**

Qatar Traffic Manua

Volume 1

Civil Engineering Department Ministry of Public Works

INTRODUCTION

Qatar Traffic Manual

The Qatar Traffic Manual, together with its companion documents Traffic Control at Roadworks and The Hlghway Code, has been produced by the Ministry of Public Works, Civil Engineering Department in consultation with the Ministry of the Interior, Traffic Police.

The purpose ot this Manual is to standardise design in two important areas of traffic management. namely road signing and sign design. The standards contained herein apply to all works to be carried out on the highway and, to ensure that the desired standardisation is achieved, all such schemes must be submitted to the Ministry of Public Works, Traffic Section, far approval.

The two parts of the Qatar Traffic Manual which form the first volume are:-

Part One, The Traffic Signs Manual, which describes the function and usage of directional signs; regulatory, warning and information signs and road markings.

Part Two, The Traffic Design Manual, which considers sign face layout, sign construction and illumination and vehicle crash barriers.

The second volume comprises a set of Working Drawings which detail the sign- face layouts for all regulatory, warning and informatory signs. Also included in the second volume is The Traffic Control at Roadworks booklet which sets down the re- quired standards for temporary warning signs and diversion signing for works being carried out on, or adjacent to, the highway. It is also published separately tor use by those carrying out the roadworks.

The Highway Code forms a completely separate document as its purpose, which is to define good driving practice, is different to that of the Traffic Manual. It is based on the principles contained in the Manual but is presented in a non-technical format for use by the general public.

In preparing the Traffic Manual, the Ministry of Public Works has adopted the Vienna Convention 'European rules concerning road traffic signs and signals' and United Kingdom highway design practices, as these have been in locat use for a number of years. However, it is recognised that their format adoption and subsequent full implementation will bring about changes in driver behaviour which, together with the continuing development of the country and future technical innovation, will lead to the progressive amendment of this Manual. Consequently, it has been published in loose-leaf form for ease of revision.

Users of the Manual who require clarification of certain points are requested to contact the Head of Traffic Section, Civil Engineering Department, Ministry of Public Works, P.O. Box 38, Doha, State of Qatar.

Qatar Traffic Manual

Traffic Signs Manual

Contents

CHAPTER ONE

CHAPTER TWO

CHAPTER THREE

CHAPTER FOUR

CHAPTER FIVE

. . I I , .

. '" . '. .. c. I . -

?? ,. , . ' . . . b , 5.. .. . . * . .

. . 7: : ' , . . . -- . . . . . . B .-

I -

DIRECTIONAL SIGNS

REGULATORY SIGNS

WARNING SIGNS I

"INFORMATORY SIGNS

ROAD MARKINGS AND STUDS

CHAPTER ONE - DlRECTlONAL SIGNS

Contents

The Highway Network

The Direction Signing System

Advance Direction Signs

Direction Signs

Route Confirmatory SIgns

Signs for Special Purposes Siting of Directional Signs

Page No.

CHAPTER ONE - DIRECTIONAL SIGNS . .. ....

THE HIGHWAY NETWORK Roads within !he State of ~ a t a c a c h fulfil certain functions within the overall network. A hierarchy exists which defines their various roles. Table t.1 shows the status of road types within the hierarchy and shows how these compare with the three tier traffic signing system.

PRIMARY ROUTES .4 .-

These are routes of strategic ygnificance whose purpose is to act as the principal distribution routes between the city of Doha, thexain regional centres and the national border. They are generally dual carriageway roads, built to high geometric standards.

., -

The present system of Primary Routes is illustrated in Fig. 1 . I and Fig. 1.2.

SECONDARY ROUTES Secondary Routes serve as area distributors by linking Primary Routes either to each other or by feeding traffic into the Tertiary Route nehuork. They are generally dual carriageway but in rural areas may be single carriageway.

The major Secondary Routes are also shown in Fig. 1.1 and Fig. 1.2.

TERTIARY ROUTES District distributors, local and access roads are classified as Tertiary Routes. District distributors are urban dual carriageway roads providing high capacity routes between districts. Local roads link access roads to either the Secondary Route network or, in urban areas, the district distributors. 30th local and access roads are characteristically low design speed, sin\gIe carriageway roads.

THE ROUTE NUMBERING SYSTEM The Route numbering system is centred on the city of Doha As shown in Fig. 1.2, the origin of the Primary Route network is the D-Ring Road, this being designated Route -No. I. The Primary Routes Nos. 1 to 7 extend radially outwards from the 0-Ring Road. With the exception of Route No. 59, linking Route No. 5 to the national border, all Primary Routes have single digit numbers.

Secondary and Tertiary ;Route Numbers follow a branching system based on the Primary Route Numbers.

If a road has been allocated a Route Number, that number will appear on all direction signing associated with it. For ease of identification the Route Number is displayed in a rectangle with a yellow background. Where a Route which itself is not classified leads directly to a numbered Route, the number of that Route may be displayed in brackets on the Advance Direction signs and Direction signs associated with the unclassified road. This principle is illustrated in Fig. 1.3.

Fig. 1.3 Bracketed Route Numbers . . . .

To ensure that al[ new direction signing is consistent with he overall signing policy for Qatar, the - details of all proposed directiocsigning -* must be submitted to the Ministry of Public Works lor approval.

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. -. . -

SAUDA NATHIL

Fig. 1.1 Qatar: Primary & Secondary (Rural Distributors) Present System (tW7) - . . Z - - -

7

Industrial Area Primary -

Secondary

Fig. 1.2 Doha: Primary & Secondary (Urban Distributor) Routes Present System (3987)

THE DIRECTION SIGNING SYSTEM

GENERAL DESCRIPTION A direction signing system performs the following functions:-

I. It must give drivers advance warning of their approach to a junction.

2. It should sndicate the type of junction that will have to be negotiated. - - 3. 11 must inform them of the destinations that may be reached from each exit. .$ - 4. It should indfcate the point at which they must turn to reach a destination on a route other than

that on which they are travelling.

5. It should identify the route and indicate its status within the network.

These functions are fulfilled by a cotourcoded system of Advance Direction, Direction and Route Confirmatory signs.

The routes themselves are identified by the colours below:-

Primary Routes - Green background, white text and borders Secondary Routes - Blue background, white text and borders Tertiary Routes - White background, black text and borders

Advance Direction Signs and Route Canfirmatory Signs take the background celour associated with the route on which they ate located. Direction signs take the colour of the route to which they refer.

All directional signing in Qatar is bilingual, the destinations and distances being displayed in both Arabic and English. The relationships between this dual text, the various syrnbols,and the ways in which they appEy to each sign type are described in Part Two, Chapter One.

ADVANCE DIRECTION SIGNS Advance Direction Signs are generally provided on all approaches to a junction to indicate the destinations which may be reached from each exit.

Each type of Advance Direction Sign fulfils a particular role. By the sign's farm and layout, a driver may determine the type of junction he will encounter. the alternative destinations and, in the case of grade separated interchanges, the distance to the exit.

ADVANCE DIRECTION SIGNS FOR INTERCHANGES Due to the special nature of this form of junction, Wo Advance DireGtion Signs should be provided. The first, the Far Advance Direction Sign, is located 1 kilometre from the exit. It should be a ground mounted sign but, where the verge width is limited, a gantry mounted sign may be used.

K 1

ApS FADS

Lane Spedfic Interchange

FAOS

ADS FAOS

FADS

Non Lane SpeeIflc Interchange - - - .- . .. - -.. a. . . "- .- ng. 1.4 Advance Direction Slgns far Interchanges . . -;C

?z

The second. Ihe Advance D~recllun Sign. is located 500 metres fmm the exit. It should be gantly munted bu!. al io&r~hang& wh&& the Burnbar M lanes on the lhmugh route remains conatam, may be graund mounted.

1.3.1.1 FAR ADVANCE DlRECTlON SIGN

.;;id1

+A AL Muntazah Mushelrib

1 km

Sign 100 1s used In advande of interchanges where vehicles leaving the through route reach a secondary junction (usually a roundabout) at which they join their new rwte.

Route numbers should be included, where applicahlo, but the ahead desttnation is not displayed. The distance shown wril normally be 1 kilometre but may vary, as descrlbed in Section 1.72.

Where Qrcumsrances dictate, it may be substituted by Signs 102 or' 103. as appropriate.

1.3,t .2 FAR ADVANCE DIRECTION STGN (FREE FLOW INTERCHANGE)

Fig. 1.5 Free Flow Interchange

Sign 101 is a vartant of slgn 100 and is used in advance d a free flow interchange, e.g, a daver fear junction as shown in Fig. 1,s. - - - * C5

-& - . a

1.3-1.3 ADVANCE DiFiECTlON SIGN : NON LANE SPECIFIC lNTERCHANGE

Slgn 102 IS used rn advance of interchanges where the number of lanes on the through route remains constant, as shown In Fig. 1.6. The angled arrow indicates to the driver that to reach the exit destination he must turn of f the main carriageway.

fig. 1.6 Non Lane Specific Interchange

T h ~ s sign displays the ahead and exit destinations with their respective route numbers, where applicable, on separate sign faces. The distance to the exit is displayed on the accompanying Sign 104.

At interchanges where the provision of a sign gantry would be impractical, Sign 102 may be replaced by S ~ g n 100 or 101, as appropriate. When efther of these signs a used in thts context on Primary and Secondary Routes, the ahead destination may be displayed alongside the route number. On Tertiary Routes the ahead destlnatton must be displayed, together with the route number (I[ any).

In urban areas the distance to the exit may be omitted.

f .3.1.4 ADVANCE DIRECTION SIGN : LANE SPECIFIC INTERCHANGE

Fig.1.7 Lane Specific Interchange

Sign 103 is used in advance of interchanges where the number of lanes through the junction reduces, as shown in Fig. 1.7. The meaning of a downward pointing arrow, whiciis positioned over the centre of the lane to which it applies, is that by remainlng in that lane the driver may reach the displayed destination. Due to the lane specific nature of this sign type it must NEVER be substituted by a Sign 100 or 101.

1.3.1 -5 DISTANCE TO U(iT SIGN

Sfgn 104 is used in advance of interchanges to indicate the distance to the exit. When used in conjunction with Slgn 102 or 103 it appears as a separate sign mounted to the right of the sign displaying the exit destination(s), When used in conjunction with Sign 100 or 101 it is incorporated with~n their signface and has no border. Usually the displayed distance will be 1 kilometre (Far Advance O~rection Sign) or 500 metres (Advance Olrectbon Sign). However, rf s~te conditions prevent a sign being located close to its standard position, the actual distance should be measured (see Section 1 J.2) and rounded down to the next whole number of hundreds of metres. Thn latter figure is then displayed.

3.3.2 ADVANCE DIRECTION SIGNS FOR AT-GRADE JUNCTIONS At-grade junctions require only one Advance Direction Sign to be provtded on each approach. Thts sign w ~ l l be of the 'Slack' or 'Map' type depending on the configurat~on of the junction. Each sign drsplays the destinat~on(s) that may be reached lrom each exit, together with the route number where applicable. As these Advance Direction Signs are located at a rnaxlmum of 225 metres from the lunctlon (see Sect~on 1 7.2), the distance is not displayed.

.- .. 1.3.2.1 STACK TYPE SIGN

I Najrna ""1 Umm Ghuwailina

A1 Mansoura Najma

Sign 105 is used in advance of simple priority or signal controlled junctions. The arrows indicate the directions that must be taken to reach the various destinations. The left and nght direction arrows are usually horizontal but may be inclined at 45 degrees to indicate a free flow manoeuvre at the junction, as shown in Fig. 1.8.

Fig. 1.8 Free Flow Right Turn

1.3.2.2 MAP WPE SIGN A map type Advance D~rection Sign is used in advance of an al-grade roundabout or complex priority junction. The map symbol is an idealtsed plan of the junctron and shows the exits in, as near as possible, the correct orientallon with respect to the approach on which the sign is situated.

106

Sign 106 is used in advance of roundabout junctions. r$--

3- & Bin Mahmoud I

A l Corniche 3

Sign 107 is used in advance of any priority junction where the driver's route to his chosen exit is not immediately apparent. The map symbol illustrates to the driver the configurafron of the junction with respect to his approach, as demonstrated by the example shown above.

DIRECTION SIGNS Direction srgns should be provided at a junctlon to show the destlnatlon(s) that may be reached from each exit, together with route number where applicable.

DtRECTlON SIGNS FOR INTERCHANGES

1.4.1.1 NON LANE SPECIFIC INTERCHANGES

Sign 102 is used at interchanges where the number of lanes on the through route remains constant. At interchanges where ~t is impractical to provide a gantw, these signs may be substituted by a Sign 108 which will display the destination(s) and route number, if any, for the exit only.

1.4.1.2 LANE SPECIFtC INTERCHANGES

Sign 103 is used at interchanges where the number of lanes on the through route decreases. Due to the lane specific nature of the interchange, these signs may NEVER be substituted by Sign 108.

DIRECTIOM StGU FOR AT-GRADE JUNCTlONS

FLAG TYPE SIGN

Sign 1 Q8 is provided at each exit from an at-grade junction, irrespective of type.

ROUTE CONFIRMATORY SIGN

Sign 109 is used on Primary and Secondary Routes and on the exits from all major junctions on these Routes. It should display the same destinatron(s) for its Route as shown on the previous Advance Direction Sign and the associated distance(s) should be quated to the rlearest kilametrer

Route Confirmatory Signs may also be provided along a Route, In which case they shouid be iocated so that they are spaced no more than 10 kitometres apart.

SIGNS FOR SPECIAL PURPOSES

MlLlTARY SIGNS

[""'*I Army Camp Army Camp D Signs I05M and 108M are used to direct drivers to military installatrons. Their format and use is the same as for Signs 105 and 108, but Weir red borders and arrows are peculiar to military installat~ons. The signs may include the name of the instatlatian.

p""' ""*I Doha Zoo

di3+lj r i & b Doha Zoo D

Signs 105R and 108R are used-to direct drivers to fecreational areas such as zoos, museums. historical buildings, monuments, etc. The green text and border indicate that these signs are not p a l of the main direction signing system. In respscl of farmat, use and positioning the conditions of paragraph 1.6.1 apply.

TEMPORARY DIRECTIONAL SIGNS

Signs I D 5 f and 1081 are used as deemed necessary for major diversions. The black text is displayed on a yellow background, in common with the standard diversion signing illustrated in Seaion 3.14.

SfTtF10 OF SIGHS FOR SPECIAL PURPOSES

These signs must meet the same siting requirements as those for the standard directional signs (see Section 1.7). Where lhis would result in standard and special purpase signs occupying the same sjh,

both signs should be mounted on the same posts, as shown in Fig. 1.9.

. .

Doha

Army Camp R Army Camp D

Fig, 1.9

ROUTE REFERENCE MARKER

- Route No. -P-

11 O Fig. i .10

This sign is to be provided on all numbered Routes to form the Route Reierencing System. The information contained an the sign is intended for use by the Ministry of Public Works and the Traffic Polce for their various purposes qnd therefare the sign should be installed in such a fashion so as not to distract other drivers. !

It is to be mounted an demarcation posts as shown on Fig. 1.10.

SITING OF DIRECTIONAL SIGNS

GENERAL Thts section considers those aspects of design that may be described as 'site dependent1:-

- Siting at signs in relation to the junction - Minimum Clear Visibility Distance - the distance over which a driver's view of the sign is

unobstructed. ''

Before any of the above may be determined, an assessment must be made of the 85th percentile vehtcle speed in advance of the posbtion where a sign is required. The actual position at which this value is assessed will depend on the physical characteristics of the site, e.g. horizontal and vertical alignment, frequency of minor junctions, etc., but generally should be between 200 and 400 metres in advance of the likely sign position.

ADVANCE DIRECTION SIGNS

1.7.2.1 JUNCTION REFERENCE POINT The distance in advance of a junction at which an Advance Direction Sign should be sited is measured from a 'junction reference paint'. This ref&ence point is defined as follows

(i) Interchanges - the point at which the carriageway widens to form the exit road (Fig. 1 .I 1).

Junction Reference a Point

Fig. 1.11 Locations of Junetlon Reference PoInt for Interchanges

(ii) At-grade junctions - the STOP or Give Way tine, or - the point at which the carriageway first widens to develop additional turning lanes or slip

roads (Fig. 1.12).

Junction Reference a Point

- I

Rg. f .I2 Locations of Junctlon Reference Polnt for At-Grade Junctions .-

1.7.2.2 ADVANCE DIRECTION SIGNS FOR INTERCHANGES The standard distances at wh~ch the Far Advance Directan Sign and Ihe Advance Direction Sign would be sited are shown in Fig. 1.13.

t. 1 km.

ADS FADS ,

Fig. 1.13 Locations af Advance Direction Signs for interchanges

Where site conditions are such that a sign cannot be positioned at its standard distance, it shoulld be relocated further from the junctlon reference point. Where this is not possible, due to the proximity of junctions, the sign should be located as close to its standard position as practicable. The way in which the distance to the exit should be displayed under these cireumstances is described in Section 1.3.1.5.

