UAE Roadway Design Manual

ROADWAY
DESIGN
MANUAL - Roads and Bridges
UNITED ARAB EMIRATES
ABU DHABI MUNICIPALITY
ROAD SECTION
1998 Edition
ROADWAY DESIGN MANUAL - Roads and Brid es
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Table of Contents
323 APPENDIX
324 DRAWINGS
PART 2: ROADWAY DESIGN
SECTION 100: GENERAL DESIGN CRITERIA
101 DESIGN SPEED
102 DESIGN VEHICLES
103 DESIGN TRAFFIC
103.01 DESIGN PERIOD
103.02 RELATION TO DESIGN
104 ROADWAY CAPACITY
104.01 DESIGN CAPACITIES
104.01.01 Multi-lane Rural Roadway
104.01.02 Two Lane Roadways
104.01.03 Expressways
104.01.04 Expressway Ramps and Weaving Sections
104.01.05 Intersection Capacity
105 CONTROL OF ACCESS
105.01 GENERAL
105.02 ACCESS CONTROL DESIGN CRITERIA
105.02.01 Primary Roadways
105.02.02 Secondary Roadways. ADT> 2500
105.02.03 Secondary Roadways. ADT < 2500
105.03 USE OF FRONTAGE ROADS
105.04 PROTECTION OF ACCESS RIGHTS
106 DESIGN STANDARD EXCEPTIONS
107 BICYCLE FACILITIES
107.01 GENERAL
107.02 SPECIAL BICYCLE FACILITIES
107.03 BICYCLE CHARACTERISTICS
107.04 BICYCLES AT INTERSECTIONS
SECTION 200: GEOMETRIC DESIGN STANDARDS
201 SIGHT DISTANCE
201.0J GENERAL
201.02 PASSING SIGHT DISTANCE
201.03 STOPPING SIGHT DISTANCE
201.04 STOPPING SIGHT DISTANCE AT GRADE CRESTS
201.05 STOPPING SIGHT DISTANCE AT GRADE SAGS
201.06 STOPPING SIGHT DISTANCE ON HORIZONTAL CURVES
201.07 DECISION SIGHT DISTANCE
202 SUPERELEVATION
202.01 GENERAL
202.02 SUPERELEVATION STANDARDS
202.03 CITY ROAD CONDITIONS
202.04 AXIS OF ROTATION
202.05 SUPERELEVATlON TRANSITION
202.06 SUPERELEVATION OF COMPOUND CURVES
203 HORIZONTAL ALIGNMENT
203.Dl GENERAL
203.02 STANDARDS FOR HORIZONTAL CURVATURE
204 VERTICAL ALIGNMENT
204.01 GENERAL
204.02 VERTICAL ALIGNMENT POSITION WITH RESPECT TO CROSS SECTION
204.03 STANDARDS FOR GRADES
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204.04 VERTICAL CURVES
204.05 LONG SUSTAINED GRADES
204.06 STRUCTURE GRADE LINE
204.07 SEPARATE PROFILE GRADE LINES
205 COORDINATION OF HORIZONTAL AND VERTICAL ALIGNMENTS
206 PAVEMENT TRANSITIONS
206.01 GENERAL
206.02 TRANSITIONS FOR MULTILANE ROADWAYS
207 BRIDGES AND GRADE SEPARATION STRUCTURES
207.01 CLEAR WIDTH
207.02 CROSS SLOPE
207.03 SIDEWALKS
208 PEDESTRIAN FACILITIES
208.01 SIDEWALKS
208.02 PEDESTRIAN GRADE SEPARATIONS
208.03 PEDESTRIAN UNDERPASSES
209 CURBS
209.01 GENERAL
209.02 TYPES AND USES
20903 CURB PARAMETERS
210 BUS STOPS AND TAXI STOPS
210.01 BUS STOPS
210.02 TAXI STOPS
211 PARKING
211.01 GENERAL
211.02 PARKING AREAS
211.03 ON ROAD PARKING SPACES
211.04 PARKING LOTS
211.05 PARKING DEMAND/SUPPLY ANALYSIS
SECTION 300: GEOMETRIC CROSSECTIONS
301 TRAVELLED WAY STANDARDS
301.01 TRAVELLED WAY WIDTH
301.02 TRAVELLED WAY CROSS SLOPES
302 SHOULDER STANDARDS
302.01 SHOULDER WIDTH STANDARDS
302.02 SHOULDER CROSS SLOPES
303 SIDE SLOPE STANDARDS
303.01 SIDE SLOPE VALVES
303.02 SLOPE CLEARANCE FROM RIGHT OF WAY
304 MEDIAN STANDARDS
305 CROSS SECTION ELEMENTS
305.01 RURAL FREEWAY/EXPRESSWAY CROSS SECTION
305.02 URBAN FREEWAYIEXPRESSWAY CROSS SECTION
30503 ARTERIAL (MAIN ROAD) CROSS SECTION
305.04 SECTOR ROAD CROSS SECTION
305.05 FRONTAGE ROAD CROSS SECTION
306 HORIZONTAL AND VERTICAL CLEARANCES
306.01 HORIZONTAL CLEARANCES
306.02 VERTICAL CLEARANCES
306.03 TUNNEL CLEARANCES
307 CLEAR ZONE CONCEPT
307.01 APPLICATION OF CLEAR ZONE
307.01.01 Roadside Terrain: Foreslope
307.01.02 Roadside Terrain: Backslope
307.01.03 Roadside Terrain: Cross-slope
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PART 1: ROADWAY DEVELOPMENT
SECTION 100: GENERAL INFORMATION
101 PURPOSE
101.01 INTRODUCTION
102 CONTENTS AND ORGANIZATION
102.01 PART I: ROADWAY DEVELOPMENT
102.02 PART 2: ROADWAY DESIGN
102.03 PART 3: STRUCTURES AND BRIDGES
103 TECHNICAL MEMORANDUMS
103.01 GENERAL
103.02 TECHNICAL MEMORANDUMS - GENERAL
103.03 TECHNICAL MEMORANDUMS - SPECIFIC
104 ROADWAY CLASSIFICATIONS
104.01 ROADWAY SYSTEM
104.02 DESIGN
104.03 CRITERIA FOR DESIGN CLASS DESIGNATION
105 ROUTE DESIGNATIONS
105.01 INTRODUCTION
105.02 ROUTE NUMBERS
105.03 ADDITIONS, DELETIONS, AND REVISIONS
SECTION 200: DESIGN CONCEPT DEVELOPMENT
201 TRANSPORTATION PLANNING
201.01 INTRODUCTION
201.02 ROAD SECTION
201.03 TOWN PLANNING
201.04 MAPPING
201.04.01 General
201.04.02 Topographic Mapping
201.05 PROJECT LIMITS
201.06 PROJECT IDENTIFICATION AND NUMBERING
201.07 lNTERDEPARTMENTAL COORDlNATION
202 ENVIRONMENTAL FACTORS INFLUENCING DESIGN
202.01 INTRODUCTION
202.02 SOCIOECONOMIc/COMMUNITY RESOURCE DATA
202.02.0I Land Use
202.02.02 Growth Projections
202.02.03 Public Services
202.02.04 Schools
202.02.05 Mosques
202.02.06 Utilities
202.02.07 Security
202.02.08 Commercial Activities
202.02.09 Economics
202.02. I0 Local Transportation/Circulation
202.02. I I Parking Requirements
202.02.12 Recreation
202.02.13 Historical Site Identification and Preservation
202.03 NATURALIENVIRONMENTAL RESOURCE DATA
202.03.01 Landscape Preservation
202.03.02 Topography
202.03.03 Water
202.03.04 Wildlife
202.03.05 Air Quality
202.03.06 Noise
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202.03.07 VisuaVAesthetic
202.03.08 Hazardous Materials
202.04 ENVIRONMENTAL CHECKLIST
203 TECHNICAL INVESTIGATIONS
203.01 INTRODUCTION
203.02 GEOTECHNICAL ENGINEERING
203.03 TRAFFIC COUNTS
203.03.01 Introduction
203.03.02 Traffic Projections
203.03.03 Procedures for Tramc Volumes
203.04 SURVEY CONTROUFIELD SURVEYS
203.04.0 I Introduction
203.04.02 Horizontal Control
203.04.03 Vcrtical Coutrol
203.04.04 Coordinate System
203.04.05 Field Surveys
203.5 DRAINAGE SURVEYS
SECTION 300: DESIGN CONCEPT REPORT
301 CONTENTS
301.01 FORMAT
302 EXECUTIVE SUMMARY
303 INTRODUCTION
304 TRAFFIC ANALYSIS
305 DESCRIPTION OF ALTERNATIVES
306 DESIGN OATA
307 TYPICAL SECTIONS
308 GEOMETRICS
309 INTERCHANGE/INTERSECTION CONFIGURATION
310 PARKING STUDY
311 HYDROLOGY AND HYDRAULICS
311.01 PURPOSE
311.02 PLANNING & PREPARATION OF THE DRAINAGE DESIGN CONCEPTS
311.02.01 Problem Categories
311.02.02 Flood Plaiu Encroachment and Risk Evaluation
311.02.03 Data Collection
311.03 STORM WATER HYDROLOGY
311.04 OPEN CHANNEL HYDRAULICS
311.05 BRJDGE HYDRAULICS
3I 1.05.0 I Bridge Location and Hydraulics Report
3 I 1.05.02 Bridge Hydraulics Recommendations Sheet (BHRS)
31 1.06 STORMWATER MANAGEMENT USING RETENTIONfDETENTION DESIGN
312 SUBSURFACE INVESTIGATIONS
313 BRIDGE TYPE SELECTION
313.01 BRIDGES OVER WATERWAYS
313.02 WTDENINGS/REHABILITATION
313.03 BRJDGE SELECTION REPORT
314 UTILITY IMPACT ANALYSIS
315 SOCIOECONOMIC ANALYSIS
316 AGRICULTURE IMPACT
317 PUBLIC FEEDBACK
318 SIGNING AND PAVEMENT MARKINGS
319 LIGHTING CONCEPTS
320 CONSTRUCTION STAGING
321 COST ESTIMATE
322 CONCLUSIONS/RECOMMENDATIONS
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307.01.04 Roadside Terrain: Ditch
308 BARRIERS
308.01 BARRIER NEED
308.02 ROADSIDE BARRIER TYPES AND FEATURES
308.03 ROADSIDE BARRIER PLACEMENT
308.03.01 Lateral Placement
308.03.02 Barrier to Hazard Clearances
308.03.03 Effects of Roadside Terrain
308.03.04 Barrier Length Design
308.04 MEDIAN BARRIERS
308.04.01 Median Barrier Warrants
308.04.02 Median Barrier Types and Features
308.05 MEDIAN BARRIER PLACEMENT
308.05.01 Median Geometry
308.05.02 Treatment of Fixed Object Hazards
308.06 END TREATMENTS AND CRASH CUSHIONS
308.06.01 End Treatments
308.06.02 Crash Cushion-Selection Guidelines
308.06.03 Placement Recommendations
SECTION 400: AT-GRADE INTERSECTIONS
401 GENERAL
402 DESIGN CONSIDERATIONS
403 AT GRADE INTERSECTION TYPES
404 CHANNELIZATION
404.01 PREFERENCE TO MAJOR MOVEMENTS
404.02 AREAS OF CONFLICT
404.03 INTERSECTION ANGLES
404.04 POINTS OF CONFLICT
404.05 SPEED-CHANGE LANES
404.06 TURNING MOVEMENTS
404.07 REFUGE AREAS
404.08 PROHIBITED TURNS
404.09 EFFECTIVE SIGNAL CONTROL
404.10 INSTALLATION OF TRAFFIC CONTROL DEVICES
404.11 GUIDELINES
405 DESIGN VEHICLES
405.0 I OFF TRACKING
405.02 DESIGN VEHICLES
405.03 TURNING TEMPLATES
406 INTERSECTION DESIGN STANDARDS
406.01 SIGHT DISTANCE
406.02 EFFECT OF SKEW
406.03 EFFECT OF VERTICAL PROFILES
406.04 LEFT-TURN CHANNELIZATION
406.05 RIGHT-TURN CHANNELIZATION
406.06 TRAFFIC ISLANDS
407 ROUNDABOUT DESIGN
SECTION 500: INTERCHANGES
501 GENERAL
502 INTERCHANGE WARRANTS
504 INTERCHANGE TYPES
504.01 THREE-LEG INTERCHANGE
504.02 FOUR-LEG INTERCHANGES
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505 INTERCHANGE DESIGN PROCEDURES
506 INTERCHANGE DESIGN STANDARDS
507 RAMP DESIGN STANDARDS
508 ENTRANCEI EXIT RAMP DESIGN STANDARDS
508.01 RAMP TERMINAL DESIGN
SECTION 600: GEOTECHNICAL ENGINEERING
601 INTRODUCTION
602 GENERAL
603 GEOTECHNICAL REPORT
604 STRUCTURAL PAVEMENT SECTION DESIGN
604.01 GENERAL
604.01.0 I Pavement Design Methods
604.01.02 Comparison of Design Results
604.02 PAVEMENT DESIGN METHOD
SECTION 700: DRAINAGE
701 GENERAL
SECTION 800: UTILITIES
801 GENERAL
802 UTILITY PLANNING
803 SERVICE RESERVATIONS
804 UTILITY DESIGN
804.01 GENERAL
804.02 UTILITY PROTECTION
804.D3 UTILITY RELOCATION
804.04 CONTINGENCY DUCTS
804.05 UTILITY LOCATIONS
804.06 NON-DISRUPTIVE ROAD CROSSINGS
SECTION 900: TRAFFIC ENGINEERING
901 TRAFFIC OPERATIONAL ANALYSIS
901.0 I GENERAL
901.02 OPERATIONAL ANALYSIS
902 SIGNALIZATION
902.0 I TRAFFIC SIGNAL DESIGN
902.02 SIGNALS, POLES, AND CONTROLLERS
902.03 DUCTS AND PULLBOXES
902.04 PYLONS
903 TRAFFIC SURVEILLANCE
904 SIGNING
904.01 SIGN STRUCTURE INSTALLATIONS
904.01.01 Ground Mounted
904.01.02 Overhead Mounted
904.02 SIGN SHEETING
904.03 SIGN TYPES
904.03.01 Regulatory And Warning Signs
904.03.02 Guide Signs
904.04 FINAL SIGNING PLAN REQUIREMENTS
904.05 ARABIC LETTERING FOR GUIDE SIGNS
904.05.0 I General
904.05.02 The Arabic Alphabet
904.05.03 Use of the Standard Arabic Script
904.06 GUIDE SIGN DIMENSIONS
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904.06.01 Single Message Guide Signs (Example 900-02)
904.06.02 Multiple Message Guide Signs (Example 900-03)
904.07 STANDARD ARABIC SCRIPT FOR HIGHWAY SIGNS I OF 14
904.08 SIGN LIGHTING
904.09 SIGN LUMINARES
905 PAVEMENT MARKINGS
905.01 GENERAL
905.02 TYPES OF PAVEMENT MARKINGS
905.02.01 Lane Markings
905.02.02 Stop Line Markings
905.02.03 Pedestrian Crossing Markings
905.02.04 Channelization Markings
905.02.05 Pavement Edge Markings
905.02.06 Parking Space Markings
905.02.07 Pavement Symbols
906 MAINTENANCE OF TRAFFIC
906.01 CONSTRUCTION STAGING
906.02 SAFETY MEASURES
906.03 TEMPORARY TRAFFIC SIGNALS
906.04 MAINTENANCE OF TRAFFIC PLANS
SECTION 1000: LIGHTING
1001 ROADWAY LIGHTING
1001.01 GENERAL
1001.02 LIGHTING DESIGN CONSIDERATIONS
1001.03 ILLUMINATION REQUIREMENTS
1002 PARKING AREA LIGHTING
1002.01 GENERAL
1002.02 ILLUMINATION REQUIREMENTS
1002.03 LANTERN MOUNTING HEIGHT
1002.04 LANTERN SELECTION
1003 SIDEWALK LIGHTING
1003.01 GENERAL
1003.02 ILLUMINATION REQUlREMENTS
1004 LIGHTING CONTROLS
1004.01 GENERAL
1004.02 LIGHTING CONTROLLER REQUIREMENTS
1004.03 DESIGN STANDARDS AND PROCEDURES
1005 POWER DISTRIBUTION
1006 DESIGN AND SUPERVISION RESPONSIBILITIES
SECTION 1100: ROADSIDE DEVELOPMENT
1101 LANDSCAPING
1102 IRRIGATION
1102.01 IRRIGATION DUCTS
1103 FENCING
1104 SLOPE PAVING
1105 SWEET SAND COVERING
I 106 STREET FURNITURE
1106.01 GENERAL
1106.02 DESIGN
1106.03 BENCHES
1106.03.01 Type A bench
1106.03.02 Type B bench
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1106.03.03 Type C bench
1106.04 BUS SHELTERS
1106.05 TELEPHONE BOOTHS
1107 NOISE ABATEMENT
PART 3: STRUCTURE DESIGN
SECTION 100: DESIGN CRITERIA
101 GENERAL
101.01 PURPOSE
101.02 DEFINITTONS
101.03 BRIDGE TYPES
102 DESIGN FEATURES
102.01 GENERAL
102.02 DESIGN METHODS
102.Q3 VERTICAL CLEARANCE AT STRUCTURES
102.03.01 Highway Traffic Structures
102.03.02 Pedestrian Overpasses
102.03.03 Railroad Overpasses
102.03.04 Tunnels
102.03.05 Sign Structures
102.03.06 Width
102.04 RAILINGS
102.05 CONCRETE BARRIER TRANSITTONS
102.06 APPROACH SLABS
102.07 ANCHOR SLABS
102.08 DECK DRAINAGE
102.09 WING WALLS
102.10 LIGHTING
102.11 BRIDGE DECK ELEVATIONS
102.12 CONCRETE CRACK CONTROL
102.13 CORROSION PROTECTION
103 ARCHITECTURAL CONSIDERATIONS
103.01 PROCEDURE
103.02 GENERAL CRITERIA
SECTION 200: DESIGN LOADS
201 LOAD TYPES
201.01 GENERAL
201.02 DEAD LOADS
201.03 FUTURE WEARING SURFACE
201.04 WEARING SURFACE
201.05 HJGHWAY LOADS
201.06 STRUCTURE LOADINGS
201.07 FRICTION FORCES
201.08 THERMAL FORCES
201.09 STREAM FORCES
201.10 LATERAL EARTH PRESSURE
201.11 DIFFERENTIAL SETTLEMENT
201.12 EARTHQUAKES
202 DISTRIBUTION OF LOADS
202.01 SUPERIMPOSED DEADLOAD DISTRIBUTION
202.02 CONCRETE BOX GIRDERS
202.03 PRESTRESSED VOIDED SLABS
202.04 PRESTRESSED BOX BEAMS
202.05 LATERAL TENSIONING OF MULTI-BEAM UNITS
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202.06 LIVE LOAD DISTRIBUTION
203 LOAD FACfORS
SECTION 300: REINFORCED CONCRETE
301 GENERAL
301.01 CONCRETE
301.02 DIAPHRAGMS
301.04 REINFORCEMENT
302 SLAB DESIGN
302.01 SPAN LENGTHS
302.02 SLAB THICKNESS
302.03 PROTECfION AGAINST CORROSION
302.04 DISTRIBUTION METHOD
302.05 RAILING LOADS
SECTION 400: PRESTRESSED CONCRETE
401 DESIGN CRITERIA
401.01 GENERAL
401.02 ALLOWABLE STRESSES-CONCRETE
401.03 SHEAR
402 POST TENSIONED BOX GIRDER BRIDGES
402.01 GENERAL
402.02 CONCRETE
402.03 BEARING PADS
402.04 CREEP AND SHRINKAGE
402.05 FLANGE AND WEB THICKNESS - BOX GIRDERS
402.06 DIAPHRAGMS
402.07 DEFLECTIONS
402.08 ALLOWABLE STRESSES - PRESTRESSING STEEL
402.10 LOSS OF PRESTRESS
402.11 FLEXURAL STRENGTH
402.12 SHEAR
402.13 FLANGE REINFORCEMENT
402.14 METHOD OF ANALYSIS
403 PRECAST PRESTRESSED CONCRETE
403.01 CONCRETE
403.02 DEFLECfIONS
403.03 ALLOWABLE STRESSES-PRESTRESSING STEEL
403.06 SHEAR
404 PRESTRESSED I-GIRDERS
404.01 GENERAL
404.02 CONCRETE
404.03 EFFECTIVE FLANGE WIDTH
404.04 SHEAR
404.05 INTERMEDIATE DIAPHRAGMS
404.06 BEARING PADS
404.07 CREEP FACTOR
404.08 FRAMES AND CONTINUOUS CONSTRUCTION
404.09 DIFFERENTIAL SHRINKAGE
405 PRESTRESSSED VOIDED SLABS
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405.01 END BLOCKS
405.02 DIAPHRAGMS
405.03 LATERAL TIES
405.04 SHEAR KEYS
405.05 BARRIERS
406 PRESTRESSED BOX BEAMS
406.01 END BLOCKS
406.'02 DIAPHRAGM
406.03 LATERAL TIES
406.04 SHEAR KEYS
SECTION 500: STRUCTURAL STEEL
501 DESIGN CRITERIA
501.01 GENERAL
501.03 MATERIALS
501.04 ALLOWABLE FATIGUE STRESS
501.05 LOAD CYCLES
501.06 CHARPY V-NOTCH IMPACT REQUIREMENTS
SECTION 600: EXPANSION AND CONTRACTION
601 MOVEMENT CRITERIA
601.01 MOVEMENT RATING
602 DECK JOINTS
602.01 GENERAL
602.02 COMPRESSION SEALS
602.03 STRIP SEALS
602.04 MODULAR JOINTS
603 BEARINGS
603.01 GENERAL
603.02 NEOPRENE STRIPS
603.03 ELASTOMERIC BEARING PADS
603.04 STEEL BEARINGS
603.05 SLIDING ELASTOMERIC BEARINGS
603.06 mGR-LOAD MULTJ-ROTATIONAL BEARINGS
603.06.01 Description
603.06.02 Rotational Requirements
60306.03 Use
603.06.04 Design Criteria
603.07 BEARING SCHEDULE
604 RESTRAINING DEVICES
604.01 GENERAL
604.02 VERTICAL FIXED RESTRAJNERS
604.03 VERTICAL EXPANSION RESTRAINERS
604.04 EXTERNAL SHEAR KEYS
604.05 INTERNAL SHEAR KEYS
604.06 KEYED HINGE
SECTION 700: GEOTECHNICAL
701 FOUNDATIONS
701.01 GENERAL
701.02 SPREAD FOOTINGS
701.03 PILE FOUNDATIONS
701.04 DRIVEN PILES
701.05 BORED PILES
Page -10-
Page No.
400-7
400-7
400-7
400-7
400-7
400-7
400-7
400-7
400-7
400-7
500-1
500-1
500-1
500-1
500-1
500-J
500-1
600-1
600-1
600-1
600-1
600-2
600-2
600-2
600-2
600-2
600-3
600-3
600-4
600-4
600-4
600-4
600-5
600-5
600-5
600-7
600-7
600-7
600-7
600-8
600-8
600-8
600-8
700-1
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(
Table of Contents
SECTION 800: RETAINING WALLS
801 DESIGN CRITERIA
801.01 GENERAL
801.02 POLICY
801.03 RESPONSIBILITIES
801.03.01 Roadway Design Section
801.03.02 Geotechnical Section
801.03.03 Bridge Design Section
801.04 PROPRIETARY RETAINING WALLS
SECTION 900: MISCELLANEOUS
901 TRAFFIC STRUCTURAL SUPPORTS
901.01 GENERAL
901.02 WIND SPEED
901.03 ALLOWABLE STRESSES
902 UTILITIES IN STRUCTURES
902.01 GENERAL
902.02 POLICY
902.03 UTILITY AGENCY RESPONSIBILITY
902.04 BRIDGE GROUP RESPONSIBILITY
903 FALSEWORK POLICY FOR BRIDGE CONSTRUCTION
903.01 FALSEWORK REQUIREMENTS
903.02 FALSEWORK USE
903.03 FALSEWORK CLEARANCES
904 CONSTRUCTION JOINT GUIDELINES FOR BRIDGE CONSTRUCTION
904.01 GENERAL
904.02 LONGITUDINAL CONSTRUCTION JOINTS
904.03 PRECAST CONCRETE GIRDER BRIDGES
904.04 STEEL GIRDER BRIDGES
904.05 CAST-IN-PLACE BOX GIRDER BRIDGES
Page 11
Page No.
800-1
800-1
800-1
800-1
800-1
800-2
800-2
800-2
900-1
900-1
900-1
900-1
900-1
900-1
900-2
900-2
900-2
900-3
900-3
900-3
900-3
900-5
900-5
900-5
900-5
900-6
900-6
(
" ;'5,", -.,ro:" -:': ~ . : . ".
PART 1
ROADWAY DEVELOPMENT
SECTION 100
GENERAL INFORMATION
complete. The companion docnments to tlus
manual are:
Standard Specifications for Roads and
Bridge Construction - 1996
Consultant Procedures Manual - 1997
Roadway Standard Drawings - 1996
Construction Supervision Manual - 1997
101 PURPOSE
101.01 INTRODUCTION
Where the Consultant's scope of work and this
manual conflict, the scope of work shall govern.
The Manual is intended to serve as a guide for the
design of the roads and highways that fall under
the jurisdiction of the Road Section, Abu Dhabi
Municipality. The Manual provides a range of
acceptable values for critical dimensions and
outlines parameters that will help designers
conform to the expectations of the Road Section
of the Abu Dhabi Municipality. It is assumed
that the user has the educational and engineering
experience necessary to properly implement its
procedures, guidelines and criteria.
Revisions and additions to this manual will be
issued from time to time as required. Tllis section
contains information regarding technical
memorandums used to submit future revisions
and additions.
Further contained in tlus section is an overview of
the layout of the manual content, roadway
classifications, route designations cOlmecti.ng
U.A.E cities and emirates, and streets and place
names as assigned by Abu Dhabi Mmucipality.
The scope of the Roadway Design Manual is
comprehensive, and is divided into three parts.
The tlu'ee parts are further divided into sections,
each with appropriate sub-sections. The three
parts are:
The purpose of the Roadway Development part is
to outline the information and data wluch must be
analyzed to determine a project's scope. This
information and analyses are assembled i.nto a
Design Concept Report, which becomes the basis
for the project design.
It is perceived that this manual will promote the
following:
I. All designs will be based on identical
criteria.
2. Plans will have a consistent,
well-organized format which will not
vary greatly from project to project.
3. Familiarization of criteria and procedures
will be simplified.
4. The teclmical review process will be
expedited for both the Road Section and
the Consultant.
5. Cost efficiencies will be realized during
design by an early understanding of
procedures and eriteria to be employed.
The manual is presented in loose-leaf form to
facilitate revisions and additions. This manual
utilized established analysis techniques and design
standards from recognized teclmical associations
that are listed as references in Appendix A.
102
102.01
CONTENTS AND
ORGANIZATION
Part I Roadway Development
Part 2 Roadway Design
Part 3 Structures and Bridges
PART 1: ROADWAY
DEVELOPMENT
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
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
Part 1 100-1
- . , ~ ~ . ' . - " . " ~ "
and the Design Concept Reports, define the
conceptual design of the project.
All the Project-specific data collected forms the
basis for the Design Concept Report, a sununary
of the technical analyses and schematic design
that are to be used for plan preparation and
construction.
The Design Concept Section includes subsections
in Transportation Planning, Socio-economic
Data, and Teclmical Investigations. Conceptual
Design must be based upon site specific
conununity considerations that reflect military,
utility, environmental features, physical properties
of the site, and circulation that define the project
design. To support the land's intended use,
procurement of the information from departments
within the Municipality and outside of
Municipality's organization is required.
102.02 PART 2: ROADWAY DESIGN
Roadway Design part, this document is intended
to be used in conjunction with the Standard
Specifications and the Abu Dhabi 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 maimenance. This part focuses
on features incorporating sound design and cost-
effective design practices to meet this goal.
This part consists of nine sections that cover the
general aspects of structures and bridge design.
Subjects covered include, General Design
Criteria, Design Loads, Reinforced Concrete,
Prestressed Concrete, Structural Steel,
Expansions and Contractions, Geotech and
Retaining Walls. The last section addresses
miscellaneous items such as Traffic Supports,
Utilities and the Falsework Policy and
Requirements.
The purpose of the Structures and Bridges part'is
to identify the design details with which all
structures are required to comply. As with the
The purpose of the Roadway Design part is to
identify the design standards that all roadway
projects are required to meet. The project design
is based on these standards. When used in
conjunction with the Standard Specifications for
Road and Bridge Construction, and Abu Dhabi
Roadway 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
Standards, Geometric Cross Sections, At Grade
Intersections, Interchanges, Geoteclmical
Engineering, Drainage, Utilities, Traffic
Engineering, Lighting, and Roadside
Development.
103.01 GENERAL
TECHNICAL MEMORANDUMS
-GENERAL
103 TECHNICAL MEMORANDUMS
Tlus manual will be supplemented from time to
time with technical memorandums (TM)
addressed to the 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 a TM
authorized and signed by the Cluef of Road
Section, Abu Dhabi MUIucipality or Ius
designated representative. Teclllucal
memorandums will be developed and issued as
two distinct types, general and specific, and are
further defined below.
103.02
Teclmical Memorandums - 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 diJ'ectives with
respect to imminent revision or additions to the
Roadway Design Manual. Examples are
revisions or refmements to policies, guidelines or
criteria.
PART 3: STRUCTURES AND
BRIDGES
102.03
Part 1 100-2
Technical Memorandums - 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.
103.03 TECHNICAL MEMORANDUMS
- SPECIFIC
The design classes discussed in tllis section are
applicable to all highway networks in both rural
and urban areas under the jurisdiction of the Road
Section, Abu Dhabi MllIlicipality.
Table 100.0 I sununarizes the major
characteristics of the first tier classifications, i.e.,
primary, secondary and local roads.
Table 100.02 is a matrix that differentiates the
urban and rural roadway types by their fU'st tier
classifications.
Roadway design standards are dependent on the
classification of the roadway. The Road Section
will determine the classification. The Design
Concept Report summarizes the design criteria to
be utilized in the design.
The roadway classification system is based on a
llierarchy of roads. Local roads provide access to
adjacent land. Collectors provide a combination
of land access and movement of through traffic.
Arterials and expressways provide for movement
of tlu'ough traffic. Arterials and Expressways
have at-grade or grade-separated intersections.
Freeways shall have only grade-separated
crossings and interchanges.
TECHNICAL
MEMORANDUMS
NO.1
ROKlWAY
DESIGN
MANUAL
Examples of such memorandums are:
1. Deviations from the Design Procedures
Manual on a project speci fic basis.
2. Drainage Design Guidelines.
3. Lighting Design Guidelines.
4. Report Transmittals, etc.
104.02
104.03
DESIGN
CRITERIA FOR DESIGN CLASS
DESIGNAnON
104 ROADWAY CLASSIFICATIONS
104.01 ROAm>\,AY SYSTEM
Roadways within the jurisdiction of Abu Dhabi
Municipality are classified into one of three
functional categories, consistent with the
Transportation Master plan:
Primary Roads
Freeways
Expressways
Secondary Roads
Artcrials
Collectors
Local Roads
Table 100.03 defines the characteristics of the
second-tier classifications, i.e., freeways,
expressways, arterials, and collectors as they
relate to design requirements.
Part 1 100-3
Table 100.01
Summary of FWlctional Characteristics for Roadway Classifications*
I
Primary Roads
I
Secol/dary Roads
I
Local Roads
Function Regional Regional transportation Local cU'culation
transportation and/or service to major
land developments
Service POUlts Connects multiple Connects two regions. Residential,
regions. Serves Serves international industrial, and
ilaternational cOlmections, military recreational areas
connections and major ilastallations and not served by higher
military installations. seaports not served by class.
Primary Roads. May
COlUlect two Primary
Roads.
Population Density Connections to urban Connections to urban None
areas of 100,000 or areas of 50,000 or
more. more.
Access Access is controlled. May be controlled. Minullal control.
Minimum Level of Service C/D C D
Percent of Total Kilometers 35 35 30
Design Speed 120 kph (urban) 60 kph (urban) 50 kph (urban)
140 kph (rural) 60-100 kph (rural) 60-90 kph (rural)
Weather Related Road
Closures - Allowable Once per 100 years. Once per 50 years. Once per 25 years.
Frequency
Minullum Percent of Truck 25 20 30
Traffic (Other Than Pickups)
* See Part 2.0 for further detatls.
Part 1 100-4
(
105 ROUTE DESIGNATIONS 105.02 ROUTE NUMBERS
The purpose of route designations is to provide
the highway user with a consistent expectation of
the:
relative direction (north, south, east
west)
design standards (design speeds,
shoulders, etc. resulting from
the highway 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 assigmnents are made by
the Municipality and based on the functional
classification of each roadway.
Figure 100.01 shows the designated route
numbers between emirates and cities within the
U.A.E.
ADDITIONS, DELETIONS, AND
REVISIONS
Figure 100.02 shows routes designated between
existing primary roads and secondary or local
roads in the Abu Dhabi Emirate.
From time to time, it may become necessary to
assign new route numbers, delete route numbers
for obsolete roads or revise route numbers to
renect changes to road classifications. Users of
tltis manual shall advise the Mmticipality if they
perceive the need for changes to the route
numbering system. Note that all changes of litis
nature are subject to the approval of Abu Dhabi
Municipality.
105m
INTRODUCTION 105.01
Table /00.02
Roadway Types by Functional Classification
Roadway
~
Classification
Primary Freeway Freeway
Expressway Expressway
Arterial Collector
Secondary (Main Roads)

Major
Frontage Roads
Minor
Sector Road Local Access
Local

Primary
Local
Pal'l 1 100-5
Table JOO.03
Characteristics of UrbanJRural Design Classes
Traffic Service:
(
Urban and
Rwal
Land Service:
Urban and
Rural
Optimum mobility
Full control of access -
no direct land access
Traffic movement
primary
consideration
Land access
secondary in
consideration
Traffic movement
and land access of
e ual illl JOltance.
Traffic movement
and land access of
e lIal illl ortance.
Traffic movement
secondary
consideration
Land access
primary
consideration
Traffic Flow Characteristics:
Urban and Free flow
Rural
Private and Commercial Access:
Urban and Not permitted
Rural
Uninterrupted
except at
intersections
None or limited
Interrupted flow
Permitted
Interrupted flow
Permitted
Connection T
Urban
Rural
Connects (0:
Urban
Vehicle T >e:
Urban
Rnral
ADT 20:
e for Public Roads:
Grade separations &
interchanges
Grade separations &
interchanges
Arterials
Expressways
Freewa s
Expressways
Collectors
Freewa s
All types up to 20
percent heavy trucks
All types; heavy trucks
average 20%-40%
At-grade
intersections,
interchanges.
orsli -ram s
At-grade
intersections or
interchan es
Arterials
Expressways
Locals Collectors
Expressways
All types up to 20
percent heavy
trucks
All types up to
40% trucks
At-grade
intersections
At-grade
intersections
Locals Arterials
Locals Collectors
All types
All types. up to
30% heavy trucks
in the 3 mg to 5
mg class
At-grade
intersections
At-grade
intersections
Locals
Locals Collectors
Passenger &
service vehicles
Predominantly
passenger cars &
light to medium
trucks: occasional
heav trucks
Urban
Rural
Avera e Rwmin
Urban
Rwal
Level of Service is CID 5.000-30.000
Level of Service is CID 2.000-15.000
Seed for Off-Peak Conditions:
80-110 k h 50-80 k h
80-120 k h 60-110 k h
Part 1 100-6
1.000-12.000
200-4.000
30-50 k >h
50-90 k h
100-1.000
oto 300
30-40 k >h
45-80 k h
ROADWAY DESIGN MANUAL - Roads and Bridges
----- Primary Routes
--- Other ~ o j or- Roods
- - - Internotlonal Boundary
--- Cocstc I Boundary
~ Typ i co I Route MerKer
UNITED ARAB
EMIRATES
a-If
~
oc;:;]
.0
ARABIAN GULF
rf'nl
l.!!J
o
((
As SIlo
\
\
SAUDI
ARABIA
,
,
,
,
,
.,
,
,
QATAR
N
t
OMAN
\------
---
--
- -
--.-
"-
/ ,
---_// \
Figure 100.01
Route Designations Between V.A.E. Cities and Emirates
Part 1 100-7

OMAN
OMAN
-
N
t

;Ubai
UNITED ARAB
EMIRATES
d
Sah.mal
I AlAin :;
( .. Abu Dhab;J
-- ;'
ARABIAN
GULF
(f'n
UlJ
Typical
Route
Mor-ker-
--- Pr j mary Routes
-- Internotional Boundary
----- Other Mojor Roods
----- Coastal Boundary
1.10jor City
Figure 100.02
Connections Between Primary and Secondary or Local Roads
Part 1 100-8

SECTION 200
DESIGN CONCEPT
DEVELOPMENT
Utilities Section - The Town Planning Utilities
Section is responsible for the development and
approval of all service reservations.
201.04.01 General
201 TRANSPORTATION
PLANNING
201.04 MAPPING
Data collection comprises tills phase of the pre-
design process. Existing data is collected from
the Abu Dhabi Municipality, other govenU11ent
departments, landowners, and field surveys. Tills
data becomes the foundation for project road and
bridge design. The Consnltant is responsible for
all data collection.
201.01
201.02
INTRODUCTION
ROAD SECTION
Current, accnrate base mapping is an essential
tool in transportation plamllng. 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 nsed
for smaller projects, especially in urban areas and
to supplement aerial mapping at specific locations
where more detail and accuracy is needed.
The Road Section is the lead department from
willch all road and bridge projects are initiated
and approved.
The Consultant shall work with assigned staff to
develop the project scope per the Consultant
Procedures Manual and identify applicable design
criteria from the Roadway Design Manual. The
Consultant is expected to develop the project by
proper application of Abu Dhabi Mmllcipality
policies and standards.
TIu"ee types of aerial maps are nsed in the
plamllng 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 ronte location
studies to define transportation corridors and
alternative alignments. The contact prints from
the aerial photography are assembled to form a
photomosaic of the area under study to rednce
distortion.
201.03 TOWN PLANNING
The Town Plamllng Department is comprised of
two sections:
Plauning Sectiou - The 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
project's roadway classifications are assigned.
Roadway design standards are identified for each
roadway classification (see Tables 100.01,
100.02 and 100.03, in Part I, Section 100,
General Information).
The planning layouts are used to identify the
existing and proposed land use and development
intensity.
Controlled Aerial Photography - Prior to the
flight, horizontal and vertical ground control
points are set and marked in the field. These
points are nsed to control photomosaic products
that are significantly more accnrate 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) Mapping - These maps
represent the state-of-the-art in highway design
and consist of topographic maps compiled from
controlled aerial photography in a digitized
format that can be input directly to CADD. This
mapping can be used for both design concept
development and final design and is limited to the
broad roadway corridor.
Part 1 200-1
The Consultant is responsible for providing base
mapping for design concept development.
Specific requirements will be identified in the
Consultant's scope of work. Existing aerial and
topographic maps may be available and suitable
for use in consultation with the Department. The
Abu Dhabi Municipality and Town Planning
Department maintain a limited library of existing
mapping which the Consultant shall review for
background information.
Mapping scales and contour intervals generally
suitable for the intended purpose are shown in
Table 200.0 I.
201.04.02 Topographic Mapping
Topographic maps for a specific project shall be
prepared in accordance with the following:
Survey ControllField Surveys The
requirements for surveys are included in Section
203.04, Survey ControllField Survey.
CADD Standards - Mapping features and
symbology will be prepared in accordance with
the latest CADD Standards, supplemented by the
standard symbols shown in Figure 200.0 I, 200.02
and 200.03.
Coordinate Grid - Coordinate grid ticks shall be
shown on the maps at intervals to suit drawing.
North Arrow - A north arrow shall be placed on
each map sheet. The north arrow shall be
oriented so that north points to the top or to the
right of the map sheet. Match lines shall also be
labeled so that each sheet may be joined
accurately to adjacent sheets.
Map Index - A sheet index diagram shall be
prepared for each mapping project. Tltis diagram
shall show the positiou 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
Plllpose Scales Illterval
(III)
Roule Location Studies:
Mountainous I :5000 Max. 5
Rolliug to Flat 1:5000 2
Preliminary Design (OCR):
Rural I: 1250 2
Urban I: 1250 2
PROJECT LIMITS
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.
Rural Design:
Urban Design:
Detailed Site Design:
201.05
1:1250
1:500
1:100
1:250
0.5
0.5
0.5
0.5
Snpplemental 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 centers. Sce Figure 200.0 I.
Planimetric Features - Natural and manmade
features, spot elevations, topographic features and
relevant political subdivision lines shall be plotted
on the maps as shown in Figure 200.02 and
Figure 200.03.
The Abu Dhabi Mmticipality will determine the
limits of the project. Typically, the lintits include
the roadway/bridge, medians, sidewalk,
parkways, and roadside improvements that
enhance the appearance, maintainability and
safet y characteristics of the project. The project
limits may also be determined by phased
implementation considerations.
Part 1 200-2
,-- - . -- .
Field Control
Photogrommetric Control
IDl
control.eel
conlrol.eel
I0l
control.eel
Benchmark
Horizontal Control Point
Vertical Control Point
4'-
phoeen
control.cel
civil.cel
Photo Center
Analytical Point
North Arrow
I@l
control.eel
Vertical and Horizontal
Control Point
Boundary Lines
International Boundary
civeng.cel
GSurvey Marker Property Ol'lnersh;p Boundary
eiveng.eel
I +I Monumenl
man
control.eel
Lobi'
Loblt
no cell
General Boundary
I8l Temporary Benchmark
eonlrol.cel
LEGEND:

ri / Cell or Pattern Name
151 Benchmark
i
controi.eel L Descrlpllon
'------ Cell Ubrary

Figure 200.01
Standard Mapping Symbols - Bouudaries aud MonWllents
Part I 200-3
...-' - . '."
fOI Mise_ Plants
civmet.cel
I0 IDeciduaus Tree
lreed
civmet.cel
Hydraphy
..
----... _..
wedg
civmet.cel
-'.----.
wedg .
civmeLcel
4Z

sand
archpat.cel
C:;er 1000 . -
wed-g----
civmeLcel
----",
'---;ed-g----
civmeLcel
C)
sand
archpoLcel
....
- .
hsworrp
civil.cel
Perennial River or Stream
Intermittent Stream
Wadi
Lake or Pond
Mud Flat, Dry Pond
Sandbar
Marsh or Swamp
Vegetation

civeng.cel

hed
civmel.cel
1<=)1 Shrub
shr
civmet.cel
[!]palm
civmel.cel
Line
Line
Tree
(
R \
'- "
Topographic Features
Index Contours
IS.. Note)
-----
'-
Rock Outcrop
Intermediate Contours
:::::: ,.;;3:;;',
__ 1- - Interpolated or Unreliable
-::::::: """"::: Contours
- '-
\
Sand Dune

Depression
Saddle
Note: Symbols are not cells. These are

C)rapNcol representation of tr:J.v
lrey .frold be drafted In ''''
IOjX)fJrophlc maps.
Figure 200.02
Standard Mapping Symbols - Natural Planimetric Features
Part 1 2004
~ ' .._'" .' .
Paved, 2 Lone
Paved. Divided Multilane
Unimproved Dirt
~
Telephone Pole
civeng.cel
EJ
Power Pate
eiveng.cel
EJ
Powerline, Major
civeng,cel
0
Single Pote Road Sign
EJ
Double Pole Rood Siqn
[[J
Street Light
Trail
Bridge
Railroads
Ik
civeng.cel
Improved Dirt or Grovel
)====( >- - - --< Culverts
----- ---- -- --- --- -- Canal/lrrigalion Ditch
(Iowa
(flo\'l arrows only)
civil.cel
+-/---1-/-+-+ Dam, Dike or Levee
Animal Guards
[!][Q]
oddr .cel
Manhole
civmet.cel
~
Well
civeng.cel
[J
Buoy
eivmet.eel
Guardrail
Fenceline
Pipelines
Buildings
Field Cultivation Une
Traffic Signals
hidden
moppot.cet
-----
CBuried)
..
gr
civeng.cel
hidden
mappot.eel
Ie
civeng.cel
000000
~ ~ E J
civmet.cel civmet.cel civmeLcel
Figure 200.03
Standard Mapping Symbols - MalUlIade Planimetric Symbols
Part! 200-5
The Abu Dhabi Municipality Road Section will
assign the Title and Number for each individual
roadway and bridge project. The Consultant will
include tlus information on all drawings, reports,
cOlTespondence, calculations and other design
documentation associated with the subject project.
201.06 PROJECT IDENTIFICATION
AND NUMBERING
Tlus 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 Consultant's
responsibility to assess each factor and develop a
fnnctional and compatible design.
202.02 SOCIOECONOMIC/COMMUNITY
RESOURCE DATA
Throughout the development of the project,
coordination with MlIIucipality Sections 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 lists
the agency or authority responsible for
transportation related functions.
201.07 INTERDEPARTMENTAL
COORDINATION 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 acconullodates or maintains
the integrity of each socioecononuc and
commuluty 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.
202.02.01 Land Use
The project plans must acconunodate existing and
future land use to the 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 Tables 100.0 I,
100.02 and 100.03, Part I, Section 100, General
Information). The roadway volumes used to
deternune the "level of service" (existing and 20-
year projection) must include the trip generation
associated with the adjacent land uses.
ADM-Road Section
ADM-Town Planning Dept.
ADM-Town Plmming Dept.
ADM-Road Section
ADM-Town Planning Dept.
ADM-Agriculture Section
Table 200.02
Municipal Agencies
Agellcy/AII/horily Fllllc/ioll
Road/Bridge
Construct ion
Planning
Utilities
Parking
Right-of-Way
Plantation
202 ENVIRONMENTAL FACTORS
INFLUENCING DESIGN
202.01 INTRODUCTION
There are a number of important envirOlilllental
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; Socioeconomic/
Conullunity Resource Data and Natural/
EnvirOll111ental Resource Data. The identification
of these resources enables the project to be
developed to avoid and/or mitunuze impact to
these resources to the greatest extent practicahle.
In the urban areas, the Town Plal1lUng Master
Plan 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 unle.l)s there is information
stating otherwise.
Part 1 200-6
Table 200.03 identifies the various Public
Services and the responsible agency/authority for
each.
typically affects many public services. Tlus can
result from encroaclunent 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
millinuze.the project impact.
The Consultant is responsible for identifying all
public services which may be affected by the
roadwaylbridge project. Tn addition, the
Consultant is also responsible to compile all
relevant design requirements from the affected
public services and incorporate these parameters
into the project design. Tt is the Consultant's
responsibility to assure the Abu Dhabi
MUlucipality that the design and construction
phasing meets the approval of the affected public
service.
Navigable Waters
Mail Service
Public Transportation
ADM-Road Section
ADM-Agriculture
Police Directorate/
Traffic Police Dept.
Civil Defense Dept.
Defense Dept.lCID
Town Planning!
Ministry of Education
ADM - Health Section
ADM - Road Section
Town Plal1lung!
Agriculture
Coast Guard
Postal Directorate
ADM - Public Transport
Section
Table 200.03
Public Services
Agellcy/Allthority Service
RoadlBridge
Construction
AgriculturelParks
Police
Fire
Security
Schools
Sanitation
Parking
Recreational
increases in vehicle ownership
land use
population growth rate, i.e. linear or

exponential
The growth can be categorized as an increase,
decrease or no change. It is anticipated that an
increase will be the most probable scenario in the
foreseeable future. The rate of growth can be
expected to increase linearly each year or
exponentially (Le., an order of growth magnitude
each year).
In urban areas, growth projections are dependent
upon the rate at which the Town Planning Master
Plan is implemented, as well as the proposed
types of land use. The Consultant is expected to
confer with the Town Planning Department to
ascertain the rate at which the Town Planning
Master Plan is to be implemented.
The Abu Dhabi Municipality's roadways are
designed to serve the traffic volume anticipated
during the next 20 years. Presently, historical
records of past growth trends do not exist.
Therefore, it is important that a reasonable
growth projection is used to "size" the project.
In the rural areas, information regarding growth is
less defined. In these cases, it is necessary that
the Consultant make growth projections. These
projections should take into account any data
concerning growth, including changes in land use
adjacent to the roadway. As a starting point, it
can be assumed that the use of land is primarily
agricultural, with an average growth of I% to 2%
per year for a period of 20 years.
202.02.02 Growth Projections
The growth projection can dramatically affect
project "sizing". Therefore, the Consultant is
expected to develop a rcalistic growth projection
which takes into consideration variables such as:
The resulting growth projection, along with
s"upporting data and the rationale used to
snbstantiate the project, shall be approved by the
Town Planning Section.
202.02.03 Pnblic Services
The development of all road and bridge projects
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 project's design to accommodate each
school's needs.
Part 1 200-7
Sewer
Telephone
Electricity
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
landscaping
noise attenuation (i.e., insulated windows,
soundwalls)
other safety improvement
relocation of affected strucllIres, as necessary
affects on potential school expansion
In the case of new school site development, the
Town PJarUling Master Plan and Town Planning
staff 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.
Tins is intended so that construction can be
undertaken on the school sites during scheduled
school closures.
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 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.
202.02.06 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 Department is responsible for
establislunent and approval of all Service
Reservations.
Table 200.04 lists the Responsible
Agencies/Authorities for Utilities. A survey of
existing utilities is 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:
be protected and/or relocated; and,
affect the horizontal and vertical aligmnent 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 ideutified as part of the
design reflected in the project cost estimate for the
Design Concept Report. Refer to Part I, Section
321, Cost Estimate.
Table 200.04
Responsible Agency/Authority for Utilities
Service Agency/ Allthority
Water ADM-WED Water (Water and
Electricity Dept.)
ADM-Sanitary Drainage
Network Section
ETISILAT
ADM-WED Electrical (Water
and Electricity Department.)
Lighting ADM-WED (Water and
Electricity Department)
202.02.07 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 Consultant is requircd to mllllnuze the
relocation of affected facilities as part of the road
and bridge project. As with all other adjacent
property improvemeuts, 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. Tins is intcnded so that construction can
be undertaken outside of the project right-of-way
at the convenience of the affected property owner.
Part 1 200-8
Since each case will vary, the limits of
improvement, access, facility relocation, parking,
etc. requires review by the affected party and the
Abu Dhabi Municipality. The Consultant is also
responsible to assure the Department that the
proposed improvements located outside of the
project right-of-way are agreeable to the affected
property owner.
202.02.08 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 Department, adjacent
landowners and govenunental departments is
required to lessen the impact of the roadlbridge
improvement project on commercial activities.
202.02.09 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. Tllis will be done tlu'ough direct
coordination with representatives of the
Municipality.
202.02.10 Local Transportation/Circulation
In order to insure that the project fully
incorporates local transportation/circulation
needs, the Consultant shall address the following:
Need for Public Transit Stops or

Turnouts
Staging areas for Regional

Transportation Hubs
Police Enforcement Pads
Pedestrian Walk'\vays and Islands
Special Landscape Areas

