractor shall appoint a consultant to
design the pedestrian bridge, which is then subject to verification based on the appropriate
category of structure as described in Part 3 - Section 100.
903.03

DESIGN LIFE

All pedestrian bridges should be designed for a 75 year design life.


903.04

WIDTH

The horizontal clear width of the bridge should allow the smooth flow of pedestrian traffic during
peak hours. This analysis should include an assessment of the future demands, based on
existing movements and proposed developments that are predicted to attract pedestrian traffic in
the vicinity of the structure.
A minimum clear width of 2.4m should be assumed.

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903.05

VERTICAL CLEARANCE

Clearances above the bridge deck should be based on the requirements of GSDPB. For bridges
over waterways, navigation clearances shall comply with the requirements of the concerned
authorities.
903.06

DEFLECTION

Flexural members are to be designed to have adequate stiffness to limit deflection or any
deformations which may adversely affect the strength or serviceability of the structure at service
load plus impact. The maximum allowable deflection should be limited to [span/500] for
pedestrian and any maintenance vehicle loading.
903.07

TRAFFIC BARRIERS AND RAILINGS

Concrete barriers should be used for protecting the bridge abutment/piers and columns, if not
designed for the vehicular collision condition. Such barriers should comply with the requirements
of AASHTO LRFD and relevant ADM road safety requirements.
Bicycle railing on a bridge or bridge approach, or in locations with site-specific safety concerns,
should have a height of 1.4m.
903.08

LIGHTING

Refer to Part 3 Section 100, Design Criteria, Clause 102.11 regarding lighting requirements.
903.09

DRAINAGE

Drainage of the structure should be provided as required by the use of kerbs, pipes or other
approved systems to convey water to ground level. Discharge directly on to roadways beneath
the bridge is not permitted.
903.10

LIFTS AND STAIRS

Access facilities such as lifts and stairs should be designed in accordance with the AASHTO
Guide for the Planning, Design and Operation of Pedestrian Facilities.
903.11

PROTECTIVE COATING

Steel structural elements should be treated with a dual corrosion protection system. The first
stage is hot-dip galvanization (minimum thickness 86 microns), followed by a suitable paint
system consisting of the following two-component items:

Polyamide adduct-cured epoxy primer (suitable for galvanized steel surfaces), minimum
thickness 50 microns.

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Solvent-free, high build, polyamine cured epoxy, minimum thickness 400 microns (applied
in two coats).

Acrylic polyurethane, minimum thickness 100 microns (applied in two coats).

All components will require the approval of ADM.


Welding should be avoided after galvanization where possible, but if this cannot be avoided (for
example where the fabricated units are too large to fit in the galvanization baths), any required
repairs shall be carried out in accordance with ASTM A780.
903.12

INSPECTION AND MAINTENANCE

Access shall be provided to critical parts of the structure for the purposes of inspection and
maintenance, including rehabilitation and replacement works when required. This will include, but
not be limited to, bearings, expansion joints and jacking points.

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SECTION 1000 : MISCELLANEOUS

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SECTION 1000 MISCELLANEOUS


1001

TRAFFIC SIGN STRUCTURAL SUPPORTS

All structural supports for Highway Signs, Luminaires and Traffic Signals shall be designed,
fabricated, and erected in accordance with AASHTO Standard Specifications for Structural
Supports for Highways Signs, Luminaires and Traffic Signals, 6th Edition 2013. The basic wind
speed considered in design shall be 160 kph, with a gust factor of 1.14.
When possible, the designer should avoid overhead sign structures on the bridge deck. In cases
where sign structures are mounted on a bridge, the concrete around the anchor bolt group and
connecting elements to the bridge structure shall be designed to AASHTO LRFD.

