qhdm vol1 part01 intro-guidance octfinal

8/17/2019 QHDM Vol1 Part01 Intro-Guidance OctFinal

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Volume 1

Part 1Introduction to QHDM and

Guidance


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VOLUME 1 PART 1 INTRODUCTION TO QHDM AND GUIDANCE

VOLUME 1

Disclaimer

The State of Qatar Ministry of Transport (MOT) provides access to the Qatar Highway Design Manual (QHDM) and Qatar Traffic Control Manual (QTCM) on the web and as hard copies as

Version (1.0) of these manuals, without any minimum liability to MOT.

Under no circumstances does MOT warrant or certify the information to be free of errors or deficiencies of any kind.

The use of these manuals for any work does not relieve the user from exercising due diligence and sound engineering practice, nor does it entitle the user to claim or receive any kind of compensation for damages or loss that might be attributed to such use.

Any future changes and amendments will be made available on the MOT web site. Users of these manuals should check that they have the most current version.

Note: New findings, technologies, and topics related to transportation planning, design, operation, and maintenance will be used by MOT to update the manuals. Users are encouraged to provide feedback through the MOT website within a year of publishing the manuals, which will be reviewed, assessed, and possibly included in the next version.

Copyright © 2015. All rights reserved.


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VOLUME 1

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VOLUME 1 PART 1INTRODUCTION TO QHDM AND GUIDANCE

Contents Page

Acronyms and Abbreviations ................................................................................................... iii

1 Introduction .................................................................................................................... 1 1.1 Purpose and Intent of the Manual .............................................................................. 11.2 Scope and Jurisdiction of the Manual ......................................................................... 21.3 Intended Audience ...................................................................................................... 21.4 Road Design and Collaboration ................................................................................... 31.5 Organization of this Manual ........................................................................................ 41.6 Integration with Other Publications ............................................................................ 5

2 Guidance ........................................................................................................................ 7

2.1 Introduction ................................................................................................................. 72.2 Sustainability ............................................................................................................... 72.3 Sustainability Concepts and Definitions ...................................................................... 8

2.3.1 Hima: Ancient Sustainable Best Practice in Qatar ....................................... 82.3.2 Sustainability in Qatar Today ....................................................................... 82.3.3 International Best Practice in Qatar―Key Considerations .......................... 9

2.4 Safety in Design ......................................................................................................... 102.4.1 Human Factors in Roadway Design ............................................................ 112.4.2 Road Safety Audits ..................................................................................... 12

2.5 Design for Maintenance ............................................................................................ 12

2.5.1 Maintenance Organizations ....................................................................... 132.6 Context Sensitive Design and Context Sensitive Solutions ........................................ 13

2.6.1 Problem Definition ..................................................................................... 142.6.2 Policy, Strategy, and Plan Context ............................................................. 142.6.3 Development of the Design Vision and Objectives .................................... 142.6.4 A Collaborative Multi-Disciplinary Approach ............................................. 142.6.5 Working with Stakeholders ........................................................................ 152.6.6 Community Engagement ............................................................................ 152.6.7 Understanding the Urban and Landscape Context .................................... 162.6.8 The Importance of Incorporating Landscaping into Qatar Urban Streets . 16

References ............................................................................................................................. 17


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Tables

Table 1.1 Qatar Stakeholders in Roadway Project Development ....................................... 3

Table 1.2 Qatar Highway Design Manual Organization ...................................................... 4

Figures

Figure 1.1 Integration with Other Publications .................................................................... 5


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Acronyms and Abbreviations

AASHTO American Association of State Highway and Transportation Officials

CSD/CSS context sensitive design/context sensitive solutions

GSPD General Secretariat for Development Planning

HSM Highway Safety Manual

MMUP Ministry of Municipality and Urban Planning

QHDM Qatar Highway Design Manual

QNV Qatar National Vision 2030

QTCM Qatar Traffic Control Manual


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1 Introduction

1.1 Purpose and Intent of the ManualThe Qatar Highway Design Manual (QHDM) was prepared in response to QatarNational Vision 2030 (QNV) and in recognition of Qatar’s commitment to a long-termplan to develop an integrated public transport network that supports the transition ofQatar from a vehicle trip-based society to a modern, sustainable, multi-modal society(General Secretariat for Development Planning [GSPD], 2008). This manual replaces

the version first published in 1997. The manual declares the requirements for thedesign of roads in Qatar, provides general guidance, and acknowledges for the firsttime the importance of sustainability in road infrastructure in Qatar. The goal is toachieve consistently safe and cost-effective road infrastructure for Qatar.