202.02.11 Parking Requirements
Roadway and bridge projects typically can affect
parking. For example, removal of on-street
parking to accommodate road widelling may
result in the need for off-site parking.
Each roadway and bridge project requires the
preparation of a parking study. The intent of tllis
analysis is to establish existing and ultimate
parking requirements.
The components of the study include, but are not
limited to:
calculation and survey to establish
existing parking demand
future growth of parking demand, as a
function of land development intensity,
vellicle ownership/occupancy trends, etc.
opportmlity for mixed parking utilization
Both peak and off-peak parking demands should
be included in the analysis.
Table 200.05 identifies the minimum parking
generation rates for Central Business Districts
(CBD's). These rates are to be used in the
parking analysis. However, the parking analysis
should state the rationale used for proposing rates
other than the stated nlinimum rates. In no case,
shall lower parking generation rates be utilized,
unless approved by the Abu Dhabi Municipality.
In rural areas and for areas outside the CBD, an
appropriate parking demand shall be established
on the basis of existing development needs, as
well as review of the demand for other similar
facilities.
Part 1 200-9
Table 200.05
Existing and Future Parking Generation Rates (CBD)
Use Period Rate Vehicle Occllpallcy Vehicle Ownership
Factors Factors
Residential Existing I space/IOOO SF .80 .67
Future I space/1000 SF .85 .80
Commercial Existing I space/SOD SF .85 1.00
Future I space/SOD SF .90 1.00
202.02.12 Recreation 202.03 NATURAL/ENVIRONMENTAL
RESOURCE DATA
A variety of recreation and leisure activities are
available to residents of Abu Dhabi. These can
include ball fields, beach access, clubs, golf
courses, movie theaters and enterlaimnent
complexes.
As part of the pre-design actIvItIes, the
Consultant is required to identify the potential
effects on adjacent recreational facilities. 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 roadwaylbridge project or as a separate
project.
202.02.13 Historical Site Identification and
Preservation
The goverrunent recognizes the importance of all
historical sites and structures that relate to Abu
Dhabi's 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
reconunendations as to appropriate preservation
procedures.
NahlrallEnvirolUnental 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 envirolUnent to
the greatest extent practicable. To facilitate the
planning process involved in the development of
the design, the Consultant should map all
resources capable of being placed on a map.
202.03.01 Landscape Preservation
Preservation of existing landscaping, agricultural
areas and trees adjacent to proposed roadway
projects is extremely impurtant.
Pre-design activities include a survey of existing
vegetation as part of the design survey stage. The
results of this survey are to be discussed with the
Abu Dhabi Municipality and the Agriculture
Section. 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 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.
\
Part 1 200-10
All urban area projects include landscaping in the
medians and other designated areas within the
project limits. The landscaping design is
normally undertaken by the Agriculture Section.
However, the Consultant's design, shall ensure
the following are provided as part of the project,
if so required:
Irrigation Service
Sidewalks
Walls
Fences
Water for irrigation is reclaimed water from the
sewage treatment plant, therefore all large
distribution Lines require design input from, as
well as approval by, the Sanitary Drainage
Network Section.
202.03.04 Wildlife
The Consultant shall dcscribc any existing
wildlife habitat within the projcct study area. The
Consultant is rcsponsible for identifying thc typcs
of wildlife spccies, if any, that are likely to utilize
the habitat. The Consultant's 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 project's affect on
existing air quality to determine whether or not it
will result in significant deterioration due to
increased air enussions.
202.03.06 Noise
202.03.02 Topography
Maintenance and operation of the irrigation
systems are the responsibility of the Agricultural
Section.
The Agriculture Section will
responsibility for plantings and other
features.
assume
special
The Consultant shall assess a proposed projcct's
affect on ambient noise levels to detcrmine
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 II1crease
in noise levels to these receptors.
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
project.
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 watcr resources to the greatest extent
possible. If avoidance is not an option, the
Consultant shall dcvelop a design that minimizes
impact to water resources.
202.03.07 VisuaVAesthetic
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 welJ 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 of 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
Part 1 200-11
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.
Geoteclmical
Traffic Data Collection
Survey ControllField Surveys
Drainage Surveys
(
202.04 ENVIRONMENTAL
CHECKLIST
203.02 GEOTECHNICAL
ENGINEERING
All of the environmental factors described in
Sections 202.02 and 202.03 are included in the
Environmental Checklist located at the end of tllis
section. Where appropriate to this project. the
Consultant shall use the Enviromnental Checklist
as an initial tool to identify those environmental
factors that may influence the design of
alternatives
The checklist is designed as a question and
answer exercise that will aid in the comparison of
project alternatives. A response of "No" to a
specific question means the environmental factor
in question is not applicable to the project. A
response of "Yes" or "Maybe" indicates to the
Consultant that the environmental resource exists
and may be affected by the proposed project. In
tllis case. the resource should be assessed further
during the development of alternative designs to
determine the exact nature and extent of impact
that will be incurred on that resource. The
objective is to design a project alternative that has
the least amount of adverse impact to the
enviromnenlal factors on the checklist. An
alternative design that yields aU "No" answers on
the Environmental Checklist is considered to be
the ideal design. However. this ideal situation is
seldom achieved as there is always some level of
impact to the listed environmental considerations.
203 TECHNICAL INVESTIGATIONS
203.01 INTRODUCTION
All roadway and bridge projects require teclmical
investigations. to establish the basic building
blocks of the design. These technical
investigations are itlitiated 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 teclnlical
investigations include:
The objective of llighway geotechnical work
should be to seek. interpret. and evaluate
subsurface and surface data in order to predict the
behavior of the soils and materials along, and
adjacent to, the alignment. The resultitlg
itJfoHnation is to be presented in a technical report
to be used in the project design.
Data collection includes research of existitlg
geoteclmical reports wllich were prepared for
other projects in the geograpllic area as well as
field reviews and preliminary testing. For review
of existing geotechllical reports. the Abu Dhabi
Municipality Road Section as well as other
MUllicipality and Govermnent agencies should be
contacted. The existing data will be used to
define the number of additional soil borings and
the testitlg requirements for the boring program as
described itl Part 1. Section 300. Design Concept
Report and Part 2. Section 600. Geotechnical
Engineering. The Consultant shall obtain
approval from the Road Section, Traffic Police
and auy other concerned agencies prior to
commencing geoteclulical investigation.
203.03 TRAFFIC COUNTS
Traffic counts are basic to all phases of llighway
development and operation. An important
component of traffic counts is existing and future
traffic volumes. Traffic volumes are needed for
llighway planning, project cost-benefit
comparisous. priority determinations. analyzitlg.
monitoring and controlling traffic movement on
the llighways. traffic accident surveillance.
research purposes. llighway 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. It is the
Purt 1 200-12
~ ' . ~ . , ,. - 1...
goal of the Abu Dhabi Municipality to establish a
permanent automated traffic data collection
system for the Municipality. However, until tlus
system is fully developed and implemented, the
specific procedures outlined in this section shall
be followed in the collection of traffic data for
roadway and bridge projects.
next 20 years will increase exponentially.
Formula B shall be used when the Engineer
judges that the traffic volume will increase
linearly.
Formula A:
ADT (20) = ADT Present x Growth Factor (GF)
The procedures which follow establish the
minimum requirements; however, this does not
preclude the Engineer from using more
soplusticated procedures if available.
203.03.02 Traffic Projections
Where GF = II +Annual % Traffic GrowtiJl20
L 100 J
Formula B:
ADT (20) = ADT present +
AmlUal % Traffic Growth x ADT Present x 20
100
Formula B:
ADT (20) = 4,000 +II0 x 4.00Ql x 20
[ 100 J
= 4,000 + 8,000
= 12,000
Examples:
The following is an example of the use of the two
formulas when the annual percent of traffic
growth is anticipated to be 10 percent and the
ADT at present is 4,000.
The following is an example of the use of the two
formulas when the alUlUal percent of traffic
growth is anticipated to be 15 percent over the
first S-year period and 10 percent over the last
IS-year period. The ADT present equals 4,000.
Formula A:
ADT (20) = 4,000 x rJ + IQJ20
L 10Qj
= (4,000) x (6.73)
= 26,920
15
I+U'+I+lQ
100 100
= 4,000 [(LIS)' + (1.10)1']
= 4,000 [(2.01) + (4.18)]
= 24,760
Formula A:
ADT (20) = 4,000 x
The following formulas may be applied under
assumptions of increasing, decreasing, or equal
percentages of traffic growth over the 20-year
projection. Formula A shall be used when the
Engineer judges that the traffic volume over the
The Abu Dhabi Mmucipality's roadways are
designed to serve the traffic volume anticipated
during the next 20 years. Therefore, the existing
Average Daily Traffic (ADT) must be projected
over a 20-year time frame. For the 20-year travel
forecast, variables such as an increase in auto
ownership and vehicle registration, population,
employment, and residentiall commercial!
industrial land uses which strongly influence the
future traffic volume shall be taken into
consideration. Presently, a long historical record
of past growth trends does not exist. The Abu
Dhabi Municipality will use the transportation
modeling software for the City of Abu Dhabi.
Tlus model shall be the primary source for
projected traffic volumes over different time
frames. The projected traffic volumes of this
transportation modeling software will be based on
changes in socioeconomic data for the concerned
time period.
.Tn case the transportation modeling software is
unavailable, then the following formulas shall be
used to deternune the ADT for a 20-year time
frame ADT (20). The Engineer is required to the
coUect data to deternune the current ADT. In
addition, the Engineer must provide Ius rationale
for the estimated traffic growth anticipated for the
next 20 years by considering aU previously
acquired data regarding all activity growth in the
proxinuty of the lughway improvement.
Part 1 200-13
The current inventory of horizontal control points
established in the vicinity of the project will need
to be investigated. The Abu Dhabi Municipality
and Town PlarUling Department should be
consulted on the order of accuracy and status of
existing primary and secondary control points.
Formula B:
ADT(20) = 4.000-J!Sx4,000lxs +IJOx4000l xiS
[ 100::J [100 J
= 4.000 +3.000 + 6.000
= 13.000
203.03.03 Procedurcs for Traffic VolLUncs
203.04.02 Horizontal Control
(
Table 200.06 specifies the minimum procedures
that shall be met when traffic studies are
conducted to identify the present ADT.
Collection of traffic volumes for three functional
classes of highways (primary. Secondary. and
Local) and five types of improvements (up-
grading exisling Primary or Secondary Roads;
new Primary or Secondary Road on new
aliglUllent/location; upgrading existing
intersect ion/interchange on Primary or Secondary
Roads; new intersection/interchange on existing
Primary or Secondary Roads; and new Local
Streets are considered.
203.04 SURVEY CONTROLIFIELD
SURVEYS
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 benclmlarks are referred to a known
datum. usually mean sea level.
The need for setting new horizontal control points
will be ascertained from the existing data. A
discussion of surveying methods and procedures
used to establish new horizontal control points is
beyond the scope of this manual and will be
covered in a companion Technical Manual on the
subject of surveying and mapping.
203.04.03 Vertical Control
There are several vertical datum currently being
used for construction in Abu Dhabi. Table
200.07 summarizes the most common vertical
datum and the relationship between them. In
addition. some Sewerage Projects Conunittee
projects use their own datum. in which + 100.00
meters equals 0.00 meters. New Abu Dhabi
Datum. All design work will be referred to the
New Abu Dhabi Datum.
203.04.04 Coordinate System
A Coordinate System has been established by
Abu Dhabi Municipality Town Planning
Department. This Coordinate System shall be
used for all surveys.
203.04.05 Field SLU'veys
Field Surveys will be required on nearly every
project to supplement the aerial topography.
record underground utilily 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 centerline will be staked
(
Part 1 200-14
in the field to enable close examination of the
roadway location by Department representatives
and Consultants staff. The staking interval and
defUlition 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 slu'ubs and flower beds within the limits
of inlprovemenl. Photographs should be taken to
supplement the data. This information will be
recorded on drawings and used to investigate
aligrunent adjustments or alternatives that will
minimize the removal of greenery.
In absence of drainage master plans or other
pertinent studies to establish area hydrology, the
Consultant is responsible to develop/collect
hydrologic data. This data is to include:
rainfall measurement (volume and time) at a
suitable collection site, such as the aU'port
measurement of area run-off
miscellaneous basic data such as soil type,
land use, aerial photographs, infiltration,
evaporation, solar radiation and
oceanography
Note that sources for miscellaneous data are
scattered. The Consultant must rely upon the
collective experience of design in other sunilar
areas to compile this information.
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. The data collection consists of
three activities:
field review of existing drainage facilities and
identification of flood plains within the
project's "zone of influence"
field testing including particle size analysis,
scour, etc.
review of existing drainage master plans
(urban areas), hydrologic studies/data
collection (urban and rural areas), and other
pertinent studies
The review of the existing drainage facilities
should include:
pump stations
outfalls
reinforced concrete box structures
channels
ditches
large diameter pipes
pumps, etc.
Part 1 200-15
Table 200.06
Procedures for Traffic Studies
EXISTING ROADS
Primary or 24-hour counts for 7 continuous days for each of four yearly periods:
Secolldary Roads

March, April, May
June, July, August
September, October, November
December. January. February

24-hour manual traffic counts for trucks classified by axle for any three days from the following four days:
Sunday
Monday
Tuesday
Wednesdav
Intersections Afternoon (or morning) and evening intersection peak hour counts summarized in IS-minute increments by direction (left turn, right turn
and through movements). Counts taken on Sunday or Wednesday, Monday and Tuesday. Hourly summary of same includes separate totals
for:
Passenger vehicles. vans, pick-up trucks
Buses
Trucks by axle count
Local Streets l2-hour manual counts taken from 6 a.m. to 6 p.m. on Sunday, (or Wednesday), Monday and Tuesday. Total hourly volumes shall be
recorded.
Convert to 24-hour ADT by multiplying the l2-hour volume by 2. This will provide a conservative estimate of the 24-hour ADT. If more
accurate volumes are reauired a 24-hour count should be made.
NEW ROAD
Primary and Determine/analyze the design ADT for new road using area demographics and travel patterns, determine the redistribution of existing traffic
Secolldary Roads volumes and traffic volumes generated by new development that will use the new road(s).
Conduct Roadside Interview "Orinin Destination Survevs" to estimate the directional distribution of traffic.
Local Streets 12-hour manual counts taken from 6 a.m. to 6 p.m. on Sunday or Wednesday, Monday and Tuesday. Total hourly volumes shall be recorded.
Convert to 24-hour ADT by multiplying the l2-hour volume by 2. This will provide a conservative estimate of the 24-hour ADT. If more
accurate volumes are reauired a 24-hour count should be made.
FOR ALL TRAFFIC COUNTS
1. Counts shall not be taken on special holidays or during events which occur once per year.
2. Counters shall be placed at points of obvious traffic volume changes
3. Manual counts shall be taken at the same place(s) as machine counts. Manual counts shall be used to verify machine counts.
4. Manual and machine counts shall be oerformed for each direction.
Part 1 200-16
Table 200.07
Sununary of Datwns Used In Abu Dhabi
Reference Level Admiralty Chart Admiralty Chart Abu Dhabi Datums Abu Dhabi Datums Sauti Datums
Datums Datums Old New
Existine Corrected
Meters Feet Meters Feet Meters Feet Meters Feet Meters Feet
Bench Mark on Plinth of ADPC 3.20 10.50 3.50 11.48 2.15 7.05 2.20 7.22 1.90 6.23
Buildine
Mean Higher High Water at 1.89 6.20 2.19 7.18 0.84 2.76 0.89 2.92 0.59 1.94
Sorin!!s near Solstices
Mean Hi<>her Hi!!h Water 1.56 5.12 1.86 6.10 0.51 1.67 0.56 1.84 0.26 0.85
Sauti Datums 1.30 4.27 1.60 5.25 0.25 0.82 0.30 0.98 0.00 0.00
Mean Lower Hi!!h Water 1.19 3.90 1.49 4.89 0.14 0.46 0.19 0.62 -0.11 -0.36
Mean Sea Level 0.95 3.12 1.25 4.10 -0.10 -0.33 -0.05 -0.16 -0.35 -1.15
Abu Dhabi Old Datums 1.05 3.44 1.35 4.43 000 0.00 0.05 0.16 -0.25 -0.82
Abu Dhabi New Datums 1.00 3.28 1.30 4.26 -0.05 -0.16 0.00 0.00 -0.30 -0.98
Mean Hif!her Low Water 0.80 2.62 1.10 3.61 -0.25 -0.82 -0.20 -0.66 -0.50 -1.64
Mean Lower Low Water 0.25 0.82 0.55 1.80 -0.80 -2.62 -0.75 -2.46 -1.05 -3.44
Admiralty Chart Datums Existine 0.00 0.00 0.30 0.98 -1.05 -3.44 -1.00 -3.28 -1.30 -4.27
Mean Lower Low Water at -0.18 -0.59 0.12 0.39 -1.23 -4.04 -1.18 -3.87 -1.48 -4.86
Sorin!! Near Solstices
Admiralty Chart Datums -0.30 -0.98 0.00 0.00 -1.35 -4.43 -1.30 -4.27 -1.60 -5.25
Corrected
Part I 200-17
Project:
ROADWAY DESIGN MANUAL - Roads and Blid es
ENVIRONMENTAL CHECKLIST
Date:
Page 1 014
Yes No Maybe
1
1 Water: Will the proposal result in:
Changes in currents, or the course of direction of water movements,
in either marine or fresh waters?
Changes in absorption rates, drainage patterns, or the rate and
amount of surface water runoff?
Alterations to the course or flow of flood waters?
Change in the amount of surface water in any water body?
Discharge into surface waters, or any alteration of surface water
quality, including but not limited to temperature, dissolved oxygen
or turbidity?
Alteration of the direction or rate of flow of ground waters?
Change in the quantity of ground waters, either through direct
additions or withdrawals, or through interception of an aquifer by
cuts or excavations?
Deterioration in ground water quality, either through direct injection,
or through the seepage of leachate, phosphates, detergents,
waterborne viruses or bacteria, or other substances into the ground
waters?
Reduction in the amount of water otherwise available for public
water supplies?
1
2 Landform: Will the proposal result in:
Unstable earth conditions or changes in geologic substructures?
Disruptions, displacement, compaction or overcovering of the soil?
Change in topography or ground surface relief features?
The destruction, covering or modification of any unique geologic or
physical features?
Any increase in wind or water erosion of soils, either on or off the
site?
Changes in deposition or erosion of beach sands, or changes in
siltation, deposition or erosion that may modify the bed of the
ocean, bay, or inlet?
Changes in deposition or erosion or changes in siltation, deposition
or erosion that may modify the channel of a wadi or stream, or the
bed of a lake?
Placing fill below the ordinary high water mark of wadis and
streams?
Cut or fill placement through swamps, marshes, bogs, and other
similar areas that are frequently inundated or saturated by ground
water?
Part 1 200-18
ROADWAY DESIGN MANUAL - Roads and nrid es
Page 2 of 4
Yes No Maybe
3 Vegetation: Will the proposal result in:
Change in the diversity of species, or numbers of any species of
flora (including trees, shrubs, grasses, crops, microflora, and
aquatic plants)?
Reduction of the numbers of any unique, rare, or endangered
species of flora?
Introduction of new species of flora into an area, or a barrier to the
normal replenishment of existing species?
4 Wildlife: Will the proposal result in:
Changes in the diversity of species, or numbers of any species of
fauna (birds, land animals including reptiles, fish and shellfish,
benthic organisms, insects, or microfauna)?
Reduction of the numbers of any unique, rare, or endangered
species of fauna?
Introduction of new species of fauna into an area, or result in a
barrier to the migration or movement of fauna?
Deterioration of existing fish or wildlife habitat?
5 Agricultural Lands: Will the proposal result in:
Reduction in the quality or quantity of usable farm land?
Reduction in the quality or quantity of usable grazing land?
6 Natural Resources: Will the proposal result in:
Increase in the rate of use of any natural resources?
Depletion of any nonrenewable natural resource?
7 Economics: Will the proposal affect local employment,
taxes, property values, etc.?
8 Public Services: Will the proposal have an effect upon, or
result in a need for new or altered services
in any of the following areas?
Mosques?
Cemeteries?
Fire protection?
Police protection?
Schools?
Parks or other recreational facilities?
Maintenance of public facilities, including roads?
Health Services?
Other Services?
Part 1 200-19
r,." -=', -c. .' , ' ~ ~
Page 3 of 4
Yes No Maybe
9 Antiquities/Historical: Will the proposal result in an
alteration of a significant archaeological or
historical site, structure, object, or building?
10 Air Quality: Will the proposal result in:
Increased air emissions or deterioration of ambient air quality?
The creation of objectionable odors?
11 Noise: Will the proposal increase existing noise levels?
12 Light &Glare: Will the proposal produce new light or
glare?
13 Land Use: Will the proposal result in the alteration of the
present or planned land use of an area?
14 Hazardous Conditions: Does the proposal involve a risk of
an explosion or the release of hazardous
substances (including, but not limited to, oil,
pesticides, chemicals or radiation) in the event
of an accident or hazardous condition?
15 Population: Will the proposal:
Alter the location, distribution, density, or growth of an area?
Affect racial or ethnic groups including minority, elderly, or low
income?
Split neighborhoods, or separate residences from commercial
facilities?
16 Housing: Will the proposal:
Affect existing housing (including, but not limited to, rural or urban
residences and business or commercial bUildings)?
Create a demand for additional housing?
17 Transportation/Circulation: Will the proposal result in:
Generation of additional vehicular movement?
Generation of additional movement of bicyclists or pedestrians?
Impact on existing parking facilities, or demand for new parking?
Impact upon existing transportation systems?
Alterations to present patterns of circulation or migration of people
and domestic animals?
Alterations to waterborne, rail, or air traffic?
Increase in traffic hazards to motor vehicles, bicyclists, or
pedestrians?
ParI 1 20020
Page 4 of 4
Yes No Mavbe
118 Enerav: Will the proposal result in:
Use of substantial amounts of fuel or energy?
Require the development of new sources of energy?
19 Utilities: Will the proposal result in a need for new systems,
or alterations to the following utilities:
Power or natural gas?
Communications systems?
Water?
Sewer or septic tanks?
Storm water drainage?
Solid waste collection and disposal?
20 Human Health: Will the proposal result in the creation of
any health hazard or potential health
hazard?
21 Aesthetics: Will the proposal result in:
The obstruction of any scenic vista or view open to the public?
The creation of aesthetically offensive site open to the public view?
22 Recreation: Will the proposal impact upon the quality or
quantity of existing recreational
opportunities?
23 Severance: Will the proposal disrupt the cohesive nature
of the community it resides in?
Will public services be severed from a particular physiographic
segment of the community or a particular population?
Will emergency service routes be disrupted by the proposal? Willa
particular segment of the community be without service or suffer
from longer response times due to rerouting of emergency
assistance?
Pal-' 1 ZOO-21
- - - _. "'
-,... ..'
SECTION 300
DESIGN CONCEPT REPORT
301 CONTENTS
The Abu Dhabi Municipality Road Section
requires the preparation and approval of a Design
Concept Report (DCR) prior to conmlencing final
project design. The report is to be prepared under
the direction of an experienced engineer
designated by the Municipality. Part I, Section
200, Design Concept Development, includes a
discussion of the background information and
data collection activities necessary to develop the
design concept. Part I, Section 300, Design
Concept Report, contains a discussion of the
specific requirements and content of a DCR.
The preliminary engineering a c t i v i t i ~ associated
with the DCR involve preparation of numerous
teclmical studies and reports, many of which are
initiated in the data collection phase as described
in Part I, Section 200, Design Concept
Development. These are prepared as stand alone
documents and are included as an Appendices to
the DCR. The DCR will sununarize the results of
these individual reports under the respective topic
included in the DCR Table of Contents (See text
box). Furthermore, the discussion under each
topic will address interdisciplinary relationships
necessary to coordinate all teclmical aspects of
the design concept. The sections that follow
provide guidance for the development of the
teclmical studies and requirements for
presentation of the material in the DCR.
(
o
The DCR will prepare and packaged as follows:
Each document will include the following
information on the cover:
See Figure 300.01 to be used as the standard
cover sheet for the DCR.
FORMAT 301.01
o Municipality of Abu Dhabi, Road Section
o Design Concept Report
o Volume No. or Appendix No.
o Project Name and Route No.
o Project Number
o Vicinity Map Schematic with Project Termini
noted
o Consultant Identification
o DCR (Volume 1) - Written portion of the
report bound separately in A4 size.
o DCR (Volume II) - Drawings that accompany
the report bound separately in A3 size.
o 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 the reports; titled as
Appendix A, Appendix B, etc.'
DCR
Table of COl/tel/ts
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 fUlal
design phase.
Executive Summary
Introduction
Traffic Analysis
Description of Alternatives
Design Data
Typical Sections
Geometries
Interchange/Intersection ConfigUl'ations
Parking Study
o Hydrology and Hydraulics
Subsurface Investigations
o Bridge Type Selection
o Utility Impact Analysis
Socioeconomic Analysis
Agriculture Impact
o Public Feedback
Signing and Pavement Markings
o Lighting
Construction Staging
Cost Estimate
Conclusion/Recommendations
Drawings, Plans, Profiles, Typical Sections and
Architectural Features
Parl1 300-1
Location I Design Concept Study
Project Location
Final Report
Project No.
15 May 1997
Preparer's
Logo
Prepared by
De Leuw Cather & Co.
3875 N. 44
1h
Street, Suite 250
Phaellix. AZ 85018
Figure 300.01
Standard Design Concept Report
Cover Sheet
Part 1 300-2
Client
Logo
Prepared far
Abu Dhabi Municipality
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
Reconmlended 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 the Municipality 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 (i.e. improve traffic
circulation, improve intersection safety) and the
adverse impacts (i.e. displacement of coastal
vegetation) should be sunmlarized.
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
project's 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
The collection of traffic data and the traffic
projection procedures are discussed in Part I,
Section 203.03, Traffic Counts. 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 warrants, level of
service and capacity. Schematic diagrams of the
roadway scgments and intersections should be (
used to display the data. Tlus information will be
presented in the DCR along with a summary of
the project traffic data including current and
forecasted ADT values, peak hour and peak hour
directional splits and percent 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
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 in'provements are proposed).
A sununary of the traffic analysis shall be
included in the body of the DCR. The complete
report is also included as a separate Appendix.
305 DESCRIPTION OF
ALTERNATIVES
In consultation with the Mluucipality, 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 envirorunental impacts for (
each alternative under consideration l1lUst be
addressed.
Part 1 300-3
The horizontal alternative alignments will be
displayed on aerial photographs for evaluation of
associated impacts. The sheets will show the
proposed centerline, stationing, proposed
structures, edge of pavement lines and affected
propertics, at a scale that is appropriate to the
project length and character.
A cost estimate will be prepared for each
alternative and include:
Construction costs
o Utility relocation works costs
Land acquisition costs
At tlus 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. Tlus will be followed by the
engineer's recommended alternative with
supporting justification for the selection.
306 DESIGN DATA
Tlus section will document the design criteria
associated with the recommended design concept
and specifically identify any exceptions from the
nUlumum 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 held to
a 11llt11t11Um.
The following basic design criteria established in
Part 2, Roadway Design, shall be included:
o the functional classification of the road per
Part I, Section 100, General Information.
o the II/illil/lllll/ design speed(s), mill.
horizontal/vertical curve radii, sight m1l1.
distance (passing and stopping), max.
superelevation and other design requiJements
associated with the classificatioll of the road;
o the actllal design speed(s), horizontal/vertical
curve radii, sight distance (passing and
stopping), superelevation, etc. IIsed for the
project;
o lane width, shoulder width, and bridge width;
on the project
o cross slope;
o grade;
o horizontal and vertical alignment (actual);
horizontal and vertical clearance; and,
o 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.
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,
tUflung lanes and ramp lanes are to be plotted on
an appropriately scaled plan. A scale of 1:500
should be used for urban projects and I :2500 for
rural projects. The alignment should be displayed
on an aerial base and the corresponding roadway
profile shown below in a split sheet format.
Part 1 300-4
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 OCR.
309 INTERCHANGE!
INTERSECTION
CONFIGURATION
The various types of traffic interchanges are
described in Part 2, Section 500, 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:
the constraints imposed by the existing and
nearby transportation facilities
proximity of adjacent interchanges
the standards and arrangement of the local
strcet system including traffic control devices
right of way controls
local planning
conullunity impact, and cost topography.
The project considerations include:
the speed, volume, and composition of traffic
to be served
the number of intersecting legs
crossing and turning conflicts
safety considerations
cost
The interchange/intersection alternatives should
be evaluated as a part of the alternatives analysis
described in Part I, Section 305, Description of
Alternative, when viable options are identified for
the particular project. This is especially true for
freeway and 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 I, Section 202.09,
Parking Requirements, a parking study shall be
prepared and included as part of the OCR.
The results of the study shall be summarized in
the body of the OCR, with the entire study
included in the Appendix.
The sunUllary of the results shall include:
the existing parking demand
the anticipated parking demand
the resulting parking shortfall (or excess)
the 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
the costs and right-of-way requirements
associated with each of the above alternatives
the reconUllended alternative to meet the
anticipated parking demand,
the conceptual design of the reconullended
alternative (see Part 2, Section 211, Parking).
311 HYDROLOGY AND
HYDRAULICS
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 waterway crossing studies.
The drainage design concepts section shall
address the following items:
PlaLUling 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
(
Part 1 300-5
systems (pipes and channels including flow
direction, sizes and peak flow volume)
311.02 PLANNING & PREPARATION OF
THE DRAINAGE DESIGN
CONCEPTS
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.
Proposed concepts for on-site roadway
drainage collection, detention, and outfalJ
locations.
The Municipality often is and should be perceived
as a developer of transportation facilities that
have the potential to stimulate secondary activity
along the transportation corridor just as a major
residential development can stimulate commercial
activity. Accordingly, there is a requirement to
address overalJ stormwater management needs in
conjunction with existing and future developments
planned for the foreseeable future. Because the
transportation corridor often traverses several
watersheds, the development of an adequate
stormwater management plan can be severely
fragmented and significant problems created if
there is a lack of coordinated planning among
concerned parties.
To be truly effective, a stormwater management
plan should consider the total scope of
development (i.e. transportation, residential,
conunercial, industrial and agricultural).
Department coordination with responsible
Agencies and other Departments is essential to
ensure that proposed facilities match existing
ones, and that they are consistent with the long-
term needs of the area. Significant savings can
often be realised by plamung overall combined
stormwater management facilities, even though
the roadway development is only a small part of
the total system. In addition, the Municipality can
provide important information to other Agencies
and private developers wislung to develop a
comprehensive stormwater management plan
without assuming responsibility for the planning
and decision making process for the entire
watershed.
Accordingly, prior to design, a level of plamung
and coordination shalJ be undertaken by the
designers that will properly locate facilities and
adequately address the overall drainage needs of
the overallwatershed(s) in regards to existing and
future (fores.eeable planning) development. This
section provides general guidelines and major
considerations for evaluating these factors during
the plamung process.
PURPOSE 311.01
The purpose of the drainage design concept study
is to document the methodology and results of the
hydrologic analysis and the rationale used in
developing the roadway drainage system. It shalJ
define the type, size, and location of cross
drainage structures and chamlels, and determine
flood level elevations.
Reconunended 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.
Bridge Location and Hydraulics Report for
bridge or large box culvert waterway
crossings.
Separate Flood Plain Study Report where the
roadway encroaches ou flood plains either
10ngitudinalJy or transversely.
Hydrology calculations for drainage area
intercepted by the project to include peak
runoff volume flow rates from each drainage
area
The drainage design concept study shall determine
the initial type, size and location of the onsite
roadway drainage system and determine outfalJ
location(s). It shall also address any floodplain
encroachments and the overall watershed
planning.
Part 1 300-6
311.02.01 Problem Categories aesthetically objectionable, and disrupt flow
and navigation.
Planning for drainage and stormwater
management facilities should include a
consideration of the potential problems associated
with stormwater quality and quantity. Several
categories of data should be obtained and
evaluated including:
Runoff quality provisions
Runoff quantity determination
Flood plain delineation
Inventory of problem and future
developments
Development of alternative plan concepts
Consideration of multipurpose opportunities
and constraints
Hydrologic and hydraulic analysis of
alternative concepts
Benefits analysis and evaluation
Nutrients: Accelerated eutrophication that
stimulates growth of aquatic vegetation can
cause a water body to become aesthetically
objectionable, deplete dissolved oxygen, and
decrease recreational value by creating odor
and overgrowth. Advanced eutrophication can
lead to sediment build-up, which reduces
storage capabilities.
Toxicity: The two types of toxics generally
found in stormwater (metals and
pesticides/persistent organics) may build up
in sensitive areas over the long term. At high
levels, they can have serious shock effects on
aquatic life. Low levels can become
significant by accumulation up the food
chain.
(
Quantification of the levels of contaminants that
are being washed off a roadway is complicated by
the variable effects of and the periods between
storm events. The contributory factors are rainfall
intensity, street surface characteristics, and
particle size. The varying interaction of these
factors makes it difficult to precisely estimate the
impact that discharge will have on water quality.
However, where it is suspected that periodic
runoff may have a serious quality effect upon the
receiving area, further investigation, analysis and
methods for solving the problem should be
presented for review and approval.
The quality control management procedure
particnlarly applicable to tltis region would
consist of diverting the fust 8 to 10 millimeters of
runoff into retention (often combined with
detention for peak quantity control) basins where
the more concentrated contaminates and
sediments can be contained. The volume of
stormwater is then allowed to dissipate slowly by
seepage and evaporation, effectively trapping the
contaminates in the basin for periodic cleanout
and disposal in a sanitary land-fill as needed.
An exception is erosion and sediment control,
which is often a significant component of
stonnwaler quality. In general, erosion and
sediment transport should be limited by
Dissolved oxygen depletion: When the oxygen
demand of bacteria is stimulated by the
organics, the subsequent reduction in oxygen
levels can disturb the balance between lower
forms and the food chain. Unoxidized
nitrogen compounds (anunonia) can also
cause problems. This is of concern when
discharging into reservoirs, small, limited
flush, tidewater areas, and freshwater
streams.
A. Quality: Several broad categories of
degradation have been developed to delineate or
describe levels of stormwater impacts:
Aesthetic deterioration: Undesirable general
appearance features (dirty, turbid, or cloudy)
and actual physical features (odors, floating
debris, oil ftlms, scum, or slime) are present.
These are further defined as follows:
Suspended solids: The physical build-up of
solids can cover productive bottoms, be
Part 1 300-7
Pathogen concentrations: High concentrations
of several pathogens can reduce the
acceptable users of the receiving waters. A
concern where discharge may be accessed for
domestic use and discharge near public use
areas (bathing beach).
to. - --: <:.' -
developing and implementing an erosion and
sediment control plan which addresses both
temporary and permanent control practices.
B. Quantity: Determinations of stormwater
quantity are primarily useful for evaluating and
mitigating the impact of a project. Without
detention, land development increases peak runoff
rates and volumes from storm events, which can
lead to higher flood elevations. Appropriate
hydrologic and hydraulic calculations presented in
various chapters of this manual should be made to
determine the required conveyance through the
Municipality's project limits, and to aid in
mitigating impacts to downstream structures and
development.
Procedures contained in Part 2, Section 700,
Roadway Drainage Design, should be used to
evaluate the ability of a facility to accomplish the
following controls for a particular area:
3. Will the project require retention or detention
storage areas to mitigate the impacts of
increased runoff, or can the increase be
handled by other project features?
4. Is there sufficient area to construct a retention
or detention storage within the project limits?
Are alternative sites available for storage of
stonnwater?
5. What are the groundwater and soil
conditions? Is there a high groundwater
table, or are there impermeable soil layers?
C. Flood Plain Encroachment: The primary
drainage consideration for facility location in
highway planning is the evaluation of the impact
of flood plain encroaclunent for a steam or wadi
crosslllg or where the road embankment
longitudinally encroaches into the flood plain
area.
Provide positive drainage and runoff

collection to the minimum criteria for safe
passage of traffic on the project roads and
parkings.
The following factors
crossing that involves
flood plain area:
for locating a stream
encroaclmlent within a
Reduce runoff rates when applicable by
increasmg infrltration, and by storing
precipitation and runoff where it falls and
releasing it slowly.
Protect areas subject to flood damages by
keeping runoff confmed to drainage facilities
such as pipes or channels and by building
appropriate flood control facilities.
Maintain offsite flows, tlu'ough the project
area.
Limit flood plain enroachment to acceptable
upstream/downstream flooding impacts.
The following questions should be considered
when selecting the plan for disposal of stormwater
runoff:
I. Are existing drainage systems large enough to
handle runoffJ
2. Are runoff estimates consistent with adopted
drainage plans and Municipality criteria?
Waterway characteristics (stable or

unstable)
Geometry
Hydrology
Hydraulics
Aligmnent
Flood plain flow
Needs of the area
Econom.ic and environmental concerns