1002

UTILITIES IN STRUCTURES

1002.01

GENERAL

Existing utilities such as water, power, telephone, cable TV and gas lines which conflict with the
proposed construction works will be relocated as required. Where it is feasible and reasonable to
locate utility lines elsewhere, attachment to structures will not be permitted. Trenching in the
vicinity of existing piers or abutments shall be kept a sufficient distance from foundations, as
agreed with ADM, to prevent undercutting of existing footings or disturbing soils for future
foundations.
Where other locations prove to be extremely difficult and very costly, utility lines may be allowed
in structures, provided that this does not cause any adverse effect on the structure. The
Consultant should coordinate with the relevant utility authorities and obtain approval for the
proposed designs and future maintenance arrangements.
The Consultant should take into consideration the effect of differential vertical/horizontal
movement of the bridge deck on utilities installed through the structure.
Provision for the accommodation of relocated and future utilities on structures should follow the
following General Policy:
1002.02

GENERAL POLICY

Service provisions shall be as required by the concerned authorities. Protection culverts for oil,
water, sewer and electricity shall be designed according to both the requirements of ADM and
those of the concerned authority. For services carried by the bridge, proper inspection and
maintenance access shall be provided and agreed with the service provider. Support bracket
details and attachments for all utilities should be carefully considered and designed by the
Consultant.
All approved utilities shall have individual sleeved casings, conduits or ducts as appropriate. All
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utilities carrying liquids shall be placed inside casings through the entire length of the structure.
The casings shall be designed to carry full service pressure, so as to provide a satisfactory
containment in case the utility is damaged or leaks.
Water lines, telephone conduits, power lines, cable TV lines, supports or other related items will
not be permitted to be suspended below or attached to the exterior of any new or existing
structure.
The possibility of providing natural gas lines over structures will need to take into consideration all
requirements and necessary precautions required by the concerned utility authority. However,
even if this is approved by the service provider, the Consultant shall conduct risk analysis and
consider any mitigation measures for such a provision and obtain ADM approval to proceed on this
basis.
Product lines for transmitting volatile fluids will not be permitted to be attached to or suspended
from or placed within any new or existing structure.
1002.03

BRIDGE DESIGN TEAM RESPONSIBILITIES

The Consultants Bridge Design Team shall be responsible for determining the following during
the design:
1. The number and type of utilities, if any, the structure can accommodate.
2. Where these utilities should be located within the structure.
3. Size of access openings and design of the required reinforcement.
4. Potential problems related to project programming.
Usually utilities will be accommodated by providing individual access openings for casings and
sleeves to pass through. Access openings should be 50mm larger than the diameter of the
casings or sleeves and spaced as required by structural considerations.
For box girder bridges, access openings should be located as low as possible, but no lower than
250mm above the top of the bottom slab to allow for support brackets to be supported from the
bottom slab.
Where possible, all utilities should be supported from the bottom slab of box girder bridges and
should not be placed in the exterior girder bay.

1003

FALSEWORK POLICY FOR BRIDGE CONSTRUCTION

1003.01

FALSEWORK REQUIREMENTS

To ensure that traffic management is given proper consideration in the early design stages, it is
necessary to identify traffic handling and falsework assumptions in the Bridges and Highway
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Structures Concept Report.


If falsework is to be used, the horizontal and vertical clearances shall be shown on the General
Plan. Usually, one of the following listed conditions will prevail:
1. Traffic will be routed around the construction site.
2. Traffic will pass through the construction site.
a. No falsework allowed over traffic. This restriction would require precast concrete or
steel superstructure with field splices located clear of traffic.
b. Staged construction required. Staged construction must be detailed on the plans.
Construction joints or hinges would be required.
c. Falsework openings required. The size and number of openings must be shown.
A general discussion and a table of falsework openings are covered in Section 1003.03, Falsework
Clearances.
1003.02

FALSEWORK USE

When traffic must pass through the construction site, three possible conditions exist as mentioned
above.
Condition 2 (a) is limited to sites which can be spanned by precast members or where steel is
competitive in cost and the staged construction option of Condition 2 (b) may alternatively be
considered where feasible. Condition 2 (c) is used for all other cases when it is necessary to route
traffic through the construction site.
The elimination of permanent obstructions by using longer spans and eliminating shoulder piers
will usually outweigh objections to the temporary inconvenience of falsework during construction.
1003.03

FALSEWORK CLEARANCES

For cast-in-place structures, the preferred method of construction is to route traffic around the
construction site and to use earth fills for falsework. This provides an economical solution, a safe
working area and eliminates possible problems associated with the design, approval, construction
and performance of falsework including the possible effect of excessive deflections of falsework
on the structure.
When the street or highway must be kept open and detours are not feasible, falsework shall be
used with openings through which traffic may pass. As the width of traffic openings through
falsework can significantly affect costs, special care should be given to minimizing opening widths
consistent with traffic and safety considerations. The following should be considered:
1. Staging and traffic handling requirements.
2. The width of approach roadway that will exist at the time the bridge is constructed.
3. Traffic volumes and percentage of trucks.
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4. Vehicular design speed.