The QHDM incorporates the principles of Context Sensitive Solutions (CSS), whichpromote:

• A collaborative approach to defining the scope of road projects

• Understanding the potential effects, both positive and potentially adverse, of road

projects on affected stakeholders• Tailoring each design to fit its unique context as defined by location, terrain,

surrounding land use, and road function

• Accommodating the needs of road users including pedestrians, cyclists, and transitusers

The QHDM provides tools and guidance for developing road designs that areenvironmentally sensitive and safe for all users. The manual incorporates newknowledge garnered from research on international road design practices, trafficoperations, and safety performance. In addition, it contains numerous technicalchanges in procedures and design values. The reasons and basis for the newrecommended values, which have been customized for the unique needs andconditions in Qatar, are explained, as appropriate.

The road system in Qatar comprises freeways, expressways, and major arterialswhose primary function is to provide consistent, safe mobility at high levels of service.The system also includes local roads, collector streets, and boulevards that havesomewhat different functions and hence different design characteristics. For suchfacilities, the manual contains information, guidance, and dimensions for streetdesigns that create a safe environment for users, including pedestrians and othernonmotorized travelers.


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PAGE 2 VOLUME 1

1.2 Scope and Jurisdiction of the ManualThe requirements and guidance provided in the manual relate to the design of all types of rural and urban roadways in Qatar. They apply to designs for construction of new roadways and to projects to improve or upgrade existing roadways. If ambiguity arises over the applicability of the manual for any particular project, clarity should be sought from the Overseeing Organization.

This manual contains new and revised technical guidance for road design. Some roadways designed using the 1997 manual may have elements with dimensions or features that comply with the values now recommended. The fact that this manual contains guidance that differs from that in the first edition does not imply that facilities must be reconstructed to conform to the new guidance. The need for reconstruction is based on objective assessments of the performance of the road—its operation, safety, and infrastructure condition. Merely upgrading to current standards is not sufficient reason to reconstruct a road.

1.3 Intended AudienceThe QHDM is the primary guidance for the design of all roadways in the State of Qatar. It is intended for all organizations and professionals in the planning, design, and approval of both new roadways and existing facilities that undergo reconstruction. The design process is undertaken by such professionals as urban planners and designers, transportation planners, traffic engineers, civil engineers, and landscape architects. Effective collaboration among professionals will be maintained so that Qatar’s roadways are designed to be safe, functional, and attractive for all users.

Roadway engineers, reviewers, and designers should be familiar with all parts of the manual, including parts outside their primary interests or roles on projects. In particular, all should become knowledgeable about the overall project development process, summarized in Part 5, Qatar Roadway Design Criteria and Process, which involves a wide range of stakeholders for its successful completion.

The term “designer” as used in the QHDM refers to all professionals involved in the planning, design and approval of a roadway design. Every project has a unique context and features that require the application of the design values and approaches in the both the QHDM and the Qatar Traffic Control Manual (QTCM; Ministry of Transport [MMUP], 2015) as well as professional judgment by the designer. The Overseeing Organization, which is ultimately responsible for the construction, operation, and maintenance of the roadway project, owns the final design decision ‐making authority for each project.


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1.4 Road Design and CollaborationGood road and street designs require effective collaboration, which this manualencourages by engaging internal and external stakeholders in the design process.Stakeholders should work together closely from the early stages of design whenproviding input into development proposals.

By involving stakeholders and road planners, designers will be able to provideinformation that will enable the various parties to address all modes of transport asappropriate for the context. Collaboration and consensus are particularly important incases where the needs of vulnerable users, such as pedestrians, transit users, andcyclists, should be given higher design priority. The aim is to create completeroadways that are safe, active, and reassuring, while maintaining efficient movementof all modes of transport.

This manual was produced through a collaborative consultation process that includedstakeholders who have regular involvement in road projects. Table 1.1 summarizesthe key stakeholders in Qatar who work with the Overseeing Organization to plan,design, construct, and operate the road system and who were consulted in itsdevelopment.