A detailed evaluation of these factors is part of
the bridge location and hydraulics study. When a
suitable crossing location has been selected,
specific crossing components can then be
detennined. When necessary, these inclnde the
geometry and length of the approaches to the
crossing, the probable type and approximate
location of the abutments, the probable number
and approximate location of the piers, the
estimated depth to the footing snpporting the piers
(to protect against local scour), the location of the
longitudinal encroachment in the flood plain, the
amount of allowable longitudinal encroaclunent
into the main channel, and the required river
training works, to ensure that river flows
approach the crossing or the encroachment in a
Part 1 300-8
complementary way. Exact information on these
components is usually not developed until the
fmal design stage.
Where the roadway embankment encroaches
significantly in a 10ngitudu131 direction into the
flood plain, a separate floodplain encroachment
study must be made to evaluate the ulcreased
flood depths and velocities that may impact,
upstream and down stream properties.
Further details defining flood plaul encroachment
are provided in Section 31l.02.02.
D. Other Departments Coordination:
Coordination between concerned agencies during
the project planning phase will help produce a
design that is more satisfactory to all. Substantial
cost savings and other benefits frequently can be
realized for both the roadway and other
development projects through coordinated
plmming between the various Govenmlent
Departments and private developers.
311.02.02 Flood Plain Encroaclmlent and
Risk Evaluation
When a highway project will encroach on a flood
plaul, careful consideration must be given to the
potential risks from the encroachment. Any
proposed project that encroaches on a flood plain
either transversely or longitudinally, and is
predicted to result in a significant adverse impact
on natural flood plain values, a significant
increase in flood risk, or a significant change in
the potential for ulterruption of main access
roadways, emergency service or major services,
must be evaluated with a complete hydraulic
analysis and a risk analysis, to be included in a
separate flood-plain study or a bridge location
and hydraulics study for transverse crossings.
These separate reports must document
considerations of alternatives which do not
include such encroaclunents. Significant
encroaclunents will not be approved unless there
is no practical alternative.
The flood plain study (and/or bridge location and
hydraulics study) shall include the following:
A. Hydraulic Analysis: The hydraulic analysis
must provide the water surface profile elevations
before and after the proposed project in both the
upstream and downstream directions for a
distance to where it can be shown that no further
impact over pre-project conditions is influenced
by the project for: (i) the design event storm, (ii)
for the 100 year storm, and (iii) the maximum
probable storm (usually the 500 year event).
Besides the peak water surface profile, the
analysis shall ulclude the flow volumes, velocity
proftles (velocity at various points in the cross-
section), and hydraulic structural alternatives that
were evaluated to mitigate significant
encroachment.
The frequency with which the highway or
watershed divide is likely to be overtopped should
be stated. If the overtopping flood is a SOO-year
flood or greater, it should be stated. The location
of the overtopping should be indicated.
B. Economic Analysis: An economic analysis
should include a comparison of design
alternatives, using expected total costs
(construction costs plus risk and damage costs) to
determine the alternative with the Least Total
Expected Cost (LTEC). The comparison will
include probable flood-related costs during the
service life of the facility for: highway operation,
maintenance, and repair; highway-aggravated
flood damage to other property; and additional or
interrupted highway travel. Other costs include
crop damage, structure damage and public
inconvenience.
C. Study of Flooding Encroaclunents: The
flood plain study should include an inspection of
the flood plain to determule the increase in the
number of flood receptors and the increase in the
damage to present flood receptors that will result
from the expected increase in flood heights.
Consultation with local citizens and other
Departments should be utitiated where necessary
to adequately assess encroachments.
D. Risk Assessment: All designs with flood
plain encroaclu11ents should include an evaluation
of the inherent flood-related risks to the highway
facility and to the surrounding property. In the
traditional design process, the level of risk is
seldom quantified, but is ulstead implied through
the application of predetermined design standards.
For example, the design frequency, backwater
Partl 3009
limitations, and limiting velocity are parameters
for which design standards can be set.
Two other approaches, however, are available
that quantify risk on projects that involve
highway facilities designed to encroach within the
limits of a flood plain. Tbese are risk assessment
and economic analysis. Risk assessment is a
snbjective analysis of the risks engendered by
various design alternatives, without detailed
quantification of flood risks and losses. It may
consist of developing the construction costs for
each alternative and subjectively compariug the
risks associated with each alternative. Economic
analysis (sometimes called risk analysis)
eucompasses a complete evaluatiou of all
quantifiable flood losses and the costs associated
with them for each structure alternative. This can
include damage to structures, embankments,
surrounding property, traffic-related losses and
scour or stream chalmel change. The level of
expense and effort required for an economic
analysis is considerably higher than for a risk
assessment, and selection of the process to be
used should be based on the size of the project
and the potential risk involved. A risk assessment
is usually more appropriate for small structures
or for structures whose size is higWy influenced
by non-hydraulic constraints.
Policy dictates that hydraulic facilities be
designed so that highway facilities will perform
without significant damage or hazard to people or
property during the appropriate standard design
frequency flood. Risks associated with floods of
magnitudes greater than the standard design
frequency flood should be evaluated in
accordance with the risk evaluation levels
presented in this section. If warranted, a design
based on a lower or higher frequency flood may
be used. The minimum design frequency for
bridges on main highways, however, is 50 years.
A typical example would be a major cross drain
box culvert for a primary highway. The standard
design frequency would be a 50-year frequency
flood. A design based on this frequency should
be produced in the "traditional" manner, including
development of feasible alternatives. The
alternatives would be compared for cost and for
risks associated with the 50-year frequency flood.
The lowest total cost structure that met the design
constraints would be the preferred design. This
design should then be investigated for the 100-
year flood.
311.02.03 Data Collection
Identification of drainage data needs should be a
part of the early planning phase of a project,
when appropriate procedures for performing
hydrologic and hydraulic calculations are
selected. Several categories of data may be
relevant to a particular drainage project, including
published data such as precipitation, soils, land
use, topography, strearntlow and flood history.
Published mapping is usually inadequate, so field
investigations and surveys are necessary to
determine drainage areas, identify pertinent
features, obtain high water information, survey
lateral ditch alignments and survey bridge and
culvert crossings. In addition, hydrology
calculations for a watershed or larger drainage
area will usually require some sort of topographic
mapping. The preferred mapping is using aerial
photography showing contour elevations using
digital techniques is preferred. Manual ground
surveys are usually adequate for smaller areas.
The requirements in more detail are as follows:
A. Data Collection Procedw'e: Drainage data
should be collected before calculations are
initiated, under the following general guidelines:
1. Identify data needs, sources, and uses. Much
of this information will have to be provided in
the concept report and kept in the supporting
files.
2. Collect pnblished data, based on sources
identified in Step I.
3. Compile and document the results of Step 2,
and compare data needs and uses with
published data availability. Identify any
additional field data needs.
4. Collect field data based on needs identified in
Steps I and 3.
5. Compile and docnment the results of Step 4.
B. Pnblished Data: At present, there is limited
published data with regards to soils, land use,
Part 1 300-10
streamflow, flow histories. etc; however, a
thorough search for soils investigation records
and existing utility/drainage systems should be
made from as-builts of other projects in the
vicinity. Old newspaper records may also be a
source of timing and pictures of past flooding
events.
C. Drainage Areas: If there is sufficient
topographic information for a project site from
readily available sources (aerial mapping), a field
determination of drainage area may not be
necessary, but spot-checking selected control
elevations is always advised. For those project
sites for which detailed information is not
available, field survey work or aerial photo
mapping should be performed. In all cases, a site
visit by the designer is mandatory to COnfU"Ill
drainage area conditions.
Drainage areas shall be outlined on the drainage
map (preferably on a contoured photo base map).
Drainage area boundaries should connect with the
job centerline, typically at high points in grade or
at other locations where there is a definite division
in the direction of storm runoff flow. After the
overall areas are plolled, the drainage area should
be sub-divided to show how the various sections
contribute to the structures in the proposed
drainage or storm drain system.
All drainage area boundaries should be followed
from project centerline around the area being
covered and closed again to the roadway
centerline. Ridges that do not establish an area
draining to the project should not be shown unless
pertinent to determination of runoff concentration
points or flow path segments. Exceptions to the
rule for closing all drainage area boundaries to
centerline are to be indicated clearly on the map
by notation. These notat ions should show
location and elevation of breakover or diversion to
or from the drainage area.
Typically, a drainage area should close to each
existing culvert along the project, for each
probable cross drain location to each inlet for
piped system, and protected overland flow
entrances to channels. As an exception, where
two or more structures operate conjunctively to
drain a single area, flow distribution information
should be noted.
For urban type construction surveys, appropriate
city maps or specially prepared maps should be
marked to show the boundaries of total areas
contributing to the project. Streets or other
drainage facilities in these areas should be marked
with flow arrows. In many instances, elevations
may have to be determined to accurately delineate
dil'ection of flow in gutters or side of road
channels.
All areas contributing to exislillg storm draills
which draill to or across the project should be
shown. In very flat terrain, it is often necessary
to develop proliles for cross streets and parallel
streets to make a definite determination of
drainage areas.
Specially flown aerial photography should be
obtained for most construction projects.
Elevation contours and ridge lines usually can be
indicated on the photographs utilizing digitized
cartography combined with ground based control
surveys. When photographs are used, the field
survey party should verify questionable points
and supplement the information with structure
sizes, elevations, and elevations as required.
Drainage areas can also be determined by stereo
interpretation of stereo paired photographs with
spot field survey work as appropriate (usually
sufficient for smaller areas).
D. Drainage Maps: For roadway projects, the
drainage maps should be prepared on pre-
formatted sheets that use a cross section grid
printed across the lower portion for plolling the
project profile. The profJJe is plotted to some
convenient scale accordillg to need. For projects
involving interchanges, rest areas, urban streets
and the like, a supplemental drainage map that
shows only the plan portion on a sheet without a
profile grid is required. The supplemental map is
provided to show the small areas needed to
calculate pipe sizes for the tahulation of drainage
structures within these special areas.
The following data should be provided on the plan
portion of the map:
1. Physical land features affecting drainage,
slIch as elevation contours, land lise,
vegetation cover, streams, wadis, reservoirs
and tidal areas, together with past high water
ParI 1 300-11
': ~ .. '-, - -. . ,
and date of occurrence, if available, and
present water elevations with the dates of the
readings, as appropriate.
2. Existing drainage structures, showing type,
size, flow line, flow direction, and any other
pertinent data.
3. Drainage divides and information, where
applicable, to indicate the overland flow of
water. Drainage areas on maps of urban and
rural sections should be shown to the
accuracy necessary, depending on the system
involved. A guide to the appropriate
accuracy for a non-critical system is
provided. Critical systems usually require a
drainage area determination within 2 to 3
percent.
6. In the report, the various cross-drain
culverts should be summarized by station,
size, invert elevation and minimum culvert
backfill values for pH, resistivity, sulphates,
and chlorides for the various alternate
culvert materials.
The profile portion of the map should include the
following data:
l. Plot of the existing ground, done in a light
solid line to the same horizontal scale as was
used for the plan portion.
2. Drainage map sheets with the profile blocks
deep enough to sufficiently show the
necessary profiles and cross-drain profiles.
3. Plot of the proposed profile grade line.
Accllracy Size
Draillage
Area
(Hectares)
0.0 - 0.2
0.2 - 2
2-4
4-8
8 - 20
20 - 40
40 - 80
>80
Maillly
III/perviolls
(Hectares)
0.02
0.04
0.08
0.2
0.4
0.8
2
4
Maillly
Perviolls
(Hectares)
0.04
0.08
0.2
0.4
0.8
2
4
10
4. Plots of all proposed special ditches, except
median, when horizontal and vertical scales
permit.
5. Plots of proposed cross drains, except
median drains. Skew and pipe slope are not
shown.
6. For urban projects, plot only the storm drain
and mainline structures. Laterals are not
plotted. Flow line elevations are posted
along the main.
Inserts are used to show areas of such
magnitude that the boundaries cannot be
plotted at the regular scale. Proposed
drainage structures are plotted by symbol
only in the plan portion and noted by
structure number.
4. Aerial photography is desirable because it
will document the development and often the
drainage pattern which existed at the time of
design.
5. Design, base, and overtopping (or maximum
probable flood) discharge and stage values
are required on all expressway and maimoad
projects for all cross structures that would
back floodwater outside the project limits,
regardless of structure size.
E. Existing Features Survey: In areas draining
to a project site, all streams, wadis, ditches,
reservoirs, drainage structures, and other possible
conflicting utilities should be shown. Flow lines,
controlling grade elevations, and high water
stages should be documented for existing
structures. The concept report should note record
the estimated reliability of flow and high water
observations.
1. Survey Notes: The drainage survey notes
should show all pipe lines, culverts, and bridges
in place on the exisling roadway. Pipe length,
size, type, and conditions should be given. The
design for alternate culvert materials requires
accurate information on the condition and length
of service for existing culverts. Data on
corrugated pipe should include material (steel or
aluminium), coatings, size, and type (annular or
Part 1 300-12
ROADWAY DESIGN MANUAL - Roads and Bl"id es
spiral) and size of corrugation. Flow line
elevations of pipes should be shown at both inlet
and outlet. For box culverts to be exteoded, an
accurate sketch should be made showing the size
and length of the culvert, thickness of all walls,
wings, and slabs, and the angle of the barrel with
the survey centreline. Elevations should be given
on the top of the bottom slab, top and bottom of
top slab, parapet walls, wings, etc., on each end
of the culvert.
The type, length and width of roadway, location
of bents, number of piles per' bent and type of
footings should be shown for bridges in place.
ProfLIes should be shown as centerline of
roadway, from the edge of pavement left and right
of centerline of survey, and under the bridge on
centerline of survey. The profLIes should
accurately define the top and bottom of channel
banks and the channel bottom.
2. High Water Information: Reliable high
water information is necessary to evaluate Ilood
elevations and establish roadway grades. High
water elevations should be shown upstream of the
proposed project, upstream of significant existing
structures, and at some point along or at the end
of outfall ditch surveys. The location at which a
high water elevation is taken should be clearly
recorded in the field notes, along with the date and
time if available.
At many locations, it is not possible to obtain
documents information on high water. In such
cases, elevation may be estimated by observation
of natural growth, evasion marks or by other
means. The survey crew should provide complete
information on the methods used. The crew chief
should attempt to obtain information from local
residents or maintenance personnel.
The soils investigation usually supplies water
table information within the project WJuts;
however, the survey crew should note information
pertaining to standing water, areas of heavy
seepage, or springs within the basin area.
3. Lateral Ditch Surveys: Most lughway section
projects should routinely include lateral ditch
surveys at the locations of existing ditches,
streams, wadis, swales, etc. The surveys should
provide a clear picture of existing conditions at
any location where water comes to and/or leaves a
proposed project. They should clearly show the
path and approximate elevations of Ilow for
existing ditches and natural streams. Inllow data
should be provided for a distance sufficient to
indicate the degree of channelization and the
direction of Ilow, usually a distance of 30 to 100
meters.
Data on the outfall portion should extend far
enough to determine the direction and degree of
channelization and the rate of fall in water
surface, and to reach a point of positive and safe
disposal. If ditch or chalUJel work appears
necessary, collection of topograpluc data should
continue downstream to a point at which damage
to adjacent property appears to be insignificant.
If the length of an outfall raises serious doubts
about its usefulness, the field party should
terulinate the survey at 150 meters and note the
approximate distance to a suitable disposal point.
Tlus note should give the distance, the water
elevation at the approximate end, and a brief
description of the topography (i.e., tidal bay,
reservoir, wadi, etc.) into wluch the outfall will
drain if extended. The designers can then
determine if a further detailed outfall survey is
required.
The field survey for a lateral ditch should always
include property boundaries or plot walls/fences,
wluch are often the determining factors in the
ultimate location of outfalls. With property
boundaries marked, the design engineer is in a
much better position to deternune the extem of
cross-sectiOlung needed to cover possible
alterations in alignment, and the design engineer
IS aware of the limitations in changes he may
consider.
4. Bridge and Large Culvert Surve)'s:
Locations of larger culverts and bridges often
must be detailed. The meander of both banks of a
stream for a sufficient distance upstream and
downstream to determine the approximate extent
of any probable channel relocation should be
obtained. This ordinarily can be shown witlun
150 meters upstream and downstream from the
project. Any major overllow channels also should
be indicated witlun approximately the same limits
or within the limits that these chalUJels leave and
Part 1 300-13
To convert precipitation to stormwater runoff,
hydrologic calculations are generally used to
quantify the abstractions (precipitation losses)
which occur as part of the hydrologic cycle.
Virtually all drainage and flood plain calculations
only consider infiltration, interception, and
5. Docwnentation: Documentation involves the
compilation and presentation of all pertinent
watershed data collected for the project. It should
include (but is not limited to) basic items such as
drainage area and other maps, field survey
information, published data references,
photographs, and narratives from witnesses of
historic floods. This data should be maintained in
the permanent records. The orderly compilation
and presentation of watershed data will expedite
the design, review, and evaluation phases of a
drainage project
Field surveys at eXlstmg bridges should include
three profiles: the first on the survey centerline,
the second approximately 10 meters right of the
survey centerline, and the third approximately 10
meters left of the survey centerline. The purpose
of the second and third profLIes is to provide data
at the edge of the bridge. The centerline profile
should show the roadway grades and the ground
line under the bridge. Cross-sections should be
taken across the bridge area to furnish elevations
for plotting the face of the slopes and for accurate
plotting of low water chal1llels. All profiles
should include points indicating the top of the low
water banks (the edges of the low water channel),
water level at the date of the survey, and the
profLIe of the stream bed along the survey lines.
Where new lanes for the roadway are to be
located at bridges from a survey along the old
roadway using cross-sections for approximate
elevations, it is necessary that the tluee profiles be
run along each side of the new roadway,
furnishing complete channel limits and elevations
on each profile. These surveys should include
corrected stationing referenced to the road survey,
showing station and elevation equalities if
necessary. At expressways, where a single profile
is run along the centerline of the median for the
roadway survey, the tluee profJ.!es and cross-
sections should be performed for each lane at all
bridges.
return to the main channel. Meandering chatmels
close to and approximately parallel to the project
centerline should be located carefully and cross-
sectioned.
Across flood plains where the proposed project
follows an existing fill, cross-sections should
extend far enough to provide a record of natural
ground profiles right and left of the project. Any
washouts or significant swales, side wadiis,
sloughs or ditch outlets should be noted clearly in
the topography.
Recommendations for significant realignment or
improvement of an existing chal1llel often will
come as part of the structure design, making it
necessary to survey a designated location. For
this reason, specific chatmel location surveys
should not be made during the initial location
survey unless the need for and logical location of
such changes are apparent.
Required data on existing roadway and railroad
structures upstream and downstream should be
identified by the drainage engineer so it can be
included in the survey. For fills and structures in
reasonable proximity to the project, a profJ.le of
the existing roadway showing structure openings
should be established relative to the project data.
For structures farther removed, it is often
adequate to include only a profLIe and high water
information. The information should include
observations on scour, washouts, or other
pertinent hydraulic factors. Where scour is
significant, cross-sections should be taken to
determine the depth and extent.
Appropriate flood elevation data should be
obtained for bridges. If reliable data is not
available.. that fact should be noted by the field
party. The extreme high water, its location, and
the approximate date of iis occurrence should be
recorded, if available. Other elevation high water
that can be dated should also be recorded when
practical. If possible, a "normal" high water
elevation, or one which can be expected to recur
about every 2 to 3 years, should be determined.
A normal elevation that would be expected to
prevail tluough seasons of average rainfall should
be recorded.
311.03 STORM WATER HYDROLOGY
Part 1 300-14
7. Perform downstream channel and reservoir
routings, as appropriate.
8. Record the necessary calculation process
and the results on the appropriate drainage
maps, and in the drainage section of the
Design Concept Report, as appropriate.
The consideration of open chalUlel hydraulics is
au integral part of roadway projects in which
artificial channels and improvements to natural
channels are a primary concern. Procedures for
performing uniform flow calculations that aid in
the selection or evaluation of appropriate channel
linings, depths, and grades are included in the
drainage volume of the design manual. For most
artificial chalUlels, the most desirable lining is
natural, emerging vegetation, with grass used to
provide initial and long-term erosion resistance.
If natural vegetation, usually grass, is unfeasible,
concrete lining is used. Also, flexible linings
comprised of rock riprap asphalt or articulating
concrete grids cau be used for preventing erosion.
Allowable velocities and permissible depths of
flow are provided in the drainage volume of the
design manual, along with various adaptations of
Manning's Equation suitable for evaluating
chalmel capacity.
surface storage losses, since short time scales will
usually reuder losses from evaporation and
transpiration insignificant. A possible exception
to this usage is for land-locked watersheds.
Since the governing relationships of hydrology are
complex and, unlike problems in engineering
mechanics, are not easily solved through direct
use of the fundamental laws of physics, a wide
variety of hydrologic procedures have been
developed. Procedures for making time of
concentration and rainfall excess calculations,
procedures for estimating peak runoff rates at
gaged and ungaged sites, procedures for
developing design storm hyetographs, and flood
hydrograph and hydrologic chalmel routing
procedures are contained in the drainage volume
of the design manual.
Drainage studies often follow a similar sequence
of calculations for all procedures, because
precipitation must be routed through watersheds,
chalUlels, and reservoirs. In most cases,
stormwater runoff will be estimated using the
following general procedure:
I. Divide the watershed into appropriate
subareas to correspond with homogeneous
land use conditions and the placement of
drainage facilities such as inlets, reservoirs,
and open channels.
311.04 OPEN CHANNEL HYDRAULICS
2. Collect and analyze watershed data.
3. Establish design storm conditions as
appropriate for the procedure selected.
4. Calculate the peak runoff rate or determine
the tin,e distribution of rainfall excess. No
further calculations are generally required if
only the peak runoff rate is desired.
5. Develop a unit hydrograph for the
watershed, if a runoff hydrograph is desired
and the procedure selected uses a unit
hydrograph.
6. Develop the direct runoff hydrograph, using
tbe unit hydrograph and rainfall excess
determined above, as appropriate.
Open channels can be generally classified as tbose
which occur naturally and those which are man-
made or improved natural channels. The later,
called artificial cbannels, include the following
types in use on most roadway project:
1. Right-of-way ditches which usually acts as
an overland flow interceptor ditch collecting
water before it reaches the roadway.
2. Roadside or roadway ditch and (sometime
called the "borrow ditch")
3. Median ditches on divided highway.
4. Outfall ditches for connecting aud carrying
flows from ditch types I, 2 and 3, a short
distance to a natural outlet or to another,
larger conveyance channel.
5. Lateral ditches are a larger size channel,
usually used for continuing upstream flows
past the project area.
6. Canals are large size conveyance channels.
Part 1 300-15
BLHR and the BHRS shall be prepared for the
projects listed below:
Bridge hydraulic designs shall be documented in
the Bridge Location and Hydraulics Report
(BLHR). Design uuormation shall be
summarised on the Bridge Hydraulics
Recommendations Sheet (BHRS). The format for
the BHRS is provided in Section 3.11.
Each of these chalUlel types are artificial systems
designed to provide specific drainage capacities.
The right-of-way ditch functions as a type of
relief ditch, handling drai.nage needs other than
those for the roadway and thus freeing roadside
ditches from carrying anything except roadway
runoff. Right-of-way ditches can also act as
interceptor ditches to provide a method for
intercepting offsite flows or subsurface
groundwater flows above cut slopes, thereby
controlling slope erosion.
In general, roadside or median ditches are
relatively shallow trapezoidal channels or swales
(wh.ich are shallow triangular channels). Both
types are designed to handle local surface runoff
from roadway surfaces, or to lower water table
elevations by intercepting groundwater. In some
cases, they may also handle other than project
draulage. Outfall ditches or canals are designed
Ul most cases as receptors of runoff from
numerous secondary drainage facilities. such as
side ditches or storm drauls. The use of a
roadside ditch as an outfall ditch is not
recommended, since its probable depth and size
could create a potential hazard.
I. Hydrologic analysis ulcluding sources of data
and methodology.
a. cost
b. design standards
c. structure hydraulic performance,
including backwater, velocity and scour
d. Impacts of the structure on adjacent
property
e. environmental impacts
Documentation for bridge and large culvert
designs shall include as a minimum the following:
3. The alternative analysis shall include the
reasons for selecting the recommended
structure and a clear explanation as to why it
is the most economical structure for the site in
question. As a minunum, the following
structure sizes shall be evaluated:
2. Alternative analysis or evaluation of structure
sizes (length and vertical height/clearance).
Tllis evaluation shall be done consistent with
Department criteria for bridge hydraulic
design and shall include consideration of:
A. DoclUncntation: Documentation shall be
provided in detail conmlensurate with the
complexity of the project. Documentation shall
be sufficient enough so that an uldependent
engineer with expertise Ul bridge hydraulics, but
not involved with the design, can fully ullerpret,
follow and understand the logic, methods,
computations, analysis and considerations used to
develop the final design.
311.05.01 Bridge Location and Hydraulics
Report
BRIDGE HYDRAULICS 311.05
a. The minimum structure size required to
meet hydraulic standards for vertical and
horizontal clearance, scour and
backwater.
b. Existing structure size if applicable.
c. The recommended structure size if
different from (a) or (b).
I. Bridges and large culverts (culverts larger
than 1800 mm dia pipes or 1200 mm x
l200m box culverts) on new aliglUnents
2. Bridge and large culvert replacements on
existing alignments
3. For other bridge and large culvert projects
involving actions within the Base Flood
Plain (work within the 100 yr. Flood
elevation) e.g., bridge widening and large
culvert extensions. 4. Design recommendations for
recommendations shall include:
bridges
Part 1 300-16
a. Bridge length, and justification for the
length, including locations (stations) of
abutments
b. ChaIUlel excavation requirements
c. Minimum vertical clearance
d. Minimum horizontal clearance
e. Abutment type and orientation
f. Pier orientation
g. Scour depths for the design flood, 100-
year flood and maximum probable flood
(usually the 500-year flood).
h. Scour protection requirements for
abutments, piers and channel
I. Deck drainage
5. Documentation of large culvert hydraulic
designs shall include hydraulic calculations
and reconunendations for the following:
a. Culvert Size, and justification for the
size, barrel length and location
b. Peak water surface proftles and cross-
section velocity proftles for the design
flood, the 100 yr flood and the maximum
probable flood for a distance 150 meters
upstream, through the culvert to a
distance 150 metres downstream.
c. Upstream and downstream invert
elevations.
d. Endwall type for entrance and outlet,
including the need for an improved inlet.
e. Skew
f. Inlet end and outlet end scour protection
requirements
6. Final project plans shall show the peak
stages, peak discharges, peak velocities, and
peak scour predictions for the design flood,
the 100 year flood and the maximum
probable flood that can be expected to flow
through the structure.
B. Report Outline: An outline of items that
should typically be considered in the preparation
of a BLHR is given below. Non-applicable items
should be so indicated rather than omitted without
COlllinent. Additional information may be
appropriate at unusual sites.
The BLHLR should be divided into two basic
sections: Preliminary Information and Design
Data. These sections are then broken down into
the subsections identified below. Rather than a
formal item by item approach, a narrative
description of the site and the hydraulics
reconunendations is suggested.
Preliminary Information
A. General Site Location
I. Highway Description
a. Type (expressway, main, secondary,
rural, urban, etc.)
b. Lanes (two, four, divided, limited across,
etc.)
c. Importance (main access between towns
and borders, military route, alternate
routes available, etc.)
2. Topography of site and basin
3. Location: small scale map with site located
B. Potential Site Problems
1. Land Use (obtain from responsible
Department)
a. Encroachment on the flood plain
b. Recreational use
c. Domestic water supply
d. Security area
2. Channel Stability
a. Bank stability
b. Bends and meanders
c. Potential for natural change of chalUlel
d. Aggradation or degradation of bottom
e. Scour history
3. Potential Water Stages
a. Flood history (dates; stages; source of
information; extent of flooding;
approximate frequency; damage to
structure, embankment or highway)
b. Potential backwater from other streams
or fivers
c. Reservoirs of flood control projects
(Department and status)
d. Tidally affected (mean high and low
water)
\
Part 1 300-17
e. Other controls, if any
f. Normal high and mean high water stages
4. Clearances (horizontal and vertical)
a. Drift at flood stage (not necessarily at
peak backwater stage)
b. Navigation at mean high water or normal
high water stage
Final Design Data
A. Inventory of Existing Crossing(s)
1. Location in relation to crossing(s)
2. Determination of drainage area (when
significantly different)
3. Physical data on structure(s) (size, type,
spans, foundation type, low member,
available waterway area)
4. Flood history
5. Evaluation of hydraulic adequacy of
structure(s) (Note: Tllis data should be
obtained not only for the site under
consideration, but upstream and downstream
crossings as well)
B. Selection of Design Flood
1. Importance to highway system
2. Importance to life and property
3. Conveyance of design, 100-year and
maximum probable flood (under or
over/under the highway)
C. Hydrologic Analysis
I. Site review (extremely important)
2. Interview with persons providing flood
history data
3. Review of available flood records
(Department, newspapers)
4. Review of available stream gages in vicinity
5. Definition of drainage area above site
6. Evaluation of potential watershed basin
changes (20-year minimum)
a. Urbanization
b. Channelization
c. Water management practices
7. Determination of design discharge and
development of discharge-frequency curve
8. Determination of design flood stage and
development of stage-storage-frequeucy curve
D. Hydraulic Amllysis
1. Bridges
a. Determination of permissible upstream
water surface
b. With bridge length set to muUJ11um
criteria or environmental controls,
determination of backwater
c. Adjustment of (b) if required to satisfy
(a)
d. Check of conveyance for 100-year flood
and maximumbable flood; adjustment of
bridge length if required
e. Evaluation of scour potential
f. Evaluation of need for channel changes
g. Evaluation of need for bank protection
including limits of protection, type,
materials, and specifications
h. Evaluation of need for spur dikes and
other training devices
I. Evaluation of effects of construction and
temporary activities
J. Evaluation of effect on downstream
structures and properties
2. Large Culverts (any cross-drain culvert larger
than 1800 mm dia pipe, or 1200mm x l200
nun box culverts)
a. Determination of allowable headwater
(AHW) and design storm tailwater
elevations
b. Selection of trial culvert size
c. Evaluation of culvert for abrasion,
corrosion, debris, scour, suitability for
improved entrance, etc.
d. Design of inlet and outlet scour
protection, if necessary
e. Check of conveyance of 100-year flood
and max. probable flood
f. Evaluation of effect on stream stability.
g. Evaluation of effect on fish and wildlife,
if applicable
h. Evaluation of effect of chatmel change
1. Evaluation of effect on downstream
properties and structures
Pal'l 1 300-18
E. Additional Survey Data of Proposed Site
I. Data sufficient to prepare a contour map
(intervals at 30 cm or 60 cm depending on
scale); required distance upstream and
downstream will vary with site
2. In lieu of (I), a minimum of tlu'ee cross
sections will suffice for some cases
(upstream, at, and downstream of site)
3. Vegetation. estimated bed load, bottom soil
material and soil properties, and other general
site parameters
F. Departmental Coordination
I. Contact Departments involved and identify
what other projects may be affected by the
culvertlbridge
2. Investigate possibility or necessity for a
cooperative project
It is also suggested that a checklist of required
items for each site be prepared and given to the
survey crew to ensure complete data will be
obtained with a minimum of supplemental or
unnecessary effort.
311.05.02 Bridge Hydraulics
Reconullendations Sheet (BHRS)
The BLHR is a full size drawing. to be included
with the BLHR. It is divided into several
information blocks. which lUust be as completely
filled out as is appropriate for the design and
location. The BHRS must always include the
Project Number and the Bridge Number as per
the drainage map in the title box.
The information requested for existing bridge or
large culverts near the site includes foundations,
overall length, span length, type of construction.
area of opening at high water. roadway width,
and the low member elevation. The area of
opening at high water generally refers to the flow
area available through the existing structure
below the water surface determined for a design
storm frequency.
The BHRS hydraulic design data section should
include water surface elevations and several
categories of flood data for various events,
including the maximum event of record, the
design flood, the base (or 100-year) flood, and
either the overtopping or maximum probable
flood, whichever occurs fust. The overtopping
flood is the one in which flow crosses the
highway, or spills into another watershed or
through a relief structure. The max. probable
flood is normally a SOO-year event. Flood data
includes stage elevation, discharge. average
velocity (on larger crossings a velocity profile
across key cross-section is usually needed) and
exceedance probability.
Water surface elevations are classified as normal
high water for non-tidal areas and as mean low
and mean high water for tide-influenced areas.
Normal high water is defmed as the 2-year event;
mean low water and mean high water data can be
obtained from the admi.ralty charts.
Hydraulic reconmlendations should include the
beginning and ending bridge stations, data on the
channel section (including any excavation).
navigation and drift clearances, scour prediction,
slope protection, and deck drainage.
Space should be provided for a small scale
location lUap outlining the drainage area. A plan
view of the existing and proposed bridge area
must also be included. The scale should
adequately depict the area adjacent to the
structure. including existing and proposed
contours. Drainage areas for very flat sites
warrant careful delineation since only one or two
contours may occur. For a bridge. a profJ.le of the
channel section should be shown; for a large
culvert, the culvert centreline should be profiled.
The profJ.le should show channel work and bridge
end treatment. If necessary for clarity, bridge
ends should be drawn at a larger scale.
The assumed configuration, deck drainage, and
scour reconunendations need to be approved by
the Municipality before plans are completed.
This review provides an opportunity to evaluate
the impact of substantial changes on the hydraulic
design conditions.
Part 1 300-19
ROADWAY DESIGN MANUAL - Roads and Briel es
Historically, "detention" basins are used only
when such use reduced the outfall size (by
reducing the peak discharge) enough to jnstify the
cost. An additional benefit is that they can also
be effective in improving stonmvater quality.
In general, retention refers to stormwater storage
without access to a positive outlet, whilc detention
facilities offer temporary storage accompanied by
controlled release of the stored water. Wet
detention typically has a pool of water below the
outlet elevation; dry detention is typically placed
with the basin bottom above the seasonal high
waler table. Retention and detention can be used
separately or together in storage basins as site
conditions and management objectives require.
311.06 STORMWATER
MANAGEMENT USING
RETENTIONIDETENTION
DESIGN
Conveyance of drainage to the site
Availability of land
Suitability of site for water storage
Availability of snitable outlet point
Adjacent land use
Roadway control elevations
Soil infiltration capability
Water table fluctuations
Outfall high water elevations
Type of facilit ies proposed
Safety and rnaintenance requirements
Plamnng for retention/detention facilities should
be co-ordinated with the evaluation of borrow
requirements for the project. To the maximum
extent possible, excavation from construction of
the retention/detention basins should be used as
fill material. If borrow material is required for
basin embankments, it should be obtained within
the project linnts, if possible.
The drainage volume of the design manual
provides general design criteria for
retention/detention basins as well as procedures
for performing preliminary sizing and final
reservoir routing calculations. The Storage
Indication Method is presented as an acceptable
method for detention calculations. Exfiltration
calculations may be required for certain retention
systems for estimations of percolated discharge
rates.
Land-Jocked drainage areas will require retention
storage areas designed to meet special
considerations.
The collection of field and published data for the
planning and location of retention/detention
facilities should be coordinated so that it can be
accomplished concurrently with other aspects of a
particular project. A general discussion of data
collection procedures is presented in Section
311.02.03.
A key element to proper planning of
retention/detention facilities is the selection of
potential sites that will provide control of both
flooding and stormwater qnality. Other important
considerations include:
Runoff quality requirements
StorJ11water managenlcnt master plan
The objective of drainage design is to provide the
necessary roadway drainage facilities winch
allows the public to use the roadway during times
of siglllficant runoff and in a manner that
minimizes the potential for adverse effects on
adjacent property and existing patterns.
The effect of the roadway on the existing drainage
pattern, the potential flood hazards, as well as the
effect of floods on the roadway are to be assessed
in the design process.
The engineer shall perform a drainage study in
accordance with current design methodology,
requirements and criteria in the drainage volume
of the design manual. The criteria should identify
such items as the hydrology method to be used,
the design storm frequency to be accommodated,
the allowable spread of water on the pavement to
be tolerated at the specified storm frequency and
any other pertinent hydraulic criteria which is a
design control for the project. Applicability of
exisling Master Drainage Plans will be discussed.
The purpose of the drainage study is 10 identify
potential drainage problems for the proposed
improvement, to reconmlcnd solutions. and to
establish initial pipe and channel sizings and
aligmnents consistent with the improvement
concept. The major drainage features shall be
Part 1 30020
ROADWAY DESIGN MANUAL - Roads and Bl'id es
displayed on the roadway geometric plans in both
plan and profile.
Basic hydrologic conditions should be fully
quantified and discussed. Analysis of
preconstruction hydrologic conditions should be
performed in order to evaluate hydraulics
(capacity, velocity, flood over-topping elevations
etc.) of any existing structures and the impacts of
alternatives considered.
The engineer shall research and evaluate potential
future development (20 year planning horizon)
within the watershed which may have an impact
on future drainage flows and ultimately the
performance of existing or proposed hydraulic
structures.
The engineer shaU carefully document and
photograph aU eXlstmg drainage problems,
carefully evaluate reconunended solutions and
assure existing conditions are not impacted by
roadway improvements.
The engineer shall document drainage problems,
design approaches, solutions, and initial hydraulic
structures requirements in a separate Initial
Drainage Study which will be included in the
Appendix. A sununary will be presented in the
DCR.
312 SUBSURFACE
INVESTIGATIONS
Once the project location, horizontal and vertical
alignment and structure requirements have been
generally defmed, the engineer will formulate
subsurface exploration and testing program. The
objective of the exploration program, is to
provide, specific subsurface iluormation 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
reconunended pavement designs to be developed
during the design phase.
In the case of cither the structure borings or
roadway borings, the geotechnical program will
serve to reveal the type, severity and extent of
geoteclmical design problems.
The Geotechnical Report will assemble the results
of the subsurface exploration program, analyze,
and make geotecllllical engineering
recommendations using the field boring and lab
test data. This will be presented Ul an engineering
report, prepared by the engineer for the project
and included in the Appendix. The results will be
sununarized in the DCR.
The Report is to contain the following
information:
Sununary 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 sununary of the uuormation obtained from
and the location diagram of the soil borings
the general description of the subsurface
geologic 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 ulcluding
settlement and surcharging
an analysis and prelimulary recommendations
for pavement structural section and
foundations.
313 BRIDGE TYPE SELECTION
Selection of the most suitable type of structure
involves investigating alternate superstructure and
foundation types including variation of span
length, structure depth and number of gU'ders 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 process. Detailed
design should not be performed unless it is
necessary to confirm the adequacy of a concept.
When performing the concept studies the
following shall be considered as a minimum:
Cost
Constructability
Maintenance
Part 1 300-21
o Aesthetics
Sketches should be made of the vanous
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.
o The existing waterway opening, vertical and
horizontal clearances.
o The ueed for adding approach slabs.
o The adequacy of existing bridge rail.
When the above items have been investigated,
preliminary design can proceed by StudyUlg
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.
Traffic requirements must be investigated
including any detours or phasing requirements.
These requu'ements will be addressed Ul the
discussion detailed Ul Part I, Section 320,
Construction Staging.
The geotechnical aspects of the site should be
considered sUlce the foundation type and
associated cost may influence the type of bridge
selected. An initial (stage one) subsurface
exploration and testulg program will be
performed in parallel as described in Part I,
Section 312, Subsurface Investigations, and will
be used to determine foundation type and costs.
The preparation of the Bridge Selection Report is
the final activity in the preliminary design phase.
This activity involves incorporating the contents
of the Initial Drainage Study, and the
Geotechnical Report to produce a final Bridge
Selection Report and develop the preliminary
plans for the selected alternative. The preliminary
plans consist of the General Plan and General
Notes and Quantities Sheets. The preliminary
plans are not considered complete until the
drainage report and geotechnical foundation
recolllluendation is received and ulcorporated in
the plans.
313.01 BRIDGES OVER WATERWAYS
313.03 BRIDGE SELECTION REPORT
On projects involving widenings, Ul addition to
the requirements for new bridges, the followulg
items should be investigated:
o The existing structure should be checked for
structural adequacy.
o The condition of the existing deck joints.
o The condition of the existing bearings.
o The condition of existing diaphragms on steel
gU'der bridges.
o The existing foundations.
For waterway crossings, coordulation with the
project draumge 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 discussed.
313.02 WIDENINGSIREHABILlTATION
After fully considering the above factors to
determine the proper structure type, the engineer
will discuss the architectural features with the
appropriate Municipality Departments. For large
or controversial projects, approval by the
Executive Councilor higher authority will 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
architectnral features that are compatible with
structural, safety and site requirements can be
developed.
The completed Bridge Selection Report shall
include a general plan of the bridge. This reduced
plan reflects the bridge geometrics, architectural
theme, the bridge substructure and the type of
foundations. A complete discussion of the cost
Pal" 1 300-22
:- ,--=-
- ~ - ',,-
and feasibility of alternative designs must be
included. Tllis is especially important for unusual
and major structures. The Bridge Selection
Report will be included as an Appendix to the
OCR.
The results of bridge type selection process will
be summarized in the OCR. The factors that led
to the selection of the preferred alternative will be
thoroughly discussed. The proposed structures
should be described and address:
Foundation Type
Substructure
Superstructure
Architectural Features
Vertical and Horizontal Clearance
Other Key Factors
The General Plan shall be included in the
Drawings (A3 size) that will accompany the
OCR.
314 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 I,
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 pernlit 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 OCR. For urban projects, the location of
service reservations will affect the roadway
geometrics including parking areas, green areas
and the proposed pavement surfacing.
The OCR will include a through discussion of the
utility impacts and a tabulation of the existing
utility inventory as follows:
Item Number
Owner
Description
Station
Location
Status
Remarks
The OCR will sununarize the impacts for each
major utility (water, sewer, telephone, i.rrigation,
electrical). 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. Reconunendations will
be given for general utility relocation schemes and
for resolution of specific utility conflicts.
Associated utility costs will be included in the
preliminary cost estimate.
For larger projects a separate Utility Report
should be prepared and included as an Appendix
to the OCR.
315 SOCIOECONOMIC ANALYSIS
An analysis and discussion of the socioeconomic-
data per the requirements described in Part I,
Section 202, Envi.romnental Factors Influencing
Design, shall be included in the OCR. Each of
the topics covered in Part I, Section 202,
Enviromnental Factors Influencing Design 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 IIO( relevant, prior
approval from the Municipality is required to
exclude the issue from the OCR. The required
information as to the reasons why the topics are
not relevant shall be summarized in a concise
Teclulical Memorandum accompanied by
supporting documentation as necessary. The
MlIIlicipality shall make a determination as to the
relevance of the topic based on tllis information.
The Technical Memorandum and supporting
documentation is to be included as a separate
appendix in the OCR.
316 AGRICULTURE IMPACT
Agricultural resources are important to man's
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
witllin the study area. Primarily, this involves
Pari 1 300-23
determining whether or not the project will
directly impact (i.e. irreversibly commit ) land
that is presently used for agricultural purposes.
Tn the description of impact, the Consultant shall
identify whether the land is actively fanned or
fallow as well as the types if crops that would be
affected. Impacts will be quantified in hectares.
Tndirect impacts will also be identified and
described. These may include, but are not limited
to, the potential description 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.
317 PUBLIC FEEDBACK
Public involvement is an important aspect in the
overall success of a project. At the onset of the
project, the consultant shall devclop 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, consensus
building sessions or any other forums aimed at
soliciting public input. A summary of the
primary issnes 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.
318 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 MUTCD and
criteria included in Part 2, Section 900, Traffic
Engineering. It may be necessary to include
signing outside of the project linlits. 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 geometries sufficient to show the required
detail. Proposed guide signs should be illustrated
grapllically with leaders pointing to the sign
location. SigJling 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.
319 LIGHTING CONCEPTS
Tllis 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.
320 CONSTRUCTION STAGING
Maintenance of traffic during construction can
have a significant affect 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:
Part 1 300-24
. ~ . . .. ".
. .- .- . ' ..
Initial Drainage Study
Geotechnical Report
Bridge Selection Report
Utilities Report
Traffic Analysis Report
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.
324 DRAWINGS
321 COST ESTIMATE
The DCR preliminary cost estimate must be as
realistic and accurate as possible. The degree of
effort and dctail for each project is expectcd to
vary depending upon the complexity and
sensitivity of the project-related issues,
The preliminary cost estimate should be prepared
using the "Preliminary Project Cost Estimate"
form (Figure 300.02) to sUlllmarize the individual
bills. Tlus is intended to standardize the format
and type of itelTIS that need to be considered in the
project consistent with the General Specifications.
Similar forms must be developed for each bill
section to back-up the sunllllary, including the
estimated quantities and unit prices. It is
important that all known items of work be
identified and estimated, Tn some instances, not all
of the items can be identified at tlus stage and an
appropriate contingency factor should be applied
to reflect possible increases such as modification
of the project limits or adding decorative features.
322 CONCLUSIONS!
RECOMMENDATIONS
Tlus section will include conclusions,
recol1unendations, 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 Municipality's Engineer who served as the
Mlllucipality Representative shall also be
indicated.
323 APPENDIX
This section will be used for appending Technical
Memorandnms and the complete detailed studies
or reports including:
Fact Sheet-Design Exceptions
Parking Study
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
Bridge General Plans
Roadway Plan/Profile
Signing and Lighting Concept Plans
Arclutectural Renderings
Construction Staging Schematics
Other project specific plans as required
Part 1 300-25
MUNICIPALITY OF ABU DHABI
PROJECT NAME AND ROUTE NO. _
PROJECT NUMBER. _
PRELIMINARY PROJECT COST ESTIMATE
SUMMARY OF BILLS OF QUANTITIES
BILL
BILL DESCRIPTION AMOUNT IN FIGURES
NO.
DR Fs
I GENERAL
II EARTHWORKS
ill SUBBASE AND BASE COURSES
IV ASPHALT WORKS
V CONCRETE WORKS
VI SURFACE DRAINAGE SYSTEM
VII WATER WORKS
VlII PRESTRESSED CONCRETE WORKS
IX TRAFFIC MARKINGS AND SIGNS
X STTE LABORATORY
XI CONCRETE PILE FOUNDATIONS
XII METAL WORKS
XIII POST-TENSIONED CONCRETE WORKS
XIV EXPANSION AND FIXED JOINTS
XV IRRIGATION WORKS
XVI LIGHTING AND ELECTRICAL DISTRIBUTION WORKS
xvn TRAFFIC CONTROL SYSTEM
xvm DAILY WORKS SCHEDULE
XIX TELEPHONE WORKS
XX SEWERAGE WORKS
XXI STREET FURNITURE
xxrr PARKING STRUCTURE
XXV LANDSCAPING
TOTAL ESTIMATED COST
Figure 300.02
Cost Estimate Worksheet
Part 1 300-26
PART 2
ROADWAY DESIGN
rails, bridge columns, retaining walls, sound
walls, cut slopes, and median barriers.
SECTION 100
GENERAL DESIGN CRITERIA
101 DESIGN SPEED
The cost to correct such restrictions may not be
justified. Teclmically, tlJis will result in a
reduction in the effective design speed at the
location in question. Such tecluJical reductions
should be discussed and carefully considered
before accepted.
Design speed establishes specific mll1Ullum
roadway design elements. These design elements
include vertical and horizontal alignment, and
sight distance. Design speed relates indirectly to
other elements such as pavement and shoulder
width, and horizontal clearance.
Design speed may be lowered, especially ill
densely developed urban areas. The design speed
for special projects will be established by the
Road Section. Maximum design speeds, as related
to roadway classifications, are shown in Table
100.Ql.
Design speed is influenced by terrain, economic
considerations, envirol'Unental factors, type and
volume of traffic, roadway functional
classification, and adjacent land use (rural or
urban).
RURAL
Freeway
140 120
120 100
100 80
140 120
120 100
100 80
100 80
80 60
90 80
80 60
60 40
90 80
80 60
60 40
t20 100
120 100
Flat
Rolling
Mountainous
Major Collector
Flat
Mountainous
Minor Collector
Flat
Rolling
Mountainous
Local Access
Freeway
Expressway
Arterial (Main Rd)
Outlying 100 80
Low Interruption 90 60
High Interruption 60 40
Frontage Road 60 50
Sector Road 50 40
DIRECTIONAL RAMPS 80 60
The maxim/lm design speed varies by area 011 Abu
Dhabi Is/alld therefore. refer 10 Figllre 100.01 for the
posted speeds 011 the Is/alld. Posted speeds are
cOllsidered to be approximately 85% of desigll speed.
URBAN
Flat
Rolling
Mountainous
Flat
Rolling
Mountainous
Expressway
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 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.
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
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.
Part 2 100-1
(
--- 45 KPH
---60 KPH
---80 KPH
POSTED SPEEDS
J
Figure JOO.OJ
Posted Speeds On Abu Dhabi Island
Parl2 100-2
ROADWAY DESIGN MANUAL - Roads and Bdd es
102 DESIGN VEHICLES
Within a project, one design designation should
be used except when:
For primary roadway projects, the design vehicle
will be a WB-12 intermediate senli trailer
combination. For secondary and local roads, the
design vellicle will be a single unit bus. The
design vehicles are as defined in a "A Policy on
Geometric Design of Highways and Streets",
AASHTO, 1994. Refer to Section 405 for
additional information on design vehicles.
(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.
103 DESIGN TRAFFIC
104 ROADWAY CAPACITY
103.01 DESIGN PERIOD
104.01 DESIGN CAPACITIES
Geometric design of new facilities should be
based on estimated traffic 20 years after
completion of construction unless otherwise
directed by the Road Section.
Design capacity is the maximum volume of traffic
for wllich a projected roadway can provide a
selected level of service. Design capacity varies
with a number of factors, including:
ADT (2000) =9800 D =60%
ADT (2020) = 20,000 T = 12%
DHV =3000 V =110 kph,
Safety, resurfacing, restoration, rehabilitation,
and operational improvement projects should be
designed using current traffic volumes with
consideration for future growth.
The design designation is a simple, concise
expression of the basic factors controlling the
design of a given roadway. Following is an
example of this expression:
where:
ADT (2000) = The average daily traffic, in
number of vehicles, for the construction
year.
ADT (2020) = The average daily traffic for
the future year used as a target in design.
DHV = The two-way design hourly volume,
vehicles.
D = The percentage of the DHV in the
direction of heavier flow.
T = The character of the traffic. Tllis is
expressed by the truck increment (T) as
a percent of the DHV (excluding
recreational vellicles).
V = Design speed in kph.
(a) Level of service selected.
(b) Width and number of lanes.
(c) Weaving sections.
(d) Presence or absence of, and width of,
shoulders.
(e) Grades.
(I) Horizontal alignment.
(g) Operating speed.
(h) Lateral clearance.
(i) Side friction generated by parking, drive
ways, intersections, and interchanges.
Volumes of trucks, buses, recreational
vehicles, bicycles and pedestrians.
U) Percentage of trucks, buses, and
recreational vehicles.
(k) Spacing and tinting of traffic signals.
Design levels of service for various conditions are
shown in Table 100.02. The llighest feasible LOS
should be selected and used for design, except
Broadly defined, in terlUS 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 lower range of stable flow;
LOS E is unstable flow; and LOS F indicates
forced flow.
Design capacity is based on the factors above,
design year traffic and operation at a specified
level of service (LOS).
RELATION TO DESIGN 103.02
Part 2 100-3
.. , ;. .
,. l...
where umeasonable costs or environmental
constraints would dictate a lower LOS.
Level terrain is defined as a roadway on which
trucks can maintain speeds that approach or are
equal to those of passenger cars.
Rolling terrain is defmed as a roadway on which
trucks substantially reduce their speed below
passenger cars on some sections.
MouIJtainous terrain is defined as a roadway
where trucks operate at crawls speeds for long
distances or frequent intervals.
Table 100.02
Relation of Conditions to Design Levels of
Service
For an approximation of the number of lanes
required on a multi-lane freeway or expressway,
use the following design year peak hour traffic
volumes at the specified level of service:
The following sections deal with the general
capacity calculations for varions roadways. Since
these calculation methods are lengthy and beyond
the scope of tltis document, the reader is referred
to the Highway Capacity Manual (HCM), 1994.
104.01.01 Multi-lane Rural Roadway
Design Levels
of Service
Expressway
RURAL
Freeway
As an alternative to level of service 0,
consideration should be given to pairs of one-way
roads or alternative bypass routes to improve the
LOS.
Flat
Rolling
Mountainons
Flat
Rolling
Mountainous
Major Collector
Flat
Rolling
Mountainous
Minor Collector
Flat
Rolling
Mountainous
Local Access Flat
Rolling
Mountainous
URBAN
Freeway
Expressway
Arterial (Main Rd)
Frontage Road
Sector Road
DIRECTIONAL RAMPS
B
B
C
B
B
C
B
B
C
C
C
o
o
o
o
C
C
CoD
o
o
B-C
The general equation for service volume of all
multi-lane roadways is given by:
SV = 2000 N (vic) T W
where:
SV = Service volume (one direction) for a
given level of service
N = Number of lanes in each direction
vic = Service volume to capacity ratio
T = Adjustment factor for trucks on grades
W =Adjustment for width and lateral
clearance
(See HCM Section 100.04.02)
104.01.02 Two Lane Roadways
Service volumes and capacities for two lane
roadways are always both directions without
regard to the distribution of volume by direction.
The general equation is given by:
SV = 2000 (vic) T W
where:
SV = Service volume in vehicles per hour
(total both directions)
vic = Service volume to capacity ratio
T = Adjustment factor for trucks on grades
W = Adjustment for width and lateral
clearance
Pari 2 100-4
104.01.03 Expressways
Expressways are analyzed using a series of
nomographs covering a range of average roadway
speeds. The charts are based on 3.65 mlanes, full
width shoulders, and adequate clearances. (See
HCM Section 100.04.02)
104.01.04 Expressway Ramps and Weaving
Sections
Freeway
Expressway
Major Collector
Main Road
Minor Arterial
Sector Road
Local Road
Full Access Control
FuU or Partial Access Control
Partial Access Control
Approach Road
and Driveway
Regulations
Capacities of urban expressways are influenced
by entrance and exit volumes, weave distance,
and the geometric layout. AU of these factors
should be considered in the capacity analysis.
104.01.05 Intersection Capacity
Intersections capacity generally governs the
capacity of the associated roadway. Signal
tinling, intersection spacing, turning movement all
play a critical role in deternlining the overall
capacity. (See HCM Section 100.04.02)
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 tlu'ough traffic capacity or safety of the
facility will not be significantly impaired. There
are tlu'ee degrees of access control:
Full Access Control - Gives preference to
tlu'ough traffic by providing access only through
selected frontage/sector 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
pernlitted access to the roadway, but the number,
location and geometrics are regulated.
AJI Roadways will have some degree of access
control. The appropriate degree of access control
by roadway type is given in Table 100.03. More
detailed guidelines for establishing the control of
access lines by roadway classification are
presented in the following section.
105.02 ACCESS CONTROL DESIGN
CRITERIA
105.02.01 Primary Roadways
The number of access openings on expressways
with access control should be held to a minimum.
Parcels which have access to another frontage or
sector road as well as expressway frontage are
not allowed expressway access. In some
instances, parcels fronting only on the
expressway may be given access to another
sector road by constructing suitable connections
if such access can be reasonably provided.
With the exception of extensive expressway
frontages, access openings are limited to one
opening per parcel. Wherever possible, one
opelling should serve two or more parcels. In the
case of a large expressway 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
opemngs.
Access rights shall be acquired along interchange
ramps to their junction with the nearest public
road, and shaU extend to the end of the ramp taper
Part 2 100-5
(or at least 50 m beyond the end of the curb
return or ramp radius).
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 access
means. Direct access will not be provided if it
creates an unsafe condition. Turning movements
will be limited to right turns only. Written
approval must be granted by the Abu Dhabi
Road Section.
105.02.02 Secondary Roadways,
ADT > 2500
In general, the number of access openings shall be
held to a minimum for any facility. Additional
access may be necessary to satisfy a range of
design issues/access requirements. The following
is a list of issues to consider when providing
access points.
(I) Emergency vehicles shall have a right to
direct roadway access.
(2) Private direct roadway access shall be
perITIitted only when the property in queslioll
has no other reasonable access to the local
road system.
(3) If feasible, parcels fronting only on the
roadway shall be given access to another
public road by constructing suitable
cOlmections.
(4) Roadway access openings are limited to one
per parcel. 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 parcel.
In tllis case additional access openings may
be warranted. However, it Illay be preferable
to connect the physically separated portions
of the parcel with a low cost structure or road
rather than pernlit multiple access openings.
(6) Wherever possible, one access opening should
serve two parcels.
(7) When the number of requued access openings
on one side of a divided roadway exceeds
tlllee in 400 m, a frontage/sector road shall be
provided. See Section 105.03, Use of
Frontage Roads, for further discussions.
(8) Access opellings on divided roadways shall
not be permitted within 100 m 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 (I) the approach has no
signalization potential and allowing left turns
would significantly reduce congestion and
safety problems at a nearby interseclion; or
(2) there are no intersections, existing or
planned, that allow a V-turn; and (3) left
turns can be safety designed without
signalization.
(IO)Access approaches with signalization
potential and that requue left turn movements
Illust (I) meet the signalization requirements
as specified in Part 2, Section 902,
Signalization, and (2) shall not interfere with
the localion, planning, or operation of the
general road system and nearby property
access.
105.02.03 Secondary Roadways,
ADT <2500
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
geometry's of access poultS must meet the
following criteria:
(a) The number of access approaches to a parcel
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 tllis results Ul the
appearance of a divided roadway.
(c) Left turns if safety and design standards are
met.
(d) In rural areas, approach roads shall be
provided as necessary for local access or
emergency/rest stops. The maxunum spaculg
(
Parl2 100-6
" '._ ..... r.... .....
(I) Gel/eral Policy
between approaeh roads shall be 5 km for
these purposes.
(e) In urban areas with signalized intersections,
the minimulll spacing between access points
shall be that which is necessary for the safe
operation and proper design of intersections
as specified in Section 400.
(a) Frontage roads are provided:
To control access to the urban
expressway and main road
through lanes, thus increasing
safety.
To provide access to sectors.
Maintain continuity of the local
road systems.
Provide for non-motorized
traffic that might otherwise
desire to use the expressway.
PROTECTION OF ACCESS
RIGHTS
Nell' Aligl/lllel/t. Sector roads generally
are not provided on new expressway
aligmnents 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.
(2)
105.04
(3) Existil/g Aligl/lllel/t. Where an expressway
is developed parallel to an existing
roadway or local road, all or part of the
existing roadway is often retained as a
frontage or sector 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 discussed
above.
USE OF FRONTAGE ROADS 105.03
(b)
(c)
Typically a frontage road is
justified if their construction costs
are less than the costs 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 costs of acquiring the affected
property. Frontage roads may be
required to connect parts of a
severed property or to serve a
landlocked parcel resulting from
right of way acquisition.
Direct access to the tlu'ough lanes
is allowable on expressways.
However, when the number of
access openings on one side of the
expressway exceeds tlu'ee in 500
m, a frontage road should be
provided.
Access Control Iines/limits shall be showll 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 011 all
controlled access roadways, located on the
control or access line where appropriate.
106 DESIGN STANDARD
EXCEPTIONS
A design standard exception is a design feature
which does not meet the design standards
presented in the Roadway Design Manual.
Occasionally these design exceptions are justified
but it is important that each design exception be
documented and approved in writing prior to plan
acceptance.
The request for approval of design exceptions
shall be in the form of a Design Exception
Request. This request sheet shall be presented to
the Municipality for written approval. The
request sheet shall include the following topics:
Part 2 100-7
Proposed Project
Existing Roadway
Proposed Design Exception
Additional Cos! To Comply With
Standards
Incremental Improvements
Supportive Data
A detailed description of the items required in the
Design Exception Request sheet is included on the
following pages.
DESIGN EXCEPTION REQUEST SHEET
1. PROPOSED PROJECT
A. Project Descriptiol/: Briefly describe the
project. Note the type of project and/or
major elements of work to be done. such
as safely or operational improvement.
roadway widening, rehabilitation,
reconstruction, elc. Provide the
geographic project limits and length.
B. Proposed Project Total Cost: include a
estimate of the proposed projecl cost
segregated by major elements. including:
roadway. structures. right of way. utility
relocation. envi.ronmental mitigation, etc.,
as needed.
2. EXISTING ROADWAY
A. Existil/g Roadway Descriptiol/:
Describe the existing roadway features
relevant to the proposed design exception.
This may include such things as the
widths of lanes. shoulders. median. clear
zones. roadbed. and structures;
horizontal and vertical aligmnent and
clearances; design speed. sight distance.
grades. cross slope. superelevation, etc.
If relevant. provide a similar brief
description of adjacent existing roadway
segments. noting existing nonstandard
features.
3. PROPOSED DESIGN EXCEPTION
A. State the specific design standard(s)
which are not being met and refer to their
Ro{/(!Ivay Desigl/ Mal/l/al Part and
Section number(s).
B. Describe the proposed design exception
or the existing design exception which is
proposed to be maintained. If proposed.
state whether the design exception is an
improvement over the exisling 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. etc.
C. Provide a thorough brief justification for
the design exception. Reasons for
granting design exceptions include a
combination of excessive cost. right of
way impacts and/or environmental
in'pacts. Supportive factors have
included low accident frequency. local
opposition. and consistency with adjacent
roadway segments.
4. ADDITIONAL COST TO COMPLY
WITH STANDARDS
Provide a realistic estimate of the additional
cost required to meet the design standard for
which the proposed exception is requested.
5. INCREMENTAL IMPROVEMENTS
Discuss other practical alternatives that are
intermediate in scope and cost between the
proposed project (requiring tlus design
exception) and the full. standard solution.
Provide enough information on costs versus
benefits. right of way and enviromnental
impacts. etc. to explain why none of the
incremental alternatives are reconunended.
These alternatives should normally be
investigated prior to requesting an exception.
6. SUPPORTIVE DATA
A. Traffic Data: Provide both ADT's and
DHV (design houriy volnmes). Use
design year traffic.
\
Part 2 100-8
For further information and guidelines on
bicycles, refer to the latest edition of AASHTO,
Guide for Development of Bicycle Facilities.
At certain locations or in certain corridors, it is
appropriate to supplement further the existing
highway system by providing specifically
designated bikeways (for either exclusive or non-
exclusive bicycle use). Rural arlerials often are
the only direct C0ll11ection between areas of
population and locations to which the public
wishes to travel, Schools, parks, and rural
housing developments are usually located to be
readily accessible by automobile. 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.
B. Accident Analysis: Safety is of primary
imporlance when considering design
exception approval. If relevant, include
an accident data analysis to identify
prevalent accident types and causes, plus
an evaluation of the effect of the
requested design exception on accident
types and frequencies.
C. Attachments:
1. Provide a location or vicinity map
for the project.
2. Provide plan sheets, cross sections,
profJ.ies and/or special details to
clearly illustrate the proposed
design exception.
3. Attach pertinent letters,
resolutions, meeting minutes,
studies, etc., which further develop
or clarify the proposed design
exception.
107.02 SPECIAL BICYCLE FACILITIES
107 BICYCLE FACILITIES
107.03 BICYCLE CHARACTERISTICS
Measures such as the following, which are
generally of low capital intensity, can
considerably enhance a route's safety and
capacity for bicycle traffic:
Paved shoulders.
Wide outside traffic lane (4.2 m minimum) if
no shoulder.
Bicycle-safe drainage grates.
Adjusting manhole covers to the grade.
Maintaining a smooth, clean riding surface.
The bicycle has become an important element for
consideration in the highway design process.
Fortunately, most of the mileage needed for
bicycle travel is comprised of the street and
highway system. While many highway agencies
allow bicycles on partially access controlled
facilities, most highway agencies do not allow
bicycles on fully access controlled facilities.
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 even
then consideration of bicycles is an essential
element the design of the highway itself.
BICYCLES AT
INTERSECTIONS
107.04
When on-street bicycle lanes and/or off-street
bicycle paths enter an intersection, the design of
the intersection should be modified accordingly.
Tlus may mean special sight distance
considerations, wider roadways to accol1ullodate
on-street lanes, special lane rnarkings to
charl11elize and separate bicycles from right
turning vehicles, provisions for left turn bicycle
movements, or special traffic signal designs (such
as conveluently located push bullons at actuated
signals or even separate signal indication for
bicyclists).
GENERAL 107.01
Part 2 100-9
201
201.01
SECTION 200
GEOMETRIC DESIGN
STANDARDS
SIGHT DISTANCE
GENERAL
If providing passing sight distance is not
economically feasible, stopping sight distance is
the minimum sight distance provided on multilane
and 2-lane roads. Stopping sight distance is the
minimum provided for interchanges, at-grade
intersections and private road cOJUlections.
Sight distance is the continuous length of roadway
ahead visible to the driver. There are t1u'ee distinct
types - passing, stopping, and decision. Passing
sight distance is the minllnum sight distance
required by a driver to safely pass another
vehicle. Stopping sight distance is the distance
required by a driver, traveling at a given speed, to
stop after seeing an object on the road. At certain
locations decision sight distance is required to
allow drivers extra time for making decisions.
Table 200.0 I shows the standards for sight
distance related to design speed.
Table 200.01
ht Distance Standards
Desigll Millillllllll Desired MillimulIl
Speed Stoppillg Stoppillg Passillg
Sight (1) Sight (1) Sight
Distallce Distallce Distallce
(k h) (111) (111) (111)
Passing sight distance is only considered on 2-
lane roads and should be provided at frequent
intervals. In general, minimum passlllg 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. Economics
should be weighed against providing passing sight
distance or auxiliary passing lanes.
Passing sight distance is the minimum sight
distance requll'ed by a driver to safely pass
another vehicle. The sight distance available for
passlllg is the longest distance at which a driver
whose eyes are 1070 nun above the pavement can
see the top of a 1300 nun high object on the road.
Passing must be accomplished without reducing
the speed of an oncoming vehicle traveling at the
design speed. Table 200.0 I lists sight distance
standards.
201.02 PASSING SIGHT DISTANCE
30 30 30 220
40 45 45 285
50 60 65 345
60 75 85 410
70 95 115 485
80 115 140 545
90 135 170 605
100 160 205 670
110 180 250 730
120 205 290 795
130 235 330 855
Mil/illllllll vailles shall be avoided il/ desigl/,
higher vailles are desirable.
(l) II/crease by 20% 01/ dowl/grades >3% & >2
km. Values shown are for weI pavements.
Chapter III of "A Policy on Geometric Design of
Highways and Streets," AASHTO, 1994,
contains a thorough discussion of the derivation
of stopping sight distance.
Stopping sight distance is the distance required by
a driver, traveling at a given speed, to stop after
sighting an object on the road. StOpplllg sight
distance is measured from the driver's eyes, 1070
mm above the road, to an object 150 mm high on
the road.
Figure 200.02 shows the relationship between
vertical curve length, design speed, and algebraic
difference in grades. Anyone factor can be
determined when the other two are known.
AT GRADE CRESTS
Part2 200-1

Height of eye - 1070 mm.
Height of Object - 150 mm.
WHEN S> L
WHEN S< L
L e 2S - 405 L AS2
A
405
NOTE:
For long sustained downgrades.
see Section 204.05.
See Figure 200.06 for parabolic
vertical curve formulas.
See Section 204.04 for minimum
length of vertical curve.
L e CURVE LENGTH - meters
A ALGEBRAIC GRADE DIFFERENCE - X
S e SIGHT DISTANCE - meters
V e DESIGN SPEED - kph FOR 'S"
K e DISTANCE IN METERS REOUIRED TO
ACHIEVE A IX CHANGE IN GRADE.
K VALUE AS SHOWN IS VALID WHEN S< L.
Figure 200.01
Stopping Sight Distance on Crest Vertical Cnrves

o
o
NOTE:
For long sustained downgrades.
see Section 204.05.
See Figure 200.06 for parabolic
vertical curve formulas.
See Section 204.04 for minimum
length of vertical curve.
600 mm
,--------_---r
WHEN S> L I
L - 2S-122 "J.5S
A
WHEN S < L
L "AS
2
122 J.5S
L e CURVE LENGTH - meters
A e ALGEBRAIC GRADE DIFFERENCE - X
S e SIGHT DISTANCE - meters
V e DESIGN SPEED - kph FOR 'S'
K e DISTANCE IN METERS REOUIRED TO
ACHIEVE A IX CHANGE IN GRADE.
K VALUE AS SHOWN IS VALID WHEN S<L.
Figure 200.02
Stopping Sight Distance on Sag Vertical Curves
Part 2 2002
Stopping sight distance for grade sags IS
important at night when headlights need to
illuminate the road ahead. Figure 200.02,
provides the minimum sag vertical curve length
which provides headlight sight for a given design
speed. Lighting may be considered as an
economic option to lengthening the sag curve.
Figure 200.03 is used to determine the required
clear distance (at a givcn design spccd) from the
inside lanc centcrline to a roadside obstruction.
The drivcr's cye is assumcd 1070 n1ln above the
inside lane ccnterline (inside with respect to
curve) and the object is 150 mm high. With little
or no vertical curvature, the sight line is assumed
to interccpt the obstruction at the midpoint of the
sight linc, 610 mm above the inside lane
centerline. The clear distance (111) is measured
from the inside lane center to the obstruction.
Frolll AASHTO, 1994, "A Policy 011 Geollleiric
Desigll of Highways alld Slreels"
I
Desigll Decisioll Sight Distallce
Speed for Avoidallce Malleuver (m)
kph ABC D E
200
235
275
315
360
405
435
470
160
205
240
275
320
365
390
415
145
175
200
230
275
315
335
375
160
205
250
300
360
415
455
505
Table 200.02
Decision Si ht Distance
75
95
125
155
185
225
265
305
50
60
70
80
90
100
110
120
A Stop on rural road.
B Stop on urban road.
C Speed/path/direction change on rural road.
o Speed/path/duection change on suburban
road.
E Speed/path/duection change on urban road.
STOPPING SIGHT DISTANCE
AT GRADE SAGS
STOPPING SIGHT DISTANCE
ON HORIZONTAL CURVES
DECISION SIGHT DISTANCE
201.05
201.06
201.07
Decision sight distance is the distance required for
a driver to detect an unexpected or difficult to
perceive information source or hazard in a
roadway envirOIUnent that may be visually
cluttered, select an appropriate speed and path,
and initiate and complete the required maneuver
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 rests,
vista points, and inspection stations. At these
locations, sight distance greater than stopping
sight distance is desirable to allow drivers time
for making decisions
The dccision sight distances in Table 200.02
provide appropriate decision sight distance
rounded for design. Decision sight distance is
based on a 1070 mm eye height and a 150 mm
object height.
202 SUPERELEVATION
202.01 GENERAL
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 in its curvcd path by
side friction between the tires and pavement.
Roadways are superelevated to further counter
centrifugal force. Superelevation is the sloping of
the roadway surface upward toward 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 tue side friction. However, it is
impractical to balance centrifugal force by
sllperelevation alone, because for a given curve
radius a certain superelevation rate is exactly
correct at only one spccd. At all C?ther speeds side
tlm,st will either be toward or away from the
curve center. This thrust must be offset by side
friction.
Part 2 200-3
-------
-- f. Inside lone --.
--- --- ...........
/' .--/ __ --....... .........
Eye
Sight
Obstruction
Angle Is In degrees.
m R(COS!
S ",!!,-(COS-
I
(R-mJ)
28.65 R /
Formula applies only when 5 /s less than
or equal to the curve length.
Line of sight Is 600mm above f Inside lone ot point of obstruction.
S SIGHT DISTANCE IN METERS
R RADIUS OF THE f OF THE LANE
NEAREST THE OBSTRUCTION
IN METERS.
m DISTANCE FROM f OF THE LANE
NEAREST THE OBSTRUCTION
IN METERS.
V DESIGN SPEED FOR 'S' IN kph.
DESIGN SPEED SIGHT DISTANCE
kph kph
30 30
40 45
50 65
60 85
70 105
80 130
90 160
100 190
I/O 220
120 255
130 290
For sustaIned downgrades, see SectIon 204.05.
Figure 200.03
Stopping Sight Distance on Horizontal Curves
If the vehicle is not skidding, all forces are in
equilibrium and are governed by the following
equation:
elements related to speed and horizontal
curvature.
Roadway e
max
Classi Ication
Table 200.03
S I I" R te
Centrifllgal Factor = e + f = 0.0079Y' = y'
R l27R
Where:
e =
Superelevation rate in m per m
enla:.; =
Maximum sllperelevation rate for
a given condition
f =
Side friction factor
R
=
Curve radius in 111
V =
Velocity in kph
M
Freeways
Expressways
Ramps
Main Roads and Collectors
Sector Roads
0.06
0.06
0.06
0.04
Normal Crown
Maximum superelevation rates for various
roadway classifications are shown on Table
200.03. Table 200.04 shows values for design
This equation is used to design superelevated
curves for comfortable operation. Standard
superelevation rates are designed to keep the
portion of centrifugal force countered by tire
friction within allowable limits.
Lower superelevation rates may be necessary in
urban areas where restricted speed zones or
intersections are controlling factors. 1n addition,
existing road grades, curbs, or drainage may
prove difficult to alter. Such conditions may
warrant, for example, a reduction in the
superelevation rate, different rates for each half of
the roadbed, or both. 1n warping road areas for
drainage, adverse superelevation should be
avoided.
202.02 SUPERELEVATION
STANDARDS
202.03 CITY ROAD CONDITIONS
Part 2 200-4
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lO 6.0 29 43

Table 200.04
Values for Design Elements Related to Speed and Horizontal Curvature
From AASHTO, /994, "A Policy 011 Ceome'r;c Desigll of Highways alld S,reets"
Part 2 200-5
Aesthetics, grade distortion, superelevation
transitions, drainage, and driver perception should
be considered when selecting the axis of rotation.
Expressway COIUlections and Ramps - The axis
of rotation may he about either edge of travelled
way or centerline if multinale. Appearance and
drainage considerations shall be considered when
selectulg the axis of rotation.
Undivided Roadways - The axis of rotation shall
be at the roadway centerline. 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.
202.04 AXIS OF ROTATION An example of expressway superelevation
development is shown on Figure 200.04.
For roadways on the lllside 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 hecomes 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 USUlg the inside roadway transition.
Approxunately one-third of the transition length
will be placed on the curve. The remailung
transition length will be on the tangent. The
transition location will be adjusted to begin/end at
a 10 meter station.
Edge of travelled way and shoulder proftles
should he plotted and llregularities and draulage
problems should be efuninated.
Divided Roadways. The axis of rotation shall he
at the median edge of each travelled way.
However, for bridges with decked medians the
axis of rotation shall be at the centerline.
General - Superelevation transition should he
designed in accordance with Figure 200.04. The
length of superelevation transition should he
based upon the combination of superelevation rate
and width of rotation plane.
Super'elevation 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 gradefule by more than the percentage
shown on Table 200.04 and will be an unbroken
line throughout the transition. The miniJnum
transition length for a two lane roadway is shown
on Table 200.04. For multiple lane roadways the
muumum length shall Ulcrease proportionately.
SUPERELEVATION OF
COMPOUND CURVES
202.06
Compound curve superelevation shaU he per
Figure 200.05. Where feasible, the criteria in
Section 202.05 shall apply.
Superelevation Transitions on Bridges
Superelevation transitions on hridges should be
avoided.
For roadways on the outside of the curve, the
transition will begin/end at the adjust the curve
determuled by the inside roadway transition. An
additional transition length is requu'ed 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 restnCllve areas, where
full superelevation calmot be achieved, the lughest
possible superelevation rate and transition length
shaU be used. But, in no case shall the cross slope
rate of change exceed 4% per 20 m.
SUPERELEVATION
TRANSITION
202.05
Part 2 200-6
TRANSITION LENGTHS
SE L, L2
L
3
TOTAL
1 .01. 20 60 20 SD
1. 5'1. 20 TO 0 90
2.01. 20 BO 20 '00
2.51- 20 90 30 110
3.01. 20 lDO 40 120
:3.51- 20 110 50 130
4.0'1. 20 13D 60 140
4.57. 20 140 7D 160
5.0'1. 20 150 BO 170
5.51. 20 '60 90 ,BO
6.0t. 20 170 10D
190
CALCULATE Ll
-0.3SE -(-0.015)
5E = 0.0155E CHANGE
4.0 X 0.015 0.06
O. 06 0.005 = 12
USE 20
CALCULATE L2
-0.0155 - 0.03
5 = -0.0455 CHANGE
4.0 X 0.015 = 0.06
0.06 0.005 = 12
USE 20
SAMPLE CALCULATIONS
CALCULATE L
3
-0.015$E -(-0.03)
SE = -o.015SE CHANGE
10.95 X 0.015 = 0.1643
0.1643 : 0.005 = 32.86
USE 40
GIVEN:
PAVEMENT WIDTH: 10.95 AT-l.5hSE
OUTSIDE SHOULDER WIDTH: 4.0 AT-31. SE
RADIUS OF CURVE: 1500 AT 110 KPH
REOUIRED SUPERELEVATION: 3.01-
MAXIMUM DIFFERENCE IN GRADES
BETWEEN PGL AND OPPOSITE EDGE
OF PAVEMENT = 0.57.
o
':if DETERMINE LENGTH AND LOCATION OF
SUPEREVELATION TRANSITION
r
-..t

A
E
1/3 L)
TOTAL LENGTH
L1 + L2 = 20 + 100 120
TRANSITION LOCATION
GiVEN:
Te STA. 14+524.667
+ 13.333
14+ 538.000 ADJUST TO
STA. 14+540
E
END TRANSITION STA. 14+540
OF PAVEMENT
OF PAVEfl.ENl
OUTSiDE ROADWAY
OF OUTSIDE
T
6
PLAN
B
EDGE OF PAVEMENT
EDGE OF PAVEMENT
EDGE OF OUTSIDE SHOULDER.
H G
'v>

w:::::

H G

C ,
LI . L-'2'-___ '
.- --,
PROFILE

-
3
. _ _"O_"1._t___<i__f-
-3.01.
SECTION F-F
PGL--
SECT! ON A-A
SECTION B-B I I
I
I I
SECTION c-c
SEcnON G-G
3.0 10.95
SHLOR JNS I DE
PAVT
-3.07-
OUTSIDE
ROADWAY
(PGll
-PGL
INSIDE
FULL SE
ROADWAY
(PGl)
(J)
SECTION E-E
CD0 00
---14 . . CI--
SHlDR OUTSIDE SHlDR
I I PAVT
FULL 5E
Figure 200.04
FreewaylExpressway Superelevation Transitions
Part 2 200-7
L Length of superelevatlon runoff - m
es Superelevation rote for smaller radius curves - m/m or percent
e
L
Superelevation rate for larger radius curves - m/m or percent
Superelevatlon Transition
Traveled Way
'"
tl
-- -- r- -ir""-:"- - -
Q.
'"
>-
'-
3_0_m__m_1n_,.,) G
runof
CASE /
.105 m OR LESS.r
Traveled Way
Superelevatlon
Runoff L 1/3L
crown 2/3 L
runof (30 m min.!
Varies 45 m min,
Traveled Way
Traveled Way
I I 0'5'
_
I I
I ",'"
'"
>-
'-
" '-'
'"
o Greater than 105 m C

'-'
Superelevatlon Transition 'B
a.:
I
------+------
---.-- ".L:-----", I
'"
'"
!u_
CASE 2
Figure 200.05
Superelevation Transitions 1'01' Compound Curves
Part 2 200-8
203.01 GENERAL
203 HORIZONTAL ALIGNMENT
Minimum CurvatUl'e - Table 200.05 gives the
minimum curve radius based on design speed.
In design, safety is always a major factor. The
horizontal alignment shall provide at least the
min.imum 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 multilane roadways except as
noted.
(
If a glare screen or median barrier is used,
adjustments may be necessary to maintain the
required sight distance on divided roadway
curves.
Curve Length and Central Angle - For central
angles less than LO degrees, the minimum curve
length should be 240 m to avoid a kinked
appearance. For central angles smaller than 30
minutes, no curve is required. Above a 6000 m
radius, parabolic curves may be used. In no case
shall sight distance or other safety considerations
be sacrificed to meet the above reqnirements.
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 be at least
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.
Alignment Consistenc)' - Sudden reductious in
aliglllllent 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 more than 15 kph.
STANDARDS FOR
HORIZONTAL CURVATURE
203,02
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, geotecllllical
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
contour of the land, and at the same time adequate
for the design classification of the roadway.
2000
2000
600
lOO
Table 200.05
Standards For Curve Radius
Roadway Minimllm
Classificatioll ClIrve Radills (m)
RURAL
Freeway
Expressway
Collector
Local Access
URBAN
Freeway 600
Expressway 600
Arterial (Main Rd) 600
Frontage Road 600
Sector Road 100
LOOP RAMPS 45
This table asslImes III/limited sight distal/ce.
Mil/iml/m radills shol/ld also be checked agail/st
Figllre 200.03. Every effort shol/ld be made to
exceed lite minimum.
Lane curve leugths 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.
On 2-lane roads a curve should not exceed a
length of 800 m.
Compound Curves - Compound curves shall be
avoided, except where use of a simple curve
results in excessive cost.
If compouud curves are used, the shorter radius
should be at least two-thirds the longer radius
when the shorter radius is 300 m or less. The total
arc length of a compound curve should not be less
than 150 Ill.
Part 2 200-9
The grade line should generally coincide with the
axis of rotation for superelevation. Its relation to
the cross section should be as follows:
Reverse Curves When horizontal curves
reverse direction the cOIUlecting tangents shall be
long enough to accommodate the standard
superelevation runoffs given on Figure 200.04. In
no case shall the cross slope rate of change
exceed 4% per 20 m.
204.02 VERTICAL ALIGNMENT
POSITION WITH RESPECT TO
CROSS SECTION
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.
Aligrunent at Bridges - If possible, a bridge
should be located entirely on a tangent or curve
because supereJevation 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
aesthetics. Steep grades affect truck speeds and
overall capacity.
All portions of the vertical alignment shall meet
minimum sight distance requirements.
Undivided Roadways The grade line should
coincide with the roadway centerline.
Expressway Connections and Ramps The
grade line may be positioned at either edge of
travelled way or centerline if multilane.
Divided Roadways The grade line may be
positioned at either the median centerline or at the
ultimate median edge of travelled way. The
former case is appropriate for paved medians 9 m
wide or less. The latter case is appropriate when:
a) The median edges of travelled way of the
two road\\iays are at equal elevation.
b) The roadways are at different elevations.
c) The median width is unul1.iform.
204.03 STANDARDS FOR GRADES
Maximilln Grades - Table 200.06 lists the
maximum grades for design for rural roadways
based on design speed and urban roadways based
on roadway type.
MinimlUll Grades - The desirable mlllimum
grades should be not less than 0.3 percent for
curbed 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 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 the Road Section.
Part 2 20010
Table 200.06
Grade Standards
Urbal/ Desirable Absoll/te
Roadway Maxillll/Ill Maxillll/Ill
T e % %
RI/ral
Desigl/ Level Rollil/g MOl/l/tail/ol/s
Speed
(k 11) % % %
Freeway 3
Expressway 3
Ramps 4
Arterial (Main Rd) 2
Frontage Road 2
Sector Roads 2
(
STRUCTURE GRADE LINE 204.06
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 200.09 shows the speed reduction in kph
for an assumed typical heavy truck of 180 kglkW
as a function of grade length and upgrade percent.
Generally, a truck speed reduction of up to 15
kph does not significantly impact roadway
capacity.
Structure Depth - The depth to span ratio for a
structure is dependent on many factors. Use a
structure depth to span ratio of 0.04 to 0.045 for
preliminary design purposes.
Consideration should be given to adding lanes
where the truck speed reduction is greater than 15
kph and there is a significant reduction in 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 ten percent. Decision
sight distance should be provided at climbing lane
drops on expressways.
4
4
6
3
3
3
8
7
7
6
6
5
5
4
6
6
5
5
4
4
4
4
5
5
4
4
3
3
3
3
VERTICAL CURVES
60
70
80
90
100
110
120
130
204.04
Parabolic vertical curves are used 111 roadway
design per Figure 200.06.
Figures 200.07 and 200.08 will be used to obtain
vertical curves lengths. For design speeds greater
than 65 kph, the minimum vertical curve length
should be 120 m. For 50 kph design speed, it
should be 60 m.
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 4.8 m.
The minimum vertical falsework clearance over
local roadways shall be 4.5 m.
The maximum grade guideline is not sufficient to
insure uniform roadway opeiation. The uphill
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 these long vertical curves should be
avoided because many drivers will not pass on
curves over I 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.
204.05 LONG SUSTAINED GRADES
Bridge Deck Drainage - Vertical alig1Ullent
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 percent.
Where vertical curves on bridges call1lot be
avoided, the elevations should be checked to
provide a minimum effective longitudinal grade of
0.5 percent, and not extend more than 15 m either
side of the sag or crest point.
Part 2 200-11
nH
Slo.IO II 12 13
I I I
I
\I,
Law
m
G'
Point
EY.C.
I
BY.C.
12 13
-------l
G
V.
L
Do
L
FOR ANY SYMMETRIC PARABOUC CURVE
m - 1(;' - GiL
m -.l I EL. BY.C.' EL. EY.C. - EL. Vi
2 2
4m
D
2
L2
d - D
2
((;' - Gi -D
2
L200 K200
x IOOIH-P'i
(G' - Gi
S G-D(GL- Gt G; D
DO. -..Jli.-
G-(;,
A'G-G'
K L L
A G -G'
WHERE:
avc Begin Vertical Curve
EVC End Vertical Curve
L Length of curve - measured !'I:Jrlzantally -
meters G and G' Grode rates - percent
m Middle ordinate - meters
d Correction from grade line to curve -meters
D Distance from BY.C.or EY.C.to any point
on curve - meters
S Slope of the tangent to the curve at any
point - meters
X - Distance from P'to V - meters
H Elevation of grade G projected to
station of P'
P and p'. Elevation on respective grades
Do Distance to law or high point from
extremity of curve - meters
K Distance In meters required to achieve
a 17. c!'I:Jnge In grade
NOTES:
A rising grade carries a plus sign. while a
foiling grade carries a minus sign when
progressing In the direction of the stationing.
When progressing In the opposite direction. G
becomes a minus grade and G' a plus grade.
Figure 200.06
Symmetric Parabolic Vertical Curves
Part 2 200-12
(
/6 r----,------r-,-----,---,----,----.------,------,,,------,------,
700 600 500 400 300 200 / 00
o
a
/4
"'lf1
"c"c /
/
-e:-e:
;;/ /
1
'-
"'<"'<

/
c.,() /
/
(j) ClCl
1
/
/
1;) /2
<;:)
")/
:-,.
-""
1
.....
")() '/
/
C 1
/
/
c:
/ ""
1'0\
..... /
()

I'\->
/0
(j)
/
:.:",'
'\- 1
(J
()/
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c:
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Ii-'
(j)
:.:",' /
.....
/

(j)
/ -.\>
"-
8
"- 1
I'
.....
,,/( () 1;)
'f-
1 \)
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9
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6
.Q /' '(..'
(j) /'

C
,-
0
.....
,-
\j \
"'l:
,-
1('1 Sl
" "
"'l:
"
Kpn
4
KP
K,ZO Z
,I ZO
2

L = MInImum Length of
Crest VertIcal Curve (m)
Figllre 200.07
Design Controls for Crest Vertical Curves, for Stopping Sight Distance- Upper Range,
From AASHTO, /994, "A Po/icy 011 Geometric Desigll of Highways alld Streets"
Part 2 200-13
/6 ,-----,-------,-,--,,---,--,------,---,---------r7-----,------,-----,
K- Rate of Vertl 01 Curve
OL.'..U-'-'-'-'-'-'-'--'------' -----'- ----'- -'- --'- -'-__
o 100 200 300 400 500 600 700

'l-
14
......
'-
<0
Q.
Q.>
""
\::)
Cl
\:)
12
""
'-
" I:J> ',.
c::
-
Q.>
'-' 10
c::
J
Q.>
'f-<1
'-
Q.>
....9""
"-
"-
\'l-0 ......
8
\::)
,()
'-'
......
\:)
'-
-C:l
Q.>
6
I:J>
-
<:t
"
<:t
4
L MInImum Length of
Sag .vertical Curve (m)
Figure 200.08
Design Controls for Sag Vertical Curves - Upper Range.
From AASHTO, 1994, "A Policy on Geometric Design of Highways and Streets".
Part 2 200-14
9
8
7
Q)
~ 6
t::>
I....
C
0..
:;:,
5
"'-
co
Q)
0
I....
Q)
4
Q.
3
2
\
\
\
\
\\
\\
\ \
\\
~
\ \
\\
\\
~
~
Speed educfi n
Inkph-
"
!'----.
i/
\
\\
~ " "
~
~
---
IZ
~
t-----
~
~
~
----
~
~
-zo I'---- t-----
~
~
--------
--
r-----
r----
~
f---
~ I---
--
--------
I---------
a
a 100 200 300
400
500 600 700 800 900 1000
Length of Grade. (meters)
Figure 200.09
Critical Lengths of Grade for Design, Assumed Typical Heavy Truck of 180 kglkW,
Entering Speed 90 kph.
From AASHTO, 1994, "A Policy on Geometric Design of Highways and Streets".
Part 2 200-15
They are not normally considered appropriate
where medians are less than 18 m wide.
Exceptions to this may be nUllor differences
between opposing grade lines 111 special
situations.
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.
Tn addition, for either interim or ultimate
expressways, any appreciable grade differential
between roadbeds 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.
204.07 SEPARATE PROFILE GRADE
LINES
lugh approach speeds may result in erratic
operation, especially at lught.
For moderate changes in horizontal aligrnnent
at grade sumnuts, the horizontal curve should
overlap the vertical curve.
Avoid successive changes in profJ..Ie 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.
Tn general, alignments should be designed to
take full advantage of scenic opportmuties.
206 PAVEMENT TRANSITIONS
206.01 GENERAL
Lane Addition - The mirumum taper rate to add
a lane should be 25: I but in no case shall the
taper length be less than 50 m.
Four Lanes to Two Lanes A typical transition
between 4 lanes and 2 lanes is shown in Figure
200.10. The aligrnnent and the unspecified radius
of curvature varies 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.
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.
Avoid locations with sight distance restrictions.
Transitions should not occur within at-grade
intersections. Decision sight distance shall be
provided at all lane drops.
TRANSITIONS FOR
MULTILANE ROADWAYS
206.02
Vertical curves should be superimposed on
horizontal curves. Tlus reduces the number of
sight restrictions, makes profile changes less
apparent, and results in a pleasing
appearance. However, when superimposed,
the superelevation and profJ..Ie grade
combination may distort the outer pavement
edges, confusing drivers at lught. 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. Tlus
condition makes it difficult for the driver to
perceive the curve, especially at night when
headlights do not illuminate the curve.
Avoid sharp horizontal curvature at or near
the low point of a sag vertical curve.
Foreshortening of the horizontal curve and
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.
Part 2 200-16
CASE I: CURVED APPROACH TO 2-LANE SECTION - NARRON MEDIAN
<-i
lJJ
R-2500 m Min.
l (

([) / . or Design Speed
3.65
7.2 m
BC

135 m Min. .1
7.2 m
CASE 2: CURVED APPROACH TO 2-LANE SECTION - WIDE MEDIAN
3.65 ml"
R-2500 m Min.
..
..
135 m MIn.
R-Varlesl?J
or Design Speed
7.2 m
...
SECTION
([)
60 m Min
EQU a
3.65 m
j
,
!j 7.2 r
R1000 m MIn.
I"":
-@
I
t
! I
-
-
I BC
-
-
75 m 200 m
<-i
R-IOOO m Min.)
lJJ

<-i
ATI N
Q)
CASE 3: TANGENT APPROACH TO 2-LANE
L = O.6WV Where L = Length of varIable wIdth traveled way - meters
V= DesIgn speed In kph
W = Lane WIdth - meters
Figure 200.10
Typical Two-Lane to FOlD' Lane Tl'3nsitions
Part 2 200-17
207 BRIDGES AND GRADE
SEPARATION STRUCTURES
208.02 PEDESTRIAN GRADE
SEPARATIONS
The cross slope shall be the same. as the approach
pavement. The crown is normally centcred on the
bridge except for one-way roadways where a
straight crosslope in one direction should be used.
The clear curb to curb 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).
208 PEDESTRIAN FACILITIES
Sidewalks should be provided where justified by
pedestrian traffic or if the approach roadway has
sidewalk. The sidewalk width should match the
approach sidewalk width and cross lope.
207.01
207.02
207.03
CLEAR WIDTH
CROSS SLOPE
SIDEWALKS
Pedestrian grade separations are not normally
provided on roadways. However, if pedestrian use
is extensive, an avercrossing or 11l1dercrossing
may be considered. Justification for pedestrian
grade separation structures comes from the
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,
locationlcircuitry of adjacent crossings, laud uses,
sociological and cultural factors, and the
predominant type and age of users.
Established pedestrian patterns should he
maintained across expressway 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.
208.01 SIDEWALKS
Sidewalk widths and locations vary but they shall
have a minimum width of 2.0 m and be located to
provide continuity in pedestrian movement.
The choice between an undercrossing or an
overcrossing should he based on relative costs,
groundwater influence, drainage, existing utilities,
current and future land use, visibility, topography
and the surrounding architecture.
Undercrossings require special consideration,
visibility issues and the potential for criminal
incidents and vandalism. If an undercrossing is
used, unobstructed visibility shall be provided
tlu'ough the structure and approaches. The desired
vertical clearance is 3.0 111, but in no case shall
the clearance be less than 2.0 m. The minimum
width shall he 2.5 111.
Pedestrian crosswalk ramps shall be located at all
intersections and all other locations where main
pedestrian traffic crosses curblines.
Cross Slope - The minimum sidewalk cross slope
should be 1.5% toward the roadway.
Sidewalk Widths - The guidelines in Table
200.07 should be used to determine sidewalk
width.
208.03 PEDESTRIAN UNDERPASSES
209 CURBS
Table 200.07
Sidewalk Width Guidelines
209.ol GENERAL
Areal vicil/it Width (111)
Multi Family Units/Schools/
Officenndustrial
Shopping/Recreation/BuslTaxi
2.0
4.0
Curbs will be provided along all edges of
pavement in urban areas. Reasons for providing
Curbs include:
The lIIillillll/lII sidewalk width shall be 2.0 III.
Part 2 200-18
Required for proper drainage.
Needed for channelization, delineation,
control of access, or improving traffic flow
and safety.
To protect pedestrians and provide continuity
at ramp connections with local roads.
To replace existing curbs.
To protect the expressway fence on frontage
roads where required.
Transitions - A transition from one curb type to
another sball be done in 3.0 m. At curb ternu,u,
the curb should transition from normal curb
height to zero in 5.0 m.
210 BUS STOPS AND TAXI STOPS
In urban areas, bus stops and taxi stops will be
provided on all main roads.
Curb types and uses are shown in the current
Standard Drawings and are discussed below.
209.02 TYPES AND USES
To prevent ponding in bus and taxi stops on flat
grades use either a reverse cross slope toward the
main road pavement with slotted trench drains or
continue the slope of the roadway and install an
inlet along the loading/unloading curb line.
Bus stops will be located at the far side of
intersections and as necessary at midblock
locations. Near side bus stops should be avoided.
At all bus stops a 4.0 m wide sidewalk shall be
provided along the loading/unloading area. This
shall be connected to the nearest sidewalk with a
4.0 m wide perpendicular sidewalk.
Normally, bus stops shall be constructed as
shown on the current Standard Drawings. Under
restrictive conditions these standards may be
reduced to 15.0 111 length, 10.0 m tapers and 3.25
m width.
Precast Curb Type A, B, C - These curbs are
used to deter vehicles from using areas outside the
travelled way, control drainage, and regulate and
control parking. Type A cmbs are typically used
on the outside of the travelled way, adjacent to
sidewalks and parking lanes. Typical Band C
curbs are used at the median edge adjacent to the
green area.
The above cmb types are classified as barrier
curbs and are not generally used on high-speed
roadways as they present a safety hazard for
errant vehicles. A continuous concrete barrier
(safety shape) should be used where it is
necessary to control drainage or access on high-
speed roadways.
210.01 BUS STOPS
Precast Concrete Curb Type E - Tlus curb is
used between interlocking pedestrian pavers and
green or service reservation areas.
Cast-In-Situ Concrete Curb T}'[Je F - Tlus curb
is flush with the pavement and used to separate
interlocking pedestrian pavers from quarry tile.
Cast-In-Situ Concrete Curb Type D - Tlus curb
is flush with the pavement and used to separate
the travelled way from interlocking vehicular
pavement.
Taxi stops will be located at the far side of
intersections, no closer than 30.0 m to the radius
return or end of right turn taper. Taxi stops
should be located as necessary witlun the block
but no closer than 30.0 m to a sector road.
TAXI STOPS 210.02
Taxi stops shall be constructed as shown on the
current Standard Drawings. At all taxi stops a 4.0
m wide sidewalk shall be provided along the
loading/unloading area. This shan be connected to
the nearest sidewalk with a 4.0 m wide
perpendicular sidewalk.
CURB PARAMETERS 209.03
Placement - Curbs should be positioned to
provide the same unobstructed roadway width
that is normally provided. All curb dimensions are
to the inside face of curb.
Part 2 200-19
211 PARKING
Parking facilities are of four general types:
Figure 200.11 illustrates different forms of the
basic types of parking facilities.
Generally it is desirable to locate parking exits
onto main roads about 50 meters prior to the start
of the left turn storage lane, and parking entrances
off of main roads about 60 meters prior to the
intersection, and/or prior to the start of the free
right turn taper.
In the typical case, a "parking area" is physically
separated from the main road lanes by a
curb/sidewalk/curb combination which has been
designated as a "wide curb". See Lot P2 in Figure
200.11. The minimum distance between the faces
of the two curbs is 1.0 m.
The current Standard Drawings illustrate typical
parking area and show stall dimensions and
pavement markings for both perpendicular and
45-degree parking arrangements. Aisle widths and
stall depths should be as per Table 200.08.
The parking area edge nearest the buildings
should be set parallel to the building line and at a
sufficient offset distance to allow a sidewalk
along the building line.
GENERAL
PARKING AREAS
211.01
211.02
Each facility consists of an "aisle" area and a
"standing area" (parking stalls). Tn the case of on-
road parking, the moving lanes of the sector road
also serve as the aisle.
To maximize the effective capacity of expressway
and main road improvements, sufficient off-
system parking facilities should be provided to
avoid the need for curb lane parking along
primary expressways and main roads.
I. Parking areas located parallel to, but
physically separated from, main road
moving traffic lanes,
2. On-road parking spaces developed
adjacent to the travelled lanes of sector
roads, and
3. Independent parking lots developed off
sector roads.
4. Parking Structures.
Figure 200.11 shows examples of on-road
parking space developments along sector roads.
Dimensions for perpendicular and 45-degree
Parking spaces along sector roads are developed
by constructing added pavements inilllediately
adjacent to the sector road moving lanes (usually
two lanes with one lane for travel in each
direction). Such parking spaces should be either
parallel or perpendicular. The use of 45-degree
parking should be limited to one-way sector
roads.
ON ROAD PARKING SPACES
Lots PI and P2 on Figure 200.11 are typical
"parking areas," characterized by Olle entrance
off the main road, then an aisle area with adjacent
perpendicular and/or 45 degree parking, and
finally an exit leading back onto the main road
travel lanes. Desirably, the entrances and exits
should be independent of any sector road or main
road intersections (i.e., Lot P2). When physical
conditions prevent tlus, a COinmon entrance (or
exit) may be an acceptable arrangement (i.e., Lot
PI).
The mininllllll 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 in the main road, the volume
of traffic using the parking area, and any sight
distance restrictions.
90 7.0
60 5.0
45 4.5
211.03
7.3
5.5
5.0
5.5
5.7
5.3
5.8
6.0
5.6
Part 2 200-20
parking stalls are similar to those given on the
Standard Drawings.
Parallel parking stalls should have a length of 7.0
m and a desirable minimum width of 2.5 m as
shown on the Standard Drawings.
Where sector roads are widened to provide
parking stalls, the widened sector road
arrangement should not be carried tluough sector
road/sector road intersections. The fillets at such
intersections (usually 5.0 m radii) should be
positioned to line up with the edge of the travelled
lanes.
3. determine the need for added parking facilities
and establish an approximate location 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.
In the absence of site specific parking criteria,
Table 200.09 should be used. Also refer to Part I,
Section 202.02.11 for further parking
requirements.
Figure 200.11 also shows samples of independent
parking lots developed off sector roads. Such lots
are of two general varieties:
Table 200.09
P ki R : I
Type ofDevelopmellt Parkillg
Re lIiremellls
PARKING LOTS 211.04
Wherever practical, these layout rules should be
followed:
During the early portion of the Concept Design
Phase, the designer will:
I. Single entrance/exit (see lots P3, P4 and P5)
and
2. Double entrance/exit (see Lots P6 and P7).
I. determine the location of existing parking
facilities,
2. identify any facilities to be displaced by road
improvements that should thus be replaced,
and
(100
(100
/
/ space
space
space / 3 employees
I space / 4 beds
1 space / 50 01
2
floor
1 space / 50 m
2
floor
2 spaces / dwelling unit
1
I space / 5 students
1 space / 2 employees
1 space / 30-50 m
2
floor
Hospital
plus
Low Density
Residential Villas
Medium Density
Apartments
m
2
*85*80)
High Density
Apartments
m
2
*'85*80)
ConU11erciallOffice
space
Retail
space
GoverlUnental
space
School
plus
These requirements should be considered as
m;J1imllH1S.
It is possible that the number of spaces required
by these guidelines cannot be provided due to
space limitations. In that case, efforts should be
directed toward providing the maximum amount
of parking in a reasonable configuration.
PARKING DEMAND/SUPPLY
ANALYSIS
211.05
1. Aisles and entrance/exit widths should be
typically designed fOf two-way operation in
conjunction with perpendicular parking.
2. A median (curb/sidewalk/curb combination)
at least 1.0 m wide should be provided
between adjacent parking bays served off
different aisles (i.e., on Figure 200.11, a
barrier is provided between Lots P6 and P7).
3. Forty-five degree parking should only be used
in conjunction with one-way aisles/sector
roads.
Part 2 200-21
,.... -- ... _-..-
t- - ..... _.,. .. ..
Cl
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I
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. .

I
-
I
I
I
lSI
I
'
, '.
.,
. '.'
MAIN ROAD
ROAD
.SECTOR
ROAD 'A'
COMMON ENTRANCE I
FOR SECTOR ROAD
"A" AND LOT PI----1
I

/./' 8 LOT P2
'WIDE KERB'
h<o
30...
C h
o or-..
C '(..'J -..J 0...
SECTOR
LEGEND
'ON-STREET PARKING SPACES' ALONG
SECTOR ROADS
(J) 'PARKING LOTS' OFF SECTOR ROADS
CD 'PARKING AREA' ADJACENT TO MAIN
ROAD TRAVEL LANES
m BUILDINGS
S/R SERVICE RESERVATION
Figure 200. JJ
Typical Parking Facilities
Part 2 200-22
SECTION 300
GEOMETRIC CROSS SECTION
301 TRAVELLED WAY STANDARDS
most urban roads because curbs provide
pavement structural support, and disabled
vehicles can park in parking lanes, side streets, or
driveways.
(
301.01 TRAVELLED WAY WIDTH
302.01 SHOULDER WIDTH
STANDARDS
See Section 302 for general shoulder widths and
see Section 305 for specific roadway cross
section widths.
Travelled way width is one of the most important
safety factors in design. A wide two-lane two-way
pavements provides higher capacity, h.igher driver
comfort levels, consistent operation and lower
accident rates.
Minimum travelled way widths of 7.30 m shall be
provided on all design classes of roadways.
Traffic lane widths shall be 3.65 m, and tbe
number of lanes required sball be based on the
projected traffic volume and roadway
classifications. Loop ramp lanes shall be 5.0 Ill.
Tangent cross slope is balanced between steep
cross slopes, desirable for drainage and the fact
that vehicles drift toward the lower pavement
edge on steep cross slopes. Generally, cross
slopes below 1.5 percent have little effect on
vehicle steering. Cross slope values for the
various roadway classifications are provided in
the following sections.
Outside
Shoulder
/I'erge
(Ill)
II/side
Shoulder
/verge
(Ill)
Roadway
Class
Table 300.01 sununarizes the minimum
continuous usable width of paved shoulder for
various roadway classifications.
RURAL
Freeway 3.0 4.012.0
Expressway 3.0 4.012.0
Collector 2.4
Local Access 2.0
URBAN
Freeway 3.0 4.012.0
Expressway 3.0 4.012.0
Arterial (Main Rd) 4.012.0
Frontage Road 1.2 1.2
Sector Road
2-LANERAMP 2.412.0 3.0/2.0
LOOP RAMP 2.0/1.0 3.0/1.0
Table 300.01
Paved Shoulder Width Standards
The verge is the area outside the paved shoulder,
uSlwlly rounded, at ti,e lOp of embankment
slopes.
TRAVELLED WAY CROSS
SLOPES
301.02
In normal tangent sections, inside shoulder slope
shall match the travel lanes and outside shoulders
shall slope on a 3% grade away from the travelled
way.
Unpaved travelled ways shall have a cross slope
of 3.0 percent.
See Section 305 for specific roadway cross slope
rates.
302.Q2 SHOULDER CROSS SLOPES
Pavement superelevation on curves shall be as
determined in Section 202.
303 SIDE SLOPE STANDARDS
Shoulders provide pavement structural support,
improve sight distance, provide emergency
stopping areas, and help provide required side
clearance. However, shoulders are unnecessary on
302 SHOULDER STANDARDS
Properly designed side slopes insure 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 tops and ends of all slopes
Part 2 300-1
should be rounded 3.0 III where the material IS
other than solid rock.
Shoulders - Shoulder widths for various roadway
classifications are sununarized in Table 300.0 I.
304 MEDIAN STANDARDS
A median is the portion of a divided roadway
betwcen the opposing travelled pavements.
Side slopes should be 1:6 or flatter depending on
soil type. If slopes are steeper than I :3, barrier
may be required. Earth cut slopes should be at
least 1:3 but in no case steeper than 1:2.
Raised medians shall be used on urban roads to
regulate left-turn movements. Paved medians,
including those bordered by curbs, should be
crowned at the center, sloping towards the sides at
the slope of the adjacent pavement.
RURAL FREEWAY/
EXPRESSWAY CROSS
SECTION
Travelled Roadways - Each roadway wilJ
consist of a minimum of three 3.65 m tlu'ough
lanes. Ramps shall be 5.0 m for one lane and,
where volumes demand, two 3.65 m lanes.
305.oI
General The typical section for rural
expressways shall be comprised of two roadways
with shoulders, divided by a median.
Median - Median treatment may be either
standard concrete barriers placed along the inside
shoulder edge or an unpaved depressed median.
Median width may vary to match existing median
widths. The width of the depressed median
measured between edges of travelled pavement
shalJ be 20.0 m muumum,
Cross Slope - Except superelevated sections, a
uniform cross slope of 1.5 percent shall be
applied across the ulside shoulder and driving
lanes. The outside shoulder will have a cross-
slope of 3.0 percent. The pavement will slope
toward the outside of the section.
SLOPE CLEARANCE FROM
RIGHT OF WAY
SIDE SLOPE VALUES
The minimum clearance from the right of way line
to the catch point should be 3.0 m with 4.5 m
desircd. For cut slopes tlus is measured from the
outcr edge of the rounding or crown drainage
system. Slopes over 15.0 m lugh may require
additional clearance for maintenance.
303.01
303.02
Profile Grade Line - The profile grade line shall
be at the median edge of the travelled roadway.
On structures, the cross-slope shall be 1.5 percent
tlluformly across the inside shoulder, drivulg
lanes, and outside shoulder.
Unpaved, landscaped medians between curbs
shall be graded flat. Other unpaved medians
should slope downward from the shoulders to
form a shallow valley. Cross slopes should be
I : 10 or flatter I :20 being preferred. Slopes as
stecp as 1:6 are acceptable if necessary for
drainage.
See Section 305 for specific roadway median
requirements.
305.02 URBAN FREEWAY/
EXPRESSWAY CROSS
SECTION
305 CROSS SECTION ELEMENTS
See Figure 300.01 for typical cross
various roadway classifications.
Pavement Structure For the
Pavement Structures, see current
Drawings. Also, refer to Section 604
Pavement Section Design.
sections of
Standard
Standard
Structural
General - The typical section for urban
expressways shall be comprised of two roadways,
with shoulders, divided by a median. Due to space
IUlutations, the cross section may vary. The fural
configuration shall be determined during the
concept phase of design.
Part 2 300-2
2.Om
verge
MIn/room
RUIW/URBNi
RUIW/URBNi
"'""
40 m J-JE5m 30 m lOm 30 m 3 -3,65 m 40 m Un/XN Id
Sfoofder Thru Lones
ISloolderl MedIan) tlvulderl
TIYu Lones Slwlder

1"'0 ,ag
.J.o
z
2.Om
Ur(XNed
2.Om
Kerb
j 3.65
Kerb
/Jlnfmum 51J J JE5
Kerb
2.Om
.
m m
SId9Holk
3.65 m
TIYu Lnnes RaIsed Uedlon Tlyu Lones
J.E5 m
.-?ff!:-:.
I
1257, /2570
I

\
--..,
Type A Type A
liNN IJADS
2.Om 30 m
Sroulder
2 -3.65 m
TIYu Lones
2.4 m
SlrJulder
20 m 50 m 2.Om
10m
f/(XNOO verge
Stidr
"'''''
Stoulder U
t<
Q..... 1b- ,P
i
3.o
z
"S....
ONE-WE/LOOP IWIP TWO-WE RAlIP
VarIes
Ttru Lones
VarIes
Stw/der
srRtlCrURES
2-D m 4lJ to S11 m4lJ 10 S11 m ZD m
SldavolJ:
"'''' "''''
Sfdervolk
/57,
-
TyP8 A Type A
2-J65 m 3.65 m 3.65 m
"'nes "',.
"''''
.!:?K.-
Type A
Type A TyfXJ A Type A
Kerb
Kerb Kerb Kerb Kerb Kerb
FRONTNJE IJADS SECTOR IJNJ ONE WE EN:H DIRECTION
I 3E5m I 3E5m I 3E5m I 3E5m I Lane Lone Lone l.ofltt
SECTOR IJ)/) - TWO WES EN:H DIRECTION
Figure 300.01
Typical Cross Sections
Part 2 300-3
Travelled Roadways Each roadway will
consist of a minimum of tluce 3.65 III wide
t1u'ough lanes. Ramps shaLl be one 5.0 m lanc,
and where volumes demand, two 3.65 mlanes.
Median - A minimum 7.0 m wide median shaLl be
used. However, a 10.0 m median width is
desirable. The median may be either unpaved and
depressed (if 20.0 m wide or more), or it may
have concrete barriers.
Cross Slope - Except in superelevated sections, a
uniform cross slope of 1.5 percent shaLl be
applied across the inside shoulder and driving
lanes. The outside shoulder wiLl have a cross
slope of 3.0 percent. The pavement will slope
toward the outside of the section.
Parking, Loading/Unloading Lanes Except for
taxi stops and bus stops, no parking or
loading/unloading spaces shaLl be provided on
main roads without being. separated from the
traffic lanes by a wide curb.
Median A median with 22 cm high curbs shall
be provided. The mcdian width should be at least
5.0 Ill. Where an existing street with a median of
less than 5.0 m is being upgraded, the median
should be increased to 5.0 m if possible. Where
an existing street with a median width of greater
than 5.0 m is being upgraded, the existing median
width should be maintained for planting. Median
width shall be reduccd to permit exclnsive left-
turn lanes at intersections where required.
Profile Grade Line - The proftle grade line shall
be the median edge of the traveLled roadway.
On structures, the cross slope shaLl be 1.5 percent
uniformly across the inside shoulder, driving
lanes, and outside shoulder.
The standard cross section of roadways is
comprised of two unidirectional pavements,
median, sidewalks, service reservations and green
areas.
305.03 ARTERIAL (MAIN ROAD)
CROSS SECTION
No provision shall be made for U-turns except at
intersections.
Curbs Curbs shall be provided along all edges
of pavement in urban areas. Curb types and uses
are shown in the current Standard Drawings.
Sidewalks - Sidewalk widths and locations wiLl
vary but the min.i.tllum width shaLl be 2.0 m and
they shaLl be located to provide pedestrian
movement continuity. In addition, whenever
possible a 2.0 m wide sidewalk adjacent to the
pavement and green areas should be provided
primarily for aesthetic purposes.
Pavement and Lane Widths - The pavement will
consist of a nli.ni.IllUlll of three traffic lanes in each
direction divided by a raised median. Wherever
necessary, auxiliary lanes shaLl be provided for
turning movements. Auxiliary lanes, whether
aLlocated to through traffic or to turning
movements, shaLl be 3.65 m wide.
Free Right Turn Islands and Lanes Exclusive
right-turn lanes and islands shaLl be used
wherever possible. No more than one exclusive
right-turn lane shall be provided in any direction.
Left Turn Lanes - Unless otherwise approved by
the Municipality Road Section under special
conditions, no more than one left-turn lane shall
be provided from the median.
Pedestrian crosswalk ramps shaLl be used at all
intersections and aLl other locations where the
main pedestrian sidewalk crosses curb lines.
Cross Slope - All pavement wiLl have a broken
cross-slope of 1.25 percent sloping away from the
median across the two inside lanes and 2.0
percent for the outside lanes. A 1.5 percent cross-
slope shall be provided toward the pavement on
sidewalks. Cross-slope will vary at intersections
in accordance with current Standard Drawings.
Profile Grade Line The profile grade line shall
be the median edge of pavement.
Part 2 300-4
305.04 SECTOR ROAD CROSS
SECTION
305.05 FRONTAGE ROAD CROSS
SECTION
The cross section for sector roads will consist of
an undivided two-directional roadway. Curbs
shall be provided along both edges of pavement.
Pavement and Lane Widths - Lane width shall
be 3.65 m for two lanes in each direction and 4.0
to 5.0 m for one lane in each direction.
Free Right Turn Islands and Lanes - No frce
right turn islands or lanes shall be used in the
design of sector roads.
Left Turn Lanes - Left turn lanes shall not be
used in the design of sector roads.
Parking Loading/Unloading Lanes - Generally,
no loading or unloading lanes shall be provided on
Sector Roads. It is up to the designer and Design
Project Manager to determine the need and type
of on-street sector road parking. If required, see
Section 2I I, Parking.
Median - Sector roads shall not ha ve medians.
Curbs - Curbs shall be provided along the outside
edge of sector roads. Types and uses are shown in
the current Standard Drawings.
Sidewalks - Sidewalk widths and locations will
vary but minimum width shall be 2.0 m.
Whenever possible a 2.0 m wide sidewalk
dividing the pavement and green areas should be
provided. The sidewalk surface wiJl slope toward
the roadway at a uniform cross slope of 1.0
percent.
Pedestrian crosswalk ramps shall be used at all
intersections and all other locations where main
pedestrian traffic crosses curb lines.
Cross Slope - AJl pavement will have a 1.5
percent uniform cross slope either at a straight
cross slope from one edge of pavement to the
other or by utilizing a crowned roadway design.
Sector roads shall not have superelevation.
Profile Grade Line - The profile grade line for
sector roads shall be the centerline or as
determined by the Consultant.
Pavement and Lane Widths - The nlllUmum
paved cross section for urban frontage roads shall
be two 3.65 m lanes with curbing. The minimum
paved cross section for rural frontage roads shall
be 3.65 m lanes with 1.2 m paved shoulders.
Cross Slope - All pavement will have a 1.5
percent uniform cross slope either at a straight
cross slope from one edge of pavement to the
other or by utilizing a crowned roadway design.
Outer Separation - Outer separation is the
distance from the main road travelled way to the
frontage road travelled way. hI urban and
mountainous areas, the outer separation should be
8.0 m minimum. Tn rural areas, other than
mountainous terrain, the outer separation should
12.0 m minimum.
Headlight Glare - Frontage road design shall
account for potential headlight glare interfering
with the vision of oncoming motorists. The
preferred measures to prevent headlight glare
interference on new construction are wider ollter
separations, revised alignment and raised or
lowered profiles.
306 HORIZONTAL AND VERTICAL
CLEARANCES
306.01 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, redesigned
(breakaway design), or shielded (see barrier
design below) where practical.
Shielded Horizontal Clearance - if fixed objects
CaImot be eliminated, moved or redesigned then
lesser clearance is allowable if barriers or
guardrail is used to shield the object.
The clearance to fixed objects such as bridge
rails, concrete barriers. abutments. retaining
walls or noise barriers on all roadway facilities.
shaU be equal to the standard roadway shoulder
Part 2 300-5
., ~ -. - -- -
-' ' -
307 CLEAR ZONE CONCEPT
Horizontal Clearances The rnnumum
expressway tmUlel width should equal the full
approach travelled way width plus paved
shoulders.
Vertical Clearances - The desirable vertical
clearance shall be 6.0 m measured at any point
over the travelled way. Lesser clearance may be
approved by the MUlucipality Road Section.
In one-way tlllll1els on conventional roadways the
minimum side clearance from the edge of the
travelled way (unless sight distance dicatates
otherwise) shall be 1.5 m on the left and 2.0 m on
the right. For two-way tmUlels, tlus clearance
shall be 2.0 m on each side.
TUNNEL CLEARANCES 306.03
Curbed Roadway Sections - A muumum
horizontal clearance of 1.0 m should be provided
along intersection curb returns and near driveway
edges to allow for design vehicle off tracking.
Where sidewalks are located ulUllediately
adjacent to curbs, fixed objects should be located
behilld the sidewalk, providulg an unobstructed
pedestrian area.
width stated in Table 300.0 I, except that a
minimum clearance of 1.2 m shall be provided
where the standard shoulder width is less than
1.2 m. Approach rail connections to bridge rail
may require special treatment to maintain
standard shoulder width. Safety shaped barrier
face shall be constructed integrally at the base of
any retaining wall, pier, or abutment which faces
traffic and is less than 4.6 m from the edge of
travelled way.
306.02 VERTICAL CLEARANCES
General - Efforts should be made to avoid
decreasing the existing vertical clearance
whenever possible and consideration should be
given to increasing vertical clearance on projects
involvulg structural section removal and
replacement.
Clear Zone - A clear zone is an unobstructed, flat
or gently sloping area beyond the travelled way
edge. It gives drivers the opportunity to regain
control of errant velucles. The clear zone is
measured horizontally from the travelled way
edge to the nearest POUlt on an obstruction. Where
feasible, fixed objects should not be located
withul the clear zone.
Structure Type Vertical Clearlluce
(III)
Pavement Surface to nearest
underside of superstructure.
Sign Structures
Overhead Communication Lines
6.0
5.5
7.0
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
and roadway curvature and superelevation
complicate the application of the clear zone.
Power Lines (Volts)
0-750
750 - 15,000
15,000 and greater
Pedestrian Overpass
Pedestrian Overpass with
Overhead Guide Sign
7.0
9.0
10.0
6.0
6.0
Clear Zone Standard - The clear zone width
required is based on geometry, traffic volumes,
and operatulg speeds as shown on Figure 300.02.
CW'vatw'e COl'l'ection Factors - Figure 300.03
shows correction factors used to adjust the clear
zone distances, taking into account roadway
curvatures. These modifications should be used
only Ul locations with high accident rates and
where ulcreasing the clear zone distance is cost
effective.
Part 2 300-6
:-. ~ .. ,,,-,;:.
, 1111' , I I 'I! , I ' I 1' I 1
12 15 18 21 24 27 30
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1: 3
1 : 4
Vl
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1 : 5
....J
Vl
1: 6
....J
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1 : 8
-
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1 : 10
1: 20
FLAT
1: 20
Vl 1 : 10
w
n.
1 : 8
0
....J
Vl
1: 6
I-
:::J 1 : 5
U
1: 4
Under 750 Design
Dver 6000 Design A.D.T.} b1
EXAMPLE 'I
/,6 Slope
(Fill Slope)
100 kph Design Speed
5000 VPD.
EXAMPLE '2
/,6 Slope
ICui Slope)
100 kph DesIgn Speed
750 VPD.
ANSWER:
Clear Zone
Width' 6m
ANSWER:
Cleor Zone
Wldlh 9 m
750 - 1500 Design
1
1
I
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I
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I
I
I
I
I
II
III
I ! ~ I
3 6 191
15000 - 6000 Des i gn A. D. T.} f-I..L'....ll-t-I-,-I...J.'-If-..L
'
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1
--I1f--'-..L'-1I--,-1..LI-11--,--,-1-+I-'I.-L'-+1--'--"-1'I
o 3 6 1 9 12 15 16 21 24 27
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o 3 6 9 12 15
CLEAR ZONE DISTANCE (m)
Figure 300.02
Clear Zone Distance Curves
Part 2 300-7
~ ~ , - ..-, .......... ' -;-_. -
. ,
RAD IUS
DESIGN SPEED (kphl
( ml
60
70
80 90 100 110
900 1 . 1 1.1
1.1
1 .2 1.2 1 .2
700 1 . 1 1.1 1 .2 1 .2
1.2 1.3
600
1.1
1 . 2
1 .2 1 . 2 1.3 1 . ~
500 1 . 1 1 . 2
1 .2 1 . 3 1 .3 1 . ~
~ 5 0 1 .2 1 .2
1 .3 1 .3 1 . ~ 1 .5
~ O O
1 .2 1 .2
1 .3 1 .3 1 . ~
350
1.2
1 .2
1.3
1 . ~
1.5
300 1 .2 1.3
1 . ~ 1 .5 1.5
250 1 .3 1 .3
1 . ~ 1 .5
200 1 .3 1 . ~
1 .5
150
1 . ~
1 .5
100
1.5
CZ
e
- (Lc! (K
ez
)
WHERE:
CZc Clear Zone on OutsIde
of Curvature. ft.
L c Clear Zone Dlslonce,ff.
FIgure JJ or TobIe 3J
K cz Curve Correction Factor
Non"
Clear zone correction foetor Is
applied to outside of curves only.
Curves flatter loon 2Udo not
requIre on odjusted cloor zone.
Figure 300.03
Horizontal CW've Adjustments Factors
307.01 APPLICAnON OF CLEAR
ZONE
307.01.01 Roadside Terrain: Foreslope
When a roadway is on an embankment, the side
slope is called a foreslope (negative slope) which
can be recoverable. non-recoverable, or critical:
Recoverable - A recoverable slope is one that an
errant vehicle can drive across, 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 shall
he rounded so a vehicle's wheels remain in
contact with the roadway when encountering the
embankment. The toe of slope shall also be
rounded so the driver is able to negotiate and
drive across if the vehicle reaches the base of the
embankment.
Non-recoverable - A non-recoverable slope is
one which an errant vehicle can be dri ven across
but 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
reconuuended 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 traveled way and the
breakpoint between the flatter (1:4 and flatter)
and steeper (1:4 and 1:3) slope of the
embankment. Tltis available width is then
subtracted from the clear zone distance obtained
from Figure 300.02, based on the steeper slope of
the embankment. The difference is the width of
the clear runout area. See Figure 300.04 for
example.
Critical - A critical slope is one where a vehicle
has a ltigh probability of overtunting, slopes
steeper than 1:3 fall in tltis category. If the
available clear zone is narrower than the
reconunended width or it is not practical to adjnst
the roadside geometry, installing a barrier system
may be necessary.
Part 2 300-8
307.01.04 Roadside Terrain: Ditch
307.01.02 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.
TIllS type of backslope can be included as part of
the clear zone. However if the backslope is
steeper than I :3, rock cut or rough sided, the base
of the backslope shall be outside the clear zone.
If the reconunended clear zone can not be
practically acconllilodated, a barrier system may
be required to protect motorists.
307.01.03 Roadside Terrain: Crossslope
Cross-slopes can be located along medians,
intersecting driveways and roadways. Cross
slopes can be more hazardous to Illotorists than
foreslopes or backslopes because of the
possibility of colliding with opposing traffic.
Cross-slopes of I: 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 I: 10 can not be
accommodated, such as urban areas, a maxiJnum
slope of 1:6 shonld be used.
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, 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. See Figures
300.05 and 300.06. 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 be used
only under conditions of:
restricted ROW
rugged terrain
resurfacing, restoration or rehabilitation
low volume or low speed roads
Conditions where a ditch has a cross section that
falls outside the shaded region, and is located in a
vulnerable location shall consider closed drainage
systems or shielding with barrier systems.
RecQlery Area
Design ADT. 7000
Design Speed, 100 KPH
Clear Zone Dlslonce for hiD Slape !Table 1200.on 9 m -10 m
Clear Zane Dlslance for /,8 Slape !Table 1200.olh 9 m -10 m
Available recavery dIstance before breakpoInt of non-recOIerable: 5 m
Clear Runoul Area 01 Toe of Slope, 9 -10 m minus 5 m or 4 - 5 m
, Clear Runaul
Area Required
Cleor Zone DIstance
TrCNeled I'IOY Sroulder
Rec<Nerabie Slape Non Recolerable Slopt; Clear Runoul
/,4 or Flatter Slape Sleeper ltan
I
Area 1:6 or
I
(/,6 or Flatter DeslrableJ /,3 & 1,4 Slape Flatter Slope
Desirable
I
I
I
-----------u
Figl/re 300.04
Clear RWlOut Area
Part 2 300-9
I01: b l)
Front Slope
? W <P.
)
" '"
<;;
Strolder ~
0.5 1:2
Traveled
Back Slope
\ ' / ~
0.4
=--.J b,
0,
,..----;----,
~ ~
1: 3
W
0.3
N
CL
0
.D
..J
..
V>
1 : 4
N
0
""
u
0.2 ... 1-' 5
CD
1 :6
1 : 8
0.1 1: 10
(FLAT)
0
o(FlATI
0.1 0.2
0.3 0.4
0.5
FRONT SLOPE
= {*}
Figure 300.05
P..efe....ed Vee-Ditch C..oss Sections
SfnJlder
Front Slope
N
.a
1:4 N
o
1: 3
,---------+---1 1 : 5
1: 6
1 : 8
----+---1 1 : 10
I01: b 1)
loP. If? ~
O. 5 ,.---+-+-+-+------1--,--+---,----, 1 : 2
(FLAT)
o
0.1
0.4
,..----;----,
~ ~ 0.3
w
..
a
...J
Vl
'"
0.2
0
<{
m
o(FLAT) 0.1 0.2 0.3 0.4
FRONT SLOPE = {*}
Figure 300.06
P..eferred T..apezoidal ditch C..oss Sections
Pa.. t 2 300-10
Blocked-Out W-Beam Barrier
Roadside Concrete Barriers
There are two types of roadside barriers
commonly used. See Figure 300.08.
Install drop inlets for roadside drainage
systems rather than exposed pipes and
culverts.
Remove or relocate all mmm1ade or natural
fixed obstacles such as utility poles, signs,
luminare supports, trees, and boulders.
Install breakaway bases for signs and
!uminare supports if removal or relocation is
not practical.
BlockOut W-Beam Barrier - This barrier
system is the mainly used as a guardrail system.
It shall be installed in most locations that
warrants a guardrail system, except for urban
areas and locations that require a concrete barrier.
Tlus system has been tested to successfully
redirect 800-2000 kg velucles. It has also
successfully redirected a 2100 kg van at inlpact
conditions of 21 0 at 95 kph.
ROADSIDE BARRIER TYPES
AND FEATURES
Concrete Safety Shape Barrier - The concrete
safety shape roadside barrier is a rigid system
designed to redirect velucles without any
deflection. Because of its rigidity, velucles would
have a lugher probability of overturning or
vaulting over the barrier. Therefore, shape of the
front face of the barrier is critical to its
performance. The distance from the top of the
roadway smface to the break between the upper
and lower slopes shall not exceed 330 mm.
308.02
308 BARRIERS
308.01 BARRIER NEED
Figure 300.07 for example, compares the risks
involved with encroaching on an embankment
versus colliding with a barrier. Embankments
that fall outside the shaded region do not warrant
shielding. Figure 300.07 however does not 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, and accident costs involving a
barrier system. All these factors must be
considered together when evaluating barrier
needs.
When determining barrier requirements, the
following factors must be considered:
Risks involved with encroaching on a hazard
versus colliding with a barrier.
Evaluating roadway design speed and traffic
volumes 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 a barriers.
The roadside barrier's primary function is to
prevent errant vehicles from leaving the roadway.
Barrier need is based on the premise that
installing a barrier will reduce the number of
accidents and/or reduce the magnitude of an
accident at that location. The eugineer must also
evaluate the barrier installation itself to be less
hazardous than the hazard. Efforts shall be made
to eliminate hazards within the clear zone prior to
considering any barrier installations.
As previously stated, if hazards exist within the
borders of the clear zone, efforts shall be made to
eliminate the hazard first, prior to considering
barrier installation. These considerations can
include any of the following:
Regrading 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.
Roadside barriers are also designed with varying
heights to counteract overturning moments of
trucks with lugh centers of gravity. The basic
roadside barrier is designed at 810 mm lugh. At
tlus height, the roadside barrier can successfully
redirect 820-2000 kg vehicles, and occasionally
redirect 18,000 kg buses at moderate impact. A
roadside barrier designed at 1070 nUll high, have
successfully redirected a 36,300 kg tractor-trailer
with impact conditions of ISO at 84 kph.
Part 2 300-11
Stwlder Fm Srx:J/I EnlxJr1tlrP.Jlf
Tralefed WOf

0'
0.6
Li
,--,
0.5 1: 2
;:;
01.0
L-.C--J
<I)
<I)
0.

0
0-
0.4
1: 2
1
'2
VI
VI
C
...J
c
0
"'0
-+-
"- o-+- 1:3 0
"'0 0.3
<I)
00-<1) VI
u
Vl On or re.'o.v fro 00(1'8 d08S rid worroflt
UJ a IxJrrler. oorrler
1; 4
'"
rteed for ofter roodslde mzords.
"-
"- 0.2 1:5
1:6
0.1
0.0 '-__-'-__...J...__--'-__---J -'-__...J
o 3 6 9 12 1S 18
Fill Section Height 1m)
Figure 300.07
Risk Warrants for Embankments
308.03 ROADSIDE BARRIER
PLACEMENT
308.03.02 Barrier to Hazard Clearances
308.03.01 Lateral Placement
Placement of a barrier system shall be determined
in a Ilml1ner that increases motorist safety,
decreases accidents and minimizes injuries. A
barrier system shall shield Ihe motorist from
roadway hazards and not contribute to the hazard.
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
room to regain control of their vehicle and
possibly avoid an accident. It is important to nole
however; as the distance between the edge of
travelled way and the barrier increases, the
potential angle of impact of the vehicle also
increases. Barriers at high angle of impacts are
significant hazards themselves.
In cases when a roadside barrier is required to
shield an isolated hazard, clearance 111llSl be
provided between the barrier and the hazard.
Upon impact, some barriers will deflect, making
the clearance between the barrier and the hazard
imporlant. Furthermore, if a barrier is struck by
a vehicle with a high center of gravity, the vehicle
may roll or vault over the barrier. If sufficient
distance is nol provided, the vehicle may collide
with the hazard. Sufficient distance must be
provided between the barrier and the hazard being
shielded.
Part 2 300-12
308.03.03 Effects of Roadside Terrain
The profile between the edge of traveled way and
the barrier can have significant effects on the [mal
placement of the barrier. The vehicle's wheels
should remain in contact with the ground and its
suspension system neither compressed or
suspended at the moment of impact with the
barrier. TIJis holds true for all barrier systems.
Locations of roadside curbs and slopes require
particular attention when deternJining barrier
design and placement.
Curbs - Guardrail/Curb combinations are IJigWy
discouraged in locations where high-speed and
IJigh angle impacts are likely to occur. Areas
with no alternative but to use this combination
shall use a curb less than 100 1IU1l or, stiffen the
guardrail to reduce denection by bolting a w-
beam to the back of the posts or by adding a rub
rail.
Slopes - As previously mentioned, guardrail
performance is affected by the vehicle's position
at moment of impact. Crash tests show, roadside
barriers perform most effectively when installed
on slopes I: 10 or natter.
308.03.04 Barrier Length Design
RWlout Lengths (L,J and Hazard Lateral
Distance (LA) - When desigillng the length of a
barrier, the two primary factors that must be
considered are:
L
R
- Runout Length
LA - Hazard Lateral Distance
The runout length (L
R
) is the distance a velJicie
needs to stop prior to colliding with a hazard once
it has left the roadway. Its distance is measured
from the point the velJicie is assumed to leave the
roadway to the hazard ahead. Runout length
requirements vary according to the roadway
design speed. See Figure 300.04.
The lateral distance (L
H
) is the distance betweeu
the edge of the travelled way to the far side of the
hazard, if the hazard is a fixed object. If the
hazard is an embankment, the lateral distance
would be extended to the edge of the clear zone.
If the hazard extends beyond the clear zone, the
nJinimull1 lateral distance would be only to the
edge of the clear zone.
After deternJining the runout Icngth and lateral
distance, the length of the barrier depends on the
barrier tangent length, barrier lateral offset, and
nare rate.
Barrier- type
Metal beam guardrai I Toll 110 I I
on strong posts Concrete Safety Shope Barrier
General 80 300
shape
t
mm mm
and
dimensions
F

mm
I
!
mm Max.
llO
E

E
....
E
0
E
Slope Br.Jk
....
2
Q

!!)
19 E -V
._

1

I
.1
820mm
Deflecion
O.9m
under irrpact
0
Minimum distance
from rai I face to
1.0m 0
fixed object
Figure 300.08
Roadside Barrier Types and Featw'es
Part 2 300-13
Edge of
Traveled
l'Iay
15" /.lox.
End of
Barrier
Need
Use
Crashvorill/
Terminal
/,10 Slope
or Flatter
b

Area of Runout Le Ih IL
Concern Borrler Le Ih IX)
IHazard)
<: To ent

= <;
IL
T
.": <;;::J
., ..... -
t...
,!? <:> '<
'-'
::r:: -J -J- -------- ------ -- - S1OOkier------
.L...L._=+- =Traffic
/>PPRON:H BARRIER LAYOfIT VARIABLES
LEGEND:
X Barrier Length
Y .. BarrIer Lateral orrset at
End of Flore
L
R
Runo/JI Length
L
H
" Hazard Lateral Extent
L
T
Tangenl Lenglh
L
o
' Barrier Laleral Offsel Before 1m Flare
LI Lateral DIstance from Edge of
Traveled Way 10 1m Barrier.
L 2' Laleral Dlslance from 1m Edge of
Traveled Way 10 1m Hazard
a:b .. Flore Rate
X IBorrler Lenglhl'
Y IBarrler Lenglhl' L,-(i;IX)
REC(),t,NDEO FLARE RATES
Des I gl Speed
Rigid Seml-Rlgld
Ikph) Berrier Berrier
110 20: 1 15: 1
100 18: 1 14: 1
90
16: 1 12: 1
80
14: 1 11 : 1
70 12: 1 10: 1
60 10: 1 8: 1
50
8: 1 7: 1
REC(),t,NOEO RUNDUT LENGTHS
Oeslgl
Traff i c VoIlJIB (ADTl
Over 6000 800-2000 Under 800
Speed
(kph)
L RIm) L RIm) L RIm) L RIm)
110 145 135 120 110
100 130 120 105 100
90 110 105 95 85
80 100 90 80 75
70 80 75 65 60
60 70 60 55 50
50 50 50 45 40
Figure 300.09
Barrier Layout Diagram
Part 2 300-14
Barrier Tangent Length (L
T
) and Barrier
Lateral Offset (L
I
) . The barrier tangent length
(4) is the portion inunediately 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.
Median barriers are warranted in locations that
have a llistory of cross-median accidents. On
roadways that have wide medians, (greater than
nine meters) median barriers generally arc not
warranted unless there is a history of cross-
median accidents or there are fixed object hazards
within the median.
308.04.02 Median Barrier Types and
Features
The two primary factors to consider when placing
median barriers are:
There are three types of commonly used median
barriers. See Fignre 300.10.
Median Geometry
Treatment of Fixed Object Hazards III the
Median
MEDIAN BARRIER
PLACEMENT
308.05
The concrete safety shape barrier is the most
cOlrunOluy used median barrier, and shall be
installed in most locations requiring a barrier. In
areas where the adjoining sections of roadway
have previously installed a Metal Beam Guardrail
consideration may be given to continue using it
for that segment. Single face Concrete Barriers
are used mainly to sllield hazards or for earth
berm support.
Concrete Safety Shape Median Barrier
Single Face Concrete Barrier
Metal-Beam Guardrail
See Figure 300.09 for barrier layout diagram.
Flare Rate (b:a) . The flared portion of the
barrier is not parallel to the roadway. Flared
sections are used mainly to introduce the barrier
toward the barrier line or a narrower segment of
the roadway. The flared transition decreases the
likelihood that the barrier is perceived as a hazard
by motorists.
The barrier's lateral offset (L
l
) is the distance
between the edge of travelled way to the barrier.
Tllis offset is also selected by the designer and
shall be as far away from the edge of travelled
way as possible. Tllis provides an unobstructed
recovery area to allow an out of control velliele to
gain control without colliding with the barrier.
Flared barrier sections have their disadvantages.
The greater the flare rate, the greater the angle of
impact from an approaching velliele. This may
increase the magllitnde of injnries particularly
with rigid barriers. Barrier flares can also
increase the probability that an impacting velliele
will be redirected across the roadway and into
incoming traffic. Tllis is particularly dangerous if
the roadway has two-way traffic not separated by
a median or a median barrier. Therefore, flatter
flare rates shall be used particularly in locations
with two-way traffic or steep embankments.
308.04 MEDIAN BARRIERS
308.05.01 Mediau Geometry
308.04.01 Median Barrier Warrants
A Median barrier's prinlary function is to
separate opposing traffic on a divided roadway
and/or sllield fixed object hazards within the
median. Like all types of barriers, median
barriers shall only be installed if it is less
hazardons colliding with the barrier than not
having a barrier installed at all. Barrier
installation shall be considered only if the fixed
object hazards can not be removed.
As previously mentioned, a median that is flat
(l:1O or flatter), relatively smooth and clear of
fixed obstacles is desirable. If a median barrier is
warranted nnder these conditions, it shall be
installed at the center of the median.
If the median is a v-shaped foreslope embankment
or a ditch and warrants a barrier, it shall be
installed near the shoulder on both sides of the
median.
\
Part 2 300-15
If the full width of the median is a foreslope
embankment steeper than I: 10, and warrants a
barrier, the barrier shall be installed on the higher
edge of the median. If the slope is I: 10 or flatter
and requi.res a barrier, the barrier shall be
installed at the center of the median. However, if
the median is rough cut, obstructed with hazards,
and non-traversable, barriers shall be installed, at
the edge of both shoulders.
If the median is a backslope that is rough cut,
non-traversable or is inside the clear zone area,
barriers shall be installed on both sides of the
median to avoid vehicle snagging. If the
backslope is traversable but snfficiently steep to
redirect vehicles, a semi rigid barrier can be
installed on the high point of the slope.
308.05.02 Treatment of Fixed Object
Hazards
In some situations, the entire median does not
require a barrier system. However, there may be
hazards in the median that require shielding.
Treatment of hazards can include but not limited
to those illustrated in Figure 300. 11.
308.06 END TREATMENTS AND
CRASH CUSHIONS
308.06.01 End Treatments
All roadside and median barriers terminating
withi.n tbe clear zone and/or are located where
they have a high probability of being hit head-on,
shall terminate with a crashworthy terminal on the
approach end of the barrier. Refer to the most
recent edition of the AASHTO Roadside Design
Guide.
Borrier Type
Metal-Beam Guordroi I Concrete Median Single Face
On Strong Posts Borrier Concrete Barrier
General
E
7t
Shape E
Slielded
and ~
SOmm lSOmm
I I Hazard or
Dimensions
I I Earth Berm
l u - ~
loP' I I
~
"
mm r- -,
E
of
"
f1
~
-
b
~
00
EOi
mm
mm
EI'S
R'250mr '. \,84"
Q ~
1/
~ ~
~ ~ ~ ~ 5 5 ' \
"''''
~
eB
f-
'-
~
1.
4
/
0
.1
~
'"
mm
"-
"-
Oeflecion
O.5m 0 0
Under Impact
Figure 300.10
Median Barrier Types and Featw'es
Part 2 300-16
Runoul Len In IL )
Fixed Hazard
(
_ _ Lenglh of Requlred..-!!:! :::::J
:::::J
_ ...i!aShl'lorlh;_
Terminal
liTh

------------------
If 1m mzard anly requIres sfieldlng

on one slde.lnslall a slrJrf segmenl
roodslde barrIer.
:::::J
------------------
:::::J
If a mzard Is 1m long and
requIres shIeldIng on off sIdes.
Inslall 1m barriers on balh sides
Joined I'Il1h eraslwor/h/ lermlnals.
---
-u---rr-u---rr---rr-." - -
co U u u u __
'-." 0
_
:::::J
------------------
:::::J
If 1m mzards Is 1m long or grealer
and requires sfieldlng on all sides.
enclose the h:Jzard with oorrelrs
Joined with crash.vorthj ferm/IKJls.
------
(
If a mzard Is localed In a narraw
sectfon of a medIan but only a sooft
segment barrIer Is requIred.
delermlne 1m lenglh aocordlng 10 1m
norr(NI section plus 20 m on both
ends I'Il1h 1m ends lermlnated I'Illh
crosh.vorfh; termInals.
If a wzard Is located In a narro.v
median 1001 requires a barrier syslem.
1m mzard smll be enclosed v/ roodslde
or medIan barrIers. Too type of barrIer
selecled will depend on 1m size of 1m
mzard. Too barriers smll be Iransll/orled
with a flare rate of 1:15.
:::::J
-----G-------B--:::::J-
c:= I
!'f =-----..J I
Figll re 300.11
Treatment of Fixed Hazards
Part 2 300-17
308.06.02 Crash Cushion
A Crash Cushion's main function is to decrease
the magnitude of an accident by absorbing some
of the force from an impact. They are effective in
gradually slowing down and stopping or safely
redirecting errant vehicles in head-on and side
impact collisions.
Crash Cushions shall be used to shield hazardous
conditions and fIXed object hazards that can not
be removed, relocated or designed to hreakaway.
These include ends of bridge balTiers, rails and
bridge piers in gore areas. Crash Cushions are
also commonly used at ends of roadside and
median barriers.
Selection Guidelines
The selection criteria for crash cushions differ in
each individual case. Engineers must evaluate
each hazard and select the most effective and
appropriate crash cushion system for that case.
Refer to the most recent edition of the AASHTO
Roadside Design Guide.
The muumum requirement for a crash cushion
system shall have the following characteristics:
The system shall be able to stop or redirect a
colliding vehicle without any debris
penetrating the passenger compartment of the
vehicle.
The colliding vehicle shall remain in the
upright position and not violently redirected
to other traffic.
308.06.03 Placement Reconnllendations
Crash Cushion systems perform best on relatively
flat surfaces. Therefore they shall be installed on
hard level surfaces such as portland cement
concrete or hot bituminous concrete pads. This
allows the crash cushion system to compress
uniformly throughout the impact. The path
between the roadway and the crash cushions shall
be relatively smooth and clear of obstructions.
Ideally the vehicle's suspension systems should
not be collapsed or extended when it collides with
the crash cushions.
Part 2 300-18
... . -f - - ,...... _.
~ . J . . ~ i . ~ ~ . . . _.:
SECTION 400
AT-GRADE INTERSECTIONS
401 GENERAL
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.
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. 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 acconunodated within a relatively
small area. These movements may be handled by
various means, depending on the intersection type.
Intersection design affects roadway efficiency,
safety, capacity, operating cost and operating
speed. Well designed intersections reduce the
severity of user conflicts while acconunodating
their varied interests. intersection design is a
cooperative effort between roadway and traffic
engineers, based on human factors, traffic
considerations, physical elements and economic
factors.
403 AT GRADE INTERSECTION
TYPES
There are t1uee basic types of at-grade
intersections, the three-leg intersection, the four-
leg intersection, and the multileg intersection. See
Figure 400.0 I. Factors in determining the type of
intersection include, the number of
"y"
"T"
Three-leQ intersections
Less
Than
75'
Offset
~ L
Ii
Right angled
Four-leg Intersections
Multi 109 intersections
Roundabout
Figure 400.01
Basic Intersection Types
Part 2 400-1
Give preference to major traffic movements.
Reduce areas of conflict.
Cross traffic at right angles (75-90 desirable
- skew no more than 60
0
.)
Separate points of conflict.
Provide speed-change lanes and separate
turning lanes where appropriate.
Restrict undesirable movements.
Provide adequate width to shadow tunung
traffic.
Enhance signal control.
Whenever possible, preference should be given to
the major traffic movements. This usually requires
stopping, finmeling, or eliminating minor
movements. Controlling measures shouid conform
to natural movement paths and be introduced
gradually to promote smooth and efficient
operation.
A 90" intersection provides the shortest crossing
for intersecting traffic and provides the most
favorable condition for drivers to judge the
relative position and speed of approaching
vehicles. The nu,umum desirable intersection
angle is 75 degrees. Intersection angles less than
60 degrees should be realigned.
Large multilane undivided intersection areas are
undesirable because drivers cannot predict the
other velucles movements. By separating traffic
movements into defilute travel paths
ehannelization reduces these confliets.
Chatmelization also separates points of conflict
within the intersection and clearly defines velucle
pathways.
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
determi ne intersection type.
Tlu'ee-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 llluitidirectional
"y" intersections and intersections with more than
four legs should be avoided.
Four Leg Intersections - Four-leg intersections
may be right angled, oblique, or offset. The right-
angled 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 vehicle-
turning angles. The offset intersection has low
capacity, is difficult to comprehend and negotiate,
and is difficult to sign and signalize.
Mullileg Intersections - These intersections have
more than four legs and can have several
configurations. Multileg 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.
Rowldabout Intersections - Roundabout designs
generally have three or fonr legs joining a circular
roadway. All traffic turns right to merge with
traffic in the roundabout. Traffic continues to
turn riaht throuah 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.
404.01
404.02
404.03
404.04
PREFERENCE TO MAJOR
MOVEMENTS
AREAS OF CONFLICT
INTERSECTION ANGLES
POINTS OF CONFLICT
404 CHANNELIZATION
Chatmelization is the separation of traffic into
defuute travel paths using pavement markings or
raised islands. Channelization should be used to:
Points of confliet occur when drivers paths cross.
The highest number of conflicts occur at
intersections. For example. a driver making a
left turn on to a roadway must cross right-bound
traffic and merge into the left-bound traffic
Part 2 400-2
Channelization separates and clearly defines
points of conflict within the intersection. Drivers
should be exposed to only one conflict or
confronted with one decision at a time.
stream. That single maneuver causes conflict
with both di.rections of travel. Where ever
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.
Traffic islands may be used to divert traffic
streams in desired directions and prevent specific
undesirable movements.
At intersections with complex turning
movements, channelization is required for
effective signal control. Channelization enables
sorting and storing of approach traffIc for orderly
movement tlu'ough the intersection during
separate signal phases. Channelization is
particularly effective when used with traffIc-
actuated signal controls.
PROHIBITED TURNS
EFFECTIVE SIGNAL CONTROL
404.08
404.09
SPEEDCHANGE LANES 404.05
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 whcn
sizing traffic islands.
Speed-change lanes improve intersection safety
and efficiency. Entering traffic merges most
efficiently with through traffic when the merging
augle 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.
404.10
404.11
INSTALLATION OF TRAFFIC
CONTROL DEVICES
GUIDELINES
404.06 TURNING MOVEMENTS
A separate right turning lane removes turning
movements from the intersection area, increasing
safety and capacity. Also adding dedicated left
turn lanes removes left turn traffic from the thru
lanes which also increases safety and capacity.
Abrupt changes in alignment or sight distance
should be avoided.
404.07 REFUGE AREAS
Striping is preferable to curbed islands.
especially adjacent to high-speed traffic
where curbing can be an obstruction to out-
of-control vehicles.
Where curbing must be used. first
consideration should be given to mountable
curbs. Barrier curbs should only be used
where pedestrian protection is a primary
concerll.
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.
Avoid complex intersections that present
multiple movement options or decisions.
Accident records provide a valuable guide to
the type of channelization needed.
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. Chaomelization should also
provide ample storage for vehicles to make the
turning or crossing movements.
The Standard Drawings include details for a
channelized free right turn and typical
pavemenl markings at intersections.
Part 2 4003
405 DESIGN VEHICLES
A vehicle traveling around a circular curve
sweeps a wider path than the width of the
vehicle. The difference between the swept width
and the vehicle width is called off tracking. On
large trucks and buses offtracking can be
significant and must be considered in design.
Intersection geometric design depends on the
dimensional and operational characteristics of the
vehicles involved. The American Association of
State Highway and Transportation Officials have
adopted "design vehicles" representing the various
classes of conunonly nsed vehicles.
For freeways and expressways, the design vehicle
shall be a WB-12 medium tractor semi-trailer
combination. For arterials, collectors and sector
roads, the design vehicle will be a single unit bus.
Design vehicles are as defmed in "A Policy on
Geometric Design of Highways and Streets",
AASHTO, 1994. Dimensions for various design
vehicles are shown in Figure 400.02.
406 INTERSECTION DESIGN
STANDARDS
Turning templates are used to locate the turning
paths of large vehicles. The template is used to
determine corner radii, position island noses,
establish clearances and the width of charll1eled
separate turning lanes. Turning templates for the
various design vehicles are shown in Figure
400.03. It should be noted that state-of-tlle-art
turning template computer software exists which
can be used in-lieu of Figure 400.03.
405.01
405.02
405.03
406.01
OFF TRACKING
DESIGN VEIDCLES
TURNING TEMPLATES
SIGHT DISTANCE
Approach Sight Triangle - The area bounded
by the required sight distances along the
intersection legs and the sight line cOllllecting
their ends is known as the "sight triangle". See
Figure 400.04.
Unobstructed sight distance along all intersection
approaches and across the included corners must
be sufficient to permit operators of approaching
vehicles to perceive each other, react and
complete an appropriate accelerating, slowing or
stopping maneuver. 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.
Departure Sight Triaugle - The departure sight
triangle is bounded by the location of the stopped
driver, the appropriate sight distance along the
intersecting road, and the connecting sight line.
See Figure 400.04. 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 thronghout the
departing sight triangle.
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.
Signal Control - All legs are controlled by
either stop signs or traffic signals.
Left-tw'n Control - Stopped left-turning
vehicles on minor roadway must yield to
opposing vehicles on major roadway.
General - The Driver of a vehicle should have an
unobstructed view of the entire intersection.
Stopping sight distance shall be the minimum
provided tlu'oughout all parts of intersections.
No Control - For a given speed, the approach
sight triangle is determined from Figure 400.04
and Table 400.0 I. Departure sight triangles
should be conunensurate with those provided at
stop controlled intersections.
Part 2 400-4
Table 400.01
Sight Triangle Distances
No Intersection Control
Vehicle Seed (k II) Distance (1/1)
20 20
30 25
40 35
50 40
60 50
70 60
80 65
90 75
100 85
110 90
120 100
The sight triangle dimensions are determined using
these distallces per Figure 400.04 for No COlltrol.
These distances are based 011 level roadways.
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 a driver traveung 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:
To travel across the intersecting roadway,
clearing oncoming traffic in bolh directions;
To turn left onto the intersecting roadway,
clearing oncoming traffic from the left and
entering the traffic stream coming from the
right;
To turn right onto the intersecting roadway
by entering the traffic slream coming from the
left.
Part 2 400-5
Pi
5.8
M P1
',1
M
3.4
6,1
~ [ I
I
-1]
~ [ I
I 1
]
p
su
Passenger COl"
or pickup truck Single unit truck
I
12.1
rl
2,4
I
7.6
~ [ I
II
.I ]
Bus
SIngle Unit bus
IS 2
~ [
12.2
1.8 1.2 1,0
4.0 1.2
E
,
"''6-12
IntermedIate semitrailer
16 1
15.2
0,6 1.2 1,' 1.2
4, ,
0,'
? ~
~ ~
W
N
11'8-15
Large semitrailer
AI I dimensIons In rooters
Figure 400,02
Design Vehicle Dimensions
Part 2 400-6
Tllis turning template shows the turning paths of the specified AASHTO design vehicle. The paths shown
are for the lcft front overhang and the outside rear wheel. The left front wheel follows the circular curve,
however, its palh is not shown.
Design Vehicle R1 R min R max
P 7.3 4.2 7.8
SU 12.8 8.5 13.4
BUS 12.8 7.4 14.1
\'IB-12 12.2 5.8 12.6
WB-15 13.7 5.9 14. 1
Figure 400.03
Mitlimum TUl"lIing Path for P Design Vehicles
From AASHTO, /994, <Oil Po/icy ou Geometric Design of Highways and Streets
Part 2 400-7
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Distance Mojor (dl
,
I
'"
I
FOR APPROACHING VEHICLE
FOR DEPARTING VEHICLE
Figure 400.04
Intersection Sight Triangles
Parl2 4008
The distance that a crossing vehicle travels to
clear a major roadway is:
The solid line curves in Figure 400.05 labeled
"P", "SU" and "WB-lS" are the recOlrunended
vehicle time-distance relationships to compute t,
If significant grades are present, t, should be
adjusted per Table 400.02.
Stop Control with Crossing Maneuver
Crossing maneuver sight distance is based on the
time it takes for the stopped vehicle to clear the
intersection and the distance travelled in that time
by an oncoming vehicle on the cross road. The
distance may be calculated from
8
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10 15 20 25 30 35 40 45 50 55 60
$= Distance Travel led During
Acceleration' (meters)
f- 12
+ 10
o
L
<D
<D B
o
o
if 6
o
+
d = 0.28V(2.0+t,)
d = sight distance required along
the major roadway from the
intersection (m).
V = design speed on the major
roadway (kph)
t, = time required to accelerate and
traverse the distance to clear
the major roadway travelled
way (s)
where:
S =D+W+L
where: D = distance from near edge-of-
travelled way to the front of a
stopped vehicle (typically 3.0
m).
W = travelled way width along path
of crossing vehicle (m)
L = overall length of vehicle (m)
Figure 400.05
Sight Distance at Intersections Acceleration
from Stop,
From AASHTO, 1004, "A Policy 011 Geometric
Desigll of Highways alld Streets"
Calculated sight distance shall be checked against
stopping sight distance. The larger of the
distances shall be used.
\
Part 2 400-9
The sight distance required to the left are
calculated from:
The required sight distance to the right is based
on the assumption that the mainline vehicle will
slow to 85 percent of the design speed and
maintain a 2.0 second gap from the turning
vehicle. To calculate the necessary sight distance
first determine from Figure 400.06 the distance P
required for the turning vehicle to reach a speed
of 85 percent of the mainline design speed. The
sight distance required to the right is calculated
from:
Turning Left Onto a Major Roadway -
Because 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.
d
L
= 0.28V(2.0+t,)
d = sight distance required along
the major roadway from the
intersection (m).
V design speed on the major
roadway (kph)
t, time required to accelerate and
the traffic in the approaching
lane.
d = 0.28V(2.0+t,)
where:
Signal Control Because of unanticipated
vehicle conflicts at signalized intersections, (such
as, signal violations, right-turns on red, signal
malfunction, or use of flashing red/yellow mode)
the reqnirements for Stop Controlled
intersections should be met. At intersections
where right-turns on red are permitted, the
departure sight line for right-turning vehicles
should be determined by the methods for
"Turning Right into a Major Roadway."
requiremeut for the right-turn maneuver is
approximately one meter less than that required
for the left-turn maneuver in "Turning Left Onto
a Major Roadway". See Figure 400.07 curve Cb
for the required sight distauce for a vehicle
turning right and accelerating to 85 percent of the
design speed before being overtaken by vehicles
slowing to 85 percent of design speed. Trucks
will take considerably longer than passenger
vehicles.
Stopped Vehicle Turning Left from a Major
Roadway - The driver will need sufficient sight
distance ahead to turn left and clear the opposing
travel lane(s) before an approaching vehicle
reaches the intersection. The sight distance
required is calculated from:
(P-5- (t+2)(.28)(.95V)
(.56)(.85V) - Lv)
d
L
= sight distance required to the
left aloug the major roadway
from the intersection (m).
V = design speed on the major
roadway (kph)
t, = time required to accelerate and
the traffic in the lane
approaching from the left.
dR =
where:
Lv =
V =
T =
where: dR =
EFFECT OF SKEW 406.02
Skew also affects the distance a vehicle travels to
cross the intersection. Heavily skewed
intersections should be controlled.
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 maultained to
provide a unobstructed view throughout the sight
triangle with a 1070 mm eye height on the minor
road to a 1300 nnn object height on the major
road.
Sight distance required to
the right along the major
roadway from the
intersection (m).
tin,e required to travel
distance P (Table 400.01).
mainline design speed
(kph)
Vehicle Length (m)
Turning Right Onto a Major Roadway - 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
Part 2 40010
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Acceleraticn of
?
Passenger Cars f--
Level ConditiOlS
(SaJrce-Deve Iopec
f--
/
Fran Ref. 7)
II
10
o
o 50 100 150 200 250 300 350 500 550 600 650 700
Passengers Cars-Distance Travel led
(meters)
120
110
100
.r:: 90
0..
.Y.
- 80
70
.r::
g60
Q)
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20
120
110
100
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- 80
70
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Acceleraticn of Trucks -
Level Cooditicns
(SaJrce-Ref. 2
-
180 kg/kw
o
o 250 500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500
Trucks-Distance Travel led
(meters)
Figure 400.06
Acceleration Curves
From AASHTO, 1994, "A Policy ou Geometric Desigu of Highways aud Streets"
Part 2 400-11
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0
50 100 150 200 250 300 350 400 450 500
40
45
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(J)
(J) 75
0-
(j) 70
C 65
Ol
90
0-
.::L 85
95
100
105
110
(J) 60
(J)
o 55
Sight Distance (m)
A - Sight distnce for P vehicle crossing 2-lane roadway from stop.
B-1 Sight distance for P veh i c I e trun i ng I eft on to 2-lone roodway
across P vehicle approaching from left.
8-1-4 Lane Median
Sight distance for P vehicle turning left on to 4-lane roadway
across P vehicle approaching from left.
B-2b Sight distance for P vehicle to turn left on to 2-lane roadway
and attain 85% of design speed without being overtaken by behicle
approaching from right slowing to 85% of design speed.
Cb Sight distance for P vehicle to turn right on to 2-lane roadway
and attain 85% of design speed without being overtaken vehicle
approaching from left slowing to 85% of design speed.
Figllre 400.07
Intersection Sight Distances
For Illmillg 01110 a major roadway AASHTO, 1994,
"A Policy all Geometric Desigll of Highways alld Sireets"
Part 2 400-12
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.
A vehicle descending a grade requires greater
stopping distance than one on level ground.
Conversely, a vehicle ascending a grade requires
less distance to stop. Grades up to 3 percent have
little effect on stopping sight distances. In no case
should the grades exceed 6 percent.
406.03 EFFECT OF VERTICAL
PROFILES
be 3.65 m. Three meter wide left-turn lanes may
be used on low speed urban roadways. The width
is measured from the adjacent edge of travelled
way, excluding shy distance.
Medians - To improve left-tum visibility, the left-
tum-lane should be placed as far to the left as
possible in the median leavulg only the painted or
curbed nose. Excess width between the left-turn
lane and the adjacent same-du'ection through lane
should be treated as painted island. When left-
tum lanes are placed in raised (curbed) medians,
a minimum nose width of 1.0 m should remain for
pedestrian refuge and traffic control devices.
(
Approach Tapers - On roadways with narrow or
no medians, room for the left-turn lane is made by
shifting traffic laterally to the right. The taper
length used to effect this shift should be 0.6WV,
where W =lateral shift (m) and V =design speed
(kph).
Bay Tapers - The bay taper length should be
short to clearly identify the additional lane.
Generally the taper length should be 15:1.
Deceleration Length - Whenever feasible, the
left-turn lane should provide deceleration clear of
the through lanes. The minimum deceleration
lengths, exclusive of bay taper and vehicle
storage, for 50, 60 and 80 kph are 70, 100 and
130 m, respectively.
In urban areas, it may not be possible to provide
the deceleration lengths and maintain the storage
and approach taper lengths required. In these
situations, these lengths should be used as a
desirable goal.
Table 400.02
t. Adjustment For Grade
S' ItT' I D' t
LEFf-TURN
CHANNELIZATION
Where the intersection leg grades are other than
flat, corrections should be made to the sight
distances using the approximate ratios given in
Table 400.02.
,
Ralio, laol/ grade /I
a
level (Figure 400.05)
Crossroad Grade %
406.04
Design Vehicle -4 -2 0 2 4
P 0.7 0.9 1.0 l.l 1.3
SU 0.8 0.9 1.0 1.1 1.3
WB-15 0.8 0.9 1.0 1.2 1.7
Use Ihis lable 10 adjusl la vailles far effecl of
grade. Based all Ihe likely rouge of crossillg
distances.
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
tuming vehicle must make a defmite 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 should
Storage Length - The storage length should be
sufficient:
To store the number of vehicles during
critical periods.
To avoid left-tuming vehicles stopping in the
tlu'ough lanes.
So the lane entrance is not blocked by
standing through traffic.
Refer to the "Highway Capacity Manual, Special
Report No. 209", Transportation Research
Board, 1986 for further discussion.
Part 2 400-13
406.05 RIGHT-TURN
CHANNELIZATION
Storage Length - Storage requirements and goals
are the same as for left-turns.
Free Ri!!ht-Tm'lIS - UncontlOlled "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 the intersection controls. Free right-
turns shall only be provided where the turning
movement can be made into an auxiliary or
acceleration lane.
General - Right-turn lanes improve intersection
capacity and safety. As for left-turn lanes, right-
turn lanes should be laid out such that a right-
turtting velticle 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.
406.06 TRAFFIC ISLANDS
Width - The desirable right-turn lane width
should be 3.65 m. Three meter wide right-turn
lanes may be used on low speed urban roadways.
The width is measured from the adjacent edge of
travelled way, excluding shy distance.
The normal shoulder should be provided at the
right-turn lane although, if right of way is
severely constrained, a minimum 1.2 m wide
shoulder may be used. The normal curb should be
carried tlu'ough the right-turn section.
A!mroach Tapers - Generally right-turn lane
approach tapers are not required because the lane
is added to the outside of the travelled way and
the travel lanes are not shifted. However, if the
travel lanes must be shifted to accommodate a
right-turn lane, the taper should be the same as
for left-turn lanes.
Bay Tapers - The bay taper wltich 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 15: I.
Deceleration Length - Whenever feasible, the
right-turn lane should provide deceleration clear
of the through lanes. The minimum deceleration
lengths, exclusive of bay taper and vehicle
storage, for 50, 60 and 80 kph are 70, 100 and
130 m, respectively.
In urban areas, it may not be possible to provide
the deceleration lengths and maintain the storage
and approach taper lengths required. In these
situations, these lengths should be nsed as a
desirable goal.
General - Traffic islands are located between
traffic lanes and are commonly designated using
paint, raised pavement markers. or curbs. They
serve to:
confine specific traffic movements into

definite channels;
,
separate traffic moving in the same or

opposite direction;
aid and protect pedestrians CroSSUlg the

intersection; and,
discourage or prohibit undesirable

movements.
Design - Traffic islands must be large enough to
be seen and to command the attention of the
driver. Islands for chatmelizing should preferably
be at least 9.0 m'. Curbed islands for separating
traffic streams should not be less than 1.0 m wide
and 8.0 III long.
Curbed islands should be offset from the thrQugh
traffic lanes by a minimum shy distance of 0.6 m
and 0.9 m is preferable for approach speeds
greater than 25 kph.
The approach end of a curbed island should be
rounded at 0.5 to 1.0 m radius and tapered at 15:1
to guide the driver into the chatmehzation.
Where there is an approach shoulder (1.2 m or
wider), the curbed island should be offset from
the tlu'ough lane by the width of the shoulder.
With an approach shoulder the flared approach is
not necessary, except where a deceleration or
turning lane has been provided.
Part 2 400-14
roundabout. For these reasons roundabouts
tend to be removed and replaced with
conventional signalized intersections instead
of being modified.
Roundabouts requil'e more land than
conventional intersections.
Roundabouts are not well suited for
pedestrian traffic, because pedestrians are not
able to walk in a clear path tlu'ough the
intersection. In areas of lugh pedestrian
traffic, pedestrians can cause major problems
with illegal crossings.
Normal ROlUldabouts: The normal
configuration of a roundabout is made up of a
one-way road around a circular curbed island 4m
or more in diameter. The approaches are usually
flared to allow multiple velucle entries. The
number of entries should be linuted to tlu'ee or
four arms. The efficiency and driver
comprehension decreases as the number of arms
is increased. The lllinimum radius of curvature
also increases with additional arms which can
raise circulatory speeds. Double roundabouts can
be an alternative under these conditions. See
Figure 400.08.
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407 ROUNDABOUT DESIGN
Advantages: There are several advantages to
roundabout design versus conventional three and
four leg illtersections.
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.
Avoid curbed traffic islands where the approach
operating speeds are 80 kph or greater.
Mountable curbs should be used at curbed islands
except where barrier curbs are provided for
greater pedestrian protection.
The roundabout is used at intersecting streets with
low capacity and low design speed. Roundabouts
should be considered when tbey are cost effective
or increase safety over standard intersection
designs.
There are three main types of roundabouts,
Normal, Mini and Double. There are other forms
of roundabouts but they variations of these basic
types. They are Ring Junctions, Grade Separated
and Signalized Roundabouts. More illformation
about the use and design of these aud other
rouudabouts can be found in the Geometric
Desigll of ROlllldabollts. When readillg tlus
design manual the designer should be aware that
the manual was written for left-hand rUlllung
traffic and appropriate modifications should be
made for when adapting tbese standards to right-
hand rUlming traffic patterns.
Disadvantages: There are several disadvantages
to roundabouts that make them less favorable
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 eXlstlllg
roundabout to increase its capacity. Redesign
requil'es adding more lanes which greatly
increases the land required for the
intersection. This iI,crease ill diameter also
iI,creases the design speed through the
Figure 400.08
Normal Rowldabout
Mini Ronndabonts: The nUlu-roundabout is
sinlilar to the normal roundabout except the
diameter of the island is less than 4m. blstead of
a curbed island a raised, reflectorized dome is
used for driver recog.ution of the high spot. The
mini-roundabout is a good alternative for existing
roads with extremely low traffic volumes that
have high safety and delay problems. Where
physical deflection of approaching traffic is not
\
Part 2 400-15
possible, roadway stripping and traffic islands
may be used. See Figure 400.09.
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Figure 400.09
Mini Rowldabout
Figure 400.10
Double ROImdaboul
Double ROImdabouls: Double roundabouts are
generally 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 luore than four arms are
entering the intersection.
At intersections with unusual or asynunetrical
configurations.
Where single island configurations do not
have enough capacity.
The joining of parallel roads separated by an
existing feature.
These unique circumstances should be evaluated
by an experienced traffic engineer and the
Municipality 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 the
Municipality. See Figure 400.10.
Part 2 400-16
SECTION 500
INTERCHANGES
501 GENERAL
The ability to accommodate high traffic volumes
safely and efficiently tlu'ough 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 rednces 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 inflnenced 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 shonld be studied and
alternate concepts made 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:
o Where intersecting traffic volnmes are
heavy.
o Where topography does not lend itself to the
construction of an intersection.
o When making a connection to a freeway.
For a roadway with access control between
selected terminals.
o To eliminate a traffic bottleneck.
o To eliminate a hazardons at-grade
intersection.
o When road-user benefits are substantial.
Due to the complex nature of interchange design
it is important to establish a set of consistent
design parameters. Listed below are featnres
which should be considered during the
interchange design process.
o Provide consistent design features.
o Ramp exits shall be from the right.
o Ramp entrances shall be on the right.
o One exit per direction from main roadway.
o 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.
504 INTERCHANGE TYPES
This section includes examples of cOlmnonly
nsed interchange configurations. See Chapter X
of "A Policy on Geometric Design of Highways
and Streets," AASHTO, 1994, for additional
examples.
504.01 THREE-LEG INTERCHANGE
Tlu'ee-leg interchanges have tlu'ee intersecting
legs. They usnally consist of one or more
roadway grade separations and one-way
roadways for all traffic movements. Because
future expansion is difficnlt, three-leg
interchanges should only be used when one of
the three legs is permanently terminated. Heavy
traffic volume should be favored 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 500.0 I illustrates several types of tlu-ee
leg interchanges.
(
Part 2 500-1
.p--- --
...~ ~ . : : ...... -.... ..
TRUMPET CONNECTIONS
FREE \'lAY TO FREE\'IAY CONNECTIONS
FREE\'IAY CONNECTION TO MAJOR ROADWAY
Figl/re -500.01
Three-Leg Interchanges
From MSHTO, 1994," A Policy 011 Geometric Desigll of Highways allc! Streets".
Part 2 500-2
Four-leg interchanges include diamond
interchanges, full cloverleaves, partial
cloverleaves (parclo), and interchanges with
direct and semidirect connections. Each basic
interchange type is described and discussed in
the following sections.
504.02 FOUR-LEG INTERCHANGES
Comparatively low construction cost.
Direct cross road turning maneuvers.
Single exit feature simplifies expressway
signing.
No need for speed change lanes on or under
the structure.
No weaving on the expressway_
Single Point Diamond Interchange
The Single Point Interchange (SPT) 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 ot her.
unless
Disadvalltages -
Overall capacity is limited by ramp
intersection capacity.
Capacity is lowered on the minor road due
to left turning movements.
Increased accident potential
signalized.
Possibility of wrong-way movements.
Turning traffic from the expressway is
obliged to stop at the minor road. Storage
lane treatment may be required.
Little possibility for future expansion.
Diamond interchanges are the most conunonly

used interchange (Figure 500.02). They consist
of four ramps which parallel the main roadway,
providing all eight turning movements.
Diamond Interchange
Figure 500.02
Simple Diamond
Applicatioll 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 trarfic 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,
chalmelization, and traffic signals at the ramp
cross road intersections.
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Advalltages -
High design standard single exits in advance
of the structure.
High design standard single entrances
beyond the structure.
Requires relatively little right-of-way.
Figure 500.03
Single Point Diamond Interchange
Part 2 500-3
': - ~ .. :(" ::.' . ~ . ..... ,
Application - Best suited for areas where right-
of-way is restricted.
Advantages
Relatively narrow right-of-way.
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 iutersection.
Handles high volume left-turns on tbe cross
road more efficiently than a diamond.
Curve radii for left-turn movements tluough
the intersection are significantly flatter than
at conventional intersections, and therefore
the left turns move at higher speeds.
Higher capacity than a conventioual 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, al 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 "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
of way is available.
Figure 500.04
Cloverleaf
Advautages -
Left-turn conflicts eliminated
Single structure design.
Traffic signals are unnecessary.
Lends itself to stage construction.
Disadvantages -
Large right-of-way requirements.
Weaving may severely limit capacity.
Adding weaving lanes on and under structure
increase cost.
High weave volumes require collector
distributor roads.
Double exit on the expressway complicates
signing.
Insufficient deceleration Icngth from
expressway 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.
Part 2 500-4
Cloverleaf with Collector Distributor Road
A collector distributor road in conjunctiou with a
cloverleaf removes the weaving ramp traffic
from the main roadway (Figure 500.05).
Figure 500.05
Cloverleaf with Collector Distributor Road
Applicatioll Same as for basic cloverleaf except
is more suitable for areas with high weaving
volumes.
Advalltages -
Minimizes weaving conflicts by placing
weave on collector distributor road.
Minimizes signing difficuhies.
Provides a single exit and entrance from
main roadway.
Reduce merging and diverging points on
main roadway.
Higher volume than basic cloverleaf design.
Disadval/tages -
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
clover leaf
Partial Cloverleaf (Pardo)
A partial clover leaf is a portion of the full clover
leaf 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 through 500.10 show several
parclo anangements and lists their relative
advantages and disadvantages.
Applicatiol/ Tlus interchange is suitable for
locations where by removing two left-turn
movements from the intersections the remaining
left-turn conflicts can be tolerated.
Gel/eral Advalltages -
Suitable for slage construction.
Exit temunals in advance of structure.
Weaving elinunated.
Single exit simplifies signing.
Expandable if structure opening wide
enough.
Can be configured to optimize traffic
volumelcapacily.
Future expansion if structure opetung wide
enough.
Gel/eral Disadval/tages -
Minor road has stop condition for left-turn.
Minor road may require left-turn storage.
Points of conflict on the nunor roadway at
the ramp terminals limit capacity and safety.
Right-turn expressway traffic stops at nunor
roadway.
Part 2 500-5
ROADWAY DESIGN MANUAL - Roads and Brid cs
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Figure 500.06
Advalltages -
Entrance ramp loops.
Disadvalltages -
Stop condition on minor road and ramps for
left turns.
Figure 500.07
Advalltages -
Stop for left-turns confined to movements
from ramps only.
Entrance ramp loops.
Figure 500.08
Disadvalltages -
left turns.
Expressway traffic exits onto small radius
loop.
Entrance/exit loops
Figure 500.09
Disadvalltages -
left turns.
loop.
Figure 500.10
Advalltages -
Stop condition for left turns confined to
movements from minor roadway only.
Not conducive to wrong-way movements.
Disadvalltages -
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 tbat
use direct connections for the major left-turn
movements are termed directional interchanges
(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.
Part 2 500-6
Directional interchanges have one or more grade
separations with direct or semidirect 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 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-direct in alignment.
The most widely used type of directional
interchange is the four-level layout system
shown in Figure 500.ltA. A variation of this
type is the four-level interchange with two exits
from both major roadways, as shown in Figure
500.11B.
Chapter X of "A Policy on Geometric Design of
Highways and Streets," AASHTO, 1994, has
additional examples of directional interchanges.
Applicatioll - Semi-direct or direct connections
for one or more left-turning movements are often
required at major interchanges in urban areas.
Interchanges involving two freeways nearly
always call for directional layouts. In such cases
turning movements in one or two quadrants often
are comparable in volume to through
movements.
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.
A
B
Figure 500.11
Directional Intcrchanges
Disadvantages -
High construction costs.
Require detailed, time-consuming study.
(
Part 2 500-7
From these preferred alternatives, preliminary
plans, profiles and cost estimates should be
prepared. Include 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.
General Since interchanges are so costly, and a
vital element of freeway capacity it is important
that a well functioning, economic design be
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 stage
construction, right-of-way requuements and the
effect on the local road and roadway network.
505 INTERCHANGE DESIGN
PROCEDURES
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 requued lengths of speed
change lanes. Interchange spacing has a
pronounced effect on freeway operation. In
general, minim.um spacing shall be:
Uniformity - To the extent practicable all
interchanges along a freeway should be uniform
in geometric layout and general appearance. All
entrance and exit ramps shall be on the right.
Signing and Marking - Signs, pavement
striping, delineators and other markings should
conform to the Malllla! 011 Ulliform Traffic
COlllro! Devices (MUTCD).
506 INTERCHANGE DESIGN
STANDARDS
An interchange consists of the through freeway,
the ramps and the cross road. This section deals
primarily with the interchange as a whole.
Specific designs for ramps are discussed in the
sections that follow.
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 Pa11 2, Section 300, Geometric
Cross Section.
For minimum radius curves, the normal lateral
clearance may not provide m.inimum stopping
sight distance because piers, abutments and
bridge rail limit 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
Basic Number of Lanes Design traffic
volumes and a capacity analysis should be used
to determine the basic uumber of roadway lanes
and the minimum number of ramp lanes. The
basic number of lanes should be established for a
substantial length of freeway and should not be
changed through pairs of interchanges.
Auxiliary Lanes An auxiliary lane is defined
as the portion of the roadway adjoining the
travelled way for emergency stopping, speed
change, tunling, turnUlg 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 ternlinal is short.
local frontage roads do not ex ist.
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
Part 2 500-8
ROADWAY DESIGN-MANUAL - Roads and Brid es
-
Tab/e 500.0/
Ramp Entrance/Exit Design Speed
-
roadway. Auxiliary lanes may be tapered or
parallel and shall be a minimum of 3.65 mwide.
Lane Reduction - The basic number of freeway
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
freeway as a whole.
Freeway Design Speed
kph
140
120
100
Ramp Design Speed
kph
100
85
70
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).
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 Highway Capacity Manual for further
discussion on weaving sections.
507 RAMP DESIGN STANDARDS
These speeds do not apply to ramp terminals,
which should be designed using the intersecting
roadway speed.
Profile - A typical ramp profile consists of the
ramp body on an appreciable grade, between
vertical curves that connect to the intersection
legs. The profile at the ramp terminal is
generally determined by the cross road.
Ramp grades should be as flat as feasible. Down
grades should be limited to 3 or 4 percent 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 favored in design.
As general criteria, it is desirable that ascending
gradients on ramps be limited to:
Shoulder Width - Shoulder widths for ramps
shall be as indicated in Part 2, Section 300,
Geometric Cross Section.
Curvature - The factors and assumptions of
minimum-turning roadway curves for various
speeds apply to ramps and are discussed in
Section 200.
Sight Distance - The I11l1limul11 sight distance
provided auywhere along the ramp shall be
stopping sight distance. See the sections on
freeway entrance/exit ramp and ramp terminals
for specific requirements at those areas.
3-5
4-6
5-7
6-8
70-80
60
40-50
30-40
General - A ramp is typically a one-way
roadway connecting interchange legs. Ramps
consist of tlu'ee main parts. The ramp freeway
entrance or exit, the ramp body and the ramp
intersection with the cross road. The intersection
with the freeway is called the ramp entrance or
exit and the intersection with the cross roads is
typically defined as the ramp terminal.
This section deals mainly with general ramp
design criteria. Specific ramp entrance/exit and
terminal designs are discussed separately in the
following sections.
Design Speed - Ramp design speed varies based
on location along the ramp. The freeway
entrance or exit design speed approximates the
freeway design speed. The ramp terminal design
speed usually approximates that of the cross road
if there is no stop condition. The design speed
for the ramp body transitions from the freeway
design speed to the terminal design speed. See
typical examples in Table 500.01.
Part 2 500-9
..! jO;-:" f ~ "-, .'"
Gores The term "gore" indicates an area
downstream from the shoulder intersection points
as illustrated in Figure 500.12. The gore nose is
defined as that point where the distance
measured between the main line and ramp
travelled ways is 7.0 m. If feasible, the unpaved
area beyond the nose should be graded level witb
the roadways. Heavy sign supports, street lights,
and roadway structure supports shall be kept out
of the graded gore area.
ProfJ..Ie grade considerations are of particular
concern tlu'ough entrance and exit gore areas. In
some instances the ramp profile, or the
combination of profile and cross slope, is
sufficiently different from the freeway through
lanes that grade breaks across the gore become
necessary. Where adjacent lanes or lanes and
gore areas al freeway eotrances and exits are not
in the same plane, the algebraic difference in
pavement cross slope shall not exceed 5%.
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PAINTED NOSE
PHYSICAL N O S E - - - ~
Lane Drops Typically the ramp lane reduction
shall be made using a desirable taper rate of 70: I,
50: I maximum.
Lane drop tapers shouId not extend beyond the 2
meier 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 in Part
2, Section 200, Geometric Design Standards,
apply to ramps. Ramp snperelevation rates shall
be per Table 200.04.
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.
SHill!! OF R
I----GORE ..
GORE NOSE
Figure 500. J2
Typical Gore Area
From AASHTO, 1994, "A Policy 011 Geometric Desigll of Highways {/Ild Streets"
Part 2 50010
T ., ".Ii ~ . ~ . -
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Table 500.03
Ramp Widening For Trucks
Widening - Where ramps have curve radii of 90
III or less with a central angle greater than 60
degrees 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.
Ramp Radius
(Ill)
<40
40 - 44
45 - 54
55 - 64
65 -74
75 - 90
>90
Widel/il/g
(Ill)
2.0
1.6
1.3
0.9
0.6
0.3
o
Lal/e Widlll
(Ill)
5.6
5.2
4.9
4.5
4.2
3.9
3.6
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
2/3 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 (20 m to 30 m) that diverges from the
cross street at an angle of 4 to 9 degrees. Longer
tangents are desirable.
Distance Between Successive On-Ramps - The
minimum distance between two successive
freeway on-ramps should be the distance needed
to provide the standard on-ramp acceleration
taper shown on Figure 500.13. Tlus distance
should be about 300 m. If the upstream ramp
adds an auxiliary lane, the downstream ramp
should merge with the auxiliary lane. The
distance between on-ramp noses will then be
controlled by interchange geometry.
For ramps havillg CI/I1'e radii of 90 III or less
lVilh a celllral allgle greater Ihall 60 degrees.
Normally, loop ramps are one lane unless
capacity warrants additional lanes.
Consideration should be given to providing a
directional ramp when loop volumes exceed
1500 vehicles per haul'. If multiple lanes are
provided, normally only the right lane needs to
be widened.
Loop Ramps - Radii for loop ramps should
normally range from 45 m to 60 m. Increasing
the radii beyond 60 m 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 (45 III radius). Extremely tight curves (less
than 35 m radii) should be avoided because they
lead to increased off-tracking and increase the
potential for vehicles to enter the curve with
excessive speed. See Table 200.05 for further
guidelines on radius versus design speed.
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
Distance Between Successive Exits - The
minimum distance between slIccessive exit
ramps for guide signing should be 300 m on the
freeway and 180 m on collector-distributor roads.
508 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 freeway entrances and exits shall
connect to the right of through traffic. The
following paragraphs discuss various design
elements of ramp entrances/exits.
EntrancelExit Sight Distance - Decision sight
distance is desirable along the freeway prior to
an exit nose and the entire exit terrinal should
be visible.
When an exit must be located where visibility is
limited by physical restrictions which cannot be
corrected by cut widelung or object removal, an
auxiliary lane in advance of the exit should be
provided. The milumum length of auxiliary lane
shall be 300 m desirable, 180 m minimum.
l
Part 2 500-11
ER
SEE DETAIL "A
M
R=1000m }
b=251' 52" @
l=49.994m
3
1-25.0a2m
Tangent or-
Vor R
ACCHERAT ION LANE
-J.65m
WEAVING LENGTH
-/
,SHOULD
50: 1
u
Convergence \
w
-

5
R-\OOarn
1'1
T ,
,
2m
()
- -
,-1.---
-_.-
--- f---- --
-
---f----
- -
I !

182.5m 100m 50m Var.
w
0
E E
=>
0
ENTRANCE
'" '"

.---4-00'37"
R fm) Uln. OL (ml (2)
less than 90 180
90-150 150
151 300 130
over 300 82.3
INLET NOSE
NOTES
(I) Minimum exit nose and end of romp is 160m for
fUll stop at end of romp.
f2\ HOLM distance should be lengthened for descending. short radius
curves. or if entered from a sustained downgrade.
CD When freewoy is not on a tangent a I J Qnmet. S8 I act r""od i us to
approximate some deoree of converoence
oLocate as if it ...S,.-8 10 be center of 0 O.3m radius curb nose.
21. supere I evot i on may be acceptab I e for the 1DOOm C!fve on
entrance rorrps.
I.-
z PrOYide
DECELERATJON LENGTH
Si9ht ddeclslon
"DL"
eX,t to
3.
(SEE TABLE)
l-
82.30m
-
-
Weovino Lenoth
SHOUt
r
3
65m

,ETW
IT
HOU R
:.:.m
"'-52'45" :
-
--'--.-----
-.:;:-----.- ---
L:L3.65m 82 m 42.91
3.65m EXIT
Figl/re 500.13
Single Lane Freeway Entrances and Exits
From Caltral/s, 1995, Highway Desigl/ Mal/I/al
Part 2 500-12
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 freeway
exits and branch connectors.
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 500.13, 500.14, and
500.15 for single lane, two lane entrances and
exits, and diverging branch connections,
respectively. A branch connection is defined as a
mnltilane connection between two freeways.
The minimum deceleration length shown on
Figure 500.13 shall be provided prior to the first
curve beyond the exit nose. This provides for
adequate deceleration before enteriug 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. (see AASHTO, "A Policy on
Geometric Desigu of Highways and Streets",
1994, Chap. X for additional information).
Single-lane Freeway to Freeway Connections
Freeway-to-freeway connectors may be silJgle
lane or multilane. Where design year volume is
between 900 and 1500 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 500.13, but
utilizing the flatter diverge angle shown in Figure
500.15. Single lane loop connectors may use a
diverge angle of as much as that shown on Figure
500.13 for ramps, if necessary. The choice will
depend upon interchange configuration and
driver expectancy. Single-lane connectors in
excess of 300 m in length should be widened to
two lanes to provide for passi.ng maneuvers.
Two-Lane Exit Ramps - Where design year
estimated volumes exceed 1500 equivalent
passenger cars per hour, a 2-lane exit per Figure
500.14 should be used. A minimum 400 m
auxiliary lane should be provided ilJ advance of a
two-lane exit. Provisions should also be made
for widening to tlu'ee or more lanes at the cross
road intersection.
For volumes less than 1500 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 500.14. Diverging branch
connections should be designed as shown in
Figure 500.15. The standard ramp exit connects
to a local street. The divergilJg branch
connection connects to another freeway and has a
flatter angle that allows a higher departure speed.
At a branch merge, an 800 m length of auxiliary
lane should be provided beyond the merge of one
lane of the i.nlet, except where it does not appear
that capacity on the freeway will be reached until
five or more years after the 20 year design
period. Tn tllis case the length of auxiliary lane
should be a nlinimum of 300 m. For diverging
conueclions where less than capacity conditions
beyond the design year are anticipated, the length
of auxiliary lane in advance of the exit should be
400 m.
Branch Lane Drops - The lane drop taper on a
freeway-to-freeway connector shall not be less
than 70: I.
Part 2 500-13
'"
'"
::<:I
o
;..
tl
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;..
tl
t'l
[IJ
....
o
z
;..
;..
t'"
I
::<:I
o
.,
::>.
'" .,
=
::>.
C:l
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5:
-+\
400'37
Shou I der-,
7.3 m\
R=1000m---.J.
LSEE DETAIL "A
t-
ff"r t
-1
SOm
7Sm
E
N
u
w
- -+-
'lOOm
Auxiliary Lone
Auxiliary lone
100m
t-
CD BOOm fer Branch Consctions.

NOTES
F
(50: 1 )
182.Sm
WEAVING LENGTH
DETAIL "AN
E
-----
-----
-----
R=1000m
.6=251'52"
l=49.994m
T=25.002m
CD 300m
400'37"
E

I
E -- --.---- T
r- 4"52'45" __
50: 1
--
-- --
-- ---
--...
(50:' )
182.Sm
s

-;1===
TWO-LANE ENTRANCE FOR RAMPS OR BRANCH CONNECTIONS
E EdQe of
V) E Shou I der I Edge of
'.c: ,.., v f 82.JO
m
Shoulder- " m I -
- - - '- I 365m -,:2/ I
:: ,
I --
.
::;0
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::: >-3

::
-
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"t:I '- t'l '-
\Q'" "J
... \Q:="-'
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til 00' l..Jl
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:::s c.. ......
+;;. ,,-::_-+::..
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'" -
00"::<:1
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82m
Weovlno Len';;lth
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STANOARD TWO-LANE EXIT RAMP
i- See Nose
Oetoi I
:::I
o
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t:::l
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0<
t:::l
t"l
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r 7Sm
-- -- -- ---:.
E

---- N
-- -- -- -- -- --
7Sm
450m
-- -- -- -- ----"',--
CASE 1
800m
- ----1
--,
CASE 3
MORE THAN 50% TURN[NG TRAFFIC
(Provide main I ina structure clearonce beyond
r'orrp nose to occomodcte future thrOUQh lane.)

--
---
/ 120m
2. Figure indicates pavement widenlno See Traffic Manual for
stripino reQuirements.
NOTES:
1. TurninQ volumes expressed as a percent of total opproach volume.
I""onch Connect
E
'"
o
0,
NOSE DETAIL
:=1-

251' 45"
--
I ":1 Rr""n"'h C........n"',...t: "'... 800m 450m 15m I
- -
--
___ 120m
I
1
-----J-- rShOUlderLine
7Sm
-- '
-I
2'51"5"1 f--
-
F
'--_.-

'-------7

- >--- -
--------- '---,
f------- >---
--------- ----'----I f---- - - ---: >---
\
I
11
------
------ ----
-
__ __ 0 "'. r, p_.... 800m 15m,
_ --__ 120m I -1/ShOUlder-Line
__ __ __ Shoulder L rna /!
2
0
51'45"[ 1---- ./
-er-_ I
-'"---- ''"--- ,
_______.:: '---Nf-----:oor
t
-- r ---------11---
______-- -:l- +-- -'--- '"-'-- --. ,-- - - - - - - - - --
"--, - r------------ -;!:
:;,
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:= iil
f
'2.
Entrance/Exit Locations - Freeway entrances
and exits should be located on tangent sections
wherever possible. Tlus 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 approxinlate the freeway edge of travelled
way in order to develop the standard degree of
divergence (Figure 500.16).
Two-Lane Entrance Ramps - A standard two
lane entrance ramp is illustrated in Fignre
500.14. Tlus design may be utilized in situations
where the estimated design year volume exceeds
1500 equivalent passenger cars per hour. Figure
500.14 includes a minimum 300 m auxiliary lane
parallel to the freeway, 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 lane to the next interchange or adding
additional freeway tluough lanes. For most
urban situations, it is reconunended that multiple
ramp lanes taper to a single lane prior to the 2-
meter separation point (where merging is
considered to begin).
Where large-truck volumes exceed 20 vehicles
per hour on ascending entrance ramps with
sustained upgrades exceeding 2%, a nunimum
450 m long auxiliary lane should be provided to
insure satisfactory separating conditions.
Exit Profiles - Vertical curves located just
beyond the exit nose should be designed with a
minimum 80 kph stopping sight distance.
Beyond tlus point, progressively lower design
speeds may be used to accommodate loop ramps
and other geometric features.
Exit Ramp Transitions - Exit ramps in urban
areas may require additional lanes at the cross
road intersection to provide storage and increase
capacity.
Entrance Profiles Entrance profiles should
approximately parallel the freeway profile for at
least 30 m prior to the inlet nose to provide
intervisibility in merging situations. The vertical
curve at the inlet nose should be consistent with
approach alignment standards.
On curved entrance ramps the distance from the
inlet nose (4.25 m point) to the end of the
acceleration lane taper should equal the sum of
the distances shown on Figure 500.13 The 50: I
taper may be curved to fit the conditions, and the
1000 m radius curve may be adjusted.
Entrance/ Exit Grades Grades for freeway
entrances and exits are controlled primarily by
sight distance requirements. Ramp profile grades
should not exceed 6%.
If the length of a single lane ramp exceeds 300
m, an additional lane should be provided on the
ramp to pernut passing maneuvers.
Large Radius or
/ Short Tongent
R1
Standard Distance
m *
Standard Nose
Distance - 1 m"
On Branch Connections
Use 6m and 120m.
R1
45 m min.
R2
R 3 ~ 2 / 3 R2 or more
(670 m max.)
Stondard Nose
I stance - m"
508.01 RAMP TERMINAL DESIGN
The ramp ternunal is defined as the area where
the ramp meets the cross road.
Terminals Ramp ternunals should be treated as
at-grade intersections. The ternunal design shall
be per Part 2, Section 400, At-Grade
Intersections, based on near-minimum turning
conditions.
Figllre 500.16
Curved Entrance/Exit Locations
From Cat/railS, 1995, Highway Desigll Mallllal
Terminal Grades Ascending off-ramps should
join the cross roads on a reasonably flat grade to
expedite truck starts from a stopped condition.
Ramp temunals should connect where the grade
Part 2 500-16
.,. -- -- - --
"7 1 _ "'-
of the over crossing is 4% or less to avoid
potential overturning of trucks.
movements are allowed within 125 m of the
ramp intersection.
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.
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 60 m prior to merging,
and access control is maintained for at least 60 m
past the ramp intersection. Provision of the
"free" right should also be precluded if left turn
Terminal Sight Distances Horizontal sight
restrictions may be caused by bridge railings,
bridge piers, or slopes. Sight distance is
measured between the center of the outside lane
approaching the ramp and the eye of the driver of
the ramp vehicle assumed 3.0 m back from the
edge of shoulder at the crossroads. Figure
500.17 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 bridge 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 an undercrossing structure.
V d
(kmlh) Un>
'0 90
50 110
60 130
70 150
80 170
90 190
100 210
110 230
g of traveled to bridge
rai ling.
Rorro 't.--
Unsignal ized and based on 7.5 second
horizontal sight distance criteria

limit Line,
ETw-.
E
d
N
__ ct=-\- ___4

-

+----
'---
-
-

I.
--
-
'\
/ ES J
b 1 !,.o
-
-- Sight line --- --- ___
Rai I lng
c
a=Oistance from ed 0
SECTION A-A
b=Olstonce from center of near lone to eye of
romp vehicle Ramp drivers eye is
assumed to be located 3m from the edge of
shoulder. but Is not less than 4m from the
[TW. (Therefore. b=1.825m + shoulder
wi dth +3ml.
set bock from edge of bridge roil ing.
d=Corner Sight distance along from
intersection. ISee Table above. I
Sight distance is measured from a IQ7Qmm eye
height on the romp to a 13QOmm object height
on the crossroad.
V=Anticipoted prevai I inq on crossroad.
Figllre 500.17
Ramp Setback
From Caltralls, 1995, Highway Desigll Mallllal
Part 2 500-17
SECTION 600
GEOTECHNICAL ENGINEERING
may be obtained through the Abu Dhabi
MUlucipality Road Section as well as other
Municipality and Government Agencies.
602 GENERAL
603 GEOTECHNICAL REPORT
The second part of this section outlines the
pavement design procedure.
The Consultant shall obtain approval from the
Road Section, Traffic Police and any other
concerned Agencies prior to conunencing a
geotechrJical investigation.
Table 600.01
GEOTECHNICAL REPORT
Table of COlltellts
Introduction
Location Map
Proposed Construction
Previous Information ancl/or Investigations
Field Investigation And Laboratory Testing
Include Boring Location Plan
Site and Subsurface Conditions
Climate
Significant Geotechnical Features
Regional Geology and Seisnucity
Analysis and Reconunendations
RetaiIung Wall Recol1lluendations
Excavation and Ground Compaction
Factors
Expected Settlements
Groundwater Observations
Allowable Foundation Loads
Foundation Reconunendations
BorrowlMaterial Source
Slope Stability
Soil Corrosivity to Buried Structures
Subgrade Support for Pavement Design
Topsoil Plating Recommendations
Treatment for Problem Soils
Any Relevant Geoteclmical Aspects
AffectiIlg Future Performance of the
Works
Appendices
Boring Logs
Summary of Test Results
Other Pertinent Information
The geotecluucal report is to contain the
information shown in Table 600.01 as a
mUllinUIll.
Pertinent iIlformation should be included iIl the
appendices. In certain ciI'cumstances, such as a
major bridge design or other major structure, an
additional report may be required to define special
geotechnical aspects of foundation design.
INTRODUCTION 601
Generally a geotecluucal investigation is carried
out in two phases. The initial phase consists of
prelinJinary 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 geotechrJical recommendations.
Once the prelinunary horizontal and vertical
aligJilllent and structure locations have been
defined, the engineer will prepare a preliminary a
subsurface exploration and testing program.
Providing information such as foundation types,
safe slope angles and preliminary pavement
tluckness allows the ilutial design to be advanced
and refined. The ilutial program also identifIes
the type, severity and extent of any geotechnical
design problems.
The fIrst part of tlus section is intended to give an
overview of what is required in a geoteclmical
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 "Municipality Roads Section
Guidelines for Subsurface Investigations for Civil
Engineering Purposes" current revision should be
used for guidance in this area.
The geotechnical report should consist of results
and reconunendations from the initial drilling and
testing program as well as any information from
prior investigations. Prior investigations and data
Part 2 600-1
604 STRUCTURAL PAVEMENT
SECTION DESIGN
604.01 GENERAL
604.01.01 Pavement Design Methods
Pavement design is a challenging process because
the analytical framework for design is so
complex. Complexity is introduced both by the
number of materials involved and the number of
variables required for design. The pavement
section itself consists of a surfacing material and
several supporting layers. The strengths and
moduli of these layers vary tlu'ough several orders
of magnitude, and at least the lowest layer (native
subgrade) is best described by non-linear
constitutive models. These factors by themselves
make development of equations which control
even simple material behaviors such as deflection
under load extremely non-trivial.
The problem is exacerbated by the sheer number
of variables which ought to be considered. The
pavement is influenced by the soil upon which the
pavement is supported, the number of vehicles
expected to pass over the pavement, the weight of
the vchicles which pass over, the spatial
arrangement of the tires which support that
weight, the tire pressure, the material properties
of the pavement section materials, the temperature
and temperature range, the moisture condition of
the subgrade, the likelihood of freeze-and-thaw
cycles, and probably several more. Many of these
variables are extremely difficult to evaluate. The
soil conditions under the pavement is evaluated at
only a few points, and the weakest points are
statistically likely to be missed. Traffic
predictions are notoriously complicated and
Furthermore, pavement failure is very
dIfficult to define, as there are many possible
failure modes. The analytical process underlying
each failure mode is different.
Generally speaking, there is a spectrum of design
approaches which could be taken, ranging from
polar extremes of purely analytical methods to
purely phenomcnological methods.
The advantage of the phenomenological approach
is that one does not need to spend resources on
measurement of input variables. The advantage
of the analytical approach, however, is that
conditions outside the experience of the designer
can be designed for by selecting the appropriate
input variables.
Actual pavement design methods faU somewhere
between these two extremes. Field and laboratory
investigation of pavement properties and
performance over the last 20 to 30 years have led
to semi-analytical methods based on observations.
The many input variables are introduced either
through equations developed by regression or
equations developed from first principles.
The TRIP pavement design method was based on
the interim AASHTO method developed in the
late 1970's. The approach to pavement design has
advanced considerably since that time. In. order
to take advantage of these advances several state-
of-the art pavement design methods were
evaluated against the TRIP method for use in the
Mun.icipality.
The interim AASHTO method, upon which TRlP
was based, was developed from the results of
observations of roadway performance on test beds
in the midwestern United States. Tltis method
was widely regarded as the best compromise
between observation and analysis available in the
late 1970's. However, because of its origins
prinlarily in the Midwestern United States, the
applicability of the method to other climates was
questioned. Further, the characterization of the
soil support was relatively unsophisticated, and
there was no way to directly treat the desired level
of confidence in the design. Econontic analysis
based on life-cycle was not explicitly
II1corporated. The method included no means for
representing the statistical validity of the soil
sampling or the traffic design. AASHTO
continued researching the performance of
pavements in the road test site to correct these
problems after 1972. Tltis research primarily
consisted of more detailed mOltitoring of the test
road beds, to allow better correlations to be
drawn amongst more parameters than were
included in the original method.
(
Pal't 2 600-2
In 1986, a major modification was released which
provided a significantly more sophisticated design
and analysis tool. The improvements primarily
were in the areas of failure defmition, statistical
treatment, and soil characterization.
Performance and failure concerns were
incorporated in the 1986 edition by virtue of then
longer term monitoring of the pavement sections
in the original test. Pavement condition was
added through the Pavement Serviceability Index
(pSI), a qualitative evaluation of ride condition
using a Likert-type scale. Using tlus approach, it
is possible to select the amount of condition
change which constitutes failure. A model was
developed wluch linked the change in the
pavement condition over time to the usage and
environment of the roadway. In addition to
providing more performance-based design, this
improvement also allowed life cycle cost analysis.
The underlying concept of life-cycle analysis is to
select a pavement solution for the transportation
corridor, rather than for the pavement itself.
Simply put, the idea is to consider pavement
systems with a lower i,utial cost (perhaps due to
tMmer pavement) and a higher maintenance cost
(including overlays) alongside methods with
higher initial costs and lower maintenance costs.
Because of the serviceability index concept, one
can keep track of the changing pavement
performance with time, and thereby deternune the
timing of major maintenance for econonuc
analyses. Most modern pavement design methods
utilize some form of life cycle analysis.
Also new in the 1986 interim AASHTO method
was treatment of statistical variability. The
statistical variability of the input parameters and
pavement performance are incorporated through
two factors- reliability and standard deviation.
The reliability factor accounts for chance
variation in traffic prediction and performance by
allowing the selection. of a degree of confidence
that the design will last the design period. The
higher the desired degree of confidence in the
design, the thicker the pavement. The standard
deviation factor accounts for statistical variability
in the input parameters, particularly the traffic
predictions.
The last significant change was in the input
parameter to use for describing the supporting
soil strength. In the 1986 edition, the soil is
characterized by the resilient modulus instead of
the more nebulous soil support number used in
the 1972 interim method. The resilient modulus
is a measure of the soil behavior after thousands
of load repetitions, and has come to be widely
regarded as the most accurate characterization
variable for pavement design. Climate is directly
included in the resilient modulus determination
tlu'ough the boundary values used for the test.
AASHTO released the final method in 1993. The
most significant changes in the intervening years
(1986-1993) concerned the design method for
overlays and rehabilitation. A major evaluation
of the performance of the design method and its
underlying assumptions is currently underway in
the U,uted States, as part of the Strategic
Highway Research Program (SHRP). This
analysis includes detailed observation of nearly
800 test sections scattered across all parts of the
U,uted States, and an assessment of the ability of
the AASHTO method to predict serviceability and
performance. Preliminary results (SHRP, 1994)
indicate that while traffic loadings are notoriously
under-predicted (a non-conservative error), the
results are to some extent offset by severe under-
prediction of field moduli in the laboratory
resilient modulus test (a conservative error). The
major change that is expected in the future will be
direct analysis of each potential failure mode,
rather than the serviceability approach currently
in use, which lumps together many different
failure modes.
The AASHTO method has been modified by
many individual state departments of
transportation in the United States. The Arizona
Department of Transportation method (ADOT,
1992) is optinuzed for the hot climate of the
southwestern U,uted States. The method is very
sinular to the AASHTO method, but deals more
explicitly with the statistical variability of the
underlying soils. The resilient modulus is the
operative soil characterization variable, although
due to difficulty in measurement of the resilient
modulus ADOT uses a correlation with the
Hveem Resistance Value (R-value).
Part 2 600-3
Another method of potential interest is that used
by the Ministry of Communications of the
Kingdom of Saudi Arabia (MOC). This is a
relatively simple method to apply, in which the
soil is characterized by the CBR, and the traffic
by a l6-kip equivalent single axle loading.
Design charts are then entered to perform the
actual design. roads are placed into two
categories ("Expressways" and "Roads Other
Than Expressways"), allowing some treatment of
the desired level of reliability.
same input variables, then one method can be said
to yield a substantially more conservative design
than the other. In the current case, we will
compare the SN value for the original TRIP
method with the newer design methods using a
consistent set of material coefficients.
A SN was developed for each roadway
classification pavement section described in the
DCIL TRIP report. The TRIP SN are compared
to the SN resulting from each pavement design
method used in this study in Table 600.02.
*Traffic values too far beyond the range of design
charts to allow extrapolation.
Desigll Tl'llck Fl'eewlIY Maill Sector
Method ROllte Expl'esswlIy ROlld Road
Table 600.02
Comparison of Structm'al Nmubers for
Multiple Design Methods
TRIP 8.40 7.28 5.69 3.31
AASHTO 7.9-9.5 7.3-8.9 5.6-6.8 2.8-3.7
ADOT 7.27 6.90 4.91 2.50
MOC
* * *
4.69
(Eqn. I) M.r = 1500(CBRj
CBR = Califonua Bearing Ratio
where-
Mr = Resilient Modulns (psi)
The AASHTO results show a range because of
the correlation from CBR to resilient modnlus
required for the AASHTO method. A design
CBR of 10 was used for the TRIP design. In
order to correlate CBR to resilient modulus,
AASHTO recommends the equation:
Equation I was used to develop the lower SN's
shown in Table 600.02. However, there was
considerable scatter in the correlation between the
CBR and the resilient modulus, with the
conversion factor ranging to as low a value as
750. In the absence of actual measured resilient
modnli with wluch to evaluate the applicability of
the AASHTO conversion, a conservative
approach was adopted in which the desigu would
be checked with a lower resilient modulus
604.01.02 Comparison of Design Results
High traffic, weak soil, or lugh degrees of
conservatism will all yield lugher SN valnes, and
this number thereby allows direct comparison of
the results of an analysis for sinular input
variables. For example, if two methods are used
that generate vastly different SN values for the
Each of these methods incorporates all of the
variables described in the beginning of tlus
section, with the primary difference being the
degree to which these variables are explicitly
incorporated in the analytical portion of the
analysis. In general, one can characterize the
AASHTO method as closest to the analytical end
of the spectrum, and the MOC method as closest
to the phenomenological end of the spectrum.
There are. methods which are even more heavily
weighted towards analysis, but these are most
commonly used for research rather than practice.
The methods described herein are considered
representative of many methods in common use
today, and are illustrative of the important factors
in pavement design.
Calculations were performed using the newest
AASHTO method, the ADOT method, and the
MOC method and compared with the TRIP
method. Tn order to simplify direct comparison of
results, the comparison was based on Strucnnal
Numbers (SN) wluch resnlt from each analysis,
rather than on a comparison of the pavement
sections themselves. Tlus approach was used
because the SN is the most useful design
descriptor which results from the procedures, and
because it is independent of the individual
pavement layer components chosen by a given
agency.
Part 2 600-4
corresponding to the lower end of the AASHTO
correlation range:
The highest SN shown in each classification for
the AASHTO method results from a correlation
to resilient modulus using Equation 2. This range
should capture the range of results likely to result
from actual resilient modulus testing. The ADOT
method, which is also based on resilient modulus,
was completed using the correlation reconuneuded
by AASHTO and presented here as Equation I.
The MOC method was only applicable for the
lightest roadway classification, the Sector Road.
In every other case, the design equivalent axle
loading for the TRIP roadways was well beyond
the inference space depicted on the MOC design
thickness charts. This result comes about due to
the degree of overloading conunon on TRIP
roadways. rather than to an excessive number of
vehicles. The MOC method is based on a 16-kip
axle load, requiring a large destructive effect
factor when considering that up to 27-kip loads
were used in the TRIP report.
As can be seen from Table 600.02, there is some
variation in the results based on the method used.
It is readily apparent that the TRIP thickness
results are well within the range of modern
pavement design methods. The TRIP results are
well above the ADOT methods and firmly within
the range of new AASHTO SN's. The method is
non-conservative compared to the MOC method;
however, this comparison is believed to result
largely from the large truck overloads leading to
huge traffic loadings compared to the 16-kip
single axle loadings used for design in the MOC.
PAVEMENT DESIGN METHOD 604.02
The 1993 AASHTO pavement design method has
been used extensively in a variety of climates
across the United States and many other parts of
the world, and has been found to work effectively
in a wide range of conditions. The pavement
design method outlined below is based on the
1993 AASHTO method with modifications
tailored to local conditions.
Traffic is represented in the 1993 AASHTO
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:
The use of the AASHTO method will allow site
specific treatment of individual roads within the
Municipality of special importance or roads
outside the Municipality on less familiar or less
uniform soils. The following method should be
used in conjunction with the 1993 AASHTO
method for all Municipality pavement designs.
Step 1: Develop Equivalent Single Axle Load,
WI'
(I) 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 tbe total number of vehicles, use a
straight line interpolation between the existing
traffic volumes and traffic volumes of the design
year. For existing pavement studies, calculate the
average rate between the existing traffic volume
and the traffic volume of 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.
6005
(Eqn.2) Mr = 750(CBR)
The conclusion is that the major modifications to
the AASHTO methods which have occurred since
the original TRIP method was devised have not
significantly altered the designs which would be
reconmlended if the same input variables were
used to start the design process today. The
suitability of the input variables, both standard
and road specific, is therefore the most
appropriate question for the development of a new
method. Of the methods examined, the 1993
AASHTO method is the most appropriate choice.
Part 2
The second component, the number of vehicles in
certain weight classifications comes from detailed
counts of vehicle types in the traffic mix at a
variety of times and places within each 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 guidelines for a complete set of tables.
It should be noted that these tables do not reflect
the higher tire pressures that are often used in the
Municipality. However, the tabulated values still
form a good starting place for equivalency
factors. For a simplified approach, the values in
Table 600.03 form an acceptable interim
approach:
Step 2: Develop soil resilient modulus, M
n
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.
M, = 1500(CBR)
where:
M, = Resilient Modulus (psi)
CBR = California Bearing Ratio
Step 3: Determine the overall standard
deviation, So
(
Table 600.03
Generic E Factors
Heavy Truck
Medium Truck
Light Truck
Automobile
6.5
I
.25
.0008
The overall standard deviation is a dimensionless
parameter that accounts for random vadation 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 conulloluy used
for flexible pavement materials.
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 (a) the method can be used with very little
data about the traffic composition, or with very
detailed traffic connts; (b) most other methods
reqni.re very detailed information about tire
pressures, wheel configurations, and load layouts,
i.nformation which would be even harder to come
by than the traffic counts, and (c) the equivalency
factors can be easily and directly incorporated
within the method. Ideally, detailed weight and
composition data can be obtained to allow the
devclopment of system-specific equivalency
factors, but the AASHTO factors can be nsed in
the meantime.
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 tluoughont its intended service
life, other factors being equal. The level of
reliability is represented in the AASHTO equation
by the standard normal deviate, ZR, and ill the
design nomograph by R. Table 600.04 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.
Part 2 600-6
Step 6: Solve for the stmcturalnWllber, SN
Step 5: Select design serviceability loss,
Table 600.04
Reliabilit Paran ete s
Roadway Level of StalUlanl
Classificatiol/ Reliability, R Normal
R Deviate, ZR
Truck Route
RuraVUrban
Expressway
Main Road
Sector Road
99.9
99.9
99.9
99.0
95.0
-3.090
-3.090
-3.090
-2.327
-1.645
The preceding steps 1-5 were independent.
However, a value must be obtained for each one
in order to complete step 6, solving for the
structural number. The structural number can be
solved for using the equation below, using a trial-
and-error procedure.
10g1OW
l
= (ZR )(So) + 9.3610g
lO
(SN + I) - 0.20
10gIO
82-1]
+ + 2.3210g
1O
M
R
- 8.07
1094
The pavement serviceability is a general measure
of the pavements ability to service tbe 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 is the allowable
change from the initial serviceability (Po) to the
terminal serviceability at the end of the design
period (PI)' The design serviceability loss is
obtained by simply subtracting tbe final value
from the initial value, and so describes the
amount of degradation of service which is
acceptable during the design lifetime.
Reconunended values for the different roadway
classifications are shown in Table 600.05.
0.40+----
(SN+1),19
Where:
WI. = Equivalent Single Axle load, Step I
M
R
= Soil Resilient modulus, Step 2
So = Overall Standard Deviation, Step 3
ZR = Standard Normal Deviate, Step 4
= Design Serviceability loss, Step 5
Or the solution may be obtained by using the
nomograph in Figure 600.01 on page 600.10.
Step 7: Determine pavement and base
thickness
Once determined from step 6, the structural
number is used to determine the thickness of each
pavement material layer using the appropriate
material coefficients from Table 600.06.
S
Table 600.05
bTl P t
Table 600.06
Pavement Material Coefficients
Pavemel/t Coefficiel/t
Material ( er cm)
R{}lulway II/itial Termil/al Desigl/
C!a.,-.,ijicatiol/ pll pt Serviceability
Loss, MSI
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
Asphaltic Concrete
Aggregate Base
Sand-Asphalt Base
Soil Subbase
a;
0.17
0.05
0.08
0.04
Part 2 600-7
The structural number is related to the
coefficients as follows:
Anticipated Construction Problems
Consideration should also be given to the
feasibility of the proposed desigu in regard to (
standard construction methods.
Table 600.07
Mi' P tOe'
-
Roadway Mil/iml/m Mil/imum
Classificatiol/ Structural AC
Number Thickl/ess (cm)
Costs - Comparative costs provided' in the
pavement design procedure should be given
consideration in the selection of the pavemeut
design. Consideration should also be given to
maintenance cost.
Min.imwlI Structural Number - AASHTO
design is based on traffic-induced fatigue failure.
Establish.ing a llIuJimum design takes into account
such factors as ease of construction, rnaintenance,
current practice or failure under the action of a
few heavy design loads. Table 600.07 should be
used as a guide for minimum pavement design.
30
28
28
21
11
6
7.9
6.9
6.9
4.9
2.5
2.0
Truck Route
Freeway
Expressway
Main Road
Sector Road
Low Volume
where:
al = material coefficient for each material
in the pavement section (Table
600.06).
ti = thickness of each material 111 the
pavement section (cm).
SN = Structural number desired for the
pavement section (Step 6).
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,
number of lifts required. These factors are
discussed Ul more detail below.
Material Availability - Conservation of natural
resources should be given considered in the
evaluation of the pavement design, and in areas
where materials are scarce, availability should be
given considerable weight.
Continuity of Pavement Type - To maintain
uniform driving conditions, consideration should
be given to continuing the same type of exiting
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 judgement should be used Ul the
fmal selection of the pavement design.
Additionally on layered sections using aggregate
base, a minimulll th.ickness of 20 cm shall be used
for the base material.
Normally, the pavement section which satisfies
the structural requirements and represents the
least cost would be selected. However, as
previously discussed, there may be tunes when the
least cost design would not necessarily be the
most appropriate design. The following page
contains an example of a typical flexible
pavement design.
Part 2 600-8
EXAMPLE FLEXIBLE PAVEMENT DESIGN
Given the bold faced information, determine the pavement
materials and thickness required for a truck route.
tep 1 - Develop Equivalent Sinqle Axle Load, W18
Vehicles
Breakdown Table 600.03
per
of Vehicles Vehicle Equivalency Factors
W18
Lifetime
338502756 5% Heavy Truck 6.5 110013396
5% Medium Truck 1 16925138
5% Light Truck 0.25 4231284
85% Automobile 0.0008 230182
W18= 131400000
S
Step 2 Develop soil resilient Modulus, Mr
Mr = 1500CBR
= 1500(10)
= 15000 psi
Step 3 Determine the overall standard deviation, So
ISo = 0.45 Typical 1
Ste 4 Select the level of reliabilit , R
Truck Route, Table 600.04 R = 99.9 ZR = -3.090
Step 5 Select design serviceability loss, PSI
Table 600.05
po = 4.2
pt = 3.0
PSI = 1.2
Step 6 Solve for structural number, SN
I SN -8.01
M t . I Th' k
tep - e ermine a ena IC ness
Table 600.06
Pavement Coefficient
Trial
SN
Thickness
Material (per cm)
(per cm)
Contribution
Asphaltic Concrete 0.17 30 5.1
Aggregate Base 0.05 22 1.1
Sand-Asphalt Base 0.08 0 0.0
Soil Subbase 0.04 45 1.8
Actual SN- 8.0
S 7 D t
Note: Various material combinations can be compared economically to
determine the optimum design. Make certain thickness meet Table 600.07.
Part 2 600-9
IOOiRAI'Il SOUlES: '"
oiO'
;,.
"
~
:l'
<
"
!:>
~
Iii
:!.
c
2-
l::l
oiO'
~
-<:
I:'
t"l
'"
.....
~
2
s:
>
2
c::
>
r"
I
::;:l
0
.,
0-
'" .,
=
Co
= :::.
0-
'"
'"
'"
2 3
, . .
Design Structural Number. SN
, 8
Oesi9n serviceability Loss, 6PSI ~
./
Id
~
V
~
/
<,,-;
W
..
~ /
,0>'
1//~
1,/
V
h
If
1
1
~
2.0
r r
,
.;;;
_ 0-
'0-
'" ~
",:>;
D -
'" .
02
o ,
"''''
o
. ~ ::E
vC
.:!. . ~
..... ::;
"' .
'"
Exomple:
W
IS
:. 5 x 10'
R=9S
%
So" 0.35
M. ' 5000 psi
{>PSI , 1.9
Solution: SN ': 5.0
t
PSI j
109
10
4 2 - 1.5 "- _ 8.07
2.32*10910'R
- 0.20 + 1094
o 40 + --5.i9
(SN+1)
l'TL
c!
" . o -
>
"::; R
0'.
we
c . ~
~ . ~
.. -
-ll:
D'"
D'"
.... 0
",3
-.
0-
E
''; <t
~ . ! !
go
<ii
oo
,0'
1i.
",9
80
W
10910 18 Za*So 9.36*10910<_1)
'0
.0
oo
.,0
c,
-8"",t
'$. e ~
.... ~ ~
'" 0"
,.
>: .gL
= c:,-,-.4
:: S
~ 90 C?
0;
'"
;?
..,
~
N
'"
o
o
,
....
o
Figure 600.01 Design chart for flexible pavaments based on using mean values for each input.
~
SECTION 700
DRAINAGE
701 GENERAL
Drainage is an iJnportant 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 runoff and which
minimize the potential for adverse effects on
adjacent property and existing drainage patterns.
Toward this goal, roadway drainage design is to
minimize off-project impacts while maintaining
use of the roadway at an acceptable frequency of
protection.
There has been so much data and so Illany
guidelines written on the hydrologic and hydraulic
aspects in roadway design that it is impractical to
contain all the references within this manual. A
separate manual, "ROADWAY DESIGN
MANUAL - Drainage," has been prepared to
provide guidance and direction on the design of
the drainage components of roadway facilities.
Strict use of that manual does not replace sound
engineering judgment. The drainage design mnst
be undertaken by experienced drainage engineers
who are in responsible charge.
Part 2 700-1
- ~ ,. .. .-'
, -. t
SECTION 800
UTILITIES
801 GENERAL
Utilities are an important element of roadway
design, especially in an urban environment.
There are t1uee 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 must be protected from traffic loads
and maintenance operations. The traffic loads
consist of both construction loading and post-
construction veh.icular 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
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 require. Such an up grade or development
work must be requested by the responsible utility
agency and approved by the Road Section before
the design of the upgraded utility can be included
in the roadway project.
New Utilities- New service facilities that may be
required to support growth within the typical 20-
year design life of the proposed roadway
improvements; may replace redundant or outdated
facilities or are major trunk lines routed through
the project corridor that serve a broader 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 Department's objective is that Roadway and
Bridge projects are developed to include all
required construction of utility protection,
relocation and installation by the Contractor.
Tlus provides for single source responsibility for
the procurement of materials, and the scheduling
of the proposed improvements; while minimizing
disruption of services to the public. Tlus 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 BOQ.
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 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 conflict and contradiction.
802 UTILITY PLANNING
The Utilities Section of the Town Planning
Department 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 department
responsible for the individual services are as
follows:
Water - Water and Electricity Department
(WED)
Teleph.one and Teleconullwticatiolls
ETTSILAT
Drainage - Abu Dhabi Municipality Sanitary
Drainage Network Division
Part 2 800-1
Electricity Water and Electricity
Department (WED)
Irrigation Abu Dhabi Municipality
Agriculture Section
Sewer - Abu Dhabi Municipality Sewerage
Projects Committee.
Gas Line Abu Dhabi National Oil
Company.
The Utilities Section will provide details on the
agency or department responsible for special
scrvices such as oil and gas pipelines, 132 KV
and national defense systerns.
Information on existing utilities shall be obtained
from the Town Planning Utilities Section, the
individual Service (Utility) Departments and/or
the designated Consultant at the beginning of
design work. This data will include:
Currcnt Service Reservation Locations
Distribution of Services
As-built Drawings
Proposed Facility Plans
Tllis 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 linlits.
Once the scope of the utility works has been
defmed, the Consultant will prepare separate cost
estimates of the utility works that are required
due to conflict with 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 tllis information will
be used to determine the extent of the utility
works to be included in the project and cost
sharing responsibilities. The Department will
review and give final approval of the project
utility scope of works. The utility planning
process is depicted on Figure 800.01.
803 SERVICE RESERVATIONS
The Department's objective is to locate all utility
services in designated utility corridors or Service
Reservations. Tllis 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 including interlocking tiles and precast
tile blocks, and asphalt pavements of reduced
t1lickness. Roadway crossings are perpendicular
to the centerline 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
the Town Planning Department. The reserves are
established witllin geometric criteria that is suited
to the installation of pipelines and conduits.
Alignments are as straight as possible and angle
points linJ.ited in severity with the degree of
deflection ideally corresponding to pipeline
fittings (22-1/2, 45 degrees).
The Standard Drawings show several different
distributions of st.andal'd service reservations.
Special reserves for any utilities other than those
shown on the standard drawings (CCTV, 132
KV, gas, oil.) shall be provided in each project
with specific approval from the Town Planning
Department. Project design drawings should show
a section view of these special service reserves
similar to that shown on standard drawings.
Deviations from the standard distribution may be
warranted to:
Acconunodate 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.
Part 2 800-2
Concrete Slab (Precast or Cast-in-Situ)
Concrete Encasement
Split Sleeve Concrete Encased
All utilities under the roadway must be protected.
Tins protection will continue under all pavements
and extend beyond the back of curb, edge of
shoulder or at the duct end wall constructed at the
end of the duct by 0.50 meters. The Standard
Drawings and General Specifications outline the
type of protection to be used for the various
utilities consisting of tlu"ee types:
ETlSlLAT normally prepares 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.
Consultant Prepared Plans and Specifications-
The prillle Consultant for the improvement
project is required to prepare fmal design plans
and specifications for Surface Drainage, Lighting,
Traffic Control and Draillage/llTigation. The
designs are prepared ill 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 tlu"ough the shop
drawing process in construction.
UTILITY PROTECTION
Separate Plans and Specifications Prepared by
Utility Authority- WED(Electric) and
ETTSTLAT normally prepare design plans and
specifications for theil' facilities ill-house. WED
develops schematic drawings and estimated
quantities for relocation, protection, salvage and
supply of new cables for inclusion in the tender
documents. The drawings and Bill of Quantities
are modified as necessary by the authOlity based
on the results of the manual excavation and issued
to Construction. The Contractor will then
prepare fully detailed shop drawings for final
approval by the WED.
804.02
804 UTILITY DESIGN
Utility design requirements will be defmed on
[mal determination of the scope of utility works
by the Department. 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.Dl.
804.01 GENERAL
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
cOlmections, 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 cnable
preparation of detailed shop drawings that will
fully define the requirements for each utility. The
procedure and specifications for this work are
oulined 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 t1u'ee categories:
The final Service Reservation distribution and
geometry requires the approval of the Town
Planning Department.
Separate Plans and Specifications Prepared by
Agency Designated Consultant- WED(Water)
and Sanitary Drainage Network Section 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 existillg 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 the WED.
Part 2 8003
804.04 CONTINGENCY DUCTS
Contingency ducls 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
illStalled where pavements with asphalt or non-
removable pavers cross over the service reserve.
These methods are designed to protect the utility
from induced traffic loading including
construclion equipment loads. The Consultant
should check that the depth of existing utilities is
sufficiently below the subgrade level to
accommodate the protection device.
Supply of all the materials required for the
relocation works for electrical shall be included in
each contract. Removed and salvaged LV, II
KV and 33 KV cables excluding joints from site
can be reused for the relocation works if approved
by the WED. Quantities for the supply and
salvage items shall be as estimated by the WED
for each project. All 132 KV cables required for
the relocation work shall be new and shall be
supplied under each contract.
804.05 UTILITY LOCATIONS
All duct crossing locations are to be marked in the
field with permanent markers as shown in the
Standard Drawings. These markers are placed at
the end of the duct or set in the top of the duct end
wall concrete.
condnits Illay be placed in split ducts and concrete
encased.
Utility crossings of completed permanent works,
especially Main Roads, Expressways and
Freeways are to be avoided. Contingency ducts
or alternate routes should be used to
accommodate the service requirements whenever
possible. When the crossing of primary roadways
is unavoidable, Department policy requires the
design to specify non-disruptive methods(pipe
jacking) or tunneling to cross the facility. This
should be a performance based specification to
offer the Contractor flexibility in selecting the
equipment and methods.
804.06 NON-DISRUPTIVE ROAD
CROSSINGS
Duct bank ends are terminated outside the
permanent pavement in a reinforced concrete end
wall structure that allows access to the ducl ends
without damaging the integrity of the structural
pavement section. These are reqnired at all
multiple duct service reserve crossings. The end
wall design and details are included in the
Standard Drawings.
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 waterlines 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.
UTILITY RELOCATION 804.03
Utility relocation will generally be determined by
the individual utility agency and is subject to
approval by the Municipality. Each agency will
supply their relocation design drawings for
inclusion in the Project documents. These
drawings will then be reviewed by the
Municipality 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 in the median shall be
as close as possible to the curb to avoid
disturbance to the greenery. Quantities, except
for relocation work designed by a designated
utility consultant, shall be calculated by the
primary Consultant. WED(E) and ETISTLAT
will supply respective relocation quantities.
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
Part 2 800-4
r-
I I
Existing Utility Data
Towll Planning Utility Agency
Utilities Section
I 1
As-Built Drawings
P
Design Concept
L
A
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Determine Conflicts
1-------------
Geometric Adjustment
1---------------------
New Utility
Requirements
N
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Defme Utility Scope of Work 1
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Utility Agency
N
Service Reserve Dwgs.
Approval
G I Prepare Cost Estimates I
Town Planning
Approval
I
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Department Approval
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Manual Excavation
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As-Built Drawings
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Tender Drawings
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Existing Utility Shop Drawings
1 S
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COils'ultant Review
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Service Reservations

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Utility Works Shop Drawings
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Construction
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Figllre 800.01
Utility Procedures Flow Chart
Part 2 800-5
ROADWAY DESIGN MANUAL Roads and Brid es
. .. '- - .
_. ~ A. _
SECTION 900
TRAFFIC ENGINEERING
901 TRAFFIC OPERATIONAL
ANALYSIS
3.
4.
5.
Freeway weaving analysis.
Basic segments capacity and operational
analysis.
Intersection capacity and operational
analysis.
901.01 GENERAL
Part I, Section 200, Design Concept
Development, of this manual discusses traffic
counts and traffic projection methods suitable for
the design concept phase of a project. Part 2,
Section 200, Geometric Design Standards,
outlines the data required to develop a preliminary
parking demand analysis for inclusion in the
Design Concept Report.
Final design may require refinement of concept
data before a final traffic report can be
completed. Specific model updating may be
necessary to incorporate roadway network
changes and revised roadway classifications.
Model output shall be calibrated to reflect current
traffic trends by comparing the present actual
traffic volume to a current model run and
applying corrective adjustments to depict the
actual conditions.
Model output shall be refined, particularly ramp
volume and intersection turning volumes, to
balance the daily traffic volumes from network
link to network link. Directional design hourly
volumes shall be derived in a manner similar to
the daily volume adjustments.
Sub-modeling computer programs should be used
to determine the roadway volumes associated with
the proposed frontage roads and other roadway
characteristics not incorporated in the original
model.
901.02 OPERATIONAL ANALYSIS
The final traffic report should include an
operational analyses utilizing the balanced traffic
volumes determined from the traffic forecasts.
The analysis will follow procedures and methods
of the Highway Capacity Manual, By the
Transportation Research Board and will include:
I. Ramp intersection capacity analysis.
2. Ramp merge/diverge analysis.
Signal warrant analysis shall be performed to
determine the need for signals at an intersection.
The Manual on Uniform Traffic Control Devices
(MUTCD) signal warrants shall be used for this
purpose. All necessary traffic engineering studies
required for signal warrants shall be conducted.
Where necessary, intersection simulation analysis
shall be performed usmg a microscopic
simulation program that models individual vehicle
flow. Optimal phasing/timing and coordination
parameters shall be used in the above mentioned
operational and capacity analyses.
For interchanges, conceptual designs will be
assessed and recommendations provided for
modification. Interchange operational analyses
shall be performed to assess alternative concepts
once the general plans of the alternatives have
been developed.
Lane configurations and the required turn-lane
storage shall be designated at all intersections,
furthermore, lane requirements of the freeway,
mainline, ramps, cross-streets and frontage roads.
The designations shall be a direct result of the
analyses performed and shall be incorporated into
roadway and bridge design drawings.
902 SIGNALIZATION
902.01 TRAFFIC SIGNAL DESIGN
Traffic signal phase and phase interval sequence
diagrams shall be provided for intersections and
interchange ramp terminals. The signal system
design shall include the following:
Signal pole locations
Mast arm orientation and lengths
Signal head locations on mast arms and poles
Signal face types
Conduits (ducts) location, including spares
Local Signal Controller and Changeover
Switch foundations locations
Part 2 900-1
ROADWAY DESIGN MANUAL Roads and Brid es
Red Violation Camera Loops and foundations

locations
Closed Circuit Television (CCTV) Poles and
CCTV Controller foundations locations
Pedestrian signals locations and placement
Free Right Turn signal foundation locations
Pullboxes types and locations
Cabling requirements and terminations
Grades for system conduits (ducts) and
location of system detectors
Local interscction inductive detector loops
requiremcnt, design and locations
Master Controller foundation requu'emcnt and
location
A signal head shall be comprised of one signal
face only. Typical signal locations shall be as
follows:
1. A minimum of one signal face shall be
provided for each separate vehicular
movement and a minimum of two signal faces
shall be provided for each through or major
movement.
2. Vehicular signals shall be placed Ul such a
way so as to provide clear visibility to
approaching traffic. They shall be located no
less than 12 m or no greater than 35 m
beyond the stopline.
Phasing information should be used as a guide in
determining which phases and interval sequences
shall be provided at a specific location. New
signals should be synchronized with the existing
Arterial Progression System and/or the Central
Computer Control System at the Traffic
Computer Center.
All traffic signals and associated equipment shall
bc in accordance with the Standard
Specifications. Any variance relating to
equipment type or performance shall be approved
Ul writing by the Abu Dhabi Municipality.
902.02 SIGNALS, POLES, AND
CONTROLLERS
Only mast ann signal poles as per the standard
drawings shall be utiLizcd. Combination mast arm
signal and IightUlg poles or poles with multiple
mast arms will not be used. All signal lenses shall
be 30 cm ulcluding arrow lenses. All signal heads
shall be pole or mast-arm mounted. Span-wire
mounted signals will not be used.
Pedestrian signals will normally be installed in
pedestrian pylons. Where appropriate, pedestrian
signals shall be installed on the traffic signal pole,
on a street light pole, or on a separate 3.2 m pole.
Pedestrian signals will have two signal sections
with 30 cm lenses. Thc graphic symbols for
'WALK' and 'DON'T WALK' shall be used.
When illuminated, the DON'T WALK indication
(hand palm) shall be red, and the WALK
uldication (man walking) shall be green.
Supplemental signal heads shall be used only
when warranted. and after a detailed study of the
location is conducted.
There shall be one cight-phase, dual ring, single
entry, fully actuated microprocessor based
controller per ullcrsection interconnected with
existing systems as required. The controller shall
be equivalent to a menu-driven NEMA type
controller. with LCD display capable of operating
in a closed loop coordu13tion system.
Signal control details including signal plans and
all traffic signal parameters for signal controller
operation at an intersection/interchange shall be
provided. A note shall be included on the plans
and specifications stating that the control cabinet
is to be wired with the same phase number
designations as shown on thc plans.
Traffic signal systems shall include ulductive loop
detectors with adequate size, shape and number of
turns to provide proper actuation. Loop detectors
in bridge decks will normally utilize preformed
loop detector material. Saw cutting of detector
loops in newly poured bridge decks will not be
permitted. Detector loops so located shall be cast
integral with the bridge deck.
Separate loop wires for each loop shall be
provided. There shall be a splice to connect the
loop wU'es to the lead-ul cable in the curbside
pullbox. Tllis lead-in cable shall be terminated at
the detector amplifier Ul the local intersection
controller. There shall be no splices in the lead-in
cable.
Parl2 900-2
-'. -,' ~ ..~ " , - ~ : : i
Where feasible, power feeds for traffic signals
shonld come from two separate substations and
be controlled by a changeover switch. This will
enable signals to remain functional in the event
one of the substations loses power. Separate feed
plans should be developed in cooperation with the
WED.
The signalization design for each intersection
shall include as a minimum:
I. Plan symbols as shown on the standard
drawings.
2. A drawing of the overall layout depicting
signal pole, detector, signal head and conduit
placements. All vehicular and pedestrian
signal indications shall be labeled by
movement (signal group) number.
3. A drawing including the pole schedule,
detector schedule, clearance times matrix,
phase movements, and if necessary, notes
specifically corresponding to the design and
instaUation.
4. A drawing showing the conductor schedule.
5. Additional drawings as necessary for
installation and materials details.
902.03 DUCTS AND PULLBOXES
All ducts shall be encased in concrete. Based on
the requirement, either 8-way, 4-way, 2-way or 1-
way 10 cm diameter ducts shall be utilized.
Raceways shall be 2-way 5 cm diameter except
for the traffic signal pole foundations raceways
which shall be 3-way 5 cm diameter raceways.
Standard pullboxes types (Type I, n and IV) shall
be used as appropriate.
902.04 PYLONS
Pylons are used to house the pedestrian signals.
Their appearance and materials are meant to add
color to the streetscape. They are comprised of
an aluminum tube column base and an aluminum
crown. External color is dark bronze.
Pylons with Type B crown are used at all
signalized intersections where pedestrian signals
are required unless pedestrian signals can be
mounted on nearby light poles. Pylons with Type
B crown are placed within green areas at both
ends and at the outer edge of pedestrian crossings.
If the width of the roadway median at the
intersection is more than 5, but less than 10
meters, an additional pylon is placed at the
midpoint of the median with two pedestrian
signals back to back. If the median width is more
than 10 meters, one pylon is placed at each edge
of the median, each with one pedestrian signal.
Each pedestrian signal is comprised of two signal
units with WALK and DON'T WALK
indications. The DON'T WALK unit, mounted
on top of the WALK unit, has a polycarbonate
lens with black background and an illnminated
red "hnman hand" symbol placed vertically. The
WALK U11it, mounted below the DON'T WALK
unit, has a polycarbonate lens with black
background and an illuminated green "walking
man" symbol.
903 TRAFFIC SURVEILLANCE
Communication system facilities sball be installed
on main roads, expressways and freeways. The
system will conul1unicate traffic conditions to a
central computer, which will then communicate
back with the ramp signals, changeable message
signs and TV cameras. IntercoJ.ll1ections between
signalized intersections surveillance facilities and
the central computer will be tlu'ough concrete
encased, 4-way or 8-way 10 cm PVC ducts.
CCTV cameras are to be located at intervals of
approximately one mile. Typical camera locations
will be at interchanges and at midpoint locations
between i.nterchanges. To provide for future
implementation, 2 stub-outs of 10 cm diameter
schedule 40 PVC conduit, 1 m long, will be
extended from a pull box nearest the midpoint
between interchanges. All conduit shall be
securely capped and locations precisely recorded
on "as-built" plans. The locations, numbers of
ducts and foundations will be determined from the
CCTV Master Plan drawings.
904 SIGNING
General Discussion in tlus section is
complimentary to the MUTCD and shall be used
in conjunction with that document. However,
policies presented in the MUTCD reflect general
practices wluch may not always be applicable to
Abu Dhabi. Where there are conflicts between
Part 2 900-3
tlus section, the Standard Drawings and the
MUTeD, the guidelines in this section and the
Standard Drawings should be followed, consistent
with sound engineering practices and judgement.
Traffic signs are installed to regulate, warn, and
guide road users. Installation, reflectivity, legend
size, legend color, placement, and support type
should all be considered to provide a consistent,
safe and informative signing plan.
904.01 SIGN STRUCTURE
INSTALLAnONS
904.01.01 GrolUl(\ Mounted
I.
2.
3.
Designating the lane use at forks of major
inter-city expressway routes.
Where roadway and ramp configurations
may be misleading without lane
designations, such as: locations where the
through expressway lanes end beyond the
ulterchange in a terminal, or locations
where two or more ramps depart from the
tlU'ough lanes and require lane use
demarcation for clarity.
Where lateral space is unavailable for a
ground mounted sign.
(
Ground mounted signs are unobtrusive and can
provide drivers with the essential information in
most instances. They are appropriate for marking
all intersections and most interchanges. Typical
guide sign treatments at expressway interchanges
with main roads are diagranuned in Figure 900.01
and Figure 900.02.
Sign post lengths are to be calculated based upon
the Standard Drawings and the roadway cross
section at the sign locations. Foundations for
stubs shall be flush with the ground and stub
protrusions of the concrete foundation shall also
conform to the Standard Drawings. Signs
installed in the median are to be designed for the
ultimate roadway section.
904.01.02 Overhead MOlUJted
Overhead signs may detract from the aesthetic
appearance of the roadway and architectural
treatment of bridge structures. They also limit the
clearances for large trucks and their loads. As a
rule, overhead signs should be used sparingly at
locations where ground mounted signs cannot
provide the essential dU'ections to the motorist.
Overhead guide signs are prulcipally applicable
for marking free flow traffic movcments at
interchanges between rural expressways where
lane orientation is necessary for directing the
motorist, or at locations where lateral space for
ground mounted signs is not available. Overhead
guide sign use should be Iunited to:
At interchanges between rural expressways, It IS
desirable to sign the through expressway lanes in
addition to the ramp lanes. Tlus can be
accomplished with a ground mounted guide sign
UI the median, if the median is wide enough. If the
median width is inadequate, the tlu'ough lanes
guide sigu may be cantilevered overhead UI the
median. The ramp sign may also be cantilever-
mounted for uniform appearance.
Similarly, space for other grouud mounted guide
signs may be restricted, thereby indicating the use
of an overhead cantilever mounting.
Typical overhead guide sign treatments at major
rural expressway junctions are portrayed in
Figure 900.02.
Tubular Structure Advanced guide and exit
dU'ection signing on the mainline shall use tubular
cantilever and tubular sign bridge structures.
The Standard Drawulgs have tubular sign
structures wluch have been developed to
accommodate sign panels up to 4 m in height
including the exit pane!. Therefore, all efforts
should be made to IiJnit sign panel heights to 4
meters. This may require some nunor reductions
in legend size or spacing. The use of sign panels
in excess of 4 m in height will requu'e a complete
sign structure design. Tubular sign structure
standards shall be incorporated UI the final plan
subnutta!.
Interchange sequential signs shall be located in
the center of the median back to back on a single
structure approximately halfway bet ween
Part 2 9004
interchanges. Existing structures shall he utilized
for sign mounting wherever possihle.
Bridge MOlUlted - Sign mounting brackets, for
bridge mounted signs, are to be designed based
upon the criteria set forth in this manual for sizing
sign panels. Cast-in-place anchor bolts shall be
provided with the hridge structure, together with
all the necessary hardware for sign lighting.
904.02 SIGN SHEETING
Sign panel materials, reflectivity and color shall
be per the Standard Drawings and the Standard
Specifications. Any changes to the standards shall
be approved in writing.
904.03 SIGN TYPES
904.03.01 Regulatory And Warning
Signs
Route markers shaU be placed as separate signs
and in conjnnction with guide signs as shown in
Figures 900.01 and 900.02. The background used
for route markers shall he the falcon symbol
shown helow. The sign panel shall have a yellow
legend and border on a blue background.
Guide post types and lengths shall he as per
Figure 900.04 and the Standard Drawings.
Regulatory and warning signs inform drivers of
traffic regulations and warn of potentially
hazardous conditions. Messages are portrayed
using standard international symhols. These signs
are generally less than one square meter in area.
Post types and lengths shall be as per Figure
900.03 and the Standard Drawings. Locations
shall be per the Standard Drawings and the
MUTCD.
904.03.02 Guide Sigus
Guide signs direct dri vers to their destinations by
infonning them of intersecting streets or
prominent places along the route. Messages shall
be shown in both Arabic and English and vary in
length and height. Space for these messages
require large sign faces as well as structural
supports. The guide signs may be ground
mounted on the side of the roadway or mounted
overhead above the roadway or shoulder. Guide
signs shall be placed and designed per the
Standard Drawings, the Standard Specifications
and the MUTCD.
904.04 FINAL SIGNING PLAN
REQUIREMENTS
The final signing drawings should include
information and details not covered by the
Standard Plans or Specifications such as:
Site specific sign details
Sign Layout Sheets with sign dimensions,
character dimensions, sign message, support
lype and reflective sheeting requirements.
Plan sheets showing sign placement.
Signing sheets may be combined with striping
sheels as long as the plans are legible. Scale shall
he such that all signs and markings are clearly
depicted.
Part 2 900-5
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Nome of Prominent Ploce Served by Expressway
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Sit;jnol
MUBARAK ROAD
Nome of Prominent Ploce
on Cross Street ----------/
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lo!S.J4,.. ~ ~ I
Mubarak Road
Nome of Cross Street or
Name of City or Prominent Place Served
Figure 900.01
Guide Sign Treatment
Interchanges With Main Roads
Part 2 900-6
f _ - ,
EXPRESSWAY
TERMINAL
SIGNING
.1
INTERCITY ROUTE
SIGNING
Locate where
taper width
I_ 7 to 8 meters
f+-6 meter minimum
dearance to
botlomof
strudure
AlAin

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Airport Terminal
'i7
. All. A & B to Mussalah
All. C to AI Ain or to Terminal
+-Vert.ical support
less than 10m
from edge of
travelled way
to be barrier
protected
Thru lanes
end in
terminal
All A or B location:
Ramp taper end
1:30m
Alt. A & B 10 At - Dubai
All. C to Dubai }, :-.... _-
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AI TFRNATlYE C
Bridge Mount Intercity Route or
Expressway Terminal
Mussafah9
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1 meter minimum
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AI AiR DubalJ'
met"
minimum
de""",,,
tobonom
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<Of--- Vertical support
less than 10m
from edge of
travelled way
to be barrier
proteded
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ALTERNATIVE B
Cantilever Mount - Narrow Median
1 meter 1 meter
Median I Shldr. I 3 thru lanes I
-'("''''''''''''''''''' ..;;;,-..j.=+jI-.__====-__-1 .-.==..,
AlTERNATNEA
Ground Mount - Wide MedIan
Figure 900.02
Guide Sign Treatment
Major Junctions Between Rural Expressways
Part 2 900-7
AI I values In centimeters.
SiQn A B C 0 0
Type 2P 3P
Guide 350 215 215 .6W .35\11
Wornin<;l 350 215 215 .6W .35W
Raoulotar)' 350 215 215 .6W .35W
I.!arker 350 215 215 .6W .35W
A - Shoulder Offset. Desired
B - Shoulder Clearance. Minirrurn
C - Foundation Clearonce. Minimum
0- Post SpacinQ. T.....o Posts (2PJ. Three Posts DP)
W - Sion Width
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SQUARE TUBE SELECTION
Wind Speed =: 95 kph
Pone I Area m2
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Lines Indicate Maximum Limit for Sign Post Size and Number
limits Signs on One Post to a Moxinum of 150 em in Width
U-CHANNEl POST SELECTION
Wind Speed = 9S kph
Pone I Area m
2
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lines Indicate Maximum Limit for Sign Post Size and Number
Limits Sions on One Post to a Moxirrum of 150 em in Width
Figure 900.03
Sign Installation And Post Selection
Part 2 900-8
AISC DESIGNATIONS
DIMENSIONS IN CENTIMETERS
TWO POSTS
POST TYPE A = W6x 15
POST TYPE B = WI Ox22
POST TYPE C = W14x26
SIGN DEPTH SIGN WIDTH POST TYPE
(em) (em)
91,107 Uo to 600 A
122,137 Up to 500 A
122,137 501 to 600 B
153,168 Up to 400 A
153,168 401 to 600 B
183,198 Up to 350 A
183,198 351 (0600 B
213,229 Up to 250 A
213,229 251 (0600 B
244,259 UI) to 200 A
244,259 201 10500 B
244,259 501 10600 C
274,290 Up to 200 A
274,290 201 to 400 B
274,290 401 to 600 C
305,320 Up to 350 B
305,320 351 to 600 C
335,351 Up to 350 B
335,351 351 to 600 C
366,381 Uo to 300 B
366,381 301 to 600 C
Note: For signs wider than 600 em, lise 3 posts.
Figure 900.04
Sign Post Types
Pal'l 2 900-9
904.05 ARABIC LETTERING FOR GUIDE
SIGNS
904.05.01 General
Guide signs shall be designed in Arabic and
English, with the Arabic message above the
English translation. To size the signs, the aClual
width of the Arabic and English messages must
be determined.
904.05.02 The Arabic Alphabet
The first letter in the Arabic alphabet is "aleph"
Wllich is a simple downstroke. For the purposes of
the Standard Script, aleph is used to proportion
the height of the letters. In developing the
Standard Script, it has been determined that an
aleph height of 30 cm generally corresponds to
signing on freeways, while an aleph height of 24
cm corresponds to signing on arterial roads.
Figure 900.05 provides spacing criteria for Guide
Sign design. Figures 900.06 through 900.17 are
template guides for Arabic letters and numerals.
When designing guide signs for all Abu Dhabi
roadway projects, signs to be read from freeways
and expressways will have 30 cm (aleph height)
Arabic lettering and 27 cm English lettering.
Signs to be read from ramps and main roads will
have 24 cm (aleph height) Arabic lettering and 20
cm English lettering.
904.05.03 Use of the Standard Arabic Script
The shape of each letter and number in the
Standard Script is shown on a five-millimeter grid
in Figures 900.06 tlu'ough 900.17.
To get the actual width of a word on the guide
sign, find the width of each letter shape in the
Standard Script. Then multiply that width by the
proportion of the aleph height in the final guide
sign to the aleph height shown in the Script.
Finally, add Ihe width of each letter shape, taking
into account thc spacing rules for uncorlllected
letters to obtain the total message width.
Arabic lettering is aligned on a baseline, just as in
English. The location of the baseline for each
letter is indicated by an arrow (V) adjacent to that
lettcr in the Standard Script. Some letters extend
quite a distance below tlus baseline; therefore, the
vertical spacing on the sign face should be
checked and adjusted, if necessary.
The width of the message "Conuche Road" is
calculated in Example 900-0 I on the following
page. The page numbers refer to the fourteen
pages in the Standard Arabic Script for Highway
Signs, Section 904.07. Aleph height was assumed
to be 24 cm, slightly larger than the English 20
cm lettering. Calculations procced right to left.
Looking at the last letter in the first word, the
shape extends 43 nun below the baseline. Using
the proportion of 4.8, at least 20.64 cm will be
required between the Arabic and English message
to avoid conflict.
904.06 GUIDE SIGN DIMENSIONS
904.06.01 Single Message Guide Signs
(Example 900-02)
After computing the preliminary sign width
(message width, arrow width, and offsets) it shall
be rounded to the nearest 5 cm to get the final
sign width. Changes to the adjustable base
dimensions most likely will have to be made to
achieve this.
Sign faces shall be detailed as per the theoretical
height dimensions for a particular sign. Small
variations in the spacing between the legend and
the border can be used to increase or decrease the
overall sign height to an even 50nun increment.
However, any reduction shall be limited to 90% .
of the original spacing.
Changes made to aclueve the reconunended height
and width shall be spread as evenly as possible
over the appropriate adjustable dimensions. If the
prelinunary sign height or width is a halfway
between two recommended sign heights or widths.
always round to the higher size.
Center the smaller lettering with the center of the
wider lettering.
Part 2 90010
, . . .
.- . (- ..
o
v
100
'I"
370
229
Wi+.
<'?

0

[1
<'?
I""":
IN
0
Cor n I c h e R 0 a d N
ICQ
<'?j
Proportion: 24cm =4.8
5cm
First letter: page 6; cOIUlected onlefl:
55 mmx4.8
= 26.40 cm
Second letter: Page 3; connected on right
10 nUll x 4.8
=
4.80cm
Space: from Table A. 1-1/2 squares: 7.5 mm x 4.8
=
3.60 cm
Third letter: page 5; unconnected:
30 nUll x 4.8
=
14.40 cm
Space: from Table A, overlap by 1-112 squares: 7.5 mm x 4.8
=
-3.60 cm
Fourth letter: page 9; end of word:
53 nun x 4.8
=
25.44 cm
Space between words: 6 squares:
30nun x 4.8
=
14.40 cm
First letter: page 3; unconnected:
8 nun x 4.8
=
3.84 cm
Space: frol11 Table A, 1-112 squares:
7.5 mm x 4.8
=
3.60 cm
Second letter: page I I ; connected on left:
22 n1ln x 4.8
=
10.56 cm
Third letter: page 10; connected both sides:
50nun x 4.8
=
24.00 cm
Fourth letter: page 12; connected on right: 45mm x 4.8
=
21.60 cm
Space: from Table A, no space:
=
0.00 cm
Fifth letter: page 5, unconnected: 30mmx 4.8
=
14.40 cm
Space: from Table A, overlap by 2 squares: -10 nun x 4.8
=
-4.80 cm
sixth letter: page II, connected on left:
22 mm x 4.8
=
10.56 cm
Seventh letter: page 12, cOIUlected both sides: 27mmx4.8
=
12.96 cm
Eighth letter: page 6, end of word:
80 mm x 4.8
=
38.40 cm
Total Length of Message
=
220.56 cm
Example 900-01
Sample Calculation or Arabic Message Width
Part 2 900-11
904.06.02 Multiple Message Guide Signs
(Example 900-03)
For multiple message guide signs, the rules and
base dimensions for a single message guide shall
apply, with a few additions and exceptions.
Guide sign width shall be determined by the
widest message (message width, arrow width and
offsets), measured as if it was a single message
guide sign.
To achieve a recommended height, changes in he
adjustable dimensions should be spread as evenly
as possible tlu-oughout all messages.
The multiple sign should be shown with a similar
dimensional breakdown as the single message sign
(Example 900-02).
The following paragraphs provide guides for use
with messages containing arrows. Separate guide
arrows for each message:
The smaller message shall not be centered
with the larger message, but placed with the
same offsets from the guide arrow side of the
sign as if they were a single message sign.
A single white stripe of 3 cm or 5 cm shall be
placed between all messages that use separate
guide arrows. English and Arabic lettering
shall be offset from this line as fl'om the
border stripes in a single message guide sign.
It is preferable to place the guide arrows ou
opposite sides of the guide sign.
Separate guide arrows for each message:
These multiple messages shall be centered
with the center of the largest message.
The dimension between two messages shall be
the same as between the Ambic lettering and
the upper border stripe on a single message
guide sign.
The guide arrow shall be vertically centered.
It will also be horizontally offset from the
largest message as in a single message sign.
Separate guide arrows for each message (multiple
messages):
The smaller messages shall not be centered
with largest message, but placed with the
same offsets from the guide arrow side of the
sign as if they were a single message sign.
A single white stripe of 3 or 5 cm shall be
placed between all messages that use separate
guide arrows. English and Arabic lettering
shall be offset from tllis line as from the
border stripes in a single message guide sign.
It is preferable to place the guide arrows on
opposite sides of the guide sign.
Same guide arrow for multiple messages:
These multiple messages shall be centered
with the center of the largest message.
The dimension between two messages shall be
the same as between the Ambic lettering and
the upper border stripe on a single message
guide sign.
The guide arrow shall be vertically centered.
It will also be horizontally offset from the
largest message as in a single message sign.
Part 2 900-12
H J G IF ARABIC
G IF ARABIC
\:8 LONGER
IS LONGER
SEE NOTE 1
LENGTH OF ARABIC
, \.
<J:l
I
l
-r
l.L
::.:::
c---
~ - ' . 9 S I J ~ - ' Ltu
UJ
&1
~
--,
0
I-f-
c---
Corniche
R 0 a d
u
::.:::
cdC---
- ~
'--
<J:j
G
LENGTH OF ENGLISH
. ~
N
UJ
f-
a
z
UJ
UJ
(J)
Dimensions For Guide Signs
Aleph Height
3
20
20
A
B*
C
D
E
F*
G*
H':'
J
K
24
24
35
30
(See Note A)
(See Note B)
(See Note B)
(See Note C)
(See Note D)
5
27
27
30
30
40
40
(A) IDem + largest distance an Arabic letter in the message goes below the baseline.
(B) From the edge of the wider message, Arabic or English.
(C) See Standard Drawings for arrow dimensions.
(D) (Height of sign - arrow height) 2, use whole numbers.
*
These dimensions may be adjusted to comply with recommended heights and widths.
Example 900-02
Dimensions For Guide Signs
Part 2 900-13
MESSAGE
1
SEE NOTE 10-
MESSAGE
2
A
SEE NOTE 11
SEE NOTE 9
SEPARATE GUIDE ARROWS
FOR EACH MESSAGE
..----?'7SEE NOTE 14
~
MESSAGE
1
MESSAGE
2
I
I
ARABIC
I
K
~
C}l
I ENGLISH I
SEE NOTE 12---+1 F1<-SEE NOTE 13
L
;,.
r>--
I
ARABIC I
V
0
Cll
K
I
ENGLISH
I
I
SEE NOTE 14
SAME GUIDE ARROW
FOR MULTIPLE MESSAGES
Example 900-03
Multiple Message Guide Signs
Part 2 900-14
904.07 STANDARD ARABIC SCRIPT
FOR HIGHWAY SIGNS
This section consists of pages numbered I
through 14 of 14. The design of each letter and
number is shown on a 5 nUll grid in Figures
900.06 through 900.17. Letter shapes are shown
when the letter occurs at the end of a word (or is
unconnected), at the beginning of a word, and in
the middle of a word (generally shown left to right
respectively). The length of the c0l111ections to
proceeding and following letters are included in
the design. However, they may be increased
slightly to maintain proper proportion with the
English legend if it is larger than the Arabic
legend.
Letter height and spacing between words shall be
detailed in the project drawings.
Certain Arabic letters are not connected with
letters which follow in the same word. The space
between the letters and the letters which follow
them are given in Figure 900.05.
Part 2 900-15
10f14
2 of 14
TABLE A
SPAC I NG BETHEEN LETTTERS \'IH I CH ARE NOT CONNECTED TO I NG LETTTERS
LETTER
FOLLOWING LETTER
.) j
11;2 SQUARES OVERLAP BY NO SPACE
2 SQUARES

4,jOJ ,.J,JJ

"" ... I.! .:.

')t
Vi
""
w
--'
'"
:z:
3
o
--'
--'
o
LL
o
:z:
I-------------+----+----+--------l
11; SQUARES OVERLAP BY NO SPACE 5
2 11;2 SQUARES r--
1------------+----+--=----+-------1 t;:;
--'
11;2 SQUARES NO SPACE NO SPACE r5
I-------------+----+----+--------l
r--
w
<iJ
11;2 SQUARES 11;z SQUARES 11;2 SQUARES e::
"-
Vi
..
.. MEASURED FROM THE LEFTMOST EDGE OF THE LETTER TO THE RIGHTMOST EDGE
OF THE FOLLOWING LETTER.
Figure 900.05
Guide Sign Letter Spacing
Part 2 900-16
3 of 14
Fig"re 900.06
Guide Sign Lettering
Part 2 900-17
~ - - - ._.
"-"- ~ : = . ~ ~ , _ - - - . : : . ~
E H
EI H - 0-
8
o
Figure 900.07
Part 2 900-18
5
4 of 14
{
5 of 14
PigII re 900. 08
Guide Sigu Lettering
Part 2 900-19
AE
HI
55
Figure 900.09
Part 2 90020
6 of 14
(
7 of 14
Figure 900,10
Part 2 900-21
8 of 14
Figure 900.11
Part 2 900-22
90114
Figure 900.12
Part 2 900-23
- ,j ~ -, ,
10 of 14
Figure 900. J3
Part 2 900-24
(
11 of 14
Figllre 900. 14
Part 2 900-25
/2 of /4
Figure 900. /5
Part 2 900-26
13 of 14
nI.
Figure 900. 16
Guide Sign Lettel'ing
Part 2 900-27
2
14 of 14
Figllre 900.17
ParI 2 900-28
(
904.08 SIGN LIGHTING
Roadway sign lighting shall be as reconunended
in AASHTO's "An Informational Guide for
Roadway Lighting", 1984, pages 30-32.
Sign Lighting shall be designed using medium
ambient illuminance in accordance with the
following table:
The uniformity (maximum) for the illuminance
shall not exceed a ratio of 6: 1,4: I is desirable.
904.09 SIGN LUMINARES
High-pressure sodium fixtures shall be used, 150
watt size. Each sign lighting shall be designed for
mounting horizontally at the top of the sign
panels, number and spacing of the fixtures shall
be determined during design. Maximum spacing
of the fixtures should not exceed 6 m.
Sign lighting shall follow AASHTO
recommendations. Independent design
calculations are recommended using the design
program Micro-Site-Lite, CALA or equivalent.
The effect of adjacent roadway lighting on the
sign should be considered in these calculations.
Each fixture shall be individually fused in a
NEMA 32 box at each sign structure. If a sign
structure has four or more sign lights, two
independent circuits shall be provided for that
structure.
905 PAVEMENT MARKINGS
905.01 GENERAL
Pavement markings shall be used for regulating,
warning, and guiding road users. Discussion in
this section is complimentary to the Manual on
Uniform Traffic Control Devices (MUTCD) and
shall be used in conjunction with that document.
However, policies presenting in the MUTCD
reflect general practices which may not always be
applicable to Abu Dhabi. Where there are
conflicts between this section, the Standard
Drawings and the MUTCD, the guidelines in tltis
section and the Standard Drawings should be
followed, consistent with sound engineering
practices and judgment.
All pavement markings and symbols shall be
thermoplastic per the Standard Drawings and the
Standard Specifications.
Typical urban layouts for pavement markings and
raised pavement markers are shown in the
Standard Plans. Raised pavement markers are
generally not used in rural areas.
905.02 TYPES OF PAVEMENT
MARKINGS
The following types of pavement markings shall
be used, as required:
I. Lane Markings
2. Stop Line Markings
3. Pedestrian Crossing Markings
4. ChalUlelization Markings
5. Pavement Edge Markings
6. Parking Space Markings
7. Pavement Symbols (Arrows and Letters)
905.02.01 Lane Markings
In urban areas, markings separating traffic lanes
in the same direction shall be comprised of type
CR and type NR pavement markers spaced as
shown on the Standard Drawings. Markings
separating exclusive tunting lanes from through
traffic Janes shall be type NR pavement markers
spaced as shown on the Standard Drawings from
the stop bar to the end of the taper.
In instances where two parallel and adjacent
longitudinal lines are placed, they shall be 10 cm
apart.
For lane marking standards not shown in the
Standard Drawings see Figure 900.18.
Part 2 900-29
LANELI NES
Multi lone Roadways
300 250 250 300 500
= I" "1"" I'll ., I" 1 1 Urban free....,oys.
0000 0000 0000 express""oys.
c:::::::> _11.100 arterials
300 50Q
<::=1" -I- -I
=:>
450 300 450
=1' 'I' 'I' 'I
. - .
=:>
450 300 450
=1' 'I' 'I' 'I
0000 100
=:> ,II
Sector roods
Minor rural collector
roods
Ruro j Freeways.
expr'"ess.....oys.
rorrps. major
collector roods.
frontoge roods
905.02.05 Pavement Edge Markings
Pavement edges shall be marked only when there
is no curb. The marking shall be a 10 cm wide
continuous white line on the outside edge and a
yellow liJ,e on the inside edge with corresponding
type CR or YR pavement markings at 16.0 m
intervals as shown on the Standard Drawings.
905.02.06 Parking Space Markings
Parking space markings shall be used wherever
parking is allowed. They shall be 10 cm wide
solid lines showing the borders of each parking
space.
905.02.07 Pavement Symbols
(Arrows and Letters)
_ 10 em wide ..t'Ilte
=::> TrofflC Dlrectlcn
Raised Povlltl'8nt Merker Type C.R.
a RaIsed Pove.:rent Mof"ker Type tl.R.
Figure 900.18
Lane Markings
905.02.02 Stop Line Markings
Stop line markings shall be continuous from curb
to curb and shall be 30 cm wide as shown on the
standard drawings.
905.02.03 Pedestrian Crossing Markings
Pedestrian crossings shall be marked by
longitudinal stripes through the width of the
pedestrian crossing which shall be 4.0 m. Stripes
shall be 50 cm wide, with a 50 cm gap between
adjacent stripes.
The distance between the upstream edge of the
pedestrian crossing and the begiJming of the
adjacent stop line shall be 1.0 111.
905.02.04 Channelization Markings
All channelization markings, except those
mentioned above, shall be 20 cm wide solid lines.
Dead areas created by chalmelization will have
chevrons which shall be comprised of 20 cm
continuous line.
Arrows shall be used, as necessary, to indicate tbe
types of movements, that can be made from the
lanes where arrows are placed. They shall be
solid, elongated, and 5.0 m long. The shape shall
be as specified by international standards.
Lellers, whenever used, shall be solid, elongated,
and 3.0 m long. The shape shall be as specified
by international standards. Leller messages shall
be both in Arabic and English.
906 MAINTENANCE OF TRAFFIC
During Construction, existing traffic flow will be
maintained on paved, lighted detour roads. In
general, detours will have two through lanes in
each direction.
906.01 CONSTRUCTION STAGING
Construction will be staged so as to avoid
disrnption of traffic flow as much as possible.
When required and possible, pedestrian
movements will be maintained by temporary
sidewalks.
Temporary pavement shall be used for all
detours. Temporary lighting shall be provided
during all stages of construction, including
temporary detours.
Part 2 900-30
906.02 SAFETY MEASURES
Standard barriers. barricades. signs. flashers and
other protective measures will be provided for
guiding. warning. and protecting vehicular and
pedestrian traffic during construction.
All road closures and construction traffic shall be
coordinated with local police and fU'e services.
906.03 TEMPORARY TRAFFIC SIGNALS
At locations of complex traffic movements.
temporary and portable traffic signals will be
used for the safe. orderly movement of traffic
during construction.
906.04 MAINTENANCE
PLANS
OF TRAFFIC
A work phase plan shall be established by
construction pbases or sequence, indicating the
duration of each phase or sequence. The plan
shall include but not be limited to:
maintenance of traffic circulation during
construction.
traffic control methods that need to be
implemented.
construction detours,
Work areas per stage.
temporary barrier locations and details.
temporary signing and striping locations and
details,
temporary construction quantities.
Part 2 900-31
SECTION 1000
LIGHTING
1001 ROADWAY LIGHTING
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, intersections, ramps, traffic signs,
traffic signals, and pedestrian crossings. The
improved driving enviromnent in turn improves
traffic operations, capacity and safely.
Lighting continuity is reconmlended for esthetic
and functional reasons. Lighting continuity helps
drivers identify roadway facilities and acts as a
unifying design element.
Lighting design responsibility generally
encompasses cntire 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 the Road Section as to any
variation in the design requirements.
1001.02 LIGHTING DESIGN
CONSIDERATIONS
Freeways and Expressways
Because 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 arc used to
illuminate large roadway areas and reduce glare.
Illterclumges
High mast lighting is idcal for illuminating
interchanges and other large areas, because the
illumination pattern is not confmed to the basic
driving lanes. High mast lights illuminate the
entire interchange, creating the same overall view
of thc area as that perceived in daylight. High
mast poles can be installed in suitably wide
mcdians on multiple-lane roadways. Tltis type of
Part 2
lighting cnhances traffic safety t1uough high
visibility, the need for fcwer poles, and greatcr
flexibility in their location.
Arterials alld Frail/age Roads
Arterials serve moderately ltigh volumes of traffic
at lower speeds than freeways and cxpressways.
Although their primary function is to move and
maintain uninterrupted traffic flow, they
frequcntly have busy at-grade intersections
requiring traffic control dcvices. These at-gradc
intersections require grcater visibility for traffic
signals, signs and the resulting crossing and
turniug conflicts.
Also, increased conmlercial development along
arterials means increased pedestrian movements
and possibly the need to acconU1lOdate public
transportation (taxicabs and buses). Adequatc
lighting for pedestrian movements and public
transportation's frcquent stopping, loading and
unloading of passengers is vital to safcty along
artcrials. Artcrial lighting must also blcnd with
commercial dcvelopment lighting to avoid
combinations which detract from the overall
lighting or result in poor visibility.
Sector Roads
A sector roads primary function is to provide
direcl access to adjacent properties. Although
traffic speed is low, traffic volume can be heavy
and frequently interrupted especially in residcntial
and commercially developed areas. Because of
increased access to commcrcial and private
property, sector roads, compared to arterials,
must accommodate an even heavier volume of
pedestrian movement. Lighting considcrations are
much the same as for arterials.
Ill/ersec/iolls alld Pedestriall Crossillgs
Lighting intcrsection 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 cnhance
appearance, the lighting color should be varied to
define the various elcments more clearly.
Gencrally, the illumination level at an intersection
of two at-gradc roadways is the sum of the
illumination of the two roadways.
1000-1
Table 1000.01
IIImnination Requirements
22 2:1 HPS Cut-off Type ill 30.5
22 2:1 HPS Cut-off Type V 30.5 ***
Main Roadsl 22 2:1 HPS or Rectilinear, Sharp Cut-off 14
Arterials MH
Sector Roads 15* 3:1 HPS or Rectilinear, Sharp Cut-off
10 ***
IRam s MH
Crosswalks 33 2: I HPS or Rectilinear, Sharp Cut-off 10-14
MH
Ramp Terminals 40** 2:1 Match Cut-off Type
30.5 ***
&Traffic Conflict Road or 14
Areas
Parking Areas IS 3: I HPS, or Rectilinear, Sharp Cut-off 10
MH
Sidewalks Away 10* 3: I HPS Decorative 4.6
From Road
HPS - High Pressure Sodium
MH - Metal Halide
Notes:
1.
2.
*
**
***
Lamps for sign lighting should be a different color from roadway. Mercury vapor lamps for sign
lights will provide good contrast and easy differentiation from high pressure sodium roadway
lighting.
Reconmlended illumination level indictates the minimum allowable. Individual designs shall specify
lighting levels as advised by the MunicipalitylWED at the design phase.
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.
Use high mast with HPS on ramps wherever possible.
Rural Lightil1g
Rural roadway lighting is generally warranted
only at decision points such as interchanges or
intersections. However, accident records should
be examined to determine if poor visibility was a
recurring factor. Continuous lighting on rural
roadways may be considered early in the design
process.
1001.03 ILLUMINATION
REQUIREMENTS
Table 1000.01 summarizes the illumination
requirements for various roadways.
IlIum;110t;011
Illumination levels stated in Table 1000.01
represent the lowest average maintained levels
considered appropriate for each kind of roadway
or walkway in the various areas. Illumination
Pari 2 1000-2
criteria and calculations are based on the
lIluminating Engineering Society's (I.E.S.)
standards modified to meet the higher uniformity
and illumination levels required by the WED and
the Municipality of Abu Dhabi.
Ulliformity Ratio
A Uniformity Ratio (UR) is defined as the
average maintained illumination of the roadway
design area, divided by the lowest value at any
point in the area. See Table 1000.01 for roadway
criteria.
Light SOllrce
Light sources shall be as identified in Table
1000.01 and as modified during the design phase
if advised by the Municipality. It is important
that the lighting design be compatible with the
surrounding area.
The roadways not identified in this manual will
use a light source as directed by the Municipality.
Side roads and ramps shall have the same light
source as the adjacent main roads. Metal halide
or high pressure sodium shall be selected to blend
with the surroundings on sector roads.
Lalltem alld Lamp Selectioll
"Sharp cutoff' lanterns are proposed for roadway
lighting 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.
High pressure sodium lamps provide excellent
golden white color and enhance the esthetic
qualities of concrete, stone and brick. Metal
halide gives a whiter light, providing a color
contrast to sodium lamps, and enhance the
appearance of green and pastel colored materials.
Lanterns mounted on 10 m poles shall be 400
walt high pressure sodium or metal halide
lanterns.
Lanterns shall have optical systems sealed against
moisture, dirt and insects, and be mechanically
strong and easy to maintain.
Glare control for the mounting height specified,
and cut-off characteristics shall be designed based
on I. E.S. standards.
Lalltem MOlllltillg Height
High mast lighting (30.5 m) is 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 would be 14m.
High-mast lighting (30.5 m poles) shall be used
on rural and urban freeways and expressways
with wide medians where one row of 14 m poles
is not suitable. The 30.5 m poles shall also be
used at all interchanges. Wherever possible high
mast lighting shall be used for ramps.
High mast lighting will be used on main roads
only when light height will not substantially
interfere with nearby buildings. On other major
thoroughfares, poles would be 14 m high and
would be placed at the side or in the median of the
roadway, as applicable. Single or multiple
lanterns would be used to provide uniform
illumination of the roadway.
1002 PARKING AREA LIGHTING
1002.01 GENERAL
The funct ion 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 maneuvers such as backing.
The lanterns shall be mechanically strong and
easy to maintain. They shall be of adequate
design to operate at mounting heights of 30.5
meters and able to withstand sustained wind
speeds of 160 kph with 208 kph gusts.
Lanterns mounted on 14 meter poles shall be
1000 Walt high pressure sodium, metal halide
and mercury vapor lanterns cut-off, and provide
efficient even illumination.
REQUIREMENTS
Light source shall be high pressure
metal halide selected to blend
surroundings per Table 1000.0 I.
sodium or
with the
Part 2 1000-3
Ten meter high poles shall be used for all parking
lot areas. Lantern configuration and light
distribution shall be selected to suit the parking
area geometry.
Lanterns shall be as detailed in the General
Specifications and Table 1000.01.
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.
REQUIREMENTS
Light source will be high pressure sodium per
Table 1000.0 l unless otherwise directed by the
Municipality. Sidewalk lights will be provided
only for the areas specifically advised by the
Municipality.
Sidewalk light poles shall generally be 4.6 meters
high with 2-100 watt high pressure sodium
lanterns. However, special pole heights and
lantern types may be required to meet special
situations. The Project Design Manager should
consult the Municipality as to the exact nature of
the requirements at the time of concept planning.
Ornamental lighting of proper height for the
pedestrian is proposed for sidewalks along
buildings and in parks and landscaped areas.
Low-level ground lights would be used to
illuminate vegetation.
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 lights).
1004.02 LIGHTING CONTROLLER
REQUIREMENTS
Lighting shall be controlled by a 24 hour timing
switch. Control cabinet requirements shall be as
specified in the Standard Specifications.
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 four percent. Branching of underground
cable circuits from all lighting units except 4.6 m
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 4151240 volts, tlu'ee-phase,
four-wire, 50 Hz system f1ll'nished by the Water
and Electricity Department (WED). This service
shall be provided at the lighting control cabinets.
Underground distribution to the lighting units
utilizes four conductor and steel wire armored
XPLE insulated cables. Conductor size will be
25 mm
2
for all 30.5 and l4 m light poles and 16
mnl for all 10 and 4.6 m poles, street furniture
and decorative lighting units. The lanterns will be
connected in phase seqnence to provide a
balanced three-phase load.
Part 2 1000-4
Type IV pull boxes shaU 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 he 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. Cahles under interlocking tiles
at the entry or exit of sector roads and parking
areas, shall be tluough concrete encased PVC
ducts.
All PVC conduits and ducts for underground
cable lighting circuitry, shall be a minimum of 10
cm 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 shaU 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 curb line.
Separate earthing is required only at the terminal
pole nf each circuitry. All light poles and fixtures
shall be earthed through the cable armoring.
1006 DESIGN AND SUPERVISION
RESPONSIBILITIES
The Municipality is responsible for the lighting
criteria standards to light the roads. Tllis
criterion covers illumination levels, uniformity
ratios and distribution and differences 111
brightness of the roadways.
WED may suggest/advise of criteria or
improvements in lighting for the Municipality and
its Consultant 10 consider in design and
construction. However, WED responsibility is
limited to advising of its requirements for
maintenance and access to the lighting poles and
lanterns for inclusion in the Specifications. The
Municipality and its Consultant are responsible
for adherence to the lighting specifications.
WED is responsible for the technical
specifications and sizing for the electrical power
supply for the lighting system including
underground cable circuits, fuses, control
cabinets, pull boxes and conduit. Accordingly,
WED will be responsible for review of contractor
submittals covering these items during the
construction period. WED shaU have the right to
ulspect such construction in the field and approval
by WED shall be requued prior to burial of the
underground cable circuitry by the Contractor.
Part 2 1000-5
SECTION 1100
ROADSIDE DEVELOPMENT
1101 LANDSCAPING
Landscaping and the associated irrigation system
for the roadside areas and medians will be
designed by the Agricultural Section of the Abu
Dhabi Municipality. The Design Project
Manager is responsible for coordinating with the
Agricultural Section to ensure that they are aware
"
of the Project and its design schedule.
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 Agricultural Section so that they can
design the new landscaping and irrigation system.
Close coordination with the Agricultural Section
is essential to ensure that the irrigation design is
completed early enough to be incorporated into
the Tender Documents of the roadway project.
Agricultural planting areas should be shown on
the general plans designated as green areas.
Green areas within the residential sectors, (sectors
predominantly villas or low rise structures),
should be maximized while reducing paved areas.
In general the green areas should be limited to the
front portion of building plots. The areas
between and behind the existing buildings should
be paved with pedestrian or vehicular pavers as
applicable. However, each sector must be
considered individually. Local residents,
Mosques, Embassies and/or some other
significant feature within the sector, often require
special (non-standard) treatment.
1102 IRRIGATION
It Illay be required to design an irrigation
reservoir witb electrical and water services. In
general, it will include the reservoir, pump-house
structure and the incoming services, but will not
include the interior piping, wiring or pumping
systems.
The Agricultural Section will determine if a
reservoir is required on a project. They will, also
determine its location and size. However, final
approval for including tllis work in a project must
come ['rom the Road Section.
1102.01 IRRIGAnON DUCTS
All irrigation facility crossings of all roadways
shall be accommodated within a duct. Duct
details are included on the Miscellaneous Utility
Detail Standard Drawings. Duct crossings should
be located within allocated service reservation
corridors.
Guidelines for providing the irrigation ducts and
appurtenances are:
I. Ducts for irrigation lines may be Glass
Reinforced Plastic (GRP) or
Polyvinylchloride (PYC) pipe conforming to
the Standard Specifications.
2. Generally, ducts will be provided under the
roadway at intersection crossings. Additional
contingency ducts shall be located at spacing
of approximately 250 to 300 meters between
imerchanges. Specific contingency duct
requirements for each project must be
coordinated with the Agriculture Department.
Ducts under the roadway pavement must be
aligned with each other in the median, both
horizontally and vertically.
3. Ducts should normally have one meter of
cover, however, one-half meter of cover is
acceptable where position.ing is due to
conllicts 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 (I %) slope for drainage.
4. The end of ducts must extend 0.5 meters
(minimum) past back face of curbs or
sidewalks when in curbed situations.
5. The end of the ducts should extend into the
veroe area in an un-curbed condition. The
"
intent is to maintain the cover from the
Part 2 1100-1
sideslope at one meter (minimum) where the
irrigation line comes Ollt of sleeve.
6. Ducts should be considered where
maintenance roads and driveways cross
irrigation lines.
1103 FENCING
The Designer and Abu Dhabi Road Section shall
review fence requirements on a project specific
basis.
1104 SLOPE PAVING
Slope paving at bridge abutments shall conform
to the Abu Dhabi Road Section Standard slope
paving dctails.
Where the mainline is depressed below the local
crossroad, the slope paving shall approximate the
typical cross section contours. A 6 meter grading
transition at each edge of the slope paving should
be indicated on the plans.
Special treatment of slope paving may be
applicable at specific locations. The Designer
should coordi.nate slope paving treatments with
the Abu Dhabi Road Section.
uniform and visually pleasing design and
appearance.
in general, street furninlre will only be provided
in roadway projects at the di.rection of the Road
Section. For urban interchange projects,
instaIJation of street furniture will be included as
part of the proposed improvements. On rural
interchange contracts, the extent of street
fmnitme required could range from pedestrian
signals to a full compliment of street furnitme
elements. On all types of projects, during the
close of the Concept Phase, the Designer should
consult with the Abu Dhabi Road Section to
determine the types of street furniture that should
be provided.
Descriptions of the basic function, elements,
design standards and procedure for each street
furnitme item arc included in following sections.
1106.02 DESIGN
Details of street furnitme have been designed and
shown on the Standard Street Furnitme Detail
drawings and in the Standard Specifications.
These details do not have to be revised from one
contract to the other unless there is a project-
specific requirement.
1105 SWEET SAND COVERING
1106.03 BENCHES
In general, alJ proposed green areas shall be
covered with a 30 cm minimum depth of sweet
sand at the finish grade.
The Designer shall calculate the quantity of sweet
sand required for the project. The General Plan
drawings will show the green areas included in the
project.
1106 STREET FURNITURE
1106.01 GENERAL
Street furniture to be provided as part of the Abu
Dhabi Roadway Section projects includes
benches, bus shelters, telephone booths and
sidewalk lighting. The purpose is to provide
pedestrian amenities and to enhance the urban
environment with street furniture that has a
Benches provide resting facilities for pedestrians,
much needed in Abu Dhabi in view of the warm
climate. There are tluee types of benches
designed for the Abu Dhabi Roadway Section
projects, Type A, Type B and Type C.
1106.03.01 Type A bench
This type of bench is comprised of two precast
concrete ends and wood slats (over aluminum
tubes), and does not have a backrest. The Type A
bench is always used in combination with the
Type B bench, except when it is used at taxi
stops.
1106.03.02 Typc B bcnch
Tllis type of bench includes a back rest, a planter
and a waste receptacle. Basic elements of the
bench itself are the same as the Type A bench,
Part 2 1100-2
except for the back rest and higher ends. The
Type B bench is also used in combination with a
Type A bench to create a small gathering place
for a group of people.
1106.03.03 Type C bench
Tltis type of bench is comprised of lhe same
elements as a Type A bench except it is used only
in bus shelters.
Subject to space availability, basic criteria for
placement of benches are as follows:
I. Two combination Type Affype B benches
are placed at every intersection, with each in
different quadrant (preferably diagonal
quadrants).
2. If space does not permit the above
arrangement, a Type B bench is placed in the
same fashion.
3. At least two Type B benches are placed at
each side of the main road between two
intersections.
4. Two Type C benches are placed withiJl each
bus shelter (considered as part of and paid
under bus shelters).
5. One Type A beoch is placed at each taxi stop.
1106.04 BUS SHELTERS
Bus shelters are placed on bus stop sidewalks to
provide shade and seating for bus passengers.
Bus shelters are to be placed at every bus stop
except where space Iintitations prohibit their use.
They are to be located at the far (downstream,
according to the direction of traffic) end of the
bus stop with one meter from the edge of the
curb.
1106.05 TELEPHONE BOOTHS
Foundations for telephone booths will be provided
in road projects, the telephone booth and
operating equipment are the responsibility of
Etisalat.
Elisalat deterntines locations and quantity of
telephone booths to be included in each Contract
as approved by the Road Section.
1107 NOISE ABATEMENT
The Designer and the Abu Dhabi Road Section
shall review any noise abatement requirements on
a project specific basis. In general, the Designer
is to ntitigate, as much as possible, any increase
in the traffic noise, especially in residential
neighborhoods.
In special circumstances involving sensitive areas,
depressed roadways or noise abatement walls may
be required.
Part 2 1100-3
PART 3
STRUCTURE DESIGN
SECTION 100
DESIGN CRITERIA
AASHTO-American Association of State
Highway and Transportation Officials Standard
Specifications for Highway Bridges, 15th Edition
-1992, including all Interim Specifications to
date.
Approval-Approval as obtained from the Abu
Dhabi Roads Section Project Manager.
101 GENERAL
101.01 PURPOSE
Drainage Report-The Drainage Report as
produced by the Bridge Drainage Sect ion or,
when applicable, by a consultant.
The purpose of this section is to provide Bridge
Design Criteria in order to establish a uniform
project design and construction policy that will
aid the Consultant in the preparation of final
design, plans and specifications, and insure safe
and uniform structural capacity tlu'oughout the
project.
These criteria set forth minimum standards. The
Consultant may propose more conservative
criteria if, in his judgment, slich criteria are
required. However, all deviations from the
criteria must be justified and receive prior
approval from the Abu Dhabi Roads Section
Project Manager.
Structures shall be designed in accordance with
the latest edition, including revisions, of the
Standard Specilications for Highway Bridges -
published by the American Association of State
Highway and Transportation Officials
(AASHTO) and the Structural Design Standards
included herewith in Part 3 of this Roadway
Design Manual. The design shall be based on the
latest edition of the AASHTO specifications as
existing 00 the date of the design contract. The
Structural Design Standards presented hereunder
shall govern over the AASHTO Specifications
wherever the arc "At Variance With" or "In
Addition To" the AASHTO Specifications.
Standard Specifications-The Standard Project
Specifications
BRIDGE TYPES
Geotechnical Report-The Geoteclmical Report
including the Foundation Design Report as
produced by the Geotechnical Section or by a
consultant.
AASHTO Specifications for Structural
Supports-The AASHTO Standard
Specifications for Structural Supports for
Highway Signs, Luminaries and Traffic Signals,
latest Edition.
Bridge Dcfinition-"A 'Bridge' is defined as a
structure including supports erected over a
depression or an obstruction, as water, highway
or railway and having a track or passageway for
carrying traffic or other moving loads and having
an opening measured along the center of the
roadway of more than 6.00 meters between
undercopings of abutments or springhnes 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."
101.03
Special Provisions-The Special Provisions to
the Standard Project Specifications as specifically
written for each individual project.
DEFINITIONS 101.02
The following defmitions and abbreviations are
provided to clarify usage of terms and to avoid
the need for excessive verbiage.
Bridge--The term "bridge" is usually reserved
for structures over water courses or canyons.
Overpass-A structure carrying the principal
ronte over a highway street or r a i ~ o a d .
Part 3 100-1
- ~ - - ,..
. ,. ~ ... _.' ...
Underpass-A structure which provided for
passage of the principal route under a highway,
street, railroad or other feature.
Traffic Interchange----An overpass or underpass
is also called a T.!. 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 or railroads.
Twmel-A structure carrying a roadway through
a hill or mountain.
Pedestrian Overpass-A structure carrymg a
pedestrian walkway over a roadway.
Pedestrian Underpass-A structure which
provides for passage of a pedestrian walkway
under a roadway.
102 DESIGN FEATURES
102.01 GENERAL
The general features of design shaU be as
specified in Section 2 of AASHTO except as
clarified or modified in this manual.
102.03.01 Highway Traffic Struelures
The design vertical clearance to structures
passing over Freeways, Highways and aU Rural
and Urban Arterials shall be at least 6.00 meters
over the entire roadway width, including auxiliary
lanes and shoulders. An allowance of 150
millimeters is included to accommodate future
resurfacing. This allowance may be waived if the
roadway under the structure is surfaccd with
portland cement concrete.
The design vertical clearance to structures
passing over all other highways and streets shaU
be at least 5.50 meters over the entire roadway
width, including auxiliary lanes and shoulders.
An aUowance of 150 millimeters is included to
accommodate funtre resurfacing. This allowance
may be waived if the roadway under the structure
is surfaced with portland cement concrete.
Certain routes have been designated as truck
routes. On these routes, larger vertical clearance
must be maintained. For future projects, these
routes will be identified by the Abu Dhabi Roads
Section Project Manager during the concept
stage.
102.03.02 Pedestrian Overpasses
ALLBRmGEMEMBERSARETOBE
DESIGNED IN ACCORDANCE WITH
AASHTO AND THE REQUIREMENTS OF
THIS MANUAL. (Other standards may be
allowed with Department approval.)
The following are minimum vertical clearance
standards for highway traffic structures,
pedestrian overpasses, railroad overpasses,
tUlUlels and sign structures. Lesser clearances
may be used only under very restrictive
conditions, upon individual analysis and with the
approval of the Abu Dhabi Roads Section Project
Manager.
102.02
102.03
DESIGN METHODS
VERTICAL CLEARANCE AT
STRUCTURES
(AASHTO 2.2.3)
Because of their lesser resistance to impacts, the
minimum design vertical clearance to pedestrian
overpasses shall be 6.00 meters regardless of the
highway system classification. An allowance of
150 millimeters is included to accommodate
funtre resurfacing.
102.03.03 Railroad Overpasses
Structures over railways shall provide a minimum
clearance of 7.00 meters above top of rail, except
that overhead clearance greater than 7.00 meters
may be approved when justified on the basis of
railroad electrification. No additional allowance
shall be provided for future track adjustments.
Part 3100-2
102.03.04 Twmels 102.06 APPROACH SLABS
Concrete approach slabs shall be used on all
structures. Approach slabs serve a dual purpose
of providing a transition structure from the bridge
to the approach roadway should the roadway
embankment sell Ie and of eliminating the live load
surcharge of the abutment backwall when the
conditions specified in AASHTO 3.20.4 are
satisfied. Approach slabs are to be designed
using the Service Load Design Method and shall
cover the entire roadway width including the
shoulders, from wingwall to wingwall.
The minimum design vertical clearance for
tmmels shall be at least 6.00 meters for freeways
and arterials and at least 5.50 meters for all other
highways and streets.
102.03.05 Sign Strnctw'es
Because of their lesser resistance to impacts, the
minimum design verlical clearance to sign
structures shall be 6.00 meters regardless of the
highway system classification. An allowance of
150 millimeters is included to accommodate
future resurfacing. 102.07 ANCHOR SLABS
102.03.06 Width (AASHTO 2.3.1)
I.n general, concrete barrier should be used as a
vehicular railing. For situations requiring a
different barrier type, only FHWA crash test
approved bridge rails are allowable alternatives.
Bridge rails shall be constructed vertical.
Concrete barriers shall uot be slipformed. For
cast-in-place, post-tensioned concrete bridges,
barriers shall be cast after post-tensioning and
may be cast before falsework removal.
The horizontal clear width for rural bridges where
approach guardrail is used shall provide an
additional width on each side of the approach
roadway width to allow the bridge rail to line up
with the approach guardrail. The horizontal clear
width for urban bridges, in which curb and gUller
and/or sidewalks are used, shall equal the
approach roadway width.
DECK DRAiNAGE
When approach roadways are paved with
portland cement concrete pavement (PCCP),
adequate means shall be provided to prevent
pavement growth from causing damage to the
bridge. Use of a properly designed anchor slab is
one means of providing such protection
On grade separation structures, roadway drains
shall not discharge water onto unprotected
embankment slopes or within five meters of the
traveled roadway below, nor shall drains be
located less than 1.5 meters from the centerlines
of abutments or piers. ln urban areas collection
of deck drainage in a pipe system may be
required, with down drains in or on pier columns
discharging into storm drainage collector systems.
Consideration should always be given to provide
collector drains and discharge systems on the
approach roadway guller rather than on the
bridge.
102.08
RAILINGS (AASHTO 2.7) 102.04
Transitions from bridge concrete barrier to
approach guardrail should, when practical, be
located on the bridge, approach slab or
wingwalls.
102.05 CONCRETE BARRiER
TRANSITIONS
For bridges with sidewalks, expansion joints shall
be turned up at the curb line to prevent roadway
water from entering sidewalk areas. Appropriate
means shall be taken to ensure that sidewalk
drainage does not pond and that the water does
not escape around the wing walls and erode the
embankment.
For deck drainage design criteria, refer to the
ROADWAY DESIGN MANUAL - Drainage.
Part 3100-3
102.09 WING WALLS 102.12 CONCRETE CRACK CONTROL
Wing walls shall extend 1.50 meters beyond the
catch point, where catch point is defIned as the
intersection of the ftll slope in front of the
abutment with the fmished approach grade at the
outside face of the wing wall. The bottom of the
wing walls shall be embedded a minimum of I
meter into the approach fill at the end of the wing
walls.
Maximum flexural crack width at the tensile face
of a reinforced concrete section shall not exceed
0.25nul1 for normal conditions of exposure and
0.20nU11 for marine and unfavorable conditions of
exposure (such as alternate wetting and drying,
hunlid atmosphere, direct contact with soil, etc.).
The allowable crack width can be increased by
, 25% under earthquake/wind/temporary
construction conditions.
102.10 LIGHTING
103 ARCHITECTURAL
CONSIDERATIONS
Due to the adverse corrosive envirOLUllent, aU
reinforced concrete structures shall use epoxy
coated rebar unless otherwise directed by the
Project Manager.
Consideration shall be given to special lighting
above and below the structure. Tllis lighting shall
serve as ornamental lighting to enhance the
aesthetics and also to enhance safety. This
lighting is in additional to the normal roadway
lighting. Refer to the lighting section 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.
102.13
103.01
CORROSION PROTECTION
(AASHTO 8.22)
PROCEDURE
102.11 BRIDGE DECK ELEVATIONS
The project design group shall prepare either
computer plotted contours at O. I meter intervals
at a I :50 scale or tabulate elevations at 3.0 meter
intervals along the profile grade line, with
additional elevation points on each perpendicular
(radial) such that the bridge can be completely
covered with O. j meter 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 contractor's
geometric layout.
Following the approval of the civil and basic
structural concepts for an interchange, including
configuration, aliglUl1ent, proftle and pier
locations, the Project Design Manager will meet
with the Structural, Arcllitectural, and Graphics
Design Managers to develop basic alternatives
and set architectural design parameters.
EnviJ'Onmental constraints and influences will be
established. The Coucept Design Team will
determine the number of structural concepts and
architectural options to be studied. The purpose
of these studies will be do develop applicable
concepts and options in the form of presentation
displays, to be used as a basis for the Abu Dhabi
Roads Section review and decision making. The
approved displays are submitted to the Abu
Dhabi Roads Section for review and selection of
the desired alternative. The approved scheme the
will progress to the preliminary and fInal design
phases.
Part 3 100-4
103.02 GENERAL CRITERIA
Every effort should be made in the treatment of
structures to respect the Islamic design and
culture.
Design concepts should be easily implemented.
Construction considerations are also taken into
account in the architectural treatment concepts.
Architectural elements should be functional,
durable and easily maintained.
Each structure should have individuality;
however, a totally different design is not required
for each structure. It is desirable to maintain a
sense of continuity throughout the whole
program.
Architectural treatment should be continuous
tluough an interchange.
In the downtowll area, underpasses spalming a
given roadway should have similar treatment to
establish continuity. Decorative and median
lighting should be similar on overpasses along a
given route.
Part 3100-5
201.01 GENERAL
201 LOAD TYPES
SECTION 200
DESIGN LOADS
Loads shall be as specified in Section 3 of
AASHTO except as clarificd or modified in this
manual.
STRUCTURE LOADINGS 201.06
l. Highway Bridge Live Load: AASHTO 20-44
increased by 25 percent.
2. Wind Velocity: 160 kilometers per hour.
3. Humidity Range: 25 percent to 100 percent.
4. Earth Pressure: For specific project
recommendations, refer to Soils Report
5. Future Utilities: 75 kg/m? of Bridge Deck.
6. Earth Weight: 1920 kg/Ill'
7. Earthquake Loading: Only to be considered
if directed by the Road Section Project
Manager.
DEAD LOADS (AASHTO 3.3.1) 201.02
Utility loads shall be included as applicable.
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 the Abu Dhabi Roads
Section.
The top 15 millimeters of the deck shall be
considered as a wearing surface. The weight of
the wearing surface shall be included in the dead
load but the 15 millimeter shall not be included iu
the depth of the structural section for all strength
calculations including the deck, superstructure
and the pier cap, where appropriate.
All new structures shall be designed to carry an
additional dead load of 120 kg/m
2
from curb to
curb of roadway to allow for a future wearing
surface. This load is in addition to any wearing
surface which may be applied at the time of
construction. The weight of the future wearing
surface shall be excluded from the dead load for
deflection calculations.
FRICTION FORCES
(AASHTO 3.9.2)
THERMAL FORCES
(AASHTO 3.16)
STREAM FORCES
(AASHTO 3.111.1)
201.08
201.07
Friction forces due to elastomeric bearing pads or
TFE surfaces shall be based on the
Manufacturer's data for the bearing used.
201.09
I. Temperature Range: 70e.
2. Temperature Fall: 30C to OC = 30e.
3. Temperature Rise: 30C to 70C = 40e.
4. The temperature gradient between the top
slab and bottom slab of concrete box girder
bridges is 20e.
High water elevation
Mean Velocity
Scour Elevations (General and Local)
Angle of attack
Required bank protection
Special drainage considerations
Horizontal and Vertical Clearances
A Drainage Report shall be produced by Bridge
Drainage Section or a consultant, when
appropriate, for all stream ancl/or channel
crossmgs. The designer should review the
Drainage Report for a full uuderstanding of
waterway considerations. The report should
contain as a nlininlll111, the following information
for both the critical flow and superflood
conditions:
FUTURE WEARING SURFACE
(AASHTO 3.3.3)
WEARING SURFACE
(AASHTO 3.3.5)
HIGHWAY LOADS
(AASHTO 3.7.1.1)
201.03
201.04
201.05
Part 3 200-1
Direction of Flow
For design for the most critical flow and the
superflood condition, the following criteria shall
be used unless more severe criteria is
reconunended in the Drainage Report.
Design calculations of stream forces on piers over
natural water courses shall assume a 0.6 meter
increase in pier width per side due to blockage by
debris with a shape factor k = 1.40 for the first
3.5 meters of depth. For flows with depths
greater than 3.5 meters, only the top 3.5 meters
shall be assumed blocked by debris with lower
sections using the actual pier width and a shape
factor in accordance with AASHTO. For
uncased drilled shafts, a 20% increase in diameter
should be assumed to account for possible
oversizing of the hole and any irregular shape.
The force distribution on the pier shall be
assumed to vary linearly from the value at the
water surface to zero at the bottom of the scour
hole as described in AASHTO.
When the clear distance between columns or
shafts is 5.00 meters or greater, each column or
shaft shall be treated as an independent lmit for
stream forces and debris. When the clear distance
is less than 5.00 meters the greater of the two
following criteria shall be used: 1) Each column
or shaft acting as an independent unit or 2) All
columns or shafts acting as one totally clogged
unit with 0.6 meters of debris normal to the flow
added on each end.
The average main channel velocity for the
appropriate flow condition shall be used in
calculating the stream forces. The water surface
elevation shall be the high water elevation for the
appropriate flow condition. A lninimum angle of
attack of 15 degrees shall be assumed.
Scour may be categorized into two main types:
general and local. General scour is the permanent
loss of soil due to degradation or mining while
local scour is the temporary loss of soil during a
peak flow. Local scour may consist of two types:
contraction scour and local pier or abutment
scour. Contraction scour occurs uniformly across
the bridge in the stream width. Local pier and
abutment scour occurs locally at substruchlre
un.its due to the turbulence caused by the presence
of the substruchn'e unit.
Bridges over natural water courses shall be
investigated for four different streambed ground
lines. Refer to Figure 200.0 I for an illustration
of these cases.
Case 1 represents the "as-constructed" stream
cross section. For this case, the bridge shall he
designed to withstand the forces from the
AASHTO Groups 1 to VlJ load combinations.
Case 2 represents the long term dry streambed
cross section. i.e. the lias-constructed" stream
cross section minus the depth of the general
scour. For this case, the bridge shall be designed
to withstand the same forces as for Case 1. The
requirements contained in AASHTO 4.4.5.2 need
not be met.
Case 3 represents the streambed cross section
condition for the most critical design flow.
Abutment protection is designed to withstand tlus
event and abutments may be assumed to be
protected from scour for this condition. Piers will
experience the full general and critical flow local
scour. For this case, the bridge shall be designed
to withstand the forces from the AASHTO
Groups I to VI load combinat ions.
Case 4 represents the streambed cross section
conditions for the superflood condition. For tlus
case, all ban.k protection and approach
embankments are assumed to have failed.
Abutments and piers should be designed for the
superflood scour assuming all snbstructure units
have experienced the maximum scour
simnltaneously. For tlus case, the bridge shall be
designed to withstand the following forces: DL +
SF + B + 0.5W. For members designed using the
WSD Method an allowable overstress of 140%
shall be used. For members designed using the
LFD Method a ganuna factor of 1.25 shall be
used.
ParI 3 200-2
(
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n
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et> a
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-_... --... -7
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o
,.
'"
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Figure 200.01
G"oundline Vllriations Due to Seou..
201.10 LATERAL EARTH PRESSURE
(AASHTO 3.20.1)
Roads Section Project Manager, a minimum
differential settlement of 25nul1 may be used in
the design.
For backfiUs compacted in conformance with the
Standard Specifications, active pressure for
unrestrained waUs should be calculated using an
internal angle of friction of 33 degrees unless
recommended otherwise in the Geotechnical
Report.
Differential settlement shall be considered in the
design when indicated in the Geotechnical Report.
The Geotechnical Report should provide the
magnitude of differential settlement to be used in
the design. If not addressed in the Geotechnical
Report, and at the direction of the
Earthquake criteria wiU only be considered in the
design process at the direction of the Road
Sect ion Project Manager. If so directed, reference
is made to AASHTO Division I-A.
Differential settlement, if required, shall be
considered the same as temperature and shrinkage
forces and included in Group IV, V and VI load
combi.nations.
EARTHQUAKES
(AASHTO 3.21)
201.12
DIFFERENTIAL SETTLEMENT
(AASHTO 3.3.2.1)
201.11
Pa..t 3 200-3
... .... - -- -
. . . --
202 DISTRIBUTION OF LOADS
Loads shall be distributed as specified in Section
3 of AASHTO except as clarified or modified in
tltis manual.
In calculating bending moments in multi-beam
precast concrete bridges, conventional or
prestressed, no longitudinal distribution of wheel
load shall be assumed.
202.01 SUPERIMPOSED DEADLOAD
DISTRIBUTION
(AASHTO 3.23.2.3.1.1)
The live load bending moment for each section
shall be determined by applying to the beam the
fraction of a wheel load (both front and rear)
deterntined by the following relations:
The weight of curbs, barriers and sidewalks for
an I-Girder bridge with compnsite concrete deck
shall be distributed as follows:
Load Fract ion = S.
D
Where
i) Eqnally over all girders
ii) Equally over all girders under the sidewalk
iii) If there is no sidewalk, curb and barrier shall
be distributed 60% to the exterior girders and
40% to the interior girders.
S = 12 NL + 9
Ng
0=5 + NL + (3- 2NL) ( I - ~ )'when C<;3
10 7 3
Each girder shall be designed for the condition
that causes highest stresses. Girders shall in no
way be designed for loads less than that specified
in AASHTO Section 3.
D = 5 + NL when C>3
10
In calculating the number of lanes of live load on
the superstructure, the entire cross section of the
superstructure shall be considered as one llItit
with the number of lanes of live load equal to the
out-to-out width of the deck in meters divided by
4.27. Do not reduce this number for multiple
lanes as specified in AASHTO 3.12.1 nor round
to a whole number as specified in AASHTO
3.6.3.
W = overall width of bridge in meters
NL = total number of traffic lalles from
AASHTO Article 3.6
0.7
0.8
1.0
2.2
Non-Voided Rect
Recl. wI Circular Voids
Box Section
Channel
I
Multi-Beam
L = span length in meters
Ng = number of longitudinal beams
C = K(WfL), a stiffness parameter
CONCRETE BOX GIRDERS
(AASHTO 3.23.2.3.2.2)
PRESTRESSED VOIDED SLABS
(AASHTO 3.23.4.3)
202.02
202.03
The equations for distribution of bve load
contained in the Fifteenth Edition (1992)
including the 1993 and 1994 Interims, shall not
be used. Refer to Distribution of Loads in
Section 202.02 of this mannal for criteria on
distribution of loads.
The equations for distribution of bve load
contained in the Fifteenth Edition (1992)
including the 1993 and 1994 Interims shall not be
used. The new distribution factors in the latest
edition, initially changed in the Fourteenth Edition
(1989), are based on tests on T-beams and are not
deemed appropriate for voided slabs or box
beams. Instead, the equations in the Thirteenth
Edition (1983) as repeated below shall be used to
distribute live loads:
202.04 PRESTRESSED BOX BEAMS
(AASHTO 3.23.4.3)
ParI 3 2004
202.05 LATERAL TENSIONING OF
MULTI-BEAM UNITS
(AASHTO 3.23.4.1)
Each lateral tensioning tie shall consist of a 38
millimeter diameter mild steel bar tensioned to
13,560 kg. Tensiou in the 38 millimeter diameter
mild steel should be applied by the turn of nut
method. The designer should determine the
number of turns of the nut required to achieve the
13,560 kg force. This value should be shown on
the plans.
A36M steel bars for the tie normally come in 6
meter lengths. the final total length of the tie
should be made using threaded couplers; not
welded splices. When couplers are used, the hole
tln'ough the diagram should be increased from the
normal 64 millimeter to 102 millimeter diameter
to acconnnodate the couplers.
1. y(Gamllla) FacioI'
The y (gannna) factor is the most basic of the
tlnee. It varies in magnitude from one load
combination to another, but it always applies to
all the loads in a combination. Its main effect is
stress control that says we do not want to use
more than about 0.8 of the ultimate capacity. Its
most conunon magnitude, 1.3 lets us use 77%.
Earthquake loads are not factored above 1.0
because we recognize that stresses in the plastic
range are allowed, as long as collapse does not
occur.
An example may be given to justify the use of
ganUlla of 1.3 for dead load. Assuming the live
load being absent, the probable upper value of the
dead load could be a nlinimum of 30% greater
than calculated. For a simple structure this
percentage may be as follows:
Adequate means shall be used to ensure that the
ties are adequately protected from corrosion. the
rod, Illlt and bearing plate shall be galvanized in
accordance with ASTM AI53 (AASHTO M-
232).
202.06 LIVE LOAD DISTRIBUTION
(AASHTO 3.6.3 AND 3.12.1)
10%
5%
5%
10%
30%
due to excess weight.
due to misplaced rebar
structure behavior approximation
stress increase (actual vs. cales.)
Total variation assumed to occur
concurrently at the section most
heavily stressed.
(
In designing tbe superstructure, the live load
distribution factors sball not be reduced for
multiple lanes as specified in AASHTO 3.12. I or
rounded to a whole number as specified in
AASHTO 3.6.3. These two reductions apply to
substructure design only.
203 LOAD FACTORS
An essential feature of Load Factor Design (LFD)
requires raw design loads or related internal
moments and forces to be modified by specified
load factors (y, gamma and p, beta), and
computed material strengths to be reduced by
specified reduction factor (<I>, phi).
These are safety factors whicb ensure certain
margins for variation. The tln'ee different kinds
of factors are each set up for a distinct purpose,
each independent of the other two. In tlus way,
anyone of them may be refined in the future
without disturbing tbe other two.
2. P (Bela) FacioI'
The second factor, p(beta), is a measure of the
accuracy with which we can predict various kinds
of loads. It also reflects the probability of one
load's simultaneous application with others in a
combination. It applies separately, with different
magnitudes, to different loads in a combination.
For example, it is usually 1.0 for dead load. It
varies from 1.0 to 1.67 for live loads and impact.
Due regard has been given to sign in assiglung
values to beta factors, as one type of loading may
produce effects of opposite sense to that produced
by another type. The load combinations with
Po=0.75 are specifically included for the case
where a higher dead load reduces the effects of
other loads.
Pal'l 3 200-5
The beta factors for prestressing force effects are
set so that when multiplied by the respective
gamma factor, the product is ulliiy. Beta of 1.67
for live load plus impact from H loads reflects
AASHTO's way of handling permit loads.
3. <I> (Phi) Factor
<I>(phi), the third factor, relates to materials and is
called either a capacity reduction factor or a
strength reduction factor. Its purpose is to
account for small adverse variations in material
strength, workmanship, and dimensions. It
applies separately to different magnitudes for
various load effects in reinforced concrete, and
various manufacturing processes in prestressed
concrete. Since <I> relates to materials rather than
loads, its values are given in the various material
specifications. For struclural steel it is almost
always 1.0. For concrete it varies from 0.7 to
1.0.
Part 3 200-6
SECTION 300
REINFORCED CONCRETE
(AASHTO 8.14.1)
301 GENERAL
Reinforced concrete design criteria shall be as
301.01 CONCRETE (AASHTO 8.2)
In accordance with the applicable provisions of
AASHTO, the Strength Design Method (LFD)
shall be used for the design of all reinforced
concrete members except where such members
are to be below grade or intended for water
retention, then the Service Load Design Method
shall be used.
Concrete for highway structures shall have the
following minimum cylinder strengths, unless
otherwise directed by the Project Manager:
Deformed Round Steel Bar Reinforcement,
AASHTO M 31M Grade 400
Concrete shall be reinforced only with fusion
bonded epoxy coated reinforcement steel
conforming to AASHTO M 31M (ASTM
A615M) Grade 400 as follows:
Decks except barriers
Abutments
Piers except footings
Drilled Shafts
All other
f 'c = 280 kg/cm'
f 'c = 210 kg/cm'
f 'c = 280 kg/cm'
f 'c = 280 kg/cm'
f 'c = 210 kg/cm'
301.04 REINFORCEMENT
(AASHTO 8.15.2.2)
For Design Load use Concrete Weight = 2500
kg/m
3
Class K 250 Concrete Design Parameters
f 'c = 210 kg/cm'
fc = 80 kg/cm'
Ec =220 000 kg/cm'
f 'c = 280 kg/cm'
fc = 110 kg/cm'
Ec = 255 000 kg/cm'
f'c =350 kg/cm'
fc = J40 kg/cm'
Ec = 283 000 kg/cm'
301.02 DIAPHRAGMS (AASHTO 8.12.3)
Reinforced concrete box girder diaphragm criteria
shall be the same as for post-tensioned box
girders as specified under Diaphragms in Section
402.06 of this manual.
fy =4 080 kg/cm'
fu = 6 120 kg/cm'
fs = I 680 kg/cm'T or C in beams
Es = 2 039 470 kg/cm'
Spiral Reinforcement and Welded Wire
Fabric
Steel Bars used as Spirals, AASHTO M
31M Grade 400
Steel Wire used as Spirals, AASHTO M
32
Welded Wire Fabric used as reinforcement
in concrete and mortar, AASHTO M 55
302 SLAB DESIGN
Slabs shall be designed in accordance with the
criteria specified in Section 3 of AASHTO except
as clarified or modified below.
All reinforcing bars are to be epoxy coated bars.
All reinforcing bars shall be straight bars top and
bottom. The use of truss bars will not be
permitted.
Part 3 300-1
Use the AASHTO method for load distribution
on slabs except for unusual loads or unusual
structures such as single cell boxes.
The minimum clearance for top reinforcing in
new decks shall be 50 millimeters with 50
millimeter Asphaltic wearing surface and the
minimum specified concrete strength (f 'c) shall
be 280 kg/cnl.
For skews less than or equal to 20 degrees the
transverse bars shall be placed parallel to the
skew. For skews greater than 20 degrees the
transverse bars shall be placed normal to the
girders.
Use of steel stay-in-place forms should be
considered during design for steel girder or
precast girder bridges for special conditions only.
Some circumstances which warrant such
investigation include: bridges over heavily
traveled roads, bridges over live streams and
bridges over deep canyons. A discussion on their
use shall be made in the Design Concept Report.
If use of steel stay-in-place forms is not
recommended during design, they will not be
allowed during construction due to the extra dead
load. Contractor requests for usage during
construction will not be approved.
302.03
302.04
302.05
PROTECTION AGAINST
CORROSION
(AASHTO 8.22.1)
DISTRIBUTION METHOD
(AASHTO 3.24.3)
RAILING LOADS
(AASHTO 3.24.5.2)
The deck slab span length for AASHTO
girders shall be the clear distance between the
top flanges plus one-half the flange width.
302.01
302.02
SPAN LENGTHS
(AASHTO 3.24.1.2)
SLAB TillCKNESS
(AASHTO 8.11.1)
When barriers are located at the deck edge, the
deck shall be designed to resist both the axial
force and the bending moments due to all dead
loads and horizontal rail load or due to all dead
loads plus vertical wheel loads, whichever is
critical.
The thickness of new deck slabs shall be
designed in J0 m.illimeter increments with the
minimum thickness as shown below, unless
otherwise directed by the Project Manager.
Up to
1.801 to
2.101 to
2.401 to
2.701 to
3.00 I to
3.30J to
3.601 to
1.800
2.100
2.400
2.700
3.000
3.300
3.600
3.900
190
200
210
220
230
240
250
260
Where S =Design span as defined in AASHTO
3.24.1 and above.
t = Minimum thickness of deck slab.
Part 3 300-2
SECTION 400
PRESTRESSED CONCRETE
401.02 ALLOWABLE STRESSES-
CONCRETE (AASHTO 9.15.2.2)
401 DESIGN CRITERIA
401.01 GENERAL
Prestressed design criteria shall be as specified
in Section 9 of AASHTO except as clarified or
modified in tlus manual.
The maximum allowable tensile stresses in a
precompressed tensile zone at service load after
losses have occurred shall be in accordance with
AASHTO except as modified below:
Load COllditioll Allowable
Stress
Members shall be designed to meet both Service
Load Design and Strength Design (Load Factor
Design) criteria as specified in AASHTO.
Girder DL + Prestress
Total Service Load
o
0 . 8 ~
Shear design shall be in accordance with
Ultimate Strength Design Method contained in
the latest AASHTO Specifications.
Prestressed concrete members shall be
reinforced for diagonal tension stresses. Shear
reinforcement shall be placed perpendicular to
the axis of the member with spacing not-to-
exceed tlu'ee-fourths the depth of the member.
Prestressing steel for precast prestressed
members and cast-in-place post-tensioned
members shall be 12.50 nullimeter diameter
"Uncoated Seven-wire High Tensile Cold
Drawn Low Relaxation Strand for Prestressed
Concrete" as specified in ASTM A416, Grade
270 with f' c = 18 360 kg/cm
2
and Eps = 2
039 470 kg/cm
2
Use of 15.20 millimeter
diameter strand is allowed for cast-in-place
post-tensioned members only.
401.03 SHEAR (AASHTO 9.20)
The yield point stress of prestressing steel, f*y,
may be assumed equal to 0.90 f 'c for low
relaxation strand.
Prestress losses shall be calculated in accordance
with AASHTO Article 9.16.2.1. The estimated
losses contained in Table 9.16.2.2 and Article
9.16.2.2 shall not be used.
Section properties shall be based on gross area of
members. Use of the transformed area of bonded
reinforcement shall only be used for unusual
structures and only when approved.
Web reinforcement for shear shall consist of
rebars; not welded wire fabric.
The minimum top cover for slab reinforcement
specified in AASHTO Article 9.25.1.2.1 shall be
50 nuII imeters with 50 millimeter Asphaltic
wearing surface.
Expansion and contraction design criteria shall be
as specified in Part 3, Section 600 of this manual.
The critical sections for shear in simply
supported beams will usually not be near the
ends of the span where the shear is a maximum,
but at some point away from the ends in a
region of lugh moment.
For the design of web reinforcement in simply
supported members carrying moving loads, it is
reconunended that shear be investigated only in
the nuddle half of the span length. The web
reinforcement required at the quarter points
should be used throughout the outer quarters of
the span if the critical shear section is included
within the design section.
For continuous bridges whose individual spans
consist of precast prestressed girders, web
reinforcement shall be designed for the full
length of interior spans and for the interior
tlu'ee-quarters of the exterior span and based on
the critical shear design section.
Part 3 400-1
402 POST TENSIONED BOX
GIRDER BRIDGES
normal to girder for sloping exterior webs).
Interior webs shall be constructed vertical.
402.01 GENERAL 402.06 DIAPHRAGMS (AASHTO 9.10)
Allow an extra 80mm movement per 100 meters
of gi.rder length for long-term creep and
shortening due to post-tensioning.
The following concrete strengths are the desired
strengths to be used. Higher strengths may be
used if approved by the Abu Dhabi Roads Section
Project Manager.
Post-Tensioned Box Girder Bridges shall be