The Minimum Clear Visibility Distance requirement is given in Table 12,

1.7.2.3 ADVANCE DIRECTION SIGNS FOR AT-GRADE JUNCTIONS The distance in advance of the junction reference point at which the Advance Direction Sign should be sited is related to the 85th percentile speed of v~hicies on that approach.

Table 1.2 Vlsiblllty and Siting Distances far Post Mounted Slgns

Eth P~rcantfla Speed

kph

0-45

45-60

60-80

Over 80

Note 1 : Slender obstructions suGh as traffic signal poles and lamp columns may be ignored.

Note 2 : Thii column is not applicable to Advanca Direction S ins for Interchanges.

DlRECTlON SIGHS Direction signs are located at the junction itself. The actual siting of such a sign is a matter for individual judgement, but if must be borne in mind that it should be sited so that:

(i) it is visible to drivers bath during their approach and whilst making any necessary turning movement (Table 121,

ADVANCE DIRECTION SIGNS

(ii) there is no confusion as to which exit !he sign refers.

DIRECTION SIGNS

Minimum Clear ! Vlslblllty

Distance

m

50

75

100

125

Mlnlmum CIear

Visiblllty Dlstance

m

75

100

1 8

150

Wherever possible the signs should be sited immediately beyond the point at whiah the turning manoeuvre must be made as illustrated in Figs. 1.14 to 1.18.

'I ROUTE CONFIRMATORY SIGNS

Minimum Clear Vlsibillty Dlstance

rn

50

75

100

125

Distance Imm Reiemncn Polnt

(Note 2)

m

45

a]-103

1m-150

150-2251

Preferred alternative

Permitted alternative +-"a --------- where ground mounted FADS and ADS are used

Fig. 1.14 Location of Dlrleeflon Signs at a Non Lane SpeelfIc Interchange

.'. Gantry focated where

full lane width &,wed

Fig. 1.15 Loeatlon of Otrecticn Signs at a Non Lane Spedflc Free Flow Interchange

Flg. 1.16 LacatEon of Direction Slgns at a Lane Specific Interchange

Fig. 1.17 Location of Direction Signs at a Roundabout

Fig. 1.18 Location of Direction Signs at a T-junction

ROUTE CONFIRMATORY SIGNS These signs shoutd be sited approximately 200 metres beyond the last point at which a vehicle could jo~n the main carriageway after negotiating the junction, e-g., the end of an acceleration lane.

They may also be provided between junctions on major routes, such that their spacing is not greater than t O kilornetres.

CHAPTER TWO - REGULATORY SIGNS

Contents

I*.

Section Title

General

Mandatory Slgns

Prohibitory Signs

Potice and Customs Signs

Dbtance Plate

Page Na.

... ....... . . . ..... . .... .-. .-....... - . - - . .--.------- - - -- -- -

CHAPTER TWO - REGULATORY SIGNS

GENERAL R q 4 - q signs are fha means by whi~h the Traffic Laws are ~ U I i n t ~ Wt Canwqumt[y tbm drivers who disobey the signs are breaking the Law.

Signs in this cafegory falf i~l'to the following cbssifications:

Mandatary Slgns - which give instructions to drivers as to what they must do. The STQP and Give Way signs are examples which, because crI their significance, are given special symbalic shapes to highlight their presence. Other mandalory signs, such a$ the Keep Right sign, are circular with white symbols an a blue background.

Prohibitory Signs - which give instructions to drivers as to wh& they must not do. The signs are circular with a red border and generally have a red diqonal bar.

The message d certain reguiafatory aigns must be amplified by the addition of a supplementq plate, The dze of texi fa be used on the plate is given in Table 2.1.

The majority of regulatory signs are available in four sizes, the size and required visibility distance being dependant on the 85th percentile speed of traffic using the road on which they are Ioczlted, me required dimensions afe laid down in Table 2.1

Rquliatory signs are padtioned at the point at which the instruction or restriclkm applies.

Note 1; The STOP wid Giva Way signs will be one size Wger than shown hers. [A 1SQOmm size sign must be usad when the BSth percentlls spmd i8 in fxcess of 60 kphJ

No& 2: Alsph-height and %-height are datined in Part Two. Chapter Om.

NotsS: alerider obtnrctfons such as traffic s$nd poles and lamp coiumns may &a Igmred.

35th percentile

speed

kph

0-45 45-60

60 - 80 80

Table 2.1 Sfring and siting d Regulatory Signs

H'eight of TrZangular or Gircutar

sign [Note 1)

rnm

600 750

900

1208

Mlnilmum Clear

Vlsibllity Distarrcs (Note 3) metre3

60

75

100 -

Supplementary Plate Text

Alsph-height ( x height)

mm as

(50) 130

170 (751

(1001

MANDATORY SIGNS

THE STOP SIGN Sfgn 200 requires that all veh~cles stop at [he transverse road Marking 500. No vehicle may then enter the major road if the manoeuvre would cause major road traffic to alter its speed or direction to avoid a collision. STOP signs should only be installed at jundions where the visibility criteria, specified in Table 2.2, cannot be met. They should be positioned between 1 and 3 metres in advance of the road marking 500, as shown in Fig. 2.2

Fig 2.1 Visibility Splays

Table 2 2 Visibility distances below which STOP signs must be provided

85th percentile speed on major road

kph

0-45

45-60

60-80 \ Over 80

Fig. 2.2 Slting of STOP and Glve Way Signs

-. S1

rn

50

75 -,

120 ;

175

Sn

m

5.0

7.5

10.0

10.0

Where the minor road is a one-way street with two or more lanes or a two-way street with a central idand at the junclion, an additional STOP sign should be positioned on !he off-side footway or central island, as appropriate.

2.2.2 ROADWORKS

Signs 201 and 202 are manually operated temporary signs used to control traffic at road works where carriageway width has been reduced sufficiently that only alternate one-way ('shuttle') movement of traflic is possible. The signs are mounted back-to-+& and indicate to tratfic when it may or may n ~ f proceed through the area under control.

The 758mm sire of sign is the minimum size used.

22.3 THE GlVE WAY SIGN Sign 203 requires that drivers give way to other vehicles at the junction ahead.

It is used at [i) priority junctions where visibility distances are

equal to or greater than those specified in Table 2.1. It is then accompanied by road Markings 591 a d 503

(ii) roundabouts, in which case road markings 502 and 503 are used.

The sign is sited between 1 and 3 metres in advance of the road marking and an additional sign should be provided on the central median or tmc island, where either of these is present, or on the offside foohvay where the minor road is a one-way street.

Sign 204 is used to supplement Sign 203 at mini roundabouts.

. -

2.2.5 TURN RIGHT (LEFr)

Sign 205 ts used at ~unctians where all traffic must turn right. The symbol may be reversed.

Plates 2% or 207 may be used to supplement Sign 205 where traffic must turn rrght on joining a dual carrragway vr one-way street respectively.

2.2.6 SIDE ROAD

Sign 208 is used on the nose of traffic islands within junctions where traffic may proceed ahead or to the right only. The symbol may be reversed.

22.7 ROAD DIVERGES Sign a09 is used at roundabouts on the median strip or traffic island at each exit in the position shown In Fig. 2.3 to indicate the point of divergence between the cireuiatary carriageway and exit.

Positton ol slgn rehanva to munbemu~. [See ctetall)

o k Rg. 2.3 Siting of Sign 209

Where a Directian Sign 108 is provided at this location, Sign 209 need not be used.

TURN RIGHT (LEFT) AHEAD

Sign 210 is used on approach to a junction al which all traffic will be req~ired to turn right. It will normally only be provided where the alignment of the approach is such that the layout of the junction is nbt readily apparent. The sign should be located approximafely 50 metres in advance ot the junclron, but this may be reduced if anolher junction occurs within that length.

The symbol may be reversed.

KEEP RlGHT (LEW Sign 211 is used to indicate an obstruction in the carriageway that requires the motorist to pass to the right. It should he positioned as near as possible to the leading edge of the obstruction.

Typically, this applies to traffic istands or refuges cn two-way roads or the beginning of the median strip where a single carriageway widens to become dual camLageway.

The symbol may be reversed.

2.2.10 PASS EITHER SIDE

Sign 2l2 is used to indicate an obstruction, such as a traffic island in a one-way street. where the same destination may be reached by passing either side of the obstruction.

2.211 ONE WAY STREET

..

SIgn 2t3 is erected on either side of the carriageway at the point of entry to a one-way street In order to avoid canfusion as ta which street the sign refers, it may be set back into the mouth of the road.

Repeater signs should be provided along the length of the street, on alternate sides, with a spacing between successive signs of not more than 50 metres.

If anather road intersects and enables traffic to enter the one-way street an additional sign shoutd be provided immediately downstream of the junction.

2.2.12 SPEED LIMK Slgn 234 is used to indicate the speed limit in kilometres per hour for the road on which the sign is located. The sign is positioned on both sides of the caniageway at each point where the speed limit changes. On long routes, e.g. ' those over five kllometres, repeater signs may be provided but their size should be reduced from that of the prime sign, as detailed in Table 2.3.

Table 2.3 SIres af Speed Urnit Signs

Prime Sign Diameter (mm)

600 750 900

1200

2.2.13 MINIMUM SPEED

-..

Repeater Slgn Diameter (mm)

450 601) 750 900

I ks@&>L Minimum

speed

End of minimum

speed

Sign 215 is used to indicate a minimum speed limit. It is installed at each point where traffic becomes subject to the speed limit dispfayed and may be repeated over the length of the restriction. The repeater sign should be smaller than the prime sign, as detailed in Table 2.3.

PIate 216 is used to supplement Sign 215 at each point where traffic becomes subjer;t to the minimum speed limit.

Slgn 217, together with supplementary Plste 218, is erected at the point where the restriction ends.

These signs are provided on both sides of the carriageway.

2.2.14 LORRIES ONLY

Plate 219 is used to supplement Signs 215 and 217, when the restriction applies only to heavy goods vehicles.

2.2.15 PRIORITY OF PASSAGE

Sign 220 signifies that vehicles passing the sign have priority over oncoming traffic.

Sign 221 signifies that oncoming traffic has priority.

These signs are used at locations where the carriageway width is restricted and indicate which stream of traffic has priority when negotiating the restrictions.

They may only be used where the far ends of the restricted length are mutually visible and where vehicfe speeds are not likely to be high.

Both signs are repeated at the end of the restriction in combination with supplementary Plate 346 (End).

Fig. 2.4 illustrates a recommended layout for these signs.

- in lhis direction I

\-/.

Hg. 2.4 Layout of Priority of Passage Signs

PROHIBITORY SIGNS

PROHlBlTlON OF TURNING

Signs 222, 223 and 224 are used at junctians Lo prohibit left, right and U-turn movements.

Signs 222 and 223 should be sited on the left and right-hand side of the carriageway, respectively. Sign 224 should be sded on the median strip of a dual carriageway.

At SraRc signal-corutrolied junctions, the sign should be attached to the primary signal pole on the appro- priate side of the road, so as to be clearly visible but not obscure the signal.

PROHtElflON OF ENTRY SIGNS These signs will normally be provided on both sides of the road at every point of entry to the road to which the restriction applies.

Care must be taken to ensure that the signs are positioned such that no confusion shall arise as to whtch road the signs apply. Ta this end the signs may be set back slightly inlo the mouth of the junction andlor angled towards the direction of approaching . traffic.

The signs must be clearly visible at dl times.

NO ENTRY

. Sign 225 prohibits entry to a road by all vehicles unless used in combination with exempting supplementary plate 226.

Plate 226 is used to supplement Sign 225 to exempt certain categories of vehicles from the restriction imposed by the 'No Entry' sign.

The permitted legends are

Except buses

Except buses and taxis

Excepl for access

2.3.2.2 NO MOTOR VEHICLES

Sign 227 prohibits entry by any motorized vehicle.

2.3.2.3 NO BUSES

Sign 228 prohibits entry by any vehicles designed to carry more than 12 passengers.

2.3.2.4 NO LORRIES

Sign 229 prohibits entry by any goods vehicle.

Plate 230 is used to supplement Sign 229 where the prohibition applies to vehicles whose gross weight ~: exceeds that displayed.

Plate 231 is used to supplement Sign 229 where the prohibition applies during certain hours only.

AXLE LOAD UMIT

Sign 232 prohibits entry by any vehicle on which the loading of any axle exceeds the figure shown on supplementary plate 230.

2.3.2.6 WEIGHT LIMIT

Sign 233 prohibits entry by any vehicle whose gross weight exceeds that indicated. It may he used to prwent access to a road or area or to protect individual structures such as bridges.

HEIGHT LIMIT Sign 234 prohbits enlry by a vehicle exceeding the indicaled height. It should be noted that, where clearance is limited. it is usual 20 use Slgn 337 {Maximum Height Warning), rather than impose a vehicle height restriction, Sign 234 must NOT be used as a warning sign.

The height indicated on the sign facer should be at least IOOrnm less than measured minimum clearance on the mad to be regulated. The height is then expressed as the next lowest multiple of 1QOmm.

Sign 235 prohibits entry by any vehicle exceeding the stated length. The length should be expressed in multiples of 100mrn.

2.3.2.9 WtOM LIMIT

Sign 236 prohibits entry by any vehide exceeding the stated width. The stated width should be less than the minimum clear width of the road in question by at least 200mm and should be quoted to the next lowest muitrple of lOOmrn

EXCLUSION FROM LANES

ALTERNATIVE ROUTES

Sign 237 prohibits certain vehicles from using particular lanes. The legend indicates the number of lanes of the carriageway, the class of prohibited vehicles and the lanes from which they are excluded.

The prohibitory symbol may be any of the Signs 229, 232, 233,234,235 and 236.

Where Signs 229,232,233, 234, 235 or 236 are used, an alternative route must be provided. In certain cases it may also be necessary to provide directional sign~ng in advance of, and along the alternative route.

GENERAL PROHIBITORY SIGNS

NO Pf DbL CYCLES

The ioilowing srgns will normally be provided on the nearsrde of the road at every point of entry to the road to which the restriction applies.

Sign 238 prohib~ts the riding of pedal cycles on a road or within a defined area.

NO ANIMALS

Sign 239 prohibits animals being herded on h e highway and may also be used to ban animal-drawn vehicles from using a particular road.

Sign 240 prohibits pedestrians f r ~ m entering a road or defined area.

PEDAL CYCLES ONLY

Sign 241 instructs that cyclists must proce4 by the indicated route and prohibits the use of the ma&ed routs by any ather type 01 vehicle.

NO OVERTAKING

Sign 242 is used to prohibit overtaking, where necessary, on roads where thls cannot be accomplished by the use of road Markings 509 or 510 (the Double Line System). At the beginning of the restriction it is supplemented by Plate 243 and at the

, end of the restrictian by Plate 346 (End).

I No Overtaking I Where the restriction extends over a tong distance Sign 242 may be repeated, subject to it being reduced in size as detailed in Table 23.

Sign 244 prohibits overtaking where necessary by goods vehicles only. As with Sign 242, it is used with supplementary Plate 346 (End) at the 'end af the restricfjon.

2.3.3.6 NO SOUNDING OF HORNS

Sign 245 proh~blts the sounding of horns.

2.3.3.7 NO WAITING

If ;* - h.Yb No Parking 8.30 - 16.00

Sign 246, together with supplementary Plate 247, is used at locations where the parking of vehicfes is prohibited. These signs must be provided at the end paints of the restrldlon, with Plate 247 displaying a single arrow to indicate the direction in which the restrict~on applies. Where the restriction extends far a distance greater than 50 metres, the signs must be repeated at intervals of not more than 25 metres. On, the intermediate signs. Plate 247 must include a double arrow.

Where parking is prohibited only during certain hours of the day, the time that the restriction is in force is displayed on Plate 247 and the signs are used in conjunction with road marking 526: Where parking is ptoh~bited at all times, plate 247 displays 'No Parking' only .and the signs are used in mnjundiun with mad marking 527.

The text on Plate 247 has an aleph-height af 65mm (x-height 37.5mrn).

These signs are mounted parallel to the kerb.

2.3.3.8 NO STOPPING (CLEARWAY)

I NU Stopping

Sign 248 prohibits drivers stopping their vehictes unless in an emergency or directed by the Traffic Police.

It is provided at the commencement of the Clearway, where it is supplemented by Plate 249, and repeated at intervats not greater than 700 metres until the termination of the Clearway, where it is supplemented by Plate 346 {End). The repeater signs are smaller than the prime signs. as detailed in fable 2.3.

These signs are installed on bath sides of the carriageway.

POLICE AND CUSTOMS SIGNS

POLICE Sign 250 may be used by a Traffic Police Officer to indicate that temporary restrictions are in operation over a short length of carriageway, e.g. at the scene of an accident.

The permitted legends are:

Police - accident

Police - slow

Police - fire

They may be used in conjunction with the temporary warning Sign 338.

2.45 POLICE VEHlCLES

Sign 251 restricts access at particular locations to poiice vehicles only. It may be-.used in both permanent and temporary situations.

2.4.3 CUSTOMS

Sign 252 is used at Customs Houses or border stations to indicate that all drivers must stop and report to the appropriate official.

DISTANCE PIATE Sign 253 may be used to supplement the prohibitory signs described in Section 2.3 where no other method can be found to provide an advance warning of the prohibition or restriction. It should be noted that such a warning is usually provided by

(i) use of the appropriate triangular warning sign (Chapter Three), or

(ii) incorporating the prohibition sign on the directional signing, to show the route on which

, the prohibition exists.

This sign may also be used to supplement certain warning signs (Chapter Three) and is used in advance of roadworks (see 'Traffic Control at Roadworks'. published hy the Ministry of Public Works).

CHAPTER THREE - WARNING SIGNS

Contents

General

Priority Junctions

Roundabouts

Merging Traffic Bends In the Road RoadNarrows

End of Dual Carriageway

End of One-Way Working Traffic Srgnal Operation Pedestrians and Children

Animals

Other Hazards Temporary Warning Signs

3.14 Warning Signs at Roadworks

Page No.

Appendix A Supplementary Plate Messages 3.16

-- - - ... "- .- -..- - .

CH.QPTER TWR TE - WARMING SIGNS

GENERAL

3.f -1 Warning signs are used to alert drivers to potential hazards on the road ahead. Most of these signs are triangular having a red border surrounding a black symbol on a wh~te background. The symbols give a pictorial indication of the Iikefy hazard. in certain cases supplementary plates may be added to provide extra information.

The signs are available in five sizes. The appropriate sire, Siting Distance and Minimum Clear Visibility Distance together with the required size of text for the supplementary plates are specified in Table 3.1,

Mote f: Aleph-height and x-height are defined in Part Two, Chapter One.

Note 2: Slender objects wch as traffic sjgnal poles and lamp columns may be ignored.

Table 3.1 W~rning Signs, Slzes, Sitlng end Vlsibfllty Distances

85th Pereen-

tile Speed

kph

0 - 45

45 - 60

60 -80

Over 80

i

The smafler alternative sizes shown in brackets should only be used where amenity considerations or physical restrictions apply. Reference must be made to the Ministry of Pwbiic Works prior to the specification of a 1500mm sign, as its use implies that certain other measures, e.g. to reduce vehicle speed, may be required.

Height of

Warning Triangle

rnm

600

750 (600)

.\ 900 (750)

(I 500) 1200 (9001

Distance of Sign from

Hazard

m

40 - 50

50 - I00

100 - 200

200 - 300

Mlnimurn Clear

Visibility (Note 2)

m

60

60

Supplementary Plate Text

Aleph-helght (x-height)

rnm

85 (50)

05 "

(501

130 (75)

1 70 (too)

PRIORI'TY JUNCTIONS

CONTROL AHEAD

I

3.22 SIDE ROAD(S) AHEAD

Sign 300 is used to warn of a junction ahead controlled either by Sign 209 (STOP) or Sign 203

300 (Give Way). I

1

Signs 303 to 307 warn drivers on a major road of a junction ahead and indicate both the layout of the junction and the priority route through it.

&&! ~ L 4 1

P O' GIVE WAY

STOP 100 rn 50 rn

The signs appear only on the priority route (indicated by the wider route symbol) and may only be provided when all of the Iollowing conditions apply:

It may only be used ~ri conjunction with supplementary Plate 301 or 302.

(i) There are no map type Advance Direction Signs,

(ii) The junction is not controlled by traffic signals. -'.

(iii)There are no STOP or Give Way signs and/or carriageway markings on the pr~erity route.

(iv) Carriageway markings cannot adequately convey the information to the driver.

Signs 304, 305 and 307 may have their symbols reversed where necessary.

Sign 505 may only be used where the distance between the junction is less than that given in Table 32. Otherwise two Signs 304 should be used.

Sign 306 is used to warn of the exit froma U-turn on roads where the 85th percentile speed is greater than 60 k.p.h. tn urban areas, it may be used to warn of the exit from a one-way street. -.

Where the distance belween two ~uccessive juncti~ns is such that the siting reqoirerSlent al Table 3.1 cannot be met, the sign warning of the second junclion should be installed immediately beyond the first, so that the Minimum Clear Visibility Distance is achieved. Where a junction warning has to be placed further in advance of the junction than recommended. it may be supplemented by Plate 253 (Distance).

Table 32 Junction spacing requirement for Sign 305

Sign 308 may be used as a supplementary plate to junction warning signs on high speed roads, as diiected by the Ministry of Public Works.

ROUNDABOUTS

SIgn 309 is used together with countdown marker Plates 414 to 416, (refer to Section 42.1 1) to warn

7 drivers of their approach to a roundabout. The signs are located an both sides of the carriageway at 300m. ] 2Wm and 1 Wm in adv- of road Markina 502 (Give

MERGING TRAFFIC

Signs 310 and 311 are used In advance of junctions where two streams of traffic, travelling in the same direction and cl equal priorify, merge, e.g. at a slip road joining a main carriageway. They may NOT be used where one of the join~ng streams has priority over the over.

Stgn 310 is located on the road joining from the left. Sign 31 l is located on the road joining from the right. Both signs are provided on each side of the carriageway.

3.5 BENDS IN THE ROAD

3.5.1 SINGLE BEND Slgn 312 is used to give advance warning of a severe bend. Where the bend is to the right the symbol is reversed.

It is not possible to define exactly the conditions under which this sign should be used, as the degree of hazard that a bend presents depends on a number of variables. However, on dual carriageway roads where the 85th percentile speed exceeds 80 k.p.h, Sign 312 should be provided in advance of any bend of radius less than 400 metres. The sign should be instailed on both sides of the carriageway.

Elsewhere each site must be individuagy assessed - in terms of band radius, approa~h speed, visibility, carriageway superelevation and surface skid resrstance - and the sign prov~ded only where it is concluded that the driver would find difficulty in negotiating the bend without significantly reducing his speed.

DOUBLE BEND Slgn 313 should be used where two or more bands of similar severity follow in close succession, i.e. within the distance shawn in Table 3.3. The direction of the bend symbol is reversed when the first bend is to the right.

Below 80

Over 00

85th Percentile

Speed

k ~ h

Table 3.3 Double Bend Spacing Distances

Distance ' X'

(see Fig. 3.2)

metres

Supplementary Plate 340 (Extent of Hazard) should be used if a series of bends occurs such that it is not possible to provide signs at the distances given in Table 3.1. It is not then necessary to individually sign each bend,

Kg. 3.1 Dktance between Double Bends

3.5.3 CHNRON SIGN

3_.

Sign 314 is used in the following situations:

(i) at a sharp bend in the road where Sign 312 would not adequately convey to the motorist the severity of the bend, In thls case Sign($ 314 should be positioned as shown in Fig. 32, with the centre line of the sign aiigned with the centre line of the lane or carriageway of the oncoming traffic.

I f the angle of the bend exceeds 90". more than one sign may be used.

( i i ) a roundabouts Sign 314 should be mounted on the central island apposite each approach as shown in Fig. 3.3.

If a roundabout apopraach has 3 or more lanes the sign width should be increased to incorporate 4 (or more) chevrons.

The permissible sign sizes are detailed in Table 3.4.

Table 3.4 Perrnlsoible Chevron Slzes

85th Percentile

Speed

Below 80

Over 80

Height of

Sign

4.00

8QO

Minimum Length

1200

2400

Module Extension

600

1 200

Fig. 3 2 Fig. 3.3

ROAD NARROWS Signs 315 and 376 are used to warn of reduction in carriageway width where the taper is more severe than the values given in Table 3.5. Sign 315 is used where the reduction occurs on the offside or, when the symbol is reversed. the nearside. Sign 316 is used where the reduction occurs on both sides.

They may be supplemented by Sign 356 (Single File Traffic), typically at roadworks.

Table 3.5 End of Dud Cadageway Taper

3.7 END OF DUAL CARRIAGEWAY

Sigris ' 317"- and 318 are used to warn of Ihe approaching transition from dual carriageway to single i5iiiageway; :two-way .dperation;- The -siting of. these . .' signs .relative -10 the end .Of: the. dual 'carriageway is

-..ih'ij'w".:/j; Fig;'3;I 1 ::;l:.:l". .,.. ..-<:..; - : . . .

Additional Sign A

40 -300m .required if 83h See Table 3.1 percentile speed

is over 80 kph 1

Repeater sign at end of taper or marking

1 Sign 317 at end of median strip

Fig. 3.4 End of Dual Carriageway I

END OF ONE-WAY WORKING

Sign 319 should be used on a one-way carriageway to warn of the approach to a T-junction, with two-way traffic on the major road.

3.9 TRAFFIC SIGNAL OPERATION

3.9.1 TRAFFIC SIGNALS AHEAD

Sign 320 should be used to warn drivers of the~r approach to any traffic signal control whether permanent or temporaw, when:

either (i) the installation is remote from similar installations

or (ii) the clear vis~bility distance to the prirnaty signal ahead is less than 610 metres.

On high speed roads a repeater sign should be supplemented by Plate 253 (Distance). This is normally located at twice the recommended distance from the junction (see Table 3.1).

3.9.2 TRAFFIC SIGNALS NON-OPERATIONAL

-i

Sign 321 is used to warn drivers that the traffic signals they are approaching are temporarily out of service. The sign must be removed as soon as the signals bemrne fu%y operational.

3.10 PEDESTRIANS AND CHILDREN

3.10.1 PEDESTRIAN CROSSING

Sign 322 should be used to warn of the presence of an uncontrolled pedestrian crossing facility and should be erected on both sides of the carriageway on 'the approaches to the crossing.

On roads where the 85th percentile speed is less than 45 k.p.h, it should only be used where visibility of the crossing is impaired.

-.

CHILDREN

Sign 323, used in conjunction with supplementary Plates 324 or 325, warns drivers of the proximity of a school of playground and should be erected on both sides of the carriageway on the approaches to the hazard.

School a ANIMALS

Sign 326 should be used at locations where it is possible that animals may be present on the road. The symbol may be changed to show a sheep or goat as appropriate.

O f HER HAZARDS

SLIPPERY SURFACE

Sign 327, together with supplementary Plate 328, should be used where there is a greater risk of skidding than normal. It is intended that this sign should be used as a short-term measure and only until remedial treatment has been completed.

1 Drifting Sand j

3.12.3 LOW FLYING AIRCRAFT k.

SIgn 329, together with supplementary Plate 330, should be used to warn drivers of the possibility of drifting sand on the carriageway.

Sign 331 may be used on roads where tow flying aircraft or sudden aircrafl noise may distract drivers.

3.12.4 ROAD HUMPS

Speed humps Ll2.Y

Sign 332 is used to warn of a single road hump or series of road humps installed on the road to act as a speed control device. It should be supplemented by Plate 333 at the beginning of a residential area or road having several road humps.

Plater 334 may be used to supplement Sign 332 to indicate the recommended maximum speed at wh~ch drivers shouid negotiate the hurnpls).

3.12.5 UNEVEN SURFACE

Uneven surface

Sign 335, together with supplementary Plate 336, is used to warn drivers of a potential hazard due to waiageway surface irregularities which might impair vehicle control. This sign should be removed as soon as remedial action has been taken.

This sign must NOT be used instead of Sign 332.

MAXIMUM HEIGHT Sign 337 is used to indicate the maximum height ot vehicle that may pass underneath a structure spanning the carriageway, where the clearance of that structure is less than 5.5 metres. The sign is located in advance of the structure. as specified in Table 3.1. but may also be mounted an the structure itself to emphasis@ the warning. The figure quoted on the sign must be at least IOOrnrn less than the measured minimum dearance. to allow a margin tor driver error, and should be expressed to the next lowest multiple of 100mrn.

Wherever possible an alternative route for vehicles exceeding the stated height should be indicated in advance of the junction prior to the structure.

Sign 338, together with supptemontary Plate 339, is used to warn of a overhead electricity supply cable and specifies the maximum height of vehide that may safely pass underneath. It is important that warning be given, particularly of high voltage cables. even where the height of the cable enables high vehicles to pass.

To further ernphasise the warning, height gauges may be installed on the approaches to the cable crossing point

,yj eEJy\

P Maximum height

5 m

EXTENT OF HAZARD

For 2 km

Plate 340 may be used to supplement a warning sign where the hazard to which any of the foregoing signs refers extends over a distance rather than being confined to one locatron.

3.12.9 PAVED ROAD ENDS

Sign 34f is used to warn motorists that they are apptoaching the end of paved carriageway.

3.13 TEMPORARY WARNING SIGNS

3.13.1 HAZARD WARNlNGS

Sign 342 is intended for use in situations where a symbolic sign woufd not be appropriate. It is usually supplemented by Plate 343.

Plate 343 gives a written warning of the nature of a hazard,

LL J L t

Surveying I The permitted legends are:

Census

Flood

Road Ends

Surveying

Smoke

3.1 3.2 HIGHWAY CHANGES

ow ** .&"ha Mew Road Layout

Ahead.

Sign 344 should be used to warn motorists of changes that have taken place at locations with which they are familk. The requirements for size of lettering, sit~ng, visibility etc., are as those set out in Table 3.1 for triangular warntng signs.

The sign is intended for short-term use and should remain in position for at least three months (so that a reasonabie number of occasional, as well as habitual users of the)oute are made aware of the change) but not longer than six months.

The permitted legends are:

New Road Layout Ahead

New Junction Ahead

New Pedestrian Crossing Ahead

New Traffic Signals Ahead

New Roundabout Ahead

No Left Turn Ahead

No Right Turn Ahead

No U-turn Ahead

WARNING SIGNS AT ROADWORKS

Although the use of warning signs at roadworks is discussed in a separate volume. 'Traffic Control at Roadworks' it is appropriate that the permitted signs (Signs 345-359) be defined here.

Generafly detailed descriptions are not provided as the symbols and/or worded messages are self explanatory.

Further signs included in "Traffic- Control at Roadworks" but net included here are to be found in Chapter Two - Regulatory Signs.

345

Road Works

349

Hard shoulder to be used as traffic lane

346

End of Roadworks or Restriction.

\>

Vehides on hard shoulder to rejoin main carriageway

Reduction In number of traffic lanes. Sign face varies to show actual layout.

351

Diversion of traffic to opposite carriageway

348

Chevron board

352

Start of diversion .

Direction of arrow varles

353

Intermediate direction sign on diversion route

354

Diversion directfan sign

' L,

355

End of diversion

Single File Traffic

356

SlngIs file traffic past site of roadworks

357

Warning of loose hipp pings on road surface

358

Pedestrian to follow route indjcated by the arrow

Permitted legends are:

Traffic Control Ahead

On Red Stop Here

Road Ahead Closed

Ro3d Closed

No Constructron Traffic

Construct!on Traffic Only

Works Access

Temporary Surface

APPENDIX A SUPPLEMENTARY PLATE MESSAGES

ENGUSH/ARABIC

TYPE 343

Flood

Census

Road Ends

Suwe y ing

Smoke

TYPE 344

New Road Layout Ahead

New Junction Ahead

'., New Pedestrian Crossing Ahead

New Traffic Signals Ahead

New Roundabout Ahead

No Left Turn Ahead

No Right Turn Ahead

No &Turn Ahead

TYPE 359

On Red Stop Here

Road Ahead Closed

Road Closed

No Construction Traffic

Construction Traffic Only

Works Access

Temporary Surface

rrr e+ ;L+

el&-!

&&I tk GJ;a L L JLl

;LJ

CHAPTER FOUR - INFORMATORY SIGNS

Contents

Seetlan Title

4.1 General

4.2 Information to Drivers 4.3 Information to Pedestrians

Appendix A Sizes of Informatory Signs

Page No.

CHAPTER FOUR - INFORMATORY SIGNS

GENERAL

The signs illustrated in this Chapter give information to the road user rewding his lowdanor f~ilitm available in the vicinity. Unlike those specified in Chapters Two and Three, they have no regulatory or warning effect.

Signs which give information to drivers display symbols and/or text and vary in size according to the 85th percentile vehicle speed. Symbal signs are generally available in either M a or three sizes (see Appendix A) and the appropriate size fof each speed band is given in TabEe 4.1, together with character sires for the text signs.

When siting thew signs. care must be taken to ensure that the Minimum Clear Visibility Distance is achieved.

Note I : Aleptrheighl and x-hmgM are defined in Psrt Two Ghspter One Note 2 : Slender ~ b r u : such as ME signal poles and lamp mlumns may be gnored

Character Weight

Table 4.1 Slgn Sizes end Wsibltky Distances

Over 89

Signs which give infomation to pedestrians are each available in one size only (see Appendix A).

Lar$e 1 70 (1 W)

100

4.2 INFORMATION TO DRIVERS

4.2.1 TOWN OR AREA NAME

Bin Omran m Sign 400 indicates to drivers the name of the town or area that they are entering. The sign should be erected at the start of the built-up area rather than the geographic boundary. .

Sign 401 indicates to drivers that they are leaving the particular town or area.

4.2.2 U-TURN AHEAD Slgn 402 is positioned on the median strip in advance of the entrance to a U-turn. The required siting distances are given in Table 4.2.

Table 4.2 Siting Distance for U-turn Sign

85th Percentile speed

kph

0 - 60 60 - 80

Over 80.

These distances should be measured from the beginning of the deceleration lane. If none is provided then lOOm should be added to the siting distance.

Siting distance

(metres)

30

45

60

4.23 NO THROUGH ROAD

Sign 403 is placed al the entry to any road where no through way for motor vehicle exists. k should be erected on both sides of the carriageway.

Sign 404 is used in urban areas in advance of a j y M i ~ ~ to indicatp which lanes are w&iIabl# far particular traffic movements. The number of lanes shawn an the sign shewld correspond with the lanes marked on the? mrriageway at the point where !he sign is located. - - -

PARKING Sign 405 is used to indicate a patking place for vehicles, whether it be on-Street parking bays or off-street parking places. The plate may be ~xtended to include the distance or a direction arrow below the text. Alternativeiy the symbol may be incorporated in UjrectionaJ signing, as shown in Fig. 4.1.

%*-- [I]

Rg, 4.1 Cai Bark Direction Signing

HOSPITAL

Slgn 406 is used to advise drivers that they are approaching a ho'spitd or ciinic. The plate may be extended to incfude the distance crr a direction arrow or the symbol incorpomted in lrtirectianal signing in a similar fashion to Sign 405.

POLICE STATION

Slgn 407 is used to indicate the locatjon of a polic~ atation or police past. The distmce or a dirmtion arrow may be induded below the text.

Sign 408 is used to indicate to drivers of heavy goods vehicles the location ol a weighbridge station. The distance or a direction arrow may be induded below the text.

EMERGENCY TELEPHONE

Sign 409 is used on Primary and Secondary Routes to indicate the direction to the nearest emergency telephone, where such a system is provided. The plate, which may also display the distance below the text. should be mounted parallel to the carriageway.

4.2.10 PRIVATE ACCESS SIGNS

Signs 410 to 413 may be used to indicate the entry to and exit from private premises where there are two or more accesses to the main highway. They are normajly erected in pairs with Signs 410 and 411 back-to-back and Signs 41 2 and 41 3 back-to-back.

.- .-

4.2.1 1 COUNTDOWN MARKERS

49.12 SERVICES

Countdown Markers 414 to 416 are mounted below Sign 309 to warn drivers ol their approach to a roundabout. The signs are located on both the nearside and olf-side of the carriageway at 300m, 200m and lOOm in advance 01 road Marking

I / When positioned on the- right hand side of the : carriageway the slope of the stripes is as illustrated.

I When positioned on the left hand side, the slope is

I reversed.

The colour of the signs must reflect the status of the road on which they are located, i.e., green background I with whits stripes and border for Primary Routes blue background with white stripes and border for

Hotel or Motel

502 (Give Way).

Secondary Routes and white background with black

416 stripes and border elsewhere.

These signs may also be used at grade-separated junctions, on the nearside verge of the main carriageway, to countdown the distance to an off-ramp or slip road exit. They are located at mom, 200m and 1001-1-1 in advance of the point at which the deceleration lane commences.

L

41 8

Restaurant

41 9

Refreshment

420

Plcnic Area

421

Camp Site First Aid Statlon

Signs 417 to 427 inclusive are used to indicate the presence of the services symbolised on the signs.

They may display the distance to the facility or an arrow showing the direction in which the facility lies. as illustrated by signs 417 and 418.

424

Petrol Filling Station

423

Public Telephone

Breakdown Information Mosque Service office

INFORMATION TO PEDESTRIANS

PEDESTRIAN CROSSING Sign 428 is used to inform pedestrians of the location of an uncontrolled pedestrian crossing. It is NOT used where the crossing is controlled by traffic signals.

Signs are erected at the crossing on both sides of the carriageway as shown in Fig. 4.2 -

Single camageway Dual carriageway

Fig. 4 2 Location of Sign 428

PEDESTRIAN SIGNAL lNSfRUCTlON

Slgn 429 is provided at a pedestrian massing. It may be incorporated within the push-button cabinet or appear as a separate plale.

SSgn 430 may be used to indicate the location of a footbridge, The p!ate- may the extended to include a direction armw below the text.

SUBWAY

Sign 431 may be used ta indicate the locatian of a subway. The pkae may be extended to indude a diredian arrow below the text.

APPENDIX A - SIZES OF INFORMATORY SIGNS

Slgn No.

Description

U-turn ahead

No through read Lane discipline

Parking

Hospital

Emergency Telephone Private Access Sign Private Access Sign Private Access Sign Private Access Sign Countdown Marker Countdown Marker Countdown Marker Hdtel&- Motel

Restaurant

Retres hment

Picnic Area

Camp Site

First Aid Station

Public Telephone

Petrol Filling Station

Breakdown Service

Information Office

Mosque

Pedestrian Crossing Pedestrian Signal Instruction Footbridge

Subway

Slgn Dimension mrn

750 x 750 1000 x 1000 1250 x 1250

. 500 x 500 600 high 900 high

1 200 high 300 x 400 600 x 800 900 x 1200 300 x 400 600 x 800 900 x 1200 225 x 450 425 & 425 425 x 425 425 x 425 425 x 425 700 x t450 700 x 1450 700 x 1450 600 x 900 900 x 1350 6OO x 900 900 x 1350 600 x 900 900 x 1350 600 x 900 900 x 1350 600 x 900 900 x 1350 600 x 900 900 x 1350 600 x 900 300 x 1350 600 x 900 900 x 1350 600 x 1 TOO 900 x 1650 600 x 1100 990 x 16% 600 x 1100 900 x 1650 500 x 500 200 x 175

Aleph-height (x-height)

mm

Comments

Width varies depending on number of lanes and arrows

Entry No Exit No Entry Exit 300 metres 200 metres 100 metres Distance or arrow may be displayed Distance or arrow may be displayed Distance or arrow may be displayed Distance or arrow may be displayed Distance or arrow may be displayed Distance or arrow may be displayed Distance or arrow may be displayed Distance or arrow may be displayed Distance or arrow may be displayed Distance or arrow may be displayed Distance or arrow may be displayed

Direction arrow may be included below text Otrecfion arrow may be included below text

CHAPTER FIVE - ROAD MARKINGS AND STUDS

Section Title

General

CIassiflcation of Road Markings

Transverse Markings Longitudinal Markings

Other Markings

Worded Road Markings

Road Studs

Page Nu.

Reftecforization of Carriageway Markings

Materials

Appendix A-F Road Marking Layouts

Appendix G Extended Character Set

C)-:A?TE3 FiVE - ROAD MARKINGS A: 3 STUDS

GENERAL Road markings perform a vital task in the control, warnlng and guidance ol road users. They may be used in conjunction with road signs to supplement the information given by the sign or on their own to provide information that cannot be property conveyed by signing*

Whilst the benefits to be gained from positive and clear road markings cannot be overstated it is necessary to bear in mind their limitations. Designs that result in complicated arrangements of markings, e.g* channeltisrng sf traffic lanes over long distances or through 'non-standard' junctions, and which are relied on to segregate opposing traffic flows are unlikely to be successful. Apart from any problems due to drtver comprehension, the very high rate of deterioration or markings experienced in Qatar dictates that reliance should not be placed solely on road markings as a means of control.

It is strongly recommended that careful consideration be given to the role of road markings and their design at as early a stage as possible in the formulation of designs for new or improved junctions.

CLASSIFICATION OF ROAD MARKINGS

Road markings may be grouped into three categories:

ti) Transverse Markings >€--

These markings are set across the carriageway and are associated with traffic control by sign or signal.

(ii) Longitudinal markings play an important part, particularly in urban areas, in maintaining road safety by guiding and, where necessary, confining traffic to the appropriate lane. Their use also ensures that the available carriageway space may be used to its maximum capacity,

[iii] Other Markings

This group comprises those markings which, by means of their shape or colour, impart information or indicate the presence of restrictions to be observed.

It should be noted that, except where specified otherwise, all road markings are white.

TRANSVERSE MARKINGS

THE STOP LINE

Marking 500 is used at traffic-signal controlled junctions to indicate where vehicles must stop when a red signal is displayed.

It is also used at priority junctions controlled by Slgn 200 (STOP) to indicate where drivers should stop before proceeding into the junction, having ascertained that the major road is clear. The significance of the STOP sign and the critena for its use are described in Chapter Two.

At signal-controlied junctions, the marking is installed as shown in Appendix 'A'. At priority junctions the marking shcufd be installed on the line of the edge of the major carriageway (see Appendices €3 and C). Only in exceptional circumstances may it be located elsewhere and it should never be positioned within 600mrn of the path normally fallowed by the near side wheels of vehicles on the major road.

THE GtVE WAY LINE (PRIOFIITY JUNCTICNS)

Marking 501 is used at priority junctions controlled by Sign 203 (Give Way) to ~nd~cate where drivers should y~eld to veh~cles on the major road. It IS always accompanied by Marking 503 (Give Way triangle).

Its position in relation to the edge of the malor carriageway is the same as that of Marking 500 (STOP) as shown in Appendix D.

Where traffic joins the major road on an acceleration splay, Marking 501 should be provided from the cenire line of the minor road for a distance equal to the width of that approach. The remaining length of the acceleration splay is marked with the appropriate edge of carriageway marking.

THE GIVE WAY LINE (ROUNDABOUTS)

Marking 502 is used at roundabouts to indicate where drivers should yield to vehicles already on the circulatory carriageway. It is always accornpan~ed by Marking 503 (Gwe Way triangle), as shown in Appendices E and F.

At normal roundabouts, it is used in conjunction with Sign 203 (Give Way) but at mini-roundabouts the combination Sign 203/204 is used.

'THE GIVE WAY TRIANGLE

Marking 503 is used with Markings 501 and 502 as described above. It is normally located with- its base 2 to 3 metres from the transverse marking but, exceptiondly, [his distance may be increased up to a maximum of 15 metres where the layout of the junction, visibility and/or vehicle speed on the minor road warrant such a move.

ROUNDABOUT WARNING MARKING ('SHARKS TEETH')

Marking 504 is used on all roundabout approaches. Where the 85th percentile speed on an approach is 80 k.p.h. or less. the markings are installed at 50 and 100 metres In advance of the Give Way line. Where [he 85th percent~le speed exceeds 80 k.p.h, these distances are increased to 100 and XI0 metres. respectively.

c.:

5.4 LONGITUDINAL MARKINGS

5.4.1 LANE MARKINGS

Lane markings are used to separate any traffic lane from its neighbouds).

Marklng 505 is used on Primary Routes where the 85th percentile speed is 80 k.p.h, or less, and on all Secondary and Tertiary Routes. On Primary Routes where the 85!h percentile speed exceeds 80 k,p.h, MarkIng 506 should be used.

507 I

Marking 507 is substituted for Markings 505 and 5C16 to warn drivers a! a hazard ahead and should be used in the following circumstances:

(i) On the approaches to dl junctions, as jllustrated in the Appendices. The minimum number of marking modules (i.e. line plus gap) varies according to the type of junction as detailed in Table 5.1.

! Trrble 5.1 - Modules of Warning Marking at Jundons. .

li the distance between a d j m t junctians is less than three times the length of the specified minimum number of madulos, the warning marking should be continued through.

(ii) Where the Forward Visibility Distance falls within the limlts specrlied in Tahle 5.2.

Note: 1, Where the Forward V ~ s ~ b ~ l ~ t y Dlstance lalls below Ihe lower l~rn~t on slngle carriageway roads the Doubie hne System (Sect. 5.4.4) should be used.

2. Fonvard Vislbll~ty Distance on dual carnageways should always exceed the lower lirnlt.

85th speed kph

Upper Llmft metres

Table 5.2 Vislblllty Criteria for Warning Marking

Marking 508 indicates to drivers that they may not leave the lane in which they are travelling. tt is used at priority junctions, traffic-signal controlled junctions and roundabouts to prevent weaving movement in the immediate vicinity of the junction, and extends 24 metres from the STOP or Give Way line, as appropriate.

Over 80

300

0-45

125

175 Lower LIrnit metres 75 100 150

45-60

175

60-80

225 ---

DOUBLE LINE S'ISTEM

Markings 509 and 510 are used on two-way single carriageway roads where the Forward Visibility Distance falls below the lower limits specified in Table 52. The continuous line indicates to drivers that they may not leave the lane in which they are travelling.

Marking 509 is used where visibility is restricted in one direction only. Where it is restricted in both directions, Marking 510 is used.

EDGE OF CARRIAGEWAY MAAKlNGS

_ 511 51 2 51 3 t*L

Marking 511 is used to indicate the edge of carriageway at a raad junction or lay-by. In urban areas it is dso used on certain roads to delineate a continuous parking strip between the main carriageway and kerbed edge. \,

Marklng 512 is used on roads in urban and suburban areas and on minor rural roads to indicate the edge of carriageway where no hard shoulder has been provided and the edge of carriageway is not defined by a kerbline.

Mafkfng St3 is used ta indicate the edge of carriageway

( i ) on all Primary and Secondary Routes

(ii) on dl other roads where a hard shoulder (whether kerbed or not) has been provided

(iii) to replace Marking 512 where prohibitory or warning markings exist in the centre of the cartiageway.

On Primary Routes, Marking 513 is coloured yellow and designated 513Y.

Nominal carriageway width - 8m or 12m *

275 (325) for 150 (200) marking . "r"

Fig. 5.1 Location of Edge of ~arr iagewe~ Marlrlngs

OTHER MARKINGS

LANE ARROWS

51 4 51 5 51 6 \,

Markings 514, 515 and 516 are used on rnuiti-lane approaches to traffic-signal controlled and priority junctions to indicate to drivers which lane they should take to reach their chosen exit. The direction of each arrow head may be varied as required but no more than two directions may be shown on any one arrow.

On roads where the Sth percentile speed is 80 k.p.h, or Iess, two arrows should be provided for each lane, Where the 85th percentile speed exceeds 80 k.p.h a third arrow should be added.

!

The distances in advance of the STOP or Give Way line at which the arrows should be installed are given in Table 5.3.

Table 5.3 Location of lane Arrows

5.5.2 BlFUrtCATlON ARRO tV

Marking 517 is used to indicate the divergence of a full width additional lane from the main carriage- way. The additional lane may be either a slip road, a deceleration lane, a free right turn, a U-turn or lccalised widening (e.g. in advance of a signal contralied junction). The marking is not intended to indi- cate minor bifurcations such as deceleration tapers at T-junctions.

-? The 32 metre arrow is used on roads where the 85th percentile speed exceeds 80 K1.p.h. Elsewhere, the 16 metre arrow is used.

The ahead porlion of the arrow is located centrally in the lane adjacent to the bifurcation, with its tip approximately 20 metres (for the 32 metre arrow) or 10 metres (for the 16 metre arrow) past the begin- ning of the divergence, in the direction of travel.

5.5.3 WARNlNG ARROW

Marklng 518 is used in conjunction with Marking 507, under the following circumstances:

( j ) to warn drivers on two-way, singIe carriageway roads that they are approaching a double line marking (either Marking 509 with the solid line nearest to their lane, or Marking 510) and that they should return to and/or keep to the right.

In this case !he arrow is positioned on the centre line of the carriageway, as shown in Fig. 5.2. replacing Marking 507, The distances in advance of the double line marking at which this occurs are given in Table 5.4.

1

- ---- Fig. 5.2 Warning enows In advance of double llne system

Table 5.4 Location of Warning Arrow

(ii) on a one-way, multi-lane carriageway in advance of a narrowing where the number of lanes is reduced. The arrow is pos~t~oned in the middle of the lane to be dropped (see Fig. 5.3) and may point to the left or right depending on which lane is to be lost. The distances in advance of the narrowing at which the arrows should be located are given in Table 5.4.

Point at which width starts to reduce I

- -

Fig. 5.3 Warning arrows at width reduction

5.5.4 CROSS HATCH AND CHEVRON MARKINGS

Marklng 519 is used to separate opposrng streams of traffic prior to or following a physical separation such as the median stnp or a traffic island.

Marklng 520 is used to separate adjacent streams of traffic travelling in the same direction in advance ol physical separation. The marking may be used, with the direction of the chevrons reversed, to extend a physical separation to control merging streams of traffic.

Marking 521 is substituted for Marking 520 on Primary Routes.

MINI-ROUNDABOUT MARKING

I I 1000-2400 w

(2500-5000) diameter

3500-7000 5000-1 0 000

diameter

MarkIng 522 may be used to convert existing priority junctions of urban local and access roads to roundabout operation. This may be required where the pattern of traffic movement has aftered andlor the operation of the junction results in unacceptable congestion on the minor approach(es). The marking has the meaning that any vehicle approaching the Give Way line must give priority to those vehicles approaching from the ahead or 11-217 dirediens whose route through the junction causas them to cross the path of the first vehicle. The principle is iltustrated in Appendix F.

5.5.6 PEDESTRIAN CROSSING MARKINGS

STUDS AT 6CO

Marking 523 is used to define an area of carriageway that may be used by pedestrians for crossing the road.

>>,

Fig. 5.4 Pedestrian Crossing at Traffic-Signals

Where the crossing is controlled by pedestrian operated traffic signals or is at a traffic-signal controlled junction, the marking is positioned 1 metre beyond the primary signal pole, as illustrated in Figure 5.4.

+eJm 50 Module

4 Zm0 MatlUl.

ZIG-ZAG DETAIL

Marking 524 is provided in advance of Marking 523 where the crossing is not controlled by traffic signals. It not only warns of the presence oI the crossing but also has the meaning that no vehicle may stap within the length of the marking except to permit a pedestrian to cross the road.

At uncontrolled crossings, Marking 523 and 524 are positioned as illustrated in Figures 5.5 and 5.6. It should be noted thal Sign 246 and Marking's27 may be used to prevent parking on the exit from the cmssing should it be considered necessay.

Fig. 5.5 Uncontrolled Crossing on Single Carriageway

Fig. 5.6 Unconhlled Crossing on Dual Cadageway

-

BOX JUNCTION MARKING 2000 (2500) when the shortest boundary is more than 9000 mrn '

X/ in IengZh. \

1'0% max of ' breadth

10% rnax. of I

- - - -

30000 max. length k

Markrng 525 may be used at junctions in order to prohibit queueing within the junction which prevents \ other movements taking place. A driver may enter the junction only when his exit is clear unless he wishes to turn left, in which case he may enter if his further movement is prevented solely by oncoming traffic. He may not enter if that traffic is stationary.

This marking has a regulatory effect (indicated by its yellow colour) and will require enforcement by the - Traffic Palice. Consequently all cases of intended use must be referred to the Ministr>r of Public Works for consideration.

The way in which the marking is constructed is described below:

(i) Rectangular junctions

(a) The diagonals are set out at right angles (or as near as possibte) to each other

(b) The boundary lines are drawn

(c) The grid is infilled with the lines being set parailel to !he diagonals at 2 metre intervals

Where the box is much bnger than it is wide, ii is set out a shown.

Fig. 5.7 Rectangular Box

Where the box is required on one half of the carriageway only, it is se! out as a full box but only half the markings are provided, as shown.

Fig. 5.8 Half Box

(ii) NOR-rectangular junctions

(a) A boundary tine is drawn across each arm at right angles (or as near as possible) to its centre line. The perimeter is completed by folrowing the intervening kerblines.

.Lq

(b) The diagonals A - 0 and C - D are drawn, as shown. to intersect at right angles, or as near as passible.

(c) The grid is infilled as before.

Fig. 5.9 Non-Rectangular Boxes

WAlTlNG RESTRICTlON MARKINGS

Markings 526 and 527 are provided on the neafside edge of eartiageway on roads subject to waiting restrictions to indicate the length(sj af mpd over which the restrictions are in force. Marking 526 is used where parking is prohibited between certain hours only and Marking 527 is used where parking is prohibited at all times. They are both colaured yellow.

These markings supplement Signs 246 and 247 and mky be considered as being for the guidance of the public as it is the presence of the signs that enfarces the restriction.

KERB MARKINGS AT JUNCTIONS

PAVING , PAINTED KERB \ A

Marking $28 should be applied to all kerbs in the vicinity of a junction, to highlight its presence. The kerbs are painted black and white.

5.5.10 PARKING BAY MARKINGS

1- -+ 100 loo f

7000 - w

Kerb Line

Line

Markings 529 and 530 are used to define parking bays on or adjacent to the highway.

5.5.11 RQAD HUMP MAAKIN. .;

Kerb Kerb

4- 9..

Marklng 531 is used to indicate the position and extent of a speed control road hump. Type 555 studs should be provided on both approaches, as shown,

vt.

WORDED ROAD MARKINGS

GENERAL

Marklngs 532 and 533 are the only worded road markings approved for general use. Other legends may only be used where the appropriate message cannot be conveyed by conventional signing and road markings.

The characters forming the legend are elongated vertically to improve their legibility to drivers approaching at speed. The elongation is based on a unit aleph-heighi of 680mrn (x-height -- 400mrn) and is dependent on vehicle approach speed, as specified in Table 5.5. The Arabic and English character sets are illustrated in Appendix G.

STOP MARKING

\

Marking 532 may only be used to supplement Slgn 200 and Marking 500, as illustrated in Appendix 8, and must NOT be used under any other circumstances.

5.5.3 SLOW MARKING

Marking 533 may be used to supplement warning signs on the approach to a hazard or junction, e.g. a sharp bend at the end of a long straight section of h~gh speed road.

St must be ernphasised that this marking should only be used where absolutely necessary. as experience has shown that over provision results in the warning message being ignored.

ROAD STUDS

REFLECnNG ROAD STUDS

Reflecting studs are norrnaliy provided on all roads away from areas of street lighting, although certain lit roads may require studs, as directed by Ihe Ministry of Public Works.

The stud type and colour, and the Carriageway marking with which they are associated, are shown in Table 5.6 - Stud Type

Note: Where used in conjurtctim with Marking 508. the studs will be pasitionad to the nearside of the rnarhg, relative to traffic

approaching the junction.

Table 5.6 Road Studs and Asscrdated Carriageway Marklngs

Colous

NON-REFLEC'FING ROAD STUDS

Road Marking Use

5.72.1 WHfTE CERAMlC STUDS

These studs may be used as a substitute far reflective road studs in urban areas where street lighting is provided. At present, they may be used only in conjunction with the fol/owing road markings:

Whitewhite

White/White

White/Red

White/Red

Red/Red

Red/Red

Am ber/Red

Am her/Red

Green/Green

AmbedAmber

- Spacing in metres for

Other appfications of these studs, e.g. at junctions where the wear rate of thermoplastic or painted road markings is particularly high, are still under study by the Ministry of Public Works.

Slngk C'way

18

9

- -

18

\

3

-

8

SQUARE METALLIC STUDS I

Dual C'way

-

3

18

8

Lane Marking

Cane Marking

Lane Marking

Lane Marking

Nearside Edge Marking

Edge Marking

Offside Edge Marking

Oftside Edge Marking

Nearside f Edge Marking

Road Hump

These studs are used to warn of the approach to, and to delineate, a pedestrian crossing.

Transverse at 2m centres

505,506

507,508,509 51 0

505,506

507

512,513

51 9,520,521

512,513

5 1 9,520,521

51 1

53 1

REFLECTOR fZATION OF CARRIAGEWAY MARKI'IGS

Carriageway markings are normally reflectar~zed by the addition of spherical glass beads to the marking material during mixing and by the applicatlon ol further beads to the surface of the marking during application,

This extra reflectorrzation is not suitable far lane and hand-laid markings in areas where the obliteration of markings is a problem.

MATERIALS

MARKINGS

Carriageway markings will normally be formed using superimposed Thermoplastic ar Hot Sprayed Plastic complying with the Qatar National Buiiding Specification (QNBS) Clauses 19-4.05 and 19-4.06.

Alternatively the following materials are being evaluated by the Ministry of Public Works, whose approval must be obtained prior to their use.

(i) Twin Pack Polyurethene (Marine) paint.

(ii) Prefabricated Sheet Material.

Paint is used for Marking 527.

REFLECTING ROAD STUDS

Reflecting road studs used in Qatar are "double-sided", having a multi-reflex lens strip of the appropriate colour set on the two faces perpendicular to the direction of traffic flow.

Those studs intended for permanent use should have the lens strips housed in a cast aluminium base ' with integral anti-shear pin. This pin is inserted into a pre-drilled hole in the road surface and anchored by means of an adhesive, grout or hot poured bitumen.

Studs which have no anti-shear pin and are bonded to the road surface by an adhesive, e.g. epoxy cement, should only be used in temporary situations such as the diversion of traffic fanes at roadworks. Exceptionally, they may be used in locations where they would be subject to very little traffic loading, e.g. with the offside edge of carriageway marking on a dual carriageway road.

NOH-REFLECTING ROAD STUDS

When used as a lane marking these must be of white ceramic material, 109 mrn diameter.

Square metailic, aluminium or stainless steel studs are used to delineate or warn of pedestrian crossings.

APPENDIX A - ROAD MARKINGS AT A TaP .'FIG SIGNAL CONTROLLED JUNCTION

Note

The position of Primary Signals and Give Way Signs are shwm. Secondary Signals and alf other signing h a w bean ornittad for h t y .

APPENDIX 8 - ROAD MARKE.'IGS AT A PRIORITY JUNCTION CONTROLLED 8 Y A STOP SIGN

- . . - - - . . . . . - - - . . . .

APPENDIX C - ROAD MARKINGS AT A U-TURN

3. The choice of Marking XI5 or Mark~ng 506 depends on the status of the mad See Sect~on 5.4 1.

4. The choice of Maktng 9.2 or Marking 513 depends cm the edge of carriageway treatment. See Section 5.4.5.

5. The length of Markrng 517 depends an the 851h percent~be traYic speed. See sectlon 5.52.

APPENDIX D - ROAD MARKINGS AT A PRIORITY JUNCTION CONTROLLED BY A GIVE WAY SIGN

Notes

1. See Table 5.1 lor number of modules of . Marking 597.

2. The junction mnirol ahead ssgne may not be required.

APPENDIX E - ROAD FvlARKINGS AT A ROUNDABOUT

1. See Table 5.1 lor wrnber of modules of Mark~ng 507.

2. Marking 50Q 1s located at 50 and 100 metres from !he Give Way line where the 851h p e r m l e yaffic swed is tess Lhan 80 kph.

I 3. The cholca d Merking 5QS or Marking 506 depends an the s m s d b e road. See Section 5.4.1,

4. Tha choice of Marking 51 1, Marking 512 or Marking 513 depends on the edge of carriageway t r a m e m See Sealon 5.4.5.

1. See Table 5,f lor number ot modules of Marking M7.

2. The junction conlrol ahead signs may not ba required.

APPENDIX G EXTENDED CHARACTERS FOR WORDED ROAD MARKINGS

The manner in which the actual size of any character may be delermined is illustrated by means of examples from the English and Arab~c Character set.

The Tile Width Factor "w" is taken from the relevant letter tile at 1 : l scale shown in Part 2. Chapter I, Appendix A. The tile tengthkis fixed as shown for the relevant ratio of elongation.

The worded road markings STOP and SLOW are shown as individual tiles and then as complete messages in dual language at both 1:s and 1:3 width:fength ratios.

AH dimensions are shown in millimetres.

1 I...,.;

Qatar Traffic Manual

Traffic Design Manual

Contents

CHAPTER ONE

CHAPTER TWO

CHAPTER THREE

SIGN FACE DESIGN

SIGN CONSTRUCTION, MOUNTING AND ILLUM1NATION

VEHICLE CRASH BARRIER AND PEDESTRlAN GUARD RAIL

CHAPTER ONE - SIGN FACE DESIGN

contents

Section Title

1 .I General

1 -2 Basic Principles

1.3 Sign Face Layout

Appendix A Arabic/English Character Sets

Page No.

CHAPTER ONE - SIGN FACE DESIGN

GENERAL The design rules described in this Chapter, if correctly applied, will produce sign faces that are both clearly legible and unambiguous in cOfltent Certain of these rules are applicable to all directional signing. The remainder detail the way in which each particular sign face is constructed and are described mainly by the use of dimensioned diagwrns.

'z.

Ali direction signing in Qatar is bi-lingual, the destinati~ns and distances being displayed in bath Arabic and English. The alphabets used are the Arabic Naskh alphabet and the English alphabet in Transport Medium Script. The character sets for both alphabets are illustrated in Appendix A.

1.2 BASIC PRINCIPLES

CHARACTER SIZE The size ot characters of the Arabic alphabet is defined in terms of the height of the aleph - the 'aleph-height'. The size of the English characters is defined in terms of the Jower case 'x' - the 'x-height'. The ratio of aleph-height to x-height is 1.7:1,

The size of characters used on directional signing is dependent on the approach speed of vehicles on the road on which the signs are located. She sizes to be used are given in Table 1.1.

Nole: Characler stzes used On supptemefilary Pjates associated wilh Regulalory and Warning Signs am g h in Pasl One. Chaplars Two and Three respednrely.

Direction Signs

Table 1-1 - Character Sizes

60-80

Over 80

Each character is contained within a tile. Tiles lor Arabic characters are twice the aleph-height high but of varying width. Similarly. tiles for English characters are twice the x-height high but vary in width.

255

340

150

200

1 70

255

IOO

150

170

255

1M1

1 50

TEXT BLOCKS

FORMATI ON Dest~nat~on place names are formed by butting up the tiles of the required characters. Such an assembly of t~les is called the 'text block' and for each destination or word there wiil normally be both an Arabic and an English text block.

The widfh of a text block is determined by summing the widths of the individuql tiles.

The relative positions of the Arabic and English text blocks are as follows:

(i) Where a single destinatian is indicated, the Arabic text block is centred above the English text block.

I---'---'----------------------- 1 I I I ARABIC I I I I I L -- 7-------------------------r--J

r---------'---'---------- I

7 I

I ARABIC I I I I I

ENGLISH

Fig. 7.1 Positinn of Single Destination Text Blocks

(ii) Where two destinations are indicated, the text blocks are arranged vertically in the order: Arabic, Arabic, English, English. The Arabic text blocks are right justified and the English text blacks are left justified. Then,

(a) Where the longest Arabic text block is longer than the longest English text block the f nglish text blocks are justified to the left edge of the longest Arabic text block.

(b) Where the longest Arabic text bfock is shorter than the longest English text block, the English text blocks are justified to the right edge of the Arabic text blocks.

r--------'--------------d------- 1 I 1 I ARABIC I I I

I

i I ------7----------------4-------- I

I I

i I ENGLISH ' 1 1 +---------------------7----J----+ I I ENGUSH

1 I

s--- -------,,-,------- L - --

I I 1 ARABIC

ARABIC

b---------A--------------------- 4 I 1 I ENGLISH --,---- - ------- ------ r---------

I 1 . ENGLISH

I i I I

L -,,,-,---,,----,,, ,,,L - - - 1

Fig. t.2 Position of Dual Destination Text Blocks

No more than two destinations may be indicated For any one exit.

SEPARATION

On map-type Advance Direction Signs, text blocks which refer to different exits, but which are in line either horizontally or vert'rcatly, must be separated by a minimum space of 3 times the x-height. Unrelated text blocks which are not in line horizontally or vertically should be positioned by the following constructian:

(i} One of the text blocks is selected and its horizontal and vertical edges nearest the second text block are extended lor a distance of 3 times the x-height. The end points of these lines are then joined.

(ii) The diagonal so formed defines the minimum separat~on between the two text blocks.

I 1

ARABIC I I 1

ENGLISH I I

3 x I ---------,,---, , _1 minimum

r'---" ------ '-- ------- - I I ARABIC I I 1 1 I L,,,,-----,--------y--J

ENGUSH

Fig. 1.3 Position of Unrelated Text Blcrcks

ROUTE NUMBERS Route number information is displayed in Arabic only. The route number block is constructed as folIows:

(i) The appropriate Arabic numerals are selected and their tiles butted together to form the numeral block. -

(ii) Charmers forming the Arabic word e.& (Route). with an aleph-helghl one-third ol that of the numerals, are selected. These form the text black.

b .

(iii) The text block is butted over the numeral block and the two are centred.

(iv) The route: number block is completed by endosing the assembly in a rectangle or brackets, as shown in Fig. 1.4.

Fig. 1.4 Route Number Block Construction

A route number block is placed either one x-height horizontally or 0.5 times the x-height verticaily from the text block(s) to which it reiates.

Associated route number blocks are placed on the same horizontal line and separated by one x-height spactng.

The minimum spacing between a route number block and an unrelated text or route number block ts the same as that required for unrelated lea blocks.

The minimum spacing between a route number block and any border. arrow tile ar map symbol is 0.5 times the x-height.

1.24 DlRECTlON ARROWS Anows are each contained with~n a tile. Three types of arrow (itlustrated in Appendix A) are used on direction s~gning:

Type 1 - large, non lane specific Type 2 - small, non lane specific Type 3 - lane specific

Type 1 arrows are used on Signs 102 and 105, except in the case described in Sedian 1.3.2 where the type 2 arrow is used.

Type I and type 2 arrows are separated from their related text or mute number block by 0.5 limes the x-height.

Type 3 arrows are used on Sign 103. One arrow is required for each lane of traffic covered by the sign and each arrow is centred above the lane to which it refers. (See Fig. 1.8.)

The minimum space between any arrow tile and a text block ar an arrow and a border is 0.5 times the x-heig ht.

1.25 CARR IAGEWAY SYMBOLS The carriageway symbol used on Signs 100,101,106 and 107 represents the layout of the junction. The symbol is one x-height wide.

The part of the symbol representing the approach to the junction is set perpendicular to the bottom of the sign with its terminal line paralief to the bottom border and 0.25 times the x-height from it. H is of minimum length 3 times the x-height for Signs I00 md 101 and 2 times the x-height for Signs I06 md 107. In cases where a text black would extend below the bottom of the symbol, the symbol should be lengthened so that i t terminates on the same horizontal line as the bottom of the text block.

Those parts of the symbol representing the forward and side directions terminate in 45" chevrons. Their lengths and their relafionship to the text and fOUte number blocks are dependent on sign type and are detaiied in Sectim I .3.

Where two parts of the symbol intersect the corners are rounded using a radrus of 0.25 tmes the x-heighr.

AIRPORT SYMBOL '. - The airport symbol illustrated in Appendix A is always used wherever 'Airport' appears as a destination. The syrnbol is positioned to the left of the Arabic text block but separated by a distance of 0.25 times the x-height k~rn it.

The symbol may point upwards, horizontally or be inched at 45' so that i t is parallel with the associated direction arrow or B used on a Direction Sign, the direction of the chevron.

the minimum spacing between the symbol tile and any border is 05 times the x-height.

t .2.J BORDERS External borders are 05 times the x-height wide and have their cerners rounded with an internal radius of 0.5 times the x-height and an e x t e d radius equal to !he x-height.

. Internal borders are 025 times the x-height wide. No rounding is provided where an internal border joins the external border.

SIGN FACE LAYOUT In this section only those rules which may require some clarification are described in the text. The rematnder are illuslrated In the dimensioned diagrams.

The text block for the exit destjnatlon is positioned as shown in Fig. 15 being centred vertically on the horizonla1 edge of the exit carriageway symbol. This is also the case for dual exit destinations, as shown.

Fig. 1.5 Positions of Exit Destination Block

Whew the ahead destination is named or numbered the ahead carriageway symbol terminates at 0.5 tlmes the x-height below the text or route number black. Where no ahead destination ar route number is displayed, the ahead carriageway symbol terminates at 0.5 tlrnes the x-height from the border, 1.e level wilh the top of the exit destination text block.

The "ail' of the carriageway symbol terminales level with the bottom ob the distance block. Where no distance is displayed, the tail length reduces to its minimum value of 3 times the x-height.

I .3.2 SIGN 1M

Sign 101 is constructed in the same way as Sign 100. The length of the carriageway symbol is determined .by the height of the text blacks, the route number symbols and the spacing between them, as shown.

On the ahead destination sign, the arrow and route number block appear on the left of the sign face. On the exit destrnation srgn, they appear on the right.

Generally, the Arabic text block will appear above the English text block for both single and dual destination srgns. Type I arrows should be used, wilh the arrow and route number block arranged

' hor~zontafly (with the route number block adjacent to the text block) for a single destination sign and vertically for a dual destination sign.

I f the w~dth 01 the carriageway is sufficient, a saving in sign height may be achieved by either:

(a3 for a single destinallon sign, posilloning the text to the righl oi the English text. In this case a type 2 arrow should be used;

(b) for a dual destination sign, joining the place names by the use of the '&' character. A type 1 arrow should be used.

SIGN 103

- - = - legends lo cotnude.

Fig. 1.6 Reduction in Sign Height

* (spaungs rn upper panel In accordance w ~ l h thc r(~los a1 the end of 1.3 4)

The route number block always appears to the right of the text block.

Type 3 arrows are used. These'must be centred over the lane to which they refer.

I f the sign refers to two ar more lanes, the height reduction rules described in Section f 3.3 may be employed, subject to the width 01 the modified sign not exceeding the combined width of [he lanes Eo which i t refers,

Baselines of Arabic and English

legsnds to winuda.

Ffg. 1.7 Reduction In Sign Height

The width of a sign, whether modified or not, is determined by comparing the widths of

(i) the upper panel - consisting of the longest text block, the route number block. the minimum spacings and the borders.

and

(ii) the lower panel - consisting of the arrow tile or block, the minimum spacings and the borders.

ARROW TILE ARROW BLOCK

Fig. 1.8 Arrow file and Arrow Block

Where the upper panel is wider than the lower panel, the arrow til@ or block is centred within the lower pmd.

Where the lower panel is wider than the upper panel, the minimum spacings in the upper panel are increased in the following manner:

(i) the 0.5 x-height minimum spacings are increased, up to one x-hebht;

(3) the remaining 'space' is allocated equally to the 0.5 x-height and one x-hstght minimum spacing until they reach 2 Times the x-height:

(iii) any turther 'space' is allocated equally to all spacings.

SIGN 305

The route number block always appears next to the text block.

Where the exit is ahead or to the right, Ule arrow and route number block are positioned Po the right of the text block. Where the exit is to the left, they appear to the left.

The destinations should appear in the following order, from the fop of the sign downwards:

ahead exit

left exit

right exit

Arrows inclined at 45' are used to indicate a 'free-tlow' exit.

These rules &so apply to Signs 1Q5M, 105R and IW.

The rules described in this section apply to three and four-arm roundabouts whose approaches intersect at right angles. Where this does not represent the actual road layout, it is far the designer to interpret these rules and the previously described basic principles to achieve a well-balanced design.

(a) Four-arm Roundabouts

The leff and right exit text blocks are positioned retative to the carriageway symbol as shown above. The position of the ahead exit text varies, as follows:

(i) Single destination, wFth ar without mute number block:

Fig. 1.9 Single Destination

The assembly ~f text block and route number block (if any) is centred horizontally over the - ahead exit carriageway symbol.

(ii) Two destinations, with route number block:

Fig. 1.10 Dual Destination

The route number block is centred over the carriagemy symbol and the text black f o r one destinalian p i a d an either side af it. The spacing between text and route number blocks is equal tu the x-height

(iii) Two destinations, without route number block

Fig. f .t i Dual Destination

The two destinations are linked by the '&' character to form one text block. which is then centred over the Wageway symboL

tb) Three-arm Roundabouts

b e left or right exit text blodc is positioned En the same way as that for a four-arm roundabout. The position of the ahead exit text block Is determined.as fellews:

(i) The text block is constructed. In this case if twe destinatjons are named. their text blocks appear in the werticalb stacked mmgernent.

( i i ) If the side exit is to the left, the mute number block is positioned an the left of the text block. If the side exit is to the right, it is positioned to the right

Rg. 1.12 Three-arm Roundabout

-.-#

(iii) The assembly bf text block is positioned ovgt the carriageway symbol so that there is a 0.5 x-height spacing between it and the Wageway symbol, the side border and the tap border, .as illustrated.

L L

the principles of construction for this sign are the same as those for Sign 106, although the carriageway symbol is modified to represent the actual junction layout. The example provided illustrates the minimum dimensions that must be observed.

I""" M O - l x

When present. the route number black appears on the same side of the text block as the chevron.

This construction applies also to signs 1 WM, 108R and 108T.

1.3.10 SIGN 109

/ NO&:- bngest text plus distanca block delermtnex d m of SF.

The arrangement of the component blocks is determined as follows

(i) For the Arabic legend, Be disrance information appears to the left of the destination.

(ii) Far the Engiish Iegend. the distance infomalion appears to the righf of the destination.

(iii) The iengths of each text block and its associated distance biock are+measured. The longest of these combinations is selected and the text and distance blocks separated by a spacing of one x-height.

(iv) The remaining text blocks are separated from thew' distance blacks by.varying amounts to achieve the left and right justification ~ltustraled .above.

(v) The route number block, if present, is Centred over the text.

The plate size is 100 x 150mrn. The information is displayed in Arabic only, with an aleph-height of 20mrn.

APPENDIX A ARABICfENGLISH CHARACTER !3ETS

In this ap+ndii are contained the English and Arabic chmcier sets required to form the messages en any sign. R e character sets am shown in the

' exact proportion (1~1.7) required by the State of Qatar.

Eat% Arabic charmer is averlaid on a right-justiffed i grid lines separated by 02 times 'aleph-height0 representing the character tile. The tile height is 20 times *aleph-height" and the tile width is indicated beneath the tile as a factar d the "aleph-height". I &.I Each English character is overtaid on a lefl-justified

1 I grid af lines separated by OZ5 times "x-height' . i representing the character tile. The tile height is

2.0 times *x-heightu and the tiIe width is indicated beneath h e tile as a factor of the "x-height'.

: I Arrow and airport symbols are shewn related to the "x-height".

.

1x 1x + I 1 x >

Type 1 Arrow

- --

Type 2 A m w

Type 3 Amw

Airport Symbol

CHAPTER TWO - SIGN CONSTRUCflON, MOUNTING AND 1LLUMlNAnOM

.I -

Contents

Section Title

General 2.131

Sign Plate Construction 201

Siting of Signs 2.03

Design of Sign Supports 205

Design of Sign Support Foundations 2 73

Sign Reflectofisation 2-79

Sign IIluminatian 227

Materiais for Use in Sign Construction .223

2-9 Temporary Signs

Appendix A

Sign Illurninatlion Criteria

CHAPTER TWO - SIGN CONSTRUCTION, MOUNTING AND ILLUNllNATION

GENERAL This Chapter considers the various aspects of design and construction of the sign and its supports, its mountings and foundations and the requirements for illumination and/or reflectorisalion of the sign face. - A traffic sign is a functional piece of equipment which will require maintenance and occasional repair. Given such attention, a sign constructed to !he standards contained herein should have a useful life of at least 10 years.

Throughowl this Chapter the following terms are used:-

Sign face

Sign ptate

- the symbol or legend that is displayed to drivers

- the part of the sign to which the sign face is fixed

Sign support - the poles or posts upon which the sign plate is mounted.

2 2 SlGN PLATE CONSTRUCTiON Sign plates may be constructed in two different ways

(i] Sheet constmction - one or more flat sheets mounted on a frame, xi shown in Fig. 2.1. This construction may be used for my size of sign.

(ii) Rank #nstn,cfi~f!'- shaped channel sections assembled to farm a rigid sign pEate ( f i g . 22). This construction may only be used for signs whose area is greater than 3mZ.

Fig. 21 - Sheet Construction Fig. 22 - Plank Canstrudon

SHEfF CONSTRUCflON The dirftmh%S af the sign p@k3 ShQLlId those of the sign face. Whet% h a ar mum sheets are used to form Me sign plate, none shoutd have an area less than 1m2.

Signs which are equal to, ur larger than, the sit- specified in Table 2.1 will require some form of stifferting to meet the requirements 0,s- 073 with regard to deflection under service conditions,

I SIGN SHAPE 1 SIGN SlZE

Circular

Triangular

Rectangular

W mrn diameter

900 rnm height

Longest side - 1 000 mm

I Ratio af longest to shortest side greater tban 2.5 : I

Table Zl - Signs Requiring Stiffening

This stiffening may be achieved by any of the foll;owing methods:-

(i) Providing a stiffening fwIIe, generally formed Fmm L-section or C-section metal strip. This frame may also act as the mounting frame.

(ii) Forming a flange around the edges of thie shset(s). The flanges should be at l ekt 12 rnm deep.

(iii) Using heavy gauge sheeys).

If a proprietary brand of sUffeninp Iram is proposed, the manufacturer must show that the system meets the requinments of the specification.

PLANK CONSTRUCnQN The length of the sign pkate should equal that of the sign face. The height of the sign plate is determined by whole number multiples of the plank height and thedore may be slightly greater than that of the sign face. (In this case, the sign face should ber set out so that it Is centred vertically on the sign plate and the 'empty' areas above and below the sign facei should be co taured grey.)

All cul ends a! plank sections musl be formed to give a flanged appearance. . .

Rank type signs generally will require only verIica1 stiffening. This may be achieved by the rigid attachment of the sign plate to its support. However, the manufacturer of any proprietary system must show that it meets these requirements.

FIXING AND MOUNTING Irrespective of the type of sign tsnstntction, the layout and fixing of both sign plats and kame should be as simple as possible to achieve the required rigidity. Fixing ot adjoining members and of the sign plate to the frame maybe by wy of the following methods, so long as the method can be shown to be adequate for its pam'cular application.

ti) Welding

(ii) Rivets - where these are used prior to the application of ihe sign face material, they should be countersunk into the sign plate so as to maintain as smooth a surface as possible. Where rivets a ~ e applied after the sign face material has been affixed, their heads must be coloirred to match the surraunding area of sign face. H~ilow rivets must be capped to prevent light shining through.

(iii) Bolts - where these appeqr on the segn face, they must be coloured to match their surrounding area Sign face material, such as reflective sheetrng, must not be applied over bolt heads.

(iv) Adhesives.

Where materrais that have different caefficients of expansion are joined together, the joints must be designed to prevent their failure by shear. . % -

SITING OF SIGNS Many factors combine to determine good sign positioning. The position in advance of, or at, a junction or hazard at which a sign should be placed has been described in Part 1, together with the concept of Min~mum Clear Visibility Distance. Further considerations are discussed below:-

LATERAL POSlnQNlPJS All signs must be set back from the carriageway to avoid damage from passrng vehicles. The amount of set back varies according to location, as shown in Fig. 2.3.

WITH KERB

Fig. 23 - Required Sef Back Distances

VERTICAL CLEARANCE Signs erected over footpaths and other areas where pedestrians are Drsent must b m n t & sa that the hibjght lo the unrleetside of the sign is 2.f metres. Elsewhere, the mounting height may be between 0.9 and 1 .S metres.

ORlEEITATION To minirnise the e%ct of specula reflection from the sign face, the sign siaoukJ be positioned so that it is at w angle af appraximatety gS"0 ~ncbming traffic, as shawn in Fig. 2.4.

Sign 0rieflMlb angle.

FQ. 2 4 - Sign Qrientatron

MULTIPLE USE OF S I N Q ~ E SUPPORT Where it is intended to provide more than one sign on a single support, the order of the signs. from top tn bottom, should be warning, regulatory, infarinatory. Each sign should be separated Irorn its neighbcrur by a distanm equal to 0.5 times the aleph-height applicable fur signs at that location, & shown in fig. 2.5.

I Dual carriageway 1

Rg. 2.5 - Sign Separation Fig. 2.6 - Signs Not Requiring Full Vertical Clearance

The vertical clearance to the underside af the bottom sign must conform to the requirements of Section 2.32 except where:-

(i) A regulatory sign is mounted on a traffic signal pole

(ii) Sign 309 is used with Sign 414, 415 or 416 in advance of a roundabout.

(iii) Signs 208, 209, 21 1 or 212 are used at the leading edge of a traffic island.

In these cases the verttcal clearance may be reduced to 0.9 metres, even though the signs may be sited where pedestrians are present.

DESIGN OF SlGN SUPPORTS Three different cross-sections of sign support are available, these being hollow circular posts, hollsnv rectangular posts and I-beam sections. Sign plates which are less than 3m2 in area may only be supported by hollow section posts. Signs larger than this may be suppolTed by any of the permitted seclions.

THE SlGN SUPPORT NOMOGRAMS The nomograms provided in this section are sufitabie for use in nearly dl cases. However, where a sign would be subject to constant exposure' to wind speeds exceeding 100kph a separate structural analysis shouEd be carried out

The nomograms are used thus:-

{i) The sign face area and the height ol the centre of the sign above ground level are plotted on their respective scales.

(ii) These two points are joined by a straight line which is continued until it intersects the pivot line.

(iii) From this pcinl a horiiontal line is drawn to intersect the post reference tines.

(iv) The required number of supports for each size of suppart is given at the fool of the mtumMs] at which the intecsedian(s) occur.

(v) TIE! P @ ( r t ~ b ' ~ c M &f ClfbPPBrt S W D ~ and number of supports is then selected, subject to the Iollawing Ganstrairtts:

[a) The span between adjacent sup~arts may not excead 3.6 metres. . . -I

(b) The overhang fram the outer supplor! to tSte edge of the sign plate may not erxmed 1 2 rnatrm.

(vi) Where two interseaion points dccur in the same column, the first point la be reached India- the correct mrnblnatim.

(vii) Sign supparts sh~u ld be positioned as shown in Fig. 2.7.

Fig. 2.7 - Spacing af Sign Supports

I 2 4 2 NOMOGRAMS

Pivot Line v

1 2 3 4

Helght to cenlre ol stgn m metres Number of posts

Fig. 28a - Sign Support Nomogram

Pivot Line

He~ght to centre of sign rn metres

2 3 4

Number of posts

Fig. 2.8b - Slgn Support Nomogram

Pivot Line v

eight la centre ot sign in rnatres Number of posts

Fig. 2 . 8 ~ - Sign Support Nomogram

Pivot Line

He~ght to centre of sign in metres

2 3 4

Number of posts

Fig. 2.8d - Sign Support Nomogram

Post Circular Rectangular I-section Reference Post Posl Post .. A 60.3 x 5 50 ~ 5 0 x 5 - B 76-1 x 3.2 81) x 40 x 3.2 - C 88.9 x 4 1 0 0 ~ 5 0 ~ 3 . 2 - 0 114-3 x 5 1 2 0 ~ 6 0 ~ 3 . 6 - E t 39-7 x 5 160x BO x 5 127 x 76fl F tm.3 x 5 1 5 0 ~ 1 ~ 3 ~ 6 . 3 152x89" G 193.7 x 5 4 2M) x 1W x 5 178 x 1OZR H 219 x 6,3 2 0 0 ~ 1 M ) x 6 ~ 3 2Wx133u I 244.5 x 6.3 250 X 150 X 6.3 245 x 146" J 2734 x 6.3 250 x 150 x 6.3 245 x t 46u

Noie: R - RSJ (rolled staei jo~st) U = UB (universal beam)

I

WORKED EXAMPLES

2.4.3.1 A Direction Sign, 0.55 m high by 1.55 rn wzde, 1s to be installed in an urban area. Oetermrne the number and size of the sign supports,

Solution:

(i) Determine the sign face area:

0.55 x 1-85 rn

A = 1-02 m2

(ii) Determine the height to the centre of the sign:

Mounting height = 2.1 rn (Assuming that the sign is to be located in an area where pedestrians are present)

Half sign height = 0.275

Therefore height to the centre of the sign = 2.375 rn

(iii) Use Fig. 2.8a to determine the number and size of the sign supports

From Fig. 2.8a no. of supports -- 2 (minimum requirement lor direction signs)

Therefore size of supports = Type 0.

Due to the small width of the sign, no check need be made for compliance with support spaces requirement. Therefore this solution should be adopted,

2.4.3.2 An advance direct~on srgn, 4.30 rn high by 9.00 rn mde, is to be ~nstalled on a major rural route. Determine the number and stze of the sign supporls.

(i) Determine the sign face area:

(ii) Determine the height to the centre af the sign:

Mounting height = 1.5 m (maximum permitted in rural areas)

Half sign height = 2.15 rn

Therefore height to the centre ot the sign = 3.65 rn

(iii) Use Frg. 2.8d to determine the number and size of the sign supports:

From Fig. 2.8d, 2 no+ type J supports would be adequate

Check against section 2.4.1 (v) for compliance with support spacing requirement.

Span = 60% x 9.00 m - 5.4 m ) 3.6 rn maximum

Overhang - 20% x 9.00 rn = 1.8 m ) 12 m maximum

Therefore this solution is not acceptable.

From Fig. 2.8d, 3 no. lype I supports are an alternative

Check against Section 2.4.1 (Y) for compliance wlth support spacing requirement.

Span - 35% x 9.00 m = 3.15 rn ( 3.6 m maximum

Overhang - 15% x 9.00 rn = 1.35 m ) 1.2 rn maximum

Therefore this solution is not acceptable.

From Fig. 2.8d, 4 no. type H posts are an tnalternaBve.

Check against Section 2.4.1 (v) for compliance with support spacing requirement.

Span = 25% x 9.00 = 2.25 { 3.6 m maximum

Overhang - 12.5% x 9.00 rn - 1.13 m ( 1 2 m maximum

Therefore this solution should be adopred.

DESIGN OF SIGN SUPPORT FOUNDATIONS Two types of foundation are available, as shown in Fig. 29. Type 1 is used mainly with small sized direction signs and with regulatory, warning and informatory signs, where no more than wo supports are required. The type 2 foundation is used mainly with medium and large sized direction signing, which may require two or more supports.

Type I foundation

B (metres) -I

Type 2 Foundation

fig. 2.9 - Slgn Support Foundations

The graphs provided in this section are suitable fat determining the regumd length fL] of toundaZibn in mask cases. However, where poor ground conditions &st, or where thle f U H depth of fokl~dati~n m n o t be ~~~d duPl M d b ~ t ~ & D l i ~ SUCH l 3 ~ $em\m cables or pipa , indkhduai caiculations rnw be carried out,

THE FOUMDARON DESIGN GRAPHS

(il Sdect the appropriate graph.from Fig. 2.10.

(ii) Plot the bight of the sign plate [ha) and project this paint harizantatEy.

(iii) Plat the breadth of sign plate (b) and pmject it vertically untjl it intersects the proie~tian at h,.

(iv) R e d the required length of foundation (L) from the band in which the intersactian falls.

(v) Compare the value obtained sd tthe minimum permitted wdue of t, given in Table 22, for the chosen size of sign suppost, If the Wlmldsd value is Less, it must be increased IQ the permitted minimum. I

(vi) If the a~eutated value of L exceeds 1 Sm, a Type 2 foundation must be used.

SUPPORT TYPE

A & B 0.6

C B D 1 .D

E to J 1.3

Tabb 2.2 - Minimum PemHted Lengths of Fsundatian

1 :o b (metres)

MOUNllNG HEIGHT = 2.1 m

0-5 1 .O 16 215 b (metres)

MOUNTING H E I W = 1 . W

0.5 1 .O 1 -5 2.5 b (metres)

MOUNTING HRGH = 09m

Fig. 2,10a - Type 1 Foundations Single Support

I ~ C I 115 210 215 3b 3 5 410 415 510 b (metres)

fbereface rnrnlmum 1englh 01 0.6m applies.

MOUNTING HElGHT -- 1 -5rn

MOUNTING HEIGHT - 0.9~1 b (metres)

Fig. 2.10b - Type 1 Foundations (cont'd) Twin Supports

PlPE 2 FOUNDATION

(i) Using Fig. 2.11, select the column appropriate to the mounting height (hd being used.

(ii) Plot the height of sign face (hs) on the vertical axis and proled it horizontally to intersect with Ihe chosen column.

(iii) Read the required value of L from the band in which the intersection falls.

(iv) .Cornpare the value obtained with the minimum permitted value of L in Table 2 2 for the chosen size of sign support. If the caIculated value is less, it must be increased to the permitted minimum.

(v) !f the intersection falls outside the range af the graph, a separate analysis must be carried out.

hp (metres)

Rg. 2.1 1 - Type 2 Foundations

WORKED EXAMPLES

~63.1 A Q i a n -. 8 i Q.S rn high by m wid% C W in$Hl@. in a? urbm iwea l&t$nnirtgt th'a and size of faundatilan.

(i) Determine the mounting height and the number and sits of the sign supports.

See Section 2.4.3.1 - Mounting IteigPt --. 2.1 rn No. d supparts 5 2 ' '

Size d supports = Type B

(ii] Usa Fig. 21 Db or FQ. 2-47 to determine the type and size of the foundation:

From Fig. 2.11lb, select the graph far twin suppofts and 2.1 rn mounting height

Foundation is Type 1,Q.6 rn lung

Check against Table 2.2 far complianr=e with minimum length of feundation requirement.

For support Type B, minimum length = OB m

Therefore this solution should be adop@da

2.5.32 An Advance Direction Sign, 450 m high by 9.a m wide, is to be Installed on a major rural mute. Determine the type and s b of foundation.

solution:

(i) Determine the rnaunting height and the number and sh, of the sign supports;

See Secti~n 2.432 - Nlounting,hetght -- 1.5 rn No. of supparts p1 4 Size of supports = Type H

(ii) Use Fig. 2.10 or Fig. 2.1 1 to determine the type and size of the foundatbn:

From Ssctian 25, where mar% than 2 No, supports are required, a Type 2 foundatian must be used, so use Fig. 2.1 1

From Fig. 2.1 1, far tr, 31 4.30 md h, 1. I .5, length of foundatition 4 "17 m

C h e ~ k against Table 2.2 for compfiana? with minimum iength of fayridation requirement.

For support Type H, minimum Ienngth -- 1,s rn

Therefor~ this $otutiEtion should be adopted.

SIGN REFLECTOR ISATION All road traffic signs must be reflectofised by the application of reflective material to ail parts af the sign face [except those letters or symbols caloured black). This material must, when illuminated by a veM~le's headlights, reflect light back l o n g as near as possible the safne path so that the driver sees the sign brightly illuminated.

Reflective material is graded in 'classes of reflectivity', namely Class 7 (or High Intensity Grade) and Class 2 (or Engineering Grade). The required coefficients of rerro-reflectih for each grade are specified in Table 2.3.

Table 2.3 - Minimum CoefRcients of Retro-Reflection

Class I reflective material must be used on alI signs located in areas where street lighting is present or where there is a high level af background lighting from some other source. Elsewhere, Class 2 material may be used.

The colour of the materia! must comply with Table 2.4 which, for ease of reference has been plotted to show the chromaticity diagram (Fig. 2.12). The lurninana? factors of the material must mrnpiy with Table 2.5.

Fig. 212 Chromaticity Diagram

Tabfe 2 4 Chromaticity Coordinates

Orange Yellow

White Grey

Calour

0-07 rnin 0.1 3 max 0.20 min 0.30 max 0.50 min 0.60 max 0.04 min 0.07 max 0.05 min 0.1 0 m&x 0.75 rnin 0.15 min 0.25 max

0.05 rnax

0.03 min 0.11 max 0.1 7 min 0.30 max 0.1 6 min 0.40 max 0.W min 0.00 rnax 0.01 rnln 0.10 max 025 rnin

/ Not applicable i Not applicable

Retro-Reflective

Table 2 5 - Luminance Factors

Ordinary Colours

SIGN ILLUMINATION Signs which require direct illumination are listed in Appendix A

Illumination should be provided by one or more lanterns of the appropriate rating position in front of the sign face. Generally, gantw mounted signs haye the lantern(s) mounted below the sign (see Eig. 2.13) but on ground mounted signs the lanterns may be top or bottom mounted. Each lantern must contain at least two lamps operated on independent, separately fused circuits la guard against failure af one lamp and/or its control gear. R e lamps and any replacement lamps must be of the same mlour and rating.

Outreach

Upward Illumination Lighting of Gantry Sign

Fig. 2.13 - Posslble Lantern Mountings

The follorving general requirements must be met:-

( i ) For a kop-mounted lantern the outreach distance, which depends on the properties oi the lamps and the size of sign faze to be illuminated, should be bemeen one-third and one-half of the height of the sign face.

(ii) The outreach distance for a bottom mounted Iantem should be between 1 and 2 metres.

(iii) Lantern mountings must be arranged so that they in no way obscure any pad of the sign face when'viewed from the cam'ageway, net should they cast shadows acrossthe sign face during daylight hours.

(iv) Light from the lantern must be prevented from spilling around the sign plate. This may entail an enlargement of the sign plate to block out any overspill, in which case the extra sign plate area must be coleured grey, as described previously.

LUMINANCE REQUIREMENTS The luminance requirements are divided into two categories:-

Category 1 - 25 to 150 candela per square metre Category 2 - 100 to 350 candelas per square metre.

These figures are for mean luminance levels when measured against a plain white test panel. The mean luminance of a sign is the arithmetic mean of luminance values measured within the: 'inner area' of the sign, as shown in Fig. 2.14. The ratio of maximum to minimum luminance should not exceed 6 : 1 for a sign face area up to 1.5rnz. For larger signs this ratio may be increased to 10 : 1.

AREA

INNER AREA

INNER AREA 7

Fig. Z14 - lmer Areas of Signs

Where signs are located against a backgraund of high luminance level, e,g, good street lighting, shop window displays, etc, Category 2 lanterns Inust be used. Elsewhere, Category 1 lanterns will suffice.

27.2 UGKT SOURCES In order to achieve the correct mlour rendering of sign faces, only certain types of light source may be used. These are:-

(I) Hot cathode tubular fluorescent lamps whose colour complies with Standard Colour 2 in Clause 2.4 of 8s 1853 Part I. These are generally suitable for sign lighting due to their gocad wlour rendering properties and high lumen output throughout their Iife.

(ii) Colaur corrected, high pressure mercury fluorescent lamps of Type MBF complying with BS 3677. These are particularly suited to the illumination of large sign face areas and gantry mounted signs due to their hjgh output to size (of lamp) ratio.

(iii) Tungsten halogen lamps may also be used. but in comparison with the previously described Imps have shorter life and lower efficiency.

CONTROL ARRANGUnmS The switching of traffic sign lighting may be controlled either locally or from a remote point and may be done individually or in groups. Group control should be employed where the existing street lighting is under group control. All signs must be separately fused.

Sign lighting should be swhctred on when the ambient lighting level 'falls to 70 lux and off when the level rises to 100 lux. Where signs am illuminated by low waktage tubular fluorescent Imps, i t may be more economical to operate the lamps continuously rather than provide and maintain time switches or photo-electric cells. However, the increase in total burning hours gained by not repeatedly witching the lamps on and of! must be balanced against the useful tamp life. E.e. illumination during the hours of darkness.

Where local control is required, each sign must be provided with a photo-electric cell programmed to switch an or off at the levels of ambient light specified above. The ce31 must be damped so that it does not read to short duration changes in levels of light. Either one part or two part cells may be used, but must be of the non-orientated type and installed facing upwards,

M e r e a sign lighting is controlled from a remote point, it may be activated by time-switch or photo-electric ~ 1 1 , preferably linked to the street lighting control. In this case a backup system should be provided to guard against failure of the ctmtr~l mechanism.

is essential that routine maintenance inspe~tions be carried out on the sign lighting and cantrol equipment, both frequently and regularly. Visual inspection of the lanterns shoutd be made by night as well as by day. A maintenance programme should be established to carry out the following t

(i) Replacement of faulty lamps or equipmen!.

(ii) 8ulk replacement of lamps on a 'rolling programme' basis. It is recommended that fluorescent tubes be replaced after 7500 burning hours, which represents 12 months continuaus use or 24 months of night-time only use.

(iii) External cleaning af lanterns.

(iv) Internal cleaning of lamps, reflecfors, etc.

(Y) Testing of the control gear.

MATERIALS FOR USE IN SIGN CONSfRUCTION The main requirement of a sign is that it displays its message clearfy until such a time as it is na longer needed. In selecting materials tor use in sign construction. the fallowing should be considered:-

( i ) The sign may be required to remain in place for up to I5 years without replacement.

(ii) The enviranrnent in which the sign will be located.

(iii) The level of maintenance thaZ the sign will receive.

SIGN PLATES Although aluminium and steel are the most commonly used materials, the use of others such as plastics is not prohibited. However, any othe~. material must meet the same construction and serviceability standards and be abie to accept the same surface.finishss as would be applied to metal sign plates. If there is any doubt as to the suitability of a proposed material, field tests must be carried out to determine whether or not it is acceptable.

Where alumjnjum is used, either in sheet or plank form, it must be at least 2 mrn thick. Similarly, steel must be at least I .25 mm thick.

AH sheets, planks andfor angle sections that are joined together must be of the same material, or mater~als that do not inter-react. so that bi-metallic corrasian does not occur.

Prior to the application of the sign face, the rear of the S I Q ~ plate must receive one af the following treatments.

Hot dip galvanising Anodising Vitreous enamelling Plastic coating An approved painting system ,

The rear of the sign plate must be coloured grey.

2.8.2 SIGN FACES The materials used to form the sign face must meet the requirements of Section 2.6. In psactice this is usuatly achieved by the use of reflective sheeting material, which consists of minute gtass beads held within a thin plastic film.

The colours used on sign faces and their surrounds must conform to the standards in Table 2.6.

- Red 3S 381 C No 537 Blue 85 381 C No 109 Yellow BS 381 C No 355 Green BS 381 C No 228 - for primary route signs

BS 381 C No 225 - for traffic signal ahead and similar signs Grey 8s 381 C No 693 White BS 873 Black BS 873

Table 2.6 - Standard Colours

2.83 SIGN SUPPORTS When selecting the material for sign supports, consideration must be given to the expected conditions abave and below ground. Under certain circumstances, for example, it may be more appropriate to specrfy a reinforced or prestressed concrete support than use one of the standard section metal supports.

Metal sign supports must receive anti-corrosion treatment, as described in Section 2.8.1. Where hollow section posts are used, their tops must be sealed with a weather-resistant cap. If a metal cap is used, it must receive the same anti-corrosion treatment as the post. All sign supports and caps must be finished in grey.

Alternative methods of fixing sign plates to their supports were shown in Figs. 2.1 and 22. These fixings may be fabricated from steel, aluminium, or any other suitable metal, or nyton, but care must be taken to select materials that do not inter-react.

Whichever method of fixing is chosen should allow for easy removal of the sign plate for maintenance or replacement. Where proprietary fixing systems are employed, they must be used in accordance wth the manufacturer's recommend3tions.

Any sign supported on a single post must be prevented from rotating about the post.

TEMPORARY SIGNS For signs which are not intended to remain in position permanentty, e.g, at roadworks or a diversion, certain relaxations may be made to the requirements for materials and/or construchon.

It is important to distinguish between the two classes of temporary sign.

PORTABLE SIGNS Within this group tall signs such as roadworks signs which, atthough they wil occupy parliwtar locations for only short lengths of time, will be used repeatedly. For these, it is recommended that the materials be as tor permanent signs, as they will be subjected to a high degree of wear and tear during their useful life.

Such signs should be mounted in a sturdy but portable frame, usually construtzted of L-section steel strip. This frame should be of simple constnrction, using the minimum number of members required for stiffening and support. The joining ot the members and fixrng of the sign plate to the frame should be ro the same standards as for permanent signs. The complete sign should be light enough ta be carried easily by two men but sufficiently robust to withstand wind speeds af 100 kph {the frames may be weighted wrth removable sandbags, or similar). When erected, the scgn face must be supported at an angle of not more than 25@ to the vertical and the height of the bottom of the sign face above the wrriagewq must not be less than 450 mm.

The shape of the frame must not distract drivers' attention from the sign face and any area of the sign plate not occupied by the sign face must be ccloured grey. The frame should be designed to accept signs of different types, Ii.e. regulatory, warning and Informatory), of similar overall size but should not be more than 300 mm wider than the size of sign for which it is intended.

LIMiTED USE SIGHS This group consists of signs such a those requ~red during shon term road diversions. In this case, the durability of the signs is not d paramount importance, the only requirement being that they survive for the duration of the diversion. Hence, materials such as treated board and timber posts, together with screws or nails as fixings. may be used.

No retaxation is permitted in the standard of materials used for the sign face. The design of the sign face with respect to layout, shape and size must also be as that for permanent signs.

The sign supports and the rear of the sign piate shoufd be given a grey cotoured finish.

Details of the materials and construction methods proposed b r limited use signs must be submitted to the Ministry of Public Works for approval.

APPENDIX A - SIGNS TO BE ILLUMINATED

This matter is s t i l l under review by the Ministry o f Pub1 i c Works. Hence the 1 i g h t i n g requirements f o r any signing scheme will be established when the scheme i s submitted f o r approval.

CHAPTER THREE -- VEHlCLE CRASH BARRIERS AND PEDESTRlAN GUARD RAlLlNG

Contents

Vehicle Crash Barriers

Pedestrian Guard Railing

Page No.

CHAPTER THREE - VEHICLE CRASH BARRIERS AND PEDESTRlAN GUARD RAILING

VEHICLE CRASH BARRlERS

3.1.1 DEflNmON A crash barrier may be defined as a structure capable of bath absorbing the energy of a vehicle impact and inducing that vehide to follow the line of the barner without gyrating, overtu;h7ng or being defieded into the path of veh~des travelfing on the same carriageway.

The purpose of a crash barner installation is twofold: first, to reduce the severity of an accident -used by a vehicle unintentionally leaving the carriageway and, second, to prevent vehicles purposely entering the carriageway or crossrng the median strip at locations where to do so woujd be unsafe.

CRITERIA FOR BARRIER PROVISION Crash barriers should be instatled an the median strip andfor the verges of all new Primaq and rural dual-carriageway Secondary Routes and on similar existing roads at locations where one or more af the foilowing criteria are met:

3.1 2.1 FOR BARRIERS ON THE MEDIAN STRIP:

(i) The 85th percentile vehicle speed is greater than 8Qkph.

(ii) There are obstructions such as bridge piers, sign gantry legs or trees.

(iii) There are lighting columns.

(iv) The difference in median channel levels exceeds E metre and/or the slope across the median exceeds 25%

(v) At toaFions where unautharised turning or crossing movements hazardous to other road users do or could take place.

FOR BARRIERS ON "WE VERGES:

(i) At obstructions such as bridge abutments, posts of Advance Direction Signs ar gantry legs.

(ii) The 85th percentile vehicle speed exceeds Wkph and there are substantial obstructions other than those mentioned above ctaser lhan I5 metres from the edge of the nearside running iane.

( i i i ) On embankments generally greater than 2 metres in hejght.

(iv) On other embankments where there is a hazard or feature requiring protection at or near the foot of the slope.

TYPES OF CRASH BARAlER Four types of barrier are approved b r genera highway use in Qatar, these being untensioned blocked-out beam, tensioned corrugated beam, tensioned wire rope and New Jersey profile concrete barrier. Other barrier types, e.g. open or closed box beams, whose prirnarl, function is the protection of highway structures such as bridge piers, etc., are considered to be an integral part of the structure and so are speciried on an individual basis. Consequenliy these barriers are not dealt with in this docurnen t.

3.13.1 BLOCRED-OUT BEAM

This barrier type employs a beam of corrugated se~tion which is rigidly affixed to C or Z-section steel posts by mems of blacking-out brackets. Its main use is to provide protection over short lengths (typically 5Q metres) at obstmc"ciana, parti$utarly where space for deflection is limited. ~owwer;-the blooked-out beam does not provide as high a degree af containment as tensianed barriers and is not recommended for use on roads whera the 85th percentile 'speed is greater than BOkph.

Fig. 3.1 Blocked-out Beam

3.1.3.2 TENSIONED CORRUGATED BEAM

Tensioned corrugated beam consists of corrugated sections similar to those empioyed in the blocked-out beam, affixed to 'z' section steel posts by shear bolts with the end beams being anchored and the complete barrier lensioned. It may be used, in either single or double sided configuration, on the median strip and on the verge where installations of barrier greater than

Kg. 3.2 Tensioned Corrugated Beam

3-1.3-3. TENSIONED WlRE ROPE

Fig. 3.3 Tensioned Wire Rope

Tensioned wire rape barriers employ one or more steel ropes supported on collapsible posts. It provides a suitable 'alternative to beam type barriers in situations where barriers of larger section would cause drifting sand to accumulate on the carriageway, where cross-carriageway visibility is an important considerainn or where the environmental impact of the barrier needs to be minirnissd.

Tensioned wire rope nay be used on both the median strip and the verge but its flexibility and consequent deiiection clearance requirements (1.8 metres minimum) will aften prectude if horn being used to protect roadside structures. It should not be used on cuwes with radius less than 600 metres.

Due to its method af action, it is important that the wire roRe be installed such that its height relative to the general ground level is constant. The run-ofl.area between carriageway and barrier should be hardened to provide a firm running surface. Wherever possible this hardmed area should also extend 2 m e t m beyond the line of the barrier, to allow far deflection under impact.

NEW JERSEY CONCRETE BARRIER

New Jersey concrete barrier may be either single or double sided and should be: used in situations where the median strip or verge is sp restricted in width that the required minimum deflection cleamces for other barrier types cannot be achieved. tt may also be used on a ternporasy basis, eg, to segregate opposing flows on dual-carriageway contra-flow systems where it is considered that separation by tfaffic cones and/or poles would be inadequate.

The height at which a vehicle makes contact with the barrner is critical and so the run-off area between carriageway and barrier should be hardened.

Fig. 3.4 New Jersey Concrete Barrier

BARRlFR SPRNG REQUIREMENTS

GENERAL The recommended layout tor a tensioned corrugated beam installation is shown in Fig. 3.5. Some variation of this layout to accommodate specific local conditions is permissible but the following principles must be obeyed:

(i) The leading end of the barrier must be flared back from the edge of carriageway so that vehicles cannot pass behind the barrier.

(ii) The trailing end of a barrier on the median strip must be protected from oncoming vehicfes by the apprcrach flare of the barrier associated with the opposite carriageway.

(iii) On roads with an 85th percentile speed greater than 80kph, the minimum werall length of barrier is 50 metres. The barrier must extend at full height for a least 30 metres in advanca of the structure it is protecting and at least 7.5 metres beyond it.

SET-BACK The distance betweern the traffjc lace of the baniec and the edge of the carriageway construetian is termed the set-back. This must not be less than 12 metres unless a hard-shoulder is provided, in which case it may be reduced to 0.6 metres.

HEIGHT OF BARRIER The optimum height for each biwier type is specified in Table 3.1. Where the set-back to the barrier is less than 1.5 metres, the height is measured relative to the edge of the camageway. Where the set-back is greater than 1.5 rnelres, the height is measured relative to the general ground level beneath the barrier.

-. DEFEC-IION CLEARANCE The minimum clear distance between the rear of the barrier and any fixed object is specified in TabSe 3.1 tor each barrier type.

VlSlB ILITY CR E R I A In the design of new carriag~sways the caiculation of overtaking sight distance and minlrnum stopptng sight distance should take into account the positioning of crash barriers. Similarly, when instailing barriers on existing roads adequaie visibility must be maintained. In no case may visibility be reduced to below the absolute minimum stopping sight distance applicable lo the road in question.

TYPE

Note:

Figures In brackets denote d u e s where speed IS restricted to 8Okph or less.

He~ght to lap ol bane? @m adjacent road surtax lewd

+ Cor use at lightrng mlumns

" For 10m In advance ot lighhng columns

Table 3.1. - Vehicle Crash Barriers - Types and Clearances at Obstructions

END TREATMENTS The leading end of any crash barrier should be angled down ta a ground level anchor block and set back from the line sf the barrier, as shown in Fig. 3.5. Alternatively, the barrier may be commenced by an energy absorbing terminal of a type approved by the Ministry of Public Works. A typical arrangement is shown in Fig. 3.7 but alternative designs may be su'bmitted for approval.

The trailing end of the barrier may be terminated in one of the following ways:

(i) A ground level anchor block

(ii) A rigid full height anchorage

(iii) An expansion joint assembly

(iv) A transition piece to another type of barrier

RX1NG AND ASSEMBLY

3.1.5.7 PRQTECTIVE PRETREATMENT AND COMPONENTS Prior to installation, all steel components must be galvanised by the hot-dip process in accordance wilh BS 729 : Pait 1

3.1.52 AUGNMENT Except at a flare or ramp, the horizontal alignment of the erected bamer may not depart from the carriageway alignment by more than 3Omm and my deviation must not exceed IOmm in two successive, connected Lngths of barrier

The vertical alignment may not vary from that specified in Table 3.1 by more than 30mm and any deviation must not exceed Smrn in two successive connected lengths of barrier.

Deformable Materi

l n ' ,/ y 1 L u i - cable mciw

Outer Panel Nose Cover

Guidance Cable Anchor And Bolt. 1

/Deformable Material

Nose Piece

Fig. 3.7 Energy Absorbing Terminal

/ Guidance Cable

Cable

Front Cable Anchor

POST FOUNDATIONS All posts far blocked-out bean and tensioned c;orruga.ed beam barriers are set in wncnb fouWi~m as .&awn in Rg, a61 Posta for steel wire rope barriers are sef in PnXaSt mncrete block founda8ons. Ksse bundations must ~ornply with the feq~irefneRts o# the Qatar Natian~l Building Spfacifi&~on.

ENSlQNlNG 15 ;

' k e tensienirri;] of tensioned c~rmgated beam and steal wire rope bafliers mst be m l e d out in accordance with !ha manufacturer's recammendation6. Tensioned Gom~ateg beam should haw a minimum tensile strength of 330kN. Steel wire rope shoukf have a minimum applied tension of 13XlkN.

PEDESTRIAN GUARD RAILING

DEFlNXrtON Pedestrian guard raiitng is used ta channelise the flaw of pedestrians ta selectad crossing points and so prevent uncontr~lied cra.s.sSng which muld be h8z21cdous to pedersttis and drivers alike.

CRITEBlA FOR GUARD RAlLlNG PROVlSfON Guard railing should be provided:

(i] where pedestrians crossing movements occur near, but not at, an existing designated *"

crossing po~nt ; .. * ( i i ) where generat, unconlrolled crossing causes a hazard;

( i i i ) at any new designated crossing point.

Sites that require the provision of guard railings ast usually located in urban areas. Typically these sites are:

(i) Umntrallsd pedestrian crossings. la. marked crossing points remote from junctions.

liij Pedestrkn operated signal mntrolled crossings. Where suFh crossings operate a m s s a dual &age- t h y are generally installed as two independently operated crossings with an offset between them an the rnadian strip. Barriers should be installad; fo mnt&rt pedestrians within the, area betwwn the twu cressings+

(iiij Crossings at junctions.

5 2 3 TYPES OF PEX3JSTRIAN GUARD RAIUNQ

32.3.1 'SEE-THROUGH' GUARD RAlUNG

In this type of barrier, the pane! infill of vertical bars ia terminated below the top miail. Drivers ate able to see through the top portion af the barrier and hence detect the presence of children, etc., whilst an adequate barrier height is mairttainsd.

Fig, 3.8 'See-through' Guard RaIIing

3.2.3.2 OFFSET RAILING

Fig. 3.9 Offset Railing

-+ Direction ol ;ravel

Fig. 3-20 Installation of Offset Railing

To improve visibility through the infill panel the vertical bars are offset from the centre line of the railing. Whitst this is very effective, care must be taken, both when specifying and during installation, to ensure that the direction of offset is correct lor the direction of vehlcie travel.

3.24 GUARD RAILING SUING REQUIREMENTS

3.2.4.1 HEIGHT The height of the guard railing should comply with the typical detail illustrated below:

Fig. 3.11 Typical Detall of Guard Railings

3.2.4.2 SET-8ACK Guard railings shauld be set back a minimum distance of fjOOrnm from the edge of caniagway.

3.2.5-1 PROTECTlVE TREATMENT AND COMPONENTS Prior to installation all steelwork must be thoroughly cleansed and a thickness not less than OAmm of ethylene vinyl acetate coaling applied by the fluidised bed or other approved..~yocess.

3.2.5.2 ALIGNMENT The horizontal alignment of the erected guard railing may not deviate from the designed alignment by more than 3mm. l%e barrier must be erected such that it is truly vertical.

325.3 POST FOUHDATfONS Foundations must comply with the requirements of the Qatar National Building Specification.

Pivot Line

Height to centre of sign in mekres Number of posts

Post Circular Redangutar I -Swon Rei&mnce Posl Post Past

A 60.3 X 5 5 0 ~ 5 0 x 5 - 0 76.1 x 3-2 130 x 40 x 3.2 - C &8-9 x 4 1 0 0 ~ 5 0 ~ 3 - 2 - D 114-3 x $ t 2 0 x E 0 ~ 3 6 - E 139.7 x 5 160xB€lx5 127 x 76" F 168.3 x 5 1 5 0 ~ 100 x 6.3 152 x 8 9 R G 1Q3-7 x 5.4 2M)x t[Xl x 5 I f 8 x 102R H 219 x 6-3 ZOOxfOOx6.3 203xl33u I 244.5 x 6.3 2515 x 150 x 6.3 245 x 1W

J 27Mx6.3 2 5 0 ~ 1 5 0 ~ 5 . 3 245x146U

Note: R - RSJ (rolled steel joist) U = UB (unlversf beam)

Rg. 28d - Sign Support Nomogram

210 b (metres)

MOUNTING HEIGHT - 2-1 m

b (metres)

MOUNIMG HEIGHT - 1 "5rn b (metres)

MOUNTING HEIGHT = 0.9m

Fig. 21aa - Type 1 foundations Single Support

1-13 1 8 $4 26 30 35 44 4 6 5.0 b (metres)

Fig. 2.10$ - Type 1 Foundations (cont'd) Twin SI

uze falls Mthin lhis area, IhereIore mlntrnurn length 01 0-6 m applres.

MOUNTING HEIGHT - 0-9m

NOMOGRAMS

Pivot Line 7

1

Herght to centre at stgn cn metres

2 3

Number of posts

Post Circular Rectanguiar I-Sect~on Relerence Posl Pos! Post I

Note: R - RSJ (rolled steei ioistf U - UB [unrversal ham)

Flg. 28a - Sign Support Nomogram

Pivot Line

Height to centre of sign In metres Number of posts

Post C~rcular Rectangular I-Section Reference Po31 Post Post

A 6 0 3 ~ 5 5 0 x 5 0 ~ 5 - B 76.1 x 3 2 80 x 40 x 3 2 - C 88.9 x 4 fOOxYOx3.2 - D 114.3 % 5 1 2 0 ~ 6 0 ~ 3 6 - E 139.7 x 5 1 6 0 x 8 0 ~ 5 127 x 76R F 168.3 x 5 150 x 1M) x 6 3 152 x G 193.7~534 200 x l M l x 5 178 x 102R H 219 x 6.3 20O~lOOx6 .3 203x133" I 2445x63 250xt50x6 .3 245x146" J 2 7 3 0 x 6 3 2 5 0 x t 5 0 x 6 3 245x746"

Note R = RSJ (rolled steel lorst) U - UB (untversal beam1

Fig. 2.8b - Sign Support Nomogram

tieight la centre of sign in metres

3

Number of posts

Fjg. 2 . 8 ~ - Sign Support Nomogram