5. Requirements of local agencies.
6. Controls in the form of existing facilities.
7. The practical problems of falsework construction.
8. Consideration of pedestrian requirements.
The minimum width of traffic openings through falsework for various lane and shoulder
requirements shall be calculated based on the number and width of the detour lanes with any
shoulders, in addition to the roadside barrier width and associated safety margin/deflection zone.
The actual width of traffic openings through falsework and the resulting falsework span to be used
in design shall be agreed with ADM and the Consultant should include this information in the
Bridges and Highways Structure Concept Report.
To establish the grade line of a structure spanning an existing street or highway, allowance must
be made for depth of falsework, where used, to provide the clearance needed to permit traffic
through the work area during construction. However, the depth of falsework shall be designed
checked based on the actual superstructure dimensions and falsework openings, in accordance
with ADM requirements and international practice.
In situations where falsework is designed by the Contractor, this will also require an independent
third party review.
The minimum vertical clearance for falsework over primary roadways shall be 4.5m, and shall be
checked with the concerned authorities.
Where the vertical falsework clearance is less than 4.5m, advance warning devices shall be
specified or shown on the drawings. Such devices may consist of flashing lights, overhead
signs, over-height detectors or a combination of these or other devices.
Note to bridge designer: Special consideration shall be given to limit the maximum allowable
tension in a pre-compressed tensile zone of post-tensioned box girder bridges supported on
falsework with large openings.

1004

CONSTRUCTION JOINT GUIDELINES FOR BRIDGE CONSTRUCTION

1004.01

GENERAL

The type of structure and method of construction, combined with sound engineering judgment,
should be used in determining the number and location of construction joints. The use of
construction joints should be minimized for ease of construction and subsequent cost savings.
Some items which should be considered are:
1. Method of construction - earthen fill falsework, conventional falsework or girder bridge
without falsework.
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2. Phased construction because of physical constraints such as traffic handling.


3. Span length and estimated rotation and deflection.
4. Degree of fixity at abutments and piers.
5. Effects of locating a construction joint in a region of negative moment.
6. Volume of concrete to be poured without a joint.
7. Consequences of continuous pour, including adverse effects caused by a breakdown
during the pour.
Construction joints will generally be limited to the positions indicated on the Drawings and to the
types specified. These shall be perpendicular to the principal lines of stress and in general
located at points of minimum shear and moment.
Construction joints in abutment walls, wingwalls and barrels of box culverts should generally be
placed at intervals not exceeding 9m, with shear keys or steel dowels used as appropriate.
Waterstops should be installed in all joints where the ingress or egress of water is detrimental to
the structure.
All construction joints should normally be designed as bonded, unless specified as unbonded by
the Consultant. Definitions of these types of joint are found in the AASHTO LRFD.
The Consultant should indicate the sequence of pouring concrete to major structural elements on
the Drawings, where the order of placement is found to be critical. However, the Contractor shall
also submit shop drawings confirming the sequence and direction of concrete placement, and all
other pertinent information to the Engineer in advance of carrying out the works for review and
approval.
1004.02

LONGITUDINAL CONSTRUCTION JOINTS

Longitudinal construction joints in bridge decks and/or superstructures should be avoided where
possible. In situations where longitudinal joints cannot be avoided, for example for widening
schemes or phased construction, they should preferably be located outside the girder flange and
in a shoulder or median area. Joints should not be positioned under a theoretical wheel line.
All longitudinal construction joints should be keyed.
1004.03

PRECAST CONCRETE GIRDER BRIDGES

Precast concrete girder bridges made continuous over supports shall have transverse construction
joints placed so that the girders undergo their positive moment deflections prior to the final pour
over the negative moment areas of the fixed piers or abutments. There shall be no horizontal
construction joint between fixed pier diaphragm or abutment diaphragm and the deck.
Girder bridges will usually require details on the drawings showing a plan view with joint locations,
deck pour sequence and direction of pour, if required. There should be a minimum of 12 hours
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between adjacent pours. A continuous pour from abutment to abutment will not be allowed.
Construction joints, where required, should be generally be parallel to the centreline of the pier (the
line of the bearings). Their location will be near the point of minimum dead load plus live load
moment and shear. This distance is generally one-quarter of the span length from the pier, if the
adjacent spans are approximately equal length.
1004.04