Table 1.1 Qatar Stakeholders in Roadway Project Development

Stakeholders

Ashghal Ooredoo

Civil Aviation Authority Qatar 2022 Supreme CommitteeDoha International Airport Qatar Airways

Hamad Medical Corp Qatar Cool

Council of Information and CommunicationTechnology

Qatar Foundation

Internal Security Forces Qatar Fuel– Woqod

Kahramaa - ElectricityQatar Mobility Innovations Centre (formerly QatarUniversity Wireless Innovations Center)

Messaid Industrial City Qatar Museum Authority

Ministry of Interior Qatar National Broadband Network

Ministry of Environment Qatar Petroleum

Ministry of Municipality and Urban Planning Qatar Ports

Ministry of Tourism Qatar Rail Company

Mowasalat Qatar Tourism Authority


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1.5 Organization of this ManualThis manual comprises three volumes. The first and second volumes containrequirements and guidelines associated with various design aspects. The third volumeaddresses the environmental process and guidance, landscaping, safety, and designDepartures. Each volume is subdivided into parts associated with specific designaspects, as described in Table 1.2 below.

Table 1.2 Qatar Highway Design Manual Organization

Part Design Aspect

Volume 1

1 Introduction to QHDM and Guidance

2 Planning

3 Roadway Design Elements

4 Intersections and Roundabouts

5 Qatar Roadway Design Criteria

6 Design for Priority Intersections

7 Design for Roundabouts

8 Design for Signalized Intersections

9 Interchanges and Freeway or Motorway Corridors

Volume 2

10 Drainage

11 Utilities

12 Pavement Design

13 Structures Interfaces14 Earthworks

15 Ground Investigation and Aspects of Geotechnical Design Guide

16 Geotechnical Risk Management

Volume 3

17 Intelligent Transportation Systems

18 Street Lighting

19 Pedestrian, Bike, and Public Transportation

20 Context Sensitive Design and Solutions

21 Environmental

22 Landscape and Planting Design

23 Design and Operations of Road Safety

24 Road Safety Audits

25 Departures from Standards Process


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VOLUME 1 PAGE 5

1.6 Integration with Other PublicationsThe QHDM needs to be understood and used in conjunction with various other guidance. The closest relationship is with the QTCM (MOT, 2015). Figure 1.1 depicts some of the linkages between the QHDM, the QTCM, and other documentation.

Figure 1.1 Integration with Other Publications

In addition to the documents shown in Figure 1.1, this manual references procedures and methods in the Highway Capacity Manual for traffic operational analyses as they relate to road design (Transportation Research Board, 2010). The Highway Capacity Manual is an integral part of the road design process in Qatar.

Road design and operating practices in Qatar are fundamentally driven by the National Road Safety Strategy, 2013 – 2022 (National Traffic Safety Committee, 2013). Qatar has adopted the Safe System approach and principles, which are reflected in this manual.

According to the National Road Safety Strategy, 2013 – 2022 , “Qatar’s road safety vision is to have a safe road transport system that protects all road users from death and serious injury.”


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All users of the QHDM, in particular road designers, should understand their roles andresponsibilities to implement the Safe System approach, which incorporates thefollowing:

• Safe Roads are self-explaining, forgiving roads and roadsides that protect roadusers.

• Safe Vehicles prevent crashes and protect road users supported by minimumsafety standards, inspections, and public desire for safer vehicles.

• Safe Road Users are competent and comply with traffic laws supported byeffective public education and campaigns, driver training and licensing, legislation,and enforcement.

• Safe Speeds reflect the design of roads and vehicles, and the protection theyoffer.

The QHDM is written to inform designers of the implications of their road designdecisions regarding the potential for crashes that produce fatalities or serious injuries.Information on the effects of design features on serious crashes is included,referencing the Highway Safety Manual (HSM; American Association of State Highwayand Transportation Officials [AASHTO], 2010). The HSM was produced over a 10-yearperiod through the direction of an international task force within the nationalacademies in the United States. It offers the most recent, science-based information

on the safety performance of road designs and traffic operations, solutions, anddimensions.


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2 Guidance

2.1 IntroductionThis section provides guidance on the key themes required to progress through thedesign process. The topics of sustainability, safety, ease of maintenance, and contextsensitivity contribute to an overall better result.

2.2 SustainabilitySustainability is at the core of the design guidance in this manual. The practice ofsustainability is aimed at delivering designs that optimize economic, social, andenvironmental performance of highways on national, regional, and local scales. Thefollowing themes explain how sustainability applies to transportation in general andto road design in Qatar:

• Economic Sustainability: Highway design should integrate with the wider nationalinfrastructure to facilitate economic development. Road design and constructionshould deliver transportation services with minimal use of resources. Both regionallyand locally, a sustainably designed highway should minimize the need for designrework and deliver optimal economic feasibility from the perspectives of capitalexpenditures and operational expenditures. That is, the quality specification of thebuild will last longer and require less maintenance over its lifespan.

• Social Sustainability: Nationally, economic development is envisioned to improvethe quality of life in Qatar. The QHDM has a significant focus on the health andsafety of all road users: motorists, pedestrians, and cyclists. Emphasis on safety andsafety performance is aimed at cost-effectively reducing crashes, specifically thosethat result in fatalities or serious injuries; this is an outcome with clear andsignificant social benefits. The importance of incorporating environmental controlsand concerns, a high social priority, also is acknowledged in road planning anddesign.

• Environmental Sustainability: Demonstrating that highway design practicesreduce various “footprints” such as carbon, water, and natural resources willenhance national performance against key performance metrics. Part 21,Environmental, addresses the key environmental themes, aligned with thosetypically included in environmental impact assessments, to be considered inhighway design. The actions and guidelines recommended in Part 21 should beviewed as contributing to the overall sustainability of highway design. The contentreflects input from many international highway design manuals and knownrelevant practices from established environmental and sustainability assessment

systems.


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2.3 Sustainability Concepts and DefinitionsThe Brundtland Commission (1987) definition of “sustainable development” isinternationally recognized:

Sustainable development is development that meets the needs of the presentwithout compromising the ability of future generations to meet their own needs.

Qatar’s social and cultural heritage is both rich and highly valued. Development,including road infrastructure, done too rapidly or without sufficient study andforethought runs the risk of unintentionally damaging that heritage. In this context,actions taken to meet present needs are to maintain and protect features that reflectQatar’s heritage while providing the economic growth needed for future Qatarcitizens. Within the context of the QHDM, the following is an appropriate definition

for a sustainable road or highway:

For Qatar, a sustainable road or highway is one designed to facilitate Qatar’seconomic development for the foreseeable future without compromising thenation’s cultural heritage, social quality of life, or natural resources.

2.3.1 Hima: Ancient Sustainable Best Practice in QatarThe concept of environmental protection (in its contemporary context) emerged inthe late 1960s, bringing attention to issues such as water quality, damage to theozone layer, industrial pollution, and conservation and preservation of wildlife. Theconcept of sustainability is not new to the Arabian Gulf. As researched by Salah andHashemi (2011), Hima , which literally means “protected area” in Arabic, can bedefined as a community-based natural resources management system that promotessustainable livelihood, resources conservation, and environmental protection for thehuman wellbeing. The Hima system was practiced for over 15,000 years in the ArabianPeninsula and was modified by the Prophet of Islam (peace be upon him) byintroducing social justice into the governance structure.

Hima principles are at risk of being overlooked in light of various modern theories andmodels for sustainable development. The latter are, of course, relevant, but users ofthe QHDM have a duty to understand and apply Qatar’s national design guidancemanual while recognizing the ancient Hima principles to plan, design, and constructroads in Qatar. As a result, valuable resources will be preserved for futuregenerations.

2.3.2 Sustainability in Qatar TodayThe QNV was the outcome of a consultation exercise across Qatari society (GSPD,2008). The QNV is based on the guiding principles of Qatar’s Permanent Constitution,thus reflecting the aspirations of the Qatari people. It defines Qatar’s long-termsustainable development goals as being based on four pillars of development: human,social, economic, and environmental:

The State shall preserve the environment and its natural balance in order to achievecomprehensive and sustainable development for all generations.


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The QNV development goals are stated in Qatar’s National Development Strategy2011–2016 , which sets out to achieve “a sustainable framework that assures futuregenerations prosperity but with a quality of life unconstrained by shortages or

inherited ecological damage” (GSPD, 2011). Programs, projects, and policies areidentified in the National Development Strategy to help achieve the outcomes of theQNV. This includes a commitment to improved environmental management, whichencompasses the following:

• Cleaner water and sustainable use• Cleaner air and effective climate change responses• Reduced waste, more recycling, and more efficient use of materials• Nature and natural heritage conserved, protected, and sustainably managed• More sustainable urbanization and a healthier living environment• An increasingly environmentally aware population• Improved governance and regional and international cooperation

Associated with the QNV is a valuable and informative reference document for allhighway designers, the Qatar National Vision 2030: Advancing SustainableDevelopment (GSDP, 2009). This document provides a comprehensive description ofthe key topics of sustainable development, water, the marine environment, andclimate change.

Qatar’s Ministry of Environment has made a commitment to sustainable growth andprotecting the environment. It is important for road and highway designers to

consider how to improve the sustainability aspects of their projects during the design,construction, and operational stages.

2.3.3 International Best Practice in Qatar― Key ConsiderationsInternational best practice is a term used to describe methodologies thatprofessionals around the world recognize as providing the best means of addressing aparticular environmental feature. The QHDM adopts such practices. Many of the bestpractices were developed in non-desert environments. In assessing international bestpractices, there is a focus on those practices most relevant and of value to Qatar givenits environment. In this process, caution has been applied so that only the followingrelevant practices (adapted as appropriate) have been included in the QHDM.Examples of relevant practices include:

• Water Use: Water scarcity is an acute issue in Qatar. Minimizing volumetricdemands for water is generally accepted as good design practice. With waterbeing a scarcer resource in Qatar than in most other countries, minimizing wateruse is of critical importance. The capture and reuse of roadway stormwater runoffis an example of sustainable applications of this issue.

• Public Consultation: Engaging a wide range of government and nonstatutorystakeholders is a common international best practice. The practice, relatively newto Qatar, is based on seeking input and consensus for the project and its design

features and details from whomever may be affected by the project. Publicconsultation is intended to produce an improved outcome without expanding the


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scope of the project or delaying its implementation. This involves two-waycommunications, with stakeholders providing input to a project’s evolution inaddition to receiving information from the Overseeing Organization about the

project.• Reduce, Reuse, Recycle: The concepts of reusing, recycling, and minimizing the

amount of materials and natural resources used are the focus of best internationalpractice for waste management and sustainable use of materials. This is particularlyimportant in Qatar, because it imports much of its materials and resources forinfrastructure. The State of Qatar is committed to developing recycling. The varietyand capacity of facilities are continually developing, and a market for reclaimed(reused or recycled) materials is emerging. Over the next 20 years, older roads willrequire reconstruction, and recycling of pavement will become increasinglyimportant.

• Marine Environment: Qatar’s coastal environment is unique, and its biologicalresources are sensitive to disturbance. Many species are likely approaching theirnatural tolerance thresholds of salinity and temperature. The area has low tidalflushing rates and limited ability to rapidly dilute and disperse discharged wastes.The Ministry of Environment strictly controls permits to discharge to the marineenvironment. Designers are now faced with the challenge of adopting newalternative methods for disposal, including onsite reuse or treatment.

• Sustainable Transport: International best practice for sustainable transporttypically are based on ambient climates that are less extreme than in Qatar. Itfocuses on the availability of a reasonably well-developed public transport system,

so that people have a feasible alternative to traveling by car. Qatar is investingheavily in developing its public transport infrastructure and has significantconstruction works under way. With a rapidly rising population and associatedtraffic volumes, including sustainable transport facilities in highway design isincreasingly important.

2.4 Safety in DesignThe safety of users of the finished roads is of paramount importance, as is the safetyof the workers who construct, operate, and maintain the roads. The internationallyaccepted model for road safety is the Safe System . The fundamental principles of theSafe System are focused on humans.

As humans, drivers will make mistakes, which can be errors in judgment, inattention,or indecision, or driving actions reflecting limitations in their abilities. Designers needto understand that mistakes will be made regardless of how “good” their design is, sothey need to be aware of how their design can compensate for or anticipate theconsequences of a mistake.

The consequences of a driving mistake may be severe. People are vulnerable and thehuman body is capable of withstanding only limited forces before serious injury or

death occurs. Much of road design practice addresses the need to compensate for orabsorb the energy and forces associated with crashes, particularly those at higher


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speeds. Therefore, safe systems include the types and placement of roadside barriersthat have been tested and designed to protect the occupants of current vehicles,which are also engineered with safety principles.

Finally, the Safe System approach is owned by and the responsibility of everyone.Concerning road planners and designers, many disciplines exist, such as trafficengineers, geometric designers, environmental planners, and geotechnical engineers.They all may influence the safety performance of the road that they plan, design,construct, and operate.

The QHDM incorporates these principles. Road designers should understand basicprinciples of design so they can make good, context-sensitive design decisions thatsupport the Safe System approach.

2.4.1 Human Factors in Roadway DesignAs noted above, the human is at the center of road design. Many of the basicgeometric design elements and features of roads have as their basis some particularelement of human performance in the derivation of design dimensions. Basic humanperformance includes the ability to see and perceive the road, other vehicles,roadside environment, pedestrians, or signs; and the ability to steer the vehicle, tocontrol the speed behavior, and to react to an external stimulus. Driving tasks rangefrom very simple to complex.

Many design “models” of human behavior use measures of time associated with

human driving needs or actions. The QHDM includes explanations of the humanfactors basis for the roadway elements because this is important for designers tounderstand. The models are intended to result in the relevant dimension, value, orroad element being successfully by most human drivers. By necessity, the models willincorporate one value for time, e.g., the perception and reaction time associated withstopping sight distance, with this value taken from controlled research studies ofhumans. However, the driving population shows a range of times to accomplish thesetasks or actions. For this reason, a designer should not necessarily be satisfied inmeeting a minimum value or dimension. In many cases, more time to perceive ordecide is better.

Drivers will make mistakes by themselves. Designers should recognize and avoidcreating situations that may increase the chances of a driver making a mistake. Whendrivers are confronted with too many decisions or actions over a short time, or whenthey are confronted with something unexpected, the chances of a mistake willincrease. Avoiding overloading the driver, and meeting their expectations is central tomany of the design approaches in the QHDM; where these principles are relevant, themanual explains this to the designer. Roads should be “self-explaining,” which isanother way of describing the importance of meeting driver expectations. A self-explaining road reinforces the appropriate driver action and behavior for the locationor situation, whether it is navigating, steering, deceleration and braking, or lane-

changing.


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Certain driving tasks are inherently more complex, with some also involving moresevere consequences if a mistake is made. Road design policies in Qatar areestablished to minimize or eliminate the locations where such complex actions and

critical consequences can occur. For example, roundabouts can eliminate the error-prone, high-speed crossing maneuver. Medians and access control to theroundabouts also eliminate more complex left-turning maneuvers to places such assignalized intersections, where they can more safely controlled.

2.4.2 Road Safety AuditsRoad safety audits are an integral part of project development in Qatar. The QHDMacknowledges the central role that road safety audits should play in the overall roaddesign process. Even designers who do not conduct road safety audits should becomefamiliar with Part 24, Road Safety Audits, which discusses audits and how theyinfluence design. Although any one designer may not conduct a Road Safety Audit,the review and understanding of what auditors do can be helpful to designers. Theyare encouraged to read and become familiar with Part 24.

2.5 Design for MaintenanceMany elements of roads and their design dimensions support maintenance activitiesand functions. How a road is designed and constructed can support the road’smaintenance, or make the road more difficult for the Overseeing Organization tomaintain. A good design example is the use of shoulders of sufficient width to allow amaintenance vehicle to park on the shoulder without hindering through traffic.

Another example is the choice of the type of landscaping used in a median. The typeof landscaping and its maintenance requirements can significantly affect thefrequency of workers in the median and their exposure to traffic risk.

In the course of many design projects, a designer may be faced with Departuredecisions. In making such decisions, designers need to consider the safetyperformance effects and seek to understand the effect the Departure might have onthe maintainability the road. An understanding is best reached early in the designprocess by engaging roadway maintenance personnel as technical stakeholders.

Road design elements and their dimensions facilitate many maintenance functionsthat are likely to be undertaken during the lifetime of the road. These may include:

• Inspections• Installing and removing temporary traffic management• Cyclic maintenance, including debris removal and cleaning• Landscaping and plantings maintenance• Repairing defects, such as potholes or electrical faults• Major maintenance operations, such as resurfacing• Demolition or removal of the road and associated structures

Routine maintenance activities are detailed in the Qatar Roads Maintenance Manual(Ashghal, in preparation) . Design for maintenance is an integral part of the design


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process, and it should be considered throughout the design cycle. It should not be leftuntil the end of design, when changes may be expensive and time-consuming.

The following are typical maintenance issues associated with road projects:

• Providing maintenance pull-outs that enable safe access to facilities

• Providing access for inspections

• Allowing maintenance vehicles to park without blocking splays

• Installing guardrails rather than continuous concrete barriers in areas prone tosand storms to prevent accumulation of sand on the pavement, which wouldrequire removal or other measures

• Providing safe access to electrical apparatus, such as cabinets and signs

• Designing bridges and roadway approaches that can be accessed for inspectionwithout traffic diversions or road closures

• Providing safe access to and within medians

• Designing road drainage so that it is easy to clean or is self-cleaning and is notobstructed by other roadside features, such as signs or fencing

• Providing anchorages for temporary traffic signs in concrete barriers

• Identifying where temporary traffic management devices can be installed safely

• Designing equipment, such as traffic signals, gantries, and bridges, at height so

that it can be maintained safely and easily

2.5.1 Maintenance OrganizationsIt is best practice for road designers to consult with the Overseeing Organizationresponsible for maintenance at the start of design and then at regular intervalsthroughout the design process. This will enable designers to incorporate directfeedback from maintenance practitioners.

2.6 Context Sensitive Design and Context Sensitive SolutionsThe context sensitive design/context sensitive solutions (CSD/CSS) process is acollaborative, multi-disciplinary approach to transportation projects that encouragesstakeholder engagement, emphasizes the need to consider multiple possiblesolutions, and commits to working with the community to select and implement thesolution that best addresses a transportation problem and respects the local context.The intent of the CSD/CSS approach is to preserve and, if possible, to enhance scenic,aesthetic, historical, and environmental resources while maintaining safety andmobility.


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2.6.1 Problem DefinitionEvery road project undertaken in Qatar has a basic reason for the investment.Defining the problem in meaningful terms and sharing that definition with

stakeholders is the first step in the CSD/CSS process. New roads provide access toproperties that were inaccessible, reduce travel times between two locations, andoffer alternative routes that relieve traffic demands on congested routes. Projectsinvolving existing roads may be based on repairing infrastructure, improving trafficflow, or addressing an observed safety problem.

Successful projects are those for which concerns are well-defined and explained, and forwhich stakeholders can offer their own insights to those problems or their own needs.

2.6.2 Policy, Strategy, and Plan Context

Roads are not designed in isolation. They form part of a coordinated approach totransportation that results in a better-planned locale. The project team shouldunderstand relevant policies, strategies, and plans that may apply to the road, thearea through which the road passes, and the context at a scale wide enough to beappropriate to the function of the road. Relevant plans would include, for example,strategies for land use planning, open space, pedestrians, and cyclists.

2.6.3 Development of the Design Vision and ObjectivesDeveloping a vision and objectives for road projects will identify how the designresponds to context; meets or exceeds the expectations of stakeholders; and addslasting value to the community, the environment, and the transportation system.Designers should set out the vision and objectives and be able to develop strategies fortheir delivery.

Stakeholders should assist in developing the vision and objectives. They should beinvited to contribute to that development at appropriate times over the course of theproject. The vision and objectives evolve during the design development stages inresponse to various constraints, opportunities, and stakeholder input. The designershould identify how and why changes may need to be made and revise the vision andobjectives accordingly.

2.6.4 A Collaborative Multi-Disciplinary ApproachThe CSD/CSS approach stresses the importance of collaboration. Road projectsinvolve many different technical disciplines. The Overseeing Organizationdepartments deal with road design, operations, and maintenance. Agencies externalto the Overseeing Organization have their own responsibilities to the citizens ofQatar, and road projects often require their consultation, input, and in some casesapproval. Users of the project, residents, and business owners are importantstakeholders who have direct interests in the outcome of the project.

Multi-disciplinary teamwork is a key part of the CSD/CSS design approach. Projectmanagement and team leadership are important in terms of coordinating team

members and providing an integrated team approach. This is particularly critical in


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Qatar for projects with important delivery deadlines that may be associated withrapidly occurring developments or external event deadlines.

Projects that follow the CSD/CSS design approach require that transportationprofessionals have a role beyond that of technical experts when working withstakeholders and the community. That role requires understanding behavior, usingtheir role as a resource, and facilitating for community stakeholders.

2.6.5 Working with StakeholdersStakeholder engagement has an important role in the CSD/CSS design approach.Ongoing, effective, and genuine engagement and communication with stakeholdersfacilitate successful