designed 111 accordance with AASHTO
specifications. Girders shall be designed by
Working Stress Method and checked by the
Ultimate Strength Method (Load Factor Design).
The deck slab is to be designed by the Working
Stress Method.
A single 250 millimeter thick intermediate
diaphragm shall be placed at the midspan for all
bridges. Special consideration for additional
diaphragms should be given to box girders with
large skews, curved boxes and boxes over 2
meters in depth. Diaphragms shall be placed
parallel to abutments and piers for skews less
than or equal to 20 degrees and normal to girders
and staggered for skews over 20 degrees.
Diaplllagms shall be cast integral with gi.rder
webs.
DEFLECTIONS (AASHTO 9.11) 402.07
The deflection shall be calculated using dead load
including barriers, but not the future wearing
surface, gross section properties and calculated
final losses. The additional long term deflection
shall be calculated by multiplying the deflection
by two. An additional parabolic shaped
deflection with a peak equal to 30 millimeters per
100 meters should be added to the total deflection
for simple spans. The final long term deflection
shall be the sum of the deflection, the additional
long term deflection and the additional deflection
for simple spans. The camber shown on the plans
shall be the fmal long term deflection.
f ' c = 290 kg/cm' minimum.
f'c = 350 kg/cm' minimum
f'c = 420 kg/cm' maximum
CONCRETE
(AASHTO 9.2 AND 9.22)
BEARING PADS
CREEP AND SHRINKAGE
(AASHTO 9.4)
402.02
Initial
402.04
Final
402.03
Minimum top slab thickness shall be 200
millimeters. Minimum bottom slab thickness
shall be 150 millimeters. Minimum web
thickness shall be 300 millimeters (measured
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.
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.
In calculating the stress in the prestressing steel
after seating, the friction and anchor set losses
only should be included. For post-tensioned
members, overstressing For short periods of time
to offset seating and friction losses is permitted
but the maxinltlm allowable jacking stress for low
relaxation strand shall be limited to 0.78 I' 's.
ALLOWABLE STRESSES -
PRESTRESSING STEEL
(AASHTO 9.15.1)
ALLOWABLE STRESSES
CONCRETE (AASHTO 9.15.2)
402.08
402.09
FLANGE AND WEB
THICKNESS - BOX GIRDERS
(AASHTO 9.9)
402.05
Part 3 400-2
For creep of concrete, the variable fcds should be
calculated using the total dead load applied after
prestressing, including the 120 kg/nil future
wearing surface.
For multi-span bridges, the cable path should
have its low point at the midspan. Design should
be based on usage of galvanized rigid ducts with
K =0.00000066 and ~ l =0.25. Anchor set losses
should be based on 16 millimeter set.
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 (AASHTO 9.24)
may be used.
Special consideration shall be given to bridges
supported on falsework with large openings where
deflections conld 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 precompressed
tensile zone shall be limited to zero.
FLANGE REINFORCEMENT
(AASHTO 9.24)
METHOD OF ANALYSIS
402.13
Reinforcing in the bottom slab of box girders
shall conform to the provisions of AASHTO
8.17.2.3 except that the nunimum distributed
reinforcing in the bottom flanges parallel to the
girders as specified in AASHTO 8.17.2.3.1 shall
be modified to be 0.30 percent of the flange area.
2) Section properties at the face of the support
should be used throughout the support; i.e.
the solid cap properties should not be
included in the model.
402.14
Calculations shall include the shear due to
secondary moment and cable shear. For curved
box girder bridges, the shear due to torsion shall
be included.
I) The bottom slab, in the VICll1lty of the
intermediate support, may be flared to
increase its thickness at the face of the
support when the required concrete strength
exceeds 320 kg/cnl. When thickened, the
bottom slab thickness should be increased by
a milumum of 50 percent. The length of the
flare should be at least one-tenth of the span
length (measured from the center of the
support) unless design computations indicate
that a longer flare is required.
The superstructure may be designed using the
system as described below:
LOSS OF PRESTRESS
(AASHTO 9.16)
FLEXURAL STRENGTH
(AASHTO 9.17)
SHEAR (AASHTO 9.20)
402.10
402.11
402.12
The value of "d" to be used in shear calculations
shall be the larger of the calculated "d" value or
0.8 times the overall effective depth.
Girder webs will be designed for shear using the
Ultimate Strength Method according to the 1979
Interim AASHTO Standard Specifications. The
maximum girder web stirrup spacing will be 300
mm within 6 meters from the front face of the
abutment diaphragms. Tlus will eliminate the
need for re-spacing the web stirrups at the point
of web flare if the post-tensioning system requires
flaring.
Horizontal
accordance
9.20.4.
shear shall be investigated in
with the provisions of AASHTO
3) Negative moments should be reduced to
reflect the effect of the width of the integral
support.
4) Dead load forces should not produce any
tension in the extreme fibers of the
superstructure.
5) The superstructure should be designed as a
tIIut with the number of live loads applied in
accordance with Section 202.02 of this
manual.
For box girders with severe sloping webs or
boxes over 2 meter deep, transverse flange
forces induced by laterally inclined longitudinal
post-tensiOlung shall be considered in the design.
Pal't 3 400-3
Single span structures should be jacked from one
end only. Symmetrical two span structures may
be jacked from one end only or jacked from both
ends. Unsymmetrical bridges should be jacked
from one end or both ends as required by the
design. Three span or longer structures should
be jacked from both ends.
Several prestressing systems should be checked
to verify that the eccentricity and anchorage
details will work. In determining the center of
gravity of the strands, the Z faclor, the difference
between the center of gravity of the strands and
the center of the ducts, shall be considered. For
structures over 120 meters in length, in
determining the c.g. of the strands, the diameter
of the ducts should be oversized by 13
millimeters to allow for ease of pulling the
strands.
For horizontally curved bridges, special care
shall be taken in detailing stirrups and duct ties.
Friction losses should be based on both vertical
and horizontal curvatures. In designing for
horizontal curvatnre, the exterior web with the
smallest radius shall be used. Consideration to
the 5% variation allowed per web shall be
included.
The Release Deflection equals the deflection the
prestress girder undergoes at the time of strand
release. The Release Del1eclion includes the dead
load of the girder and the release prestressing
force (including the effects of elastic shortening).
The Initial Deflection equals the del1ection the
prestress girder undergoes at the time of erection
prior to the diaplu'agm or deck pours. The Initial
Deflection includes the deflection due to the dead
load of the girder, the initial prestressing and the
effects of creep and sluinkage 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, diaplu'agms and
barriers and the effects of long term creep on the
composite girders. The effects of the 120 kg/m
2
future wearing surface shall be exclnded from
deflection calculations.
Minimum build-up at the edge of Type mgirders
and smaller shall be 15 millimeters. For Type IV,
V and Vl girders the minimum build-up shall be
25 millimeters. This minimum build-up at the
critical section will ensure that the flange of the
gi,-der will not encroach into the gross depth of
the slab.
403 PRECAST PRESTRESSED
CONCRETE
Concrete for highway structures shall have a
minimum specified initial and final concrete
strengths as shown below. Higher strength
concrete may only be used when required by
design and when approved.
403.01 CONCRETE (AASHTO 9.2)
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 15
millimeters will be allowed for random
occurrences.
The Release, Initial and Final Deflections shall be
shown on the plans. Deflections shall be shown
in centimeters at the tenth points.
For pretensioned members, overstressing the
prestressing steel above the initial stressing limit
for short periods of time to offset seating losses is
not permitted.
Initial
Final
403.02
f' ci = 290 kg/cm
2
Min
f 'ci = 320 kg/cm
2
Max
f' c = 360 kg/cm
2
Min
f' c = 420 kg/cm
2
Max
DEFLECTIONS (AASHTO 9.11)
403.03 ALLOWABLE STRESSES-
PRESTRESSING STEEL
(AASHTO 9.15.1)
Part 3 400-4
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.
CONCRETE (AASHTO 9.15.2)
The location of the harped point of the strand
should be located as required by design with the
preferable locations being near the 1/10 of the
span as measured from the midspan of the gUder.
404 PRESTRESSED IGIRDERS
404.01 GENERAL
The value of relative humidity to be used in
calculating slu'inkage losses, shall be the value of
relative humidity at the bridge site.
For creep of concrete, the variable f,,,,, should be
calculated using the total dead load applied after
prestressing including the 120 kg/m' future
wearing surface.
For girders with required concrete release
strengths of 320 kg/cm' or less, the time of
release may be assumed to be 18 hours. For
specified strengths over 320 kg/cm' the time of
release should be increased accordingly. For
precast girders, the final losses shall include
release losses.
(AASHTO 9.16)
Precast Prestressed I-Girder Bridges shall be
designed U1 accordance with AAS HTO
specifications. Girders shall be designed by
Working Stress Method and checked by the
Ultimate Strength Method (Load Factor Design).
The deck slab is to be designed by the Working
Stress Method USUlg a max.unum allowable stress
of Fe = 110 kg/cm?, Class K 335.
The slab and diaplu'agm dead load is to be
supported by the gU'ders only.
The Girders are to be designed as a composite-
section, simply-supported beams for Live Load
and Impact and all superinlposed dead loads.
Negative moment reinforcement is to be designed
over the intermediate supports considering span
continuity and all loads.
The dead load shall be assumed to be unsupported
and carried by the girders only. Use of masked
strands for debonding shall not be allowed.
The value of "d" to be used in shear calculations
shall equal the depth of the beam plus the
effective depth of the slab with a minimum d =
0.80 times the overall depth. The shear shall be
calculated assuming full continuity for composite
dead load and live load plus impact.
For single span structures, use the shear design
spacing at the 1/4 point for sections from the end
of the beam to the 1/4 point. For continuous
multi-span structures, use the shear design
spacing required from the 1/4 point to the pier for
the section from the 1/4 point to the abutment end
to obtain a synunetrical reinforcing pattern for all
girders.
Final f' c = 350 kg/cm? minimum
f'c = 420 kg/cm? maximum
f' ci = 280 kg/cm? minimum.
f' ci = 350 kg/cm? maXU11llm.
CONCRETE
The following concrete strengths are the desired
strengths to be used. Higher strengths may be
used if approved by the Abu Dhabi Roads Section
Project Manager.
404.02
Initial
Contumity designs will include sluinkage and
creep moments as required by AASHTO Article
9.7.2.1.
Note: 350 kg/cm? release strengths can be
usually obtained within j 8 hours, but require 4 to
6 additional hours for each additional 7 kg/cm?
required above 350 kg/cm? Permission is
requu'ed from the Abu Dhabi Roads Section
Project Manager for release strengths above 350
kg/cm? and final strengths above 420 kg/cm?
SHEAR (AASHTO 9.20)
METHOD OF ANALYSIS
403.06
403.07
Pal'l 3 400-5
The maximum allowable stresses are to be in
accordance with AASHTO except as modified
below:
Allow an extra 40 nun movement per 100 meters
of girder length for long-term creep and
shortening due to prestressing.
Load Condition Allowable
Siress
Girder DL + Prestress
Total Service Load
o
0&/fC
Elastomeric bearing pads will be a maximum
width of 50 mm less than the normal width of the
bottom flange to accommodate the 20 111111 side
chamfer and should be set back SO mm from the
cnd of the girder to avoid spalling of the girder
ends.
The effective flange width will be as specified by
AASHTO except for Type V and standard and
modified type VI girders where the requirement of
12 times the slab thickness plus web thickness
will be increased by 430 mm.
Use a creep factor of 3 when calculating long
term deflections.
404.03 EFFECTIVE FLANGE WIDTH
(AASHTO 9.8 AND 8.10.1)
404.07
404.08
CREEP FACTOR
FRAMES AND CONTINUOUS
CONSTRUCTION (AASHTO
9.7.2)
A single 300 millimeter thick intermediate
diaphragm shall be placed at the midspan for all
spans over 12 meters. For skews less than or
equal to 10, place the diaphragms parallel to the
skew. For skews greater than 10, the
diaphragms shall be staggered and placed normal
to the girders.
Girders will be designed for shear using the latest
AASHTO Standard Specifications. The depth to
be used in the calculation of shear will be the
depth of the beam plus the depth of the of the
slab. If composite action is fully developed, the
shear will be calculated assuming full continuity
for composite dead load and live load plus
impact.
404.04
404.05
404.06
SHEAR
INTERMEDlATE DIAPHRAGMS
(AASHTO 9.10)
BEARING PADS
Girders shall be designed as composite section,
simple supported beams for live load plus impact
and composite dead load. The superstructure
shall be constructed continuous with the negative
moment reinforcing desigoed considering
continuity over intermediate supports for live load
plus impact and composite dead loads. The
positive moment connection may be designed
using the method described in the PCA
publication "Design of Continuous Highway
Bridges with Precast, Prestressed Concrete
Girders". In determining the positive restraint
moment, use 30 days as the length, of time
between casting the girders and deck closure. The
development length of the strands may be based
on the criteria contained in Report No. FHWA-
RD-77-14, "End Connections of Pretensioned 1-
Beam Bridges" November 1974. In determining
the number and pattern of strands extended,
preference shall be given to limiting the number of
strands by increasing the extension length and
alternating the pattern to increase constructability.
Laminated .neoprene bearing pads should be used
for relatively light reactions and moderate
superstructure movements.
Pot type bearings should be used for heavy
reactions, large superstructure movements and
superstructure on horizontal curve alignment.
Part 3 400-6
404.09 DIFFERENTIAL SHRINKAGE
(AASHTO 9.13.3.3)
406 PRESTRESSED BOX BEAMS
Differential shrinkage should be considered in the
design when the effects become significant and
when approved by the Project Manager.
AASHTO Type V and Type VI modified girders
should be used in place of Type V and Type VI
regular girders whenever possible.
END BLOCKS 450 MILLIMETERS LONG
SHALL BE PROVIDED AT EACH END
AND SUFFICIENT STEEL SHALL BE
PROVIDED IN THE END BLOCKS TO
RESIST THE TENSILE FORCES DUE TO
THE PRESTRESSING LOADS.
406,01
406.02
END BLOCKS
DIAPHRAGM
The theoretical build-up depth shall be ignored for
calculation of composite section properties.
405 PRESTRESSSED VOIDED SLABS
Diaplu'agms, cast within the beam, shall be
provided at the midspan for spans up to 15
meters, at the tbird points for spans from 15 to 22
meters and at quarter points for spans over 22
meters.
End Blocks should be 380 millimeters long with
sufficient steel provided to resist the tensile forces
due to concentrated prestressing loads.
Diaphragms shall be cast within the slab at
midspan for spans up to 12 meters and at third
points for spans over 12 meters.
One lateral tie shall be provided tlu'ough each
diapluagmlocated at the mid-depth of the section.
However, for the 990 millimeter and 1065
millimeter deep 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.
405.01
405.02
405.03
END BLOCKS
DIAPHRAGMS
LATERAL TIES
406.03
406.04
LATERAL TillS
SHEAR KEYS
One lateral tie shall be provided tlu'ough each
diaphragm located at the mid-depth of the section.
After shear keys have been filled with an
approved non-shrink, low slump mortar, lateral
ties shall be placed and tightened.
405.04 SHEAR KEYS
After shear keys have been filled with an
approved non-slu'ink mortar, lateral ties shall be
placed and tightened.
405.05 BARRlERS
Barriers shall have a 6 millimeter 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.
Part 3 400-7
The stress cycle case to be used in AASHTO
Table 1O.3.2A shall be Case T.
SECTION 500
STRUCTURAL STEEL
501 DESIGN CRITERIA
SOLOS LOAD CYCLES (AASHTO 10.3.2)
Structural steel design criteria shall be as
clarified or modified in tllis manual.
The Service Load Design Method (Allowable
Stress Design) shall be used except that the
Strength Design Method (Load Factor Design)
may be used for major or unusual structures when
approved.
Intermediate stiffeners shall be placed only on the
inside face of exterior girders.
Where applicable, the Charpy V-Notch impact
requirements for structural steel shall be for
Temperature Zone I at elevations less than 1800
meters and Temperature Zone 2 at elevations
1800 meters and higher, unless otherwise directed
by the Project Manager.
CHARPY V-NOTCH IMPACT
REQUIREMENTS
(AASHTO 10.3.3)
501.06
GENERAL
DESIGN METHODS
501.01
501.02
The preferred maximum tllickness of tension
flanges is 50 millimeters. Tension flanges thicker
than 50 millimeters shall be normalized.
Materials shall conform with the requirements of
AASHTO Article 10.2 with the selection based
on stress requu'ements and overall economy.
501.03 MATERIALS (AASHTO 10.2)
The number and location of girder shop and field
splices shall be determined so as to m.itlimize
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.
501.04 ALLOWABLE FATIGUE
STRESS (AASHTO 10.3.1)
Splices, stiffeners, shear connectors and bracing
details shall be designed using categories A
through C details in order to linlit the fatigue
stress.
Category E details shall not be used.
Par13500-1
" . J - ~ ' . r o .
i. __ .--_
SECTION 600
EXPANSION AND
CONTRACTION
601 MOVEMENT CRITERIA
To aUow for the effects of long term creep and
shrinkage in post-tensioned box girder bridges,
the following additional shortening shall be
included:
(
601.01 MOVEMENT RATING
Joints:
Bearings:
40 mm per 100 meters.
80 nun pel' 100 meters.
Mean temperature and temperature ranges shall
be as specified in Section 201.08 of this manual.
To aUow for the effects of long term creep and
slu'inkage in precast prestressed concrete
members, the following additional Shortening
shall be considered:
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 except as modified below:
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 or prestressing. Acconunodation
of thermal and shortening movements will entail
consideration of deck expansion joints, bearing
systems, restraining devices and the interaction of
these three items.
Published movement ratings are usually based on
the difference between the maximum and
minimum opelungs without consideration to the
required minimum instaUation width. In
deternuning the movement rating, consideration
must be given to the instaUation width required to
install the seal element.
602 DECK JOINTS
602.01 GENERAL
The movement rating for joints for steel structures
shaU be based primarily on the thermal expansion
and contraction characteristics of the
superstructure, wlule for concrete structures the
effects of shortelling due to creep and sluinkage
and where applicable, prestressing shaU also be
added. Movement ratings shaU be based on
temperature variations as measured from the
assumed mean temperature.
I) The type of anchorage system to be used.
2) The method of joint termination at the
ends.
3) The method of I'UlUling joints tlu'ough
barriers, sidewalks and/or medians.
4) Physicallirnitation on size of joints.
5) Susceptibili.ty 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.
Items requiring attention include:
Other factors which should be considered in
deternurung 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.
20 nUll per 100 meters.
40 nun per 100 meters.
Joints:
Bearings:
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
aUow for movement in the umestrained 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.
Part 3 600-1
list of approved joint types which can be obtained
from the Project Manager.
The compression seal element should have a
shape factor of l:l (width to height) to minimize
side waU pressure. The size of the compression
seal shall be specified on the plans.
Effective movement ratings for this type of joint
range up to 50 millimeters. Advantages for this
type of joint include its low cost, proven
performance and acceptance for use on pedestrian
walkways. However, this type of joint can not be
unbolted and easily raised, generates pressure and
is not good for high skews or horizontal
directional changes.
Strip seals should generaUy conform to the details
shown in the structure detail drawing titled "Strip
Seal Joint". Proprietary alternates to this detail
other than those shown on the detail drawing wiU
not be allowed.
Modular joints are very complex joint systems.
Effective movement ratings range from 100
millimeters up to 750 millimeters. Modular joints
are the best choice for movement ratings over 100
millimeters.
Effective movement ratings for this type of joint
range up to lOa millimeters. This type of joint is
best used when the movement rating is beyond the
capacity of compression seals and for large
skews. Strip seal joints will reqnire cover plates
for pedestrian walkways.
Available types of joints include compression
seals, strip seals, and modular Jomts.
Compression seal joints and strip seal joints are
generic and should be dctailcd on the plans, by
standards and/or covered in the special
provIsIOns. Modular joints are proprietary and
require that the designer specify aUowable 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 designer 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 plans:
I) Blockout details showing a second pour,
including blockout dimensions and
additional reinforcing required.
2) Required end treatment in barriers or
curbs, including enough detail or
explanation to accommodate each of the
proprietary systems selected (i.e. cover
plates, etc.).
3) Consideration to traffic control m
determining section pattern lengths.
4) Movement rating.
5) Assumed temperature and opening at time
of installation with temperature correction
factors.
6) Actual horizontal length of joint measured
from inside of barrier face to inside of
barrier facc corrected for skew.
The following features of joints should be
specified in the specifications:
602.02
602.03
602.04
COMPRESSION SEALS
STRIP SEALS
MODULAR JOINTS
I) 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 meter
from face to face of barrier).
A general discussion of joint types foUows.
However, for modular joints the actual selection
of the specific alternates should be made from the
603 BEARINGS
603.01 GENERAL
Unlike joints, where the opening can be adjnsted
if the ambient temperature at the time of
construction is different than the assumed mean
temperature, bearings must be designed to be
installed at temperatures other than the mean
temperature. For tltis reason, the movement
Part 3 600-2
rating should be based on the full temperature
range and not the rise or fall from a mean
temperature.
due to prestressing is greater than 25 millimeters
and where the movement rating including elastic
shortening, long term creep and shrinkage and
temperature is greater than 40 millimeters.
Generally, bearing pads shall be Durometer 60 -
Elastormer with steel reinforcement.
Elastomeric bearing pads shall conform to the
requirements of Section 14 of AASHTO. 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 plans:
Length, width and thickness of pad
Durometer Hardness
Design Method (A or B)
Design Load
Low Temperature Zone (A, B or C)
Elastomer Grade (0, 2 or 3)
Shear Modulus
Calculation of the movement rating shall include
thermal movement and anticipated shortening due
to creep, shrinkage and prestressed shortening.
For cast-in-place post-tensioned concrete box
girder bridges both the elastic and loug term
prestress shortelling effects shall be considered.
An initial offset of the top sliding surface from the
centerline of bearing should be calculated and
shown on the plans so that the top sliding surface
will be centered over the bottom sliding surface
and the centerline of bearing after all shrinkage,
creep and post-tensioning shortening has taken
place in the sperstructure.
Permissible bearing types include neoprene strips,
elastomeric bearing pads, steel bearings, sliding
elastomeric bearings and high-load multi-
rotational bearings (pot, disc or spherical).
603.03 ELASTOMERIC BEARlNG
PADS
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
mnlti-rotational bearings are proprietary bearing
types and require that the designer include a
Bearing Schedule in the plans. It is the
responsibility of the designer to review the Stored
Specification to ensure that the bearings are
properly specified 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
plans with proprietary alternates allowed.
Normally Design Method A will be used in
design, however, where only steel reiluorced pads
will work Design Method B may be used provided
the special testing is performed.
The following should be used as a guide for
determining low temperature zones:
Elevatioll (meters) Zone
Below 900 A
900-1800 B
1800 and above C
All bearings types except elastomeric bearing
pads shall be designed for impact.
Neoprene strips consist of a sliding plate on a
continuous neoprene pad. Where appropriate,
neoprene strips are the preferred bearing type for
post-tensioned box girder bridges. However,
neoprene strips are not appropriate for the
following applications: curved bridges, skews
greater than 20 degrees, contributing spans
greater than 50 meters, where initial shortening
603.02 NEOPRENE STRIPS
Pads shall have a minimum thickness of 25
millimeters and be designated in 10 millimeter
increments. The use of elastomeric bearing pads
should generally be limited to a thickness not
greater than 100 millimeters. Holes will not be
allowed in the pads.
Width and length dimensions shall be detailed in
even 50 millimeter increments. When used with
prestressed I-girders, pads shall be sized a
minimum width of 50 millimeters less than the
nominal width of the girder base to acconUllOdate
the 20 millimeter side chamfer and shall be set
l
Part 3 600-3
back 50 millimeters from the end of the girder to
avoid spalling of the gU'der 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 widen.ings where existing steel
bearings are to remaul.
Where elastomeric bearing pads with greased
slidulg plates are used on post-tensioned box
girder bridges to limit the requu'ed thickness of
the pad, the pad thickness should be determined
based on temperature movements on.ly, with the
ulitial and long tenll shortening assumed to be
taken by the sliding surface.
appropriate. The pad dimensions and all details
of the anchorage and restraull systems shall be
shown on the plans. The special provisions
should allow for proprietary alternates.
Slidulg e1astomeric bearulgs should be considered
for applications where regular elastomeric bearing
pads would exceed 100 millimeters in height or
where special access details would be required for
other proprietary bearings in such places as
hinges.
603.06 HIGHLOAD MULTI-
ROTATIONAL BEARINGS
603.06.01 Description
Steel bearings may consist of rockers or fixed or
Elastomeric bearing pads are the preferred
bearing type for new steel girders, precast
prestressed girders and post-tensioned box gU'der
bridges where neoprene strips are not appropriate.
603.04 STEEL BEARINGS
High-load multi-rotational fixed bearings consist
of a rotational element of the Pot-type, Disc-type
or Spherical-type. High-load multi-rotational
expansion bearulgs consist of a rotational element
of the Pot-type, Disc-type or Spherical-type.
sliding surfaces to acconUllOdate translation and
guide bars to limit movement in specified
dU'ections when requued.
Steel bearings are not a preferred bearing type
and theu' use should normally be limited to
situations where new bearulgs are to match the
existing bearing type on bridge widening projects.
SLIDING ELASTOMERIC
BEARINGS
expansion assemblies which
requirements specified in
AASHTO.
603.05
comonn to the
Section 10 of Pot bearings consist of a rotational element
comprised of an elastomeric disc totally confUled
within a steel cylinder. Disc bearulgs consist of a
rotational element comprised of a polyether
urethane disc confined by upper and lower steel
bearing plates and restricted from borizontal
movement by limiting rings and a shear restriction
mechanism. Spherical bearings consist of a
rotational element comprised of a spherical
bOllom convex plate and mating spherical top
concave plate.
Slidulg elastomeric bearulgs consist of an upper
steel bearing plate anchored to the superstructure,
a staulless steel undersurface and an elastomeric
pad with a teflon coated upper surface. The
teflon surface shall be attached to a 10 millimeter
minimum thick plate which is vulcanized to the
elastomeric pad. The bearing accommodates
horizontal movement tlu'ough the teflon slidulg
surface and rotation through the elastomeric
bearing with the thickness of the elastomeric
bearulg 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
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 Jllulti-rotational
bearulgs 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
bearulg manufacturer should be consulted.
Part 3 600-4
603.06.02 Rotational Requirements
The rotational requirements of these bearings is
treated in a new way. 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 14).
603.06.03 Use
Use of multi-rotational bearings IS especially
indicated where:
I. Low proftle. high load bearings are
required.
2. Long span. curved. or skewed bridges
and other sinular structures of complex
design are required.
3. Long slender columns or light frames
and members exhibit milulllum 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 t!u'ough 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.
II. Economical. long life. or low
maintenance bearings are desirable.
12. Regular elastomeric bearing pads
would exceed 100 nullimeters 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 respacing of joints to eJinlinate the
need for use of these bearing types should be
considered.
Some structural considerations in use of Illulti-
rotational bearings are listed below. Reference to
"tlus specification" refers to the design criteria
below.
I. Vertical and horizontal loads shall be
assumed to occur simultaneously. All
loads are service loads. MiJumum
vertical loads are for dead loads and
superimposed dead loads excluding the
future wearing surface. Maximum
vertical loads are for dead loads.
superimposed dead loads including the
future wearing snrface. and live loads
and impact.
2. The total recolmnended clearance
between all guidiJlg and guided sliding
surfaces is 1.5 millimeters in order to
linut edge stress on guidiJlg interfaces.
3. Avoid specifying total spacing of more
than 1.5 nullimeters between guides
and guided components where possible.
4. In specifying the horizontal force
capacity of beariJlgs, 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. bent. column. lunge or pier.
(
Part 3 600-5
5. Where feasible provide at least two
fixed or guided expansion bearings
each able to resist all horizontal forces
at each abutment, colunm, 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
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 bearillg 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 bearillg 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 jackillg of the structure.
Jacking points shall be provided in the
structural design.
Part 3 600-6
13. The minimum Structure Rotational, Rs,
of bearings covered in the specification
is 0.0 I radians. Rs comprises live
loads and rotations induced by
construction/erection sequences.
14. The maximum Construction Rotation,
Rc (rotation induced by construction
tolerances), is 0.02 radians. The
designer 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 follows:
Unfilled sheet or woven fiber
PTFE/stainless steel 0.04
Filled PTFE sheet/staillless 0.08
The above coefficients of friction are
based on the average stress and limits
of edge stress of PTFE in this
specification. Out of level installations
within the limits of this specification
and normal in service oxidation of the
staillless steel mating surface. Service
conditions, where exceptional corrosion
of the stainless steel mating surface
may occur, will requile 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 or bent. The
differing deflection characteristics and
differillg rotation characteristics may
result in damage to the bearings and/or
structure.
17. Contract drawings and documents
should contain a Bearillg Schedule (See
Section 603.07, Bearing Schedule).
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
requu'ements should be carefully
considered before specifying them:
A) Vertical loads exceeding
2,250,000 kg.
B) Horizontal loads exceeding
225,000 kg.
C) The simultaneous application
of horizontal and vertical loads
where the horizontal loads
exceeds 75% of the vertical
loads.
D) Triaxial test loading.
E) The requu'ement for dynamic
rotation of the test bearulg
while under vertical load.
9. Allowable coefficient of friction of
slide surfaces.
10. Surface coating requirements and the
appropriate specifications.
II. Seismic requu'ements, if any.
12. Uplift details, temporary attachments
or other requuements.
13. Installation scheme.
14. Bearing preset details, if requued.
Design rotation, movement and other
requirements in the Bearing Schedule should only
refer to the requirements of the strncture where
the bearings are to be used.
603.07 BEARING SCHEDULE
604 RESTRAINING DEVICES
A bearulg schedule shall be included in the
contract drawings and documents and shall
contain the following as a minimum:
Restraining devices are meant to proh.ibit
movement in a specified direction. Restraining
devices shall be designed to resist the imposed
loads ulcluding earthquake as specified III
AASHTO and as modified in Section 200 of tlus
manual.
l. A schedule of all
maximum vertical
service loads.
minimum and
and horizontal
604.01 GENERAL
2. Minimum Structure and Construction
Rotation requuements.
3. Magnitude and dU'ection of movements
at all bearing support points.
4. Quantity, type (fIxed, expansion or
guided expansion).
5. Plan view, aliglUllent and location of all
bem"ing units.
6. Allowable upper and lower bearing
contact pressure.
Restrauling devices could include concrete shear
keys or end blocks, horizontal or vertical cable
restrainers or mechanical restraining devices
which could be an ultegral part of a bearing or a
separate system. Restraining devices to prolubit
vertical displacement at expansion ends, shall be
designed to allow for inspection and future
replacement of bearings.
Allowable restrauung devices include, but are not
linuted to the following: Vertical Fixed
Restrainers, Vertical Expansion Restrainers,
External Shear Keys, Internal Shear Keys and
Keyed Hinges.
7. Fixing or anchorage details and/or
requirements.
604.02 VERTICAL FIXED
RESTRAINERS
8. Grades, bevels and slopes of all
bearings.
Vertical fixed restraulers consist of cable and
appropriate hardware and are designed to allow
Pal'l 3 600-7
rotation but no translation in either horizontal or
vertical directions.
604.06 KEYED HINGE
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.
Vertical expansion restrainers consist of cable
and appropriate hardware and are designed to
allow rotation and longitudinal translation bnt no
transverse translation. Some limited vertical
displacement is allowed to permit replacement of
bearings if required.
604.03
604.04
604.05
VERTICAL EXPANSION
RESTRAINERS
EXTERNAL SHEAR KEYS
INTERNAL SHEAR KEYS
A keyed hinge is a restraining device which limits
displacements in both horizontal directions while
allowing rotation.
For a typical expansion seat abutment where
restraining devices are required, the restraining
devices will consist of vertical expansion
restrainers and external shear keys.
For a typical pinned seat abutment for a post-
tensioned box girder bridge, restraining devices
will consist of vertical fixed restrainers and
external shear keys. For a typical pinned seat
abntment for a prestressed girder bridge,
restrainiJlg devices will consist of vertical fixed
restrainers and external or internal shear keys.
For a typical expansion pier, restraining devices
will consist of vertical expansion restrainers and
internal shear keys.
Internal shear keys are reinforced concrete blocks
designed to limit transverse displacement while
allowing longitudinal and rotational movements.
For a typical pirmed pier, restraining devices will
consist of vertical fixed restrainers and internal
shear keys or a keyed hinge.
Part 3 600-8
Where good soil materials exist near the surface,
shallow foundations in the form of spread
footings will normally be the recommended
foundation type. For foundation units situated in
a stream, spread footings shall only be used when
they can be placed on non-erodible rock. Spread
footings are normally not placed on embankment
material.
SECTION 700
GEOTECHNICAL
701 FOUNDATIONS
701.01 GENERAL
The main purpose of this section is to document
bridge design criteria as related to bridge
foundation geoteclmical issues.
701.02 SPREAD FOOTINGS
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
geoteclmical engineer and the bridge engineer in
design problems involving both fields.
When spread footings are the reconunended
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.
The bridge design group shall size the footing to
ensure that the allowable bearing pressure is not
exceeded for any AASHTO Group Loading and
that the footing is properly sized and reinforced to
resist the maximum applied moments and shears.
The bottom elevations of spread footings shall be
set at the reconunended depth. The minimum top
cover over the top of footings shall be 500
nJ.i..llimeters. If the possibility for differential
settlement is identified, the bridge designer shall
ensure that the entire structure is capable of
structurally resist ing the forces induced by the
differential settlement.
The usual procedure for designing bridge
foundation substructure units is as follows:
The bridge design group 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 reconunended for
each substructure unit including the allowable
loads and required depths.
701.03 PILE FOUNDATIONS
The Geotechnical Engineer is responsible for
preparing the boring logs on construction plans.
They also prepare necessary special provisions
for construction of the foundation elements.
During construction of the bridge foundations, the
Geotechnical Engineer oversees geotechnical
testing, spread footing excavations and piling and
drilled shaft construction. They work closely
with bridge design group to jointly resolve
problems requiring redesign because of changed
site conditions. The bridge design group is
responsible for producing the structural design
and construction documents for the substructure
units as part of the bridge plans.
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 either steel H
piles, steel pipe piles or prestressed concrete piles.
The other type of deep foundation is a bored pile.
Part 3 700-1
recommending when driven piles are to be used,
The type of driven pile to be used, the allowable
capacity of the pile, 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 running the WEAP87 wave
equation computer program to determine the
driveability of the specified piles and to develop
charts or other guidelines to be used by
construction personnel to control the pile driving
process.
701.04 DRIVEN PILES For the most part, bored piles will include a
temporary casing or liner intended to preclude the
intrusion of earth into the hole during the boring
operation and a permanent casing or liner that
will remain in place and not be withdrawn during
the concreting process. The temporary casing
will be advanced a sufficient depth into rock to
provide a seal against water inflow. The
temporary casing shall be clean and free of water
before the permanent casings or liners, reinforcing
steel and concrete are placed.
The bridge design group is responsible for
ensuring that the allowable axial capacity is not
that the shaft can withstand the applied lateral
loads.
The bridge design group is responsible for
ensuring that the allowable axial capacity is not
that the pile can withstand the applied lateral
loads.
Unless specified otherwise in the Geotechnical
Report, the following minimum criteria should be
used in designing bored pile fonndations:
A bored pile foundation 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.
701.05 BORED PILES
I. Bored Piles shall be spaced a minimum of
two diameters measured center to center of
the holes plus JOOHUll.
2. Temporary and permanent casings or liners
shall be designed to withstand handwlg
stresses, applicable concrete and surrounding
soil pressures, and shall be watertight.
reconmlending the minimum diameter of bored
pile to be used and providing the necessary
information 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. If
necessary, methods of testing the pile after
concreting will be specified in the Geotechnical
Report.
3. Vertical reinforcing should be detailed to
provide the minimum recommended clearance
in AASHTO Article 4.6.6.2.1. In no case
shall the clearance between vertical
reinforcing be less than 115 millimeters.
4. Reinforcement shall have a clear distance of
not less than 50 millimeters from the inside
face of the permanent casing or wung.
5. Horizontal ties should be spaced at 150
millimeters minimum.
6. The footing, if applicable, shall be sized to
extend a nlliumum of 200 nullimeters from
the edge of a bored pile.
Part 3 700-2
The following pOlicy shall apply to retaining wall
design:
801
SECTION 800
RETAINING WALLS
DESIGN CRITERIA
801.02 POLICY
(
801.01 GENERAL
I. Walls up to 6 meters high:
Retaining walls are used when normal fill or cut
slopes extend beyond acceptable limits. 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
The Consultant shall prepare
drawings for cast-in-place concrete
retaining walls utilizing the Abu
Dhabi Roads Section Standards and
Specifications.
2. Walls over 6 meters high:
The Consultant shall evaluate the
applicability of mechanically
stabilized wall systems and confmn
their site-specific snitability. If the
Consultant determines that a
mechanically stabilized wall system
is not appropriate due to soils
conditions or other site specific
conditions, a complete cast-in-place
concrete retaining wall design must
be prepared for inclusion into the bid
documents.
801.03.01 Roadway Design Section
The design of a retaining wall will usually involve
the efforts of three sections: Roadway Design
Section, Geotechnical Section, and the Bridge
Design Section.
Roadway Design Section is responsihle 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
proftle line along the front face of the wall.
Roadway Design is also responsible for
identifying the acceptable limit of excavation
required to maintain traffic and to design any
detours when required.
Walls shall be designed for a minimum factor of
safety of 1.5 against sliding and 2.0 against
overturning.
The wall selection process includes identification
of types of walls appropriate for the site,
evaluation of geoteclmical behavior and
properties affecting wall behavior and selection of
wall systems which fit all site constraints.
Identification of alternate designs may be
appropriate.
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
Denection tolerance
Ease of construction
EnvironmentaVvisual considerations
Special loading requirements
Settlement tolerance
Availability of space
801.03 RESPONSIDILITIES
Part 3 800-1
The Geotecluucal Section will prepare special
provisions containing the design criteria to be
used in evaluating the proprietary wall. As a
minimum the following should be included:
details for drainage on plans. Appurtenant traffic
and/or pedestrian rails will also be designed and
detailed by the Bridge Design Section. Tlus
Section works with the Geotechnical Section on
required structural design changes duruJg
construction because of changed site conditions.
When a proprietary retaining wall is chosen as an
acceptable alternate, the special provisions will
specify the pre-approved wall systems wluch are
acceptable for the particular application and site.
The proprietary wall type is to be chosen from a
pre-approved list of wall types. The contractor
will be required to identify the alternate UJ Ius bid,
with bid shopping after the award of the contract
not allowed.
The Roadway Design Section will prepare plans
ShOWUlg the location and extent of the walls and
the profJIe along the top of the wall and the soil
proftle along the front face of the wall. The plans
should also show any restrictions regarding
excavation which may exist and requu'ements for
appurtenant features such as traffic barrier,
handrail or other attachments. Blockouts for
lightuJg, signing, utilities and drainage structures
will also be detailed on the plans or identified to
be included with the proprietary plan subnuttals.
PROPRIETARY RETAINING
WALLS
801.04
The Geotechnical Section 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 backfJIl. The Geotecllllical
Section will also reconunend 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.
801.03.03 Bridge Design Section
801.03.02 Geotechnical Section
The Geotecllllical Section also is 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. Tlus Section
determines the soil properties to be used in
deternuning 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 Geotecluucal Section prepares appropriate
Special Provisions for construction of the
retauung walls and mOlutors construction of the
foundation elements, assisting the resident
engineer as requested concerning geotecllllical
issues. The Section works closely with the Bridge
Design Section on any structural design changes
needed during construction because of changed
site conditions.
The Bridge Design Section is responsible for the
design of the structural elements of the wall, the
length of the wall and for produCUJg the required
construction plans, when requested by others, for
any non-proprietary wall requiruJg structural
analysis. The Bridge Design Section is also
responsible for determining whether shoring will
be required during construction based on the
acceptable limits of excavation provided by
Roadway Design and the safe excavation slopes
provided by Geotechlucal. The Bridge Design
Section also selects walls which will handle
differential settlement, when present, and provides
I. The miniJnum factor of safety against
overturning
2. The milumum factor of safety against sliding
3. Maximum coefficient of friction agauJst
sliding
4. Plu angle of the backfill
5. Allowable bearing pressure
6. MiniJJllIm design life
7. Water table level
8. Elevation of footing bottom
9. Maximum tolerable deflection
Part 3 800-2
Luminaires, traffic signals and sign supports
shall be designed using the AASHTO
Specifications for Structural Supports except as
901
901.01
SECTION 900
MISCELLANEOUS
TRAFFIC STRUCTURAL
SUPPORTS
GENERAL
structures will not be permitted. Trenching in the
vicinity of existing piers or abutments shall be
kept a sufficient distance from footings to
prevent undercutting of existing footings or to
prevent disturbing foundation soils for future
foundations.
Where other locations prove to be extremely
difficult and very costly, utility lines except
natural gas may be allowed in the structures.
Natural gas encroachments will be evaluated
under the following policy:
Major structural supports shall
the wind frequency of 160 kph.
901.02 WlNDSPEED
be designed for
A. Cases where gas line attachments to
structures will not be considered under any
condition:
The, L /45.7 limitation on dead load deflection
contained in Article 1.9.I(A) need not be
satisfied since there is no scientific basis to
support this limitation.
For high mast light poles, the maximum
deflection shall be limited to 15% of the pole
height under wind load. The maxinlum allowable
yield strength for design purposes shall be 4590
kg/cnl.
I. Grade separation structures carrying
vehicular traffic on or over freeways.
2. Inside closed cell-type box giJ"der
bridges.
3. High pressure transmission lines over 4
kg/cm
2
and/or distribution lines of over
150 millimeters in diameter.
4. Gas lines over minor waterway crossings
where burial is feasible.
B. Gas line attaclunents on structures will be
considered under the following cases or
conditions:
where
safety
For all other applications, for steel with a yield
strength greater than 3360 kg/cm
2
, the allowable
stresses for design shall be limited to a yield
strength of 3360 kg/cm'- This limitation
indiJ"ectly places a limit on allowable deflections
in an attempt to satisfy the criteria of Article
1.9.1. This limitation also reduces the stresses in
any high strength welds which are more brittle
and subject to cracking due to fatigue from
vibrations.
902 UTILITIES IN STRUCTURES
902.01 GENERAL
Where utility conflicts exist; water, power,
telephone, cable TV and gas lines will be
relocated as required for construction of the
project. Where it is feasible and reasonable to
locate utility lines elsewhere, attaclnnent to
I. Each case will be judged on its own
merit with the utilities providing
complete justification as to why
alternative locations are not feasible.
2. Economics will not be a significant
factor considered in the feasibility issue.
3. Open girder type structures across major
rivers.
4. Pedestrian or utility bridges
proper vented casings and other
systems are used.
5. All lines are protected by casements.
Provision for accommodation of relocated and
future utilities on structures should follow the
following General Policy.
Part 3 900-1
Support bracket details and attachments for all
utilities will require Bridge Group approval.
All approved utilities shall have individual
sleeved casings, conduits or ducts as appropriate.
902.02 POLICY 3. Size and schedule of sleeved casings.
4. Spacing and details of support brackets.
5. Expansion device details.
6. Total combined weight of carrier pipe
and transmitted fluids, conduits, casings,
support brackets, expansion joints and
other related items.
7. Design calculations.
The Bridge Group shall be responsible for and
have fInal approval authority for the following
aspects of the design:
All utilities carrying liquids shall be placed inside
casings through the entire leugth of the structure.
The casing shall be designed to carry full service
pressure so as to provide a satisfactory
containment in case the utility is damaged or
leaks.
902.04 BRIDGE GROUP
RESPONSIDILITY
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.
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.
902.03 UTILITY AGENCY
RESPONSIDILITY
I. Determination of how many lines, if any,
the structure can acconunodate.
2. Determination of where such lines should
be located within a structure.
3. Determination of the size of the access
openings and design of the required
reinforcing.
4. Determination of construction problems
related to required sequencing of project.
5. Tracking man-hours associated with
utility relocations for cost recovery.
The utility agency is responsible for obtaining
necessary information regarding the proposed
construction schedule for the project. The
agency shall submit a request including
justification for attaching to the structure and
preliminary relocation plans including line mass
and support spacing as early as possible but no
later than the completion of preliminary
structural plans.
The utility agency shall be responsible for the
design of all conduits, pipes, sleeves, casings,
expansion devices, supports and other related
items including the following information:
I. Number and size of conduits for power,
telephone and cable TV lines.
2. Size and schedule of carrier pipe for
water lines.
Usually utilities will be accommodated by
providing individual access openings for casings
and sleeves to pass tluough. Access openings
should be 50 millimeters 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
250 millimeters above the top of the bottom slab
to allow for support brackets to be supported
from the bottom slab. Where possible all utilities
shall be supported from the bottom slab for box
girder bridges.
For girder bridges, the utilities shall not bc
placed in the exterior girder bay and shall be
supported from the deck slab.
Part 3 900-2
903 FALSEWORK POLICY FOR
BRIDGE CONSTRUCTION
903.03 FALSEWORK CLEARANCES
2. Traffic will pass tlu'ough construction site.
I. Traffic will be routed around construction
site.
C. Falsework openings required. The size
and number of openings must be shown.
General discussions and a table of falsework
opemngs are covered under "Falsework
ClearancesII.
(
When the street or lrighway must be kept open
and detours are not feasible, falsework shall be
used with openings through wlrich traffic may
pass. Because the width of traffic openings
tlu'ough falsework can significantly affect costs,
special care should be given to mininrizing
opening widths consistent with traffic and safety
considerations. The followi.ng should be
considered:
1. Staging and traffic handling
requi.rements.
2. Tire width of approach roadway that will
exist at tire time the bridge tS
constructed.
3. Traffic volumes and percentage of
trucks.
4. Vehicular design speed.
S. Desires of local agencies.
6. Controls in the form of existing facilities.
7. Tire practical problems of falsework
construction.
8. Consideration of pedestrian
requi.rements.
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. Tlris 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.
FALSEWORK REQUIREMENTS 903.01
To ensure that traffic handling is given proper
consideration in the early design stages, it is
necessary to identify traffic handling and
falsework assumptions in the Bridge Selection
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:
A. No falsework allowed over traffic. Tlris
restriction would require precast
concrete or steel superstructure with field
splices located clear of traffic.
B. Stage construction required. Stage
construction must be detailed on the
plans. Construction joints or lringes
would be required.
When traffic must pass tlu'ough the construction
site, three possible conditions exist. Condition
2.A. is limited to sites wlrich can be spanned by
precast members or where steel is competitive in
cost. The staged construction option of
Condition 2.B. is not always feasible while the
presence of a hinge is a permanent disadvantage.
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.
903.02 FALSEWORK USE
The minimum width of traffic opelrings through
falsework for various lane and shoulder
requirements shall be as shown in Table 900.0 I.
The resulting falsework span shown in Table
900.0 I is the miJrimum span. When temporary
concrete barrier is used, 0.6 meters of safety
margin per side is allowed for deflection. When
blocked-out "W" beam is used, 1.2 meters of
safety margin per side is allowed for deflection.
The normal spans may be reduced or increased if
other forms of protection are used depending on
the required space for installation and deflection.
The actual width of traffic opelrings through
falsework and the resulting falsework span to be
used in design shall be determined by the Abu
Part 3 900-3
Dhabi Roads Section Project Manager and shall
be stated in the Bridge Selection 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. The minimum allowances to be
made for depth of falsework shall be as shown in
Table 900.02 and shall be based on the actual
falsework openings determined by the Abu Dhabi
Roads Section Project Manager.
The minimum vertical clearance for falsework
over freeways shall be 4.50 meters.
Where the vertical falsework clearance is less
than 4.50 meters, advance warning devices shall
be specified or shown on the plans. Such devices
may cousist of flashing lights, overhead signs,
over-height detectors or a combination of these or
other devices. A standard insert sheet has been
developed for the details of the over-height
detectors or safety beams. Providing for these
devices in the specifications or on the plans shall
be the responsibility of the Abu Dhabi Roads
Section Project Manager.
Note to bridge designer: Special consideration
shall be given to limit the maximum allolVable
tension in a precompressed tensile zone of post-
tensioned box girder bridges supported ou
falsell'ork lVith large opeuings
Table 900.01
FALSEWORK SPAN REQUIREMENTS
Detour RoadlVay Miuimum Width ReSllltiug Falsework Spall (l)
Facility to No. Shoulder of Traffic Temporary Blocked-ollt
be spalllled Lalles Widths Opelliug (l) COliC. Barrier "W" beam
(meters) (meters) (meters) (meters)
Freeway &
Non-Freeway
I
2
3
4
0.6 & 0.6
0.6 & 0.6
0.6 & 0.6
0.6 & 0.6
4.8
8.4
12.0
15.6
7.2
10.8
14.4
18.0
8.4
12.0
15.6
19.2
NOTES: (1) Traffic Opening alld Falsework Spall are measured normal to detour centerline.
NOTES:
I.
2.
Table 900.02
FALSEWORK DEPTH REQUIREMENTS
Falsework Opening 7.2 8.4 10.8 12.0 14.4 15.6 18.0 19.2
(meters)
Minimwll Required
Falsework Deptlt(nllll)
Max 3365 kg/m 485 510 585 815 915 1070 1095 1145
per girder line
3365 - 4580 kg/m 510 560 815 890 1070 1120 1145 1170
per girder line
DL based ou 2550 kg;'n
3
concrete.
Table 900.02 is based on the superstructure concrete being designed for zero tensile stress at the
falsework openings. Superstructures designed with concrete tensile stresses can significantly
increase the requiredfalsework depths showlI ill the table alld amount offalsework required.
3. Structures lVith greater than 4580 kg/II/ Dead Load pel' girder line lVii/require special
considerations for requiredfalsework depths.
Part 3 900-4
904 CONSTRUCTION JOINT
GUIDELINES FOR BRIDGE
CONSTRUCTION
904.01 GENERAL
The type of structure and method of construction,
combined with sound engineering judgment,
should be used in determining the number and
location of superstructure construction joints.
The use of construction joints should be
minirnized for ease of construction and
subsequent cost savings. Some items which
should be considered are:
5. The Contractor shall submit drawings
showing the placement sequence,
construction joint locations, directions
of the concrete placement and any other
pertinent data to the Engineer for his
review. The drawing shall be submitted
at least four weeks prior to the date of
deck placement.
6. Construction joints shall be placed in
the locations shown on the project plans
or as approved by the Engineer.
7. All construction joints shall be
perpendicular to the principal lines of
stress and in general located at points of
nnnimul1l shear and moment.
904.03 PRECAST CONCRETE GIRDER
BRIDGES
Longitudinal construction joints in bridge decks
and/or superstructures should be identified as
optional unless required by construction phasing.
The optional deck joints should be placed on lane
lines or at center of structure. All longitudinal
construction joints should be keyed.
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 diaplu'agm and the deck.
Girder bridges will usually require details on the
plans showing a plan view with joint locations,
deck pour sequence and direction of pour, if
required. There should be a minimum of 12
honrs between adjacent pours. A continuous
pour from abutment to abutment will not be
allowed. Construction joints where required
should be parallel to the centerline of the pier.
Their location will be near the point of minimum
dead load plus live load moment and shear. Tins
distance is generally one-quarter of the span
length from the pier if the adjacent spans are
approximately equal length.
LONGITUDINAL
CONSTRUCTION JOINTS
904.02
I. Method of construction - earthen fill
falsework, conventional falsework or
girder bridge without falsework.
2. Phase 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.
I. The sequence of concrete placement
shall be as shown on the project plans
or as approved by the Engineer when
not shown on the project plans.
2. The rate of concrete placement and
consolidation shall be such that the
formation of cold joints within
monolithic sections of any structure will
not occur.
3. The rate of concrete placement for
major structures shall not be less than
27 cubic meters per hour unless
otherwise specified or approved in
writing by the Engineer.
4. Placement of the deck concrete shall be
in accordance with the placing sequence
shown on the project plans.
Some important requirements regarding
constntction joints contained in the Standard
Specifications are as follows:
Part 3 900-5
904.04 STEEL GIRDER BRIDGES the pier. Their location should be near the point
of dead load connterflexure.
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
ceuterline of the pier. Their location near the
inflection point is generally one-quarter of the
span length from the pier if the adjacent spans
are approximately equal length.
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
plans showing a plan view with joint locations,
deck pour sequence and direction of pour, if
required. Except where otherwise reqnired, there
should be a minimnm of 12 hours between
adjacent pours. Construction joints, where
required, shonld be parallel to the centerline of
904.05 CAST-IN-PLACE BOX GIRDER
BRIDGES
Part 3 900-6
( J
(
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ROADWAY

'------ Cell Ubrary

Note: Symbols are not cells. These are

increases in vehicle ownership

population growth rate, i.e. linear or

Need for Public Transit Stops or

Staging areas for Regional

Police Enforcement Pads

Pedestrian Walk'\vays and Islands

Special Landscape Areas

June, July, August

September, October, November

December. January. February

Provide positive drainage and runoff

Waterway characteristics (stable or

Flood plain flow

Needs of the area

Econom.ic and environmental concerns

L(,"l Lim} L(m) I,(m) L(m) L(..j

reffiO'"C ad,"erse crown. superdevaJt at normal cro.....n slope

If 1m mzard anly requIres sfieldlng

confine specific traffic movements into

separate traffic moving in the same or

aid and protect pedestrians CroSSUlg the

discourage or prohibit undesirable

Diamond interchanges are the most conunonly

CD BOOm fer Branch Consctions.

Red Violation Camera Loops and foundations

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