STEEL GIRDER BRIDGES

The effects of uplift and allowing a continuous pour should be considered when developing deck
pour schedules for multi-span continuous steel girder bridges. The required rate of pour should be
compared to the quantity of concrete to be placed and the potential for poured sections to set up
and develop tensile stresses from pours in adjacent spans shall be considered when determining
the need for construction joints. Consideration must be given to the potential for negative moment
stresses in the deck due to placement of positive moment pours in adjacent spans.
Girder bridges will usually require details on the drawings showing a plan view with joint locations,
deck pour sequence and direction of pour, if required. Except where otherwise required, there
should be a minimum of 12 hours between adjacent pours. Construction joints, where required,
should be parallel to the centreline of the pier (the line of the bearings). Their location should be
near the point of dead load counter-flexure.
1004.05

CAST-IN-PLACE BOX GIRDER BRIDGES

Box girder bridges made continuous over supports shall have transverse construction joints
placed so that the webs undergo their positive moment falsework deflections prior to the final
pour over the negative moment areas of the fixed piers or abutments, if the superstructure
formwork is supported on conventional falsework. The transverse construction joints may be
omitted if the superstructure formwork is supported on earthen fill. The webs and all diaphragms
should be poured concurrently with the bottom slab. Transverse construction joints, where
required, should be parallel to the centreline of the pier (the line of the bearings). Their location
near the inflection point is generally one-quarter of the span length from the pier, if the adjacent
spans are of approximately equal length.

1005

RESPONSIBILITIES

1005.01

CONSULTANT

The Consultant is responsible for the design of the structures included on the Drawings and as
detailed in the Specifications.
The Consultant shall also conduct preliminary investigations relating to shipping and handling,
where large structural components are proposed or where unusual site access conditions are
encountered.

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1005.02

CONTRACTOR

The Contractor is responsible for implementing the designs shown on the Drawings and as
detailed in the Specifications. Shop drawings and all necessary supporting calculations shall be
provided prior to construction and as-built drawings shall be produced after construction.
The Contractor is also responsible for investigating the stresses in structural components during
handling, transportation and erection.
If the Contractor proposes changes to the design, subject to ADM approval, the Contractor must
redesign the structural components satisfying all ADM project requirements and verify that the
alternative design is satisfactory by arranging an independent design check by a professional
qualified engineering consultant.

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SECTION 1100 : REFERENCES

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SECTION 1100 - REFERENCES


REFERENCES FOR PART 3 STRUCTURE DESIGN

1101

The following is a list of reference documents applicable to Part 3 Structure Design:


1)

AASHTO LRFD Bridge Design Specifications, Sixth Edition, 2012 (includes 2013 interim
revisions), reference AASHTO LRFD US-6-M.

2)

AASHTO LRFD Bridge Construction Specifications, 2010.

3)

AASHTO LRFD Guide Specifications for the Design of Pedestrian Bridges.

4)

AASHTO Guide for the Planning, Design and Operation of Pedestrian Facilities.

5)

AASHTO Standard Specifications for Structural Supports for Highway Signs, Luminaires
and Traffic Signals, 6th Edition, 2013.

6)

Highways Agency (UK), Design Manual for Roads and Bridges, BD 28/87 and BA 24/87,
Early Thermal Cracking of Concrete.

7)

Highways Agency (UK), Part 1 - BD 36/92 and BA 28/92: Evaluation of Maintenance


Costs in Comparing Alternative Designs for Highway Structures.

8)

BS EN 1993-5, Eurocode 3 Design of Steel Structures Part 5 : Piling

9)

ADM Consultant Procedure Manual.

10)

ADM Standard Drawings.

11)

ADM Standard Specifications.

12)

ADM Traffic Control Devices Manual

13)

ADM Guidelines for Geotechnical Investigation

14)

ADM Lighting Specifications for Roadway/Parking, Tunnels/Underpasses, Lighting Poles


and Public Lighting.

15)

ADM Sustainability Guidelines.

16)

ADM Road Safety Guidelines.

17)

ADM Quality Control & Quality Assurance Procedures.

18)

ADM Roadway Design Manual Drainage.

19)

UPC Urban Street Design Manual (USDM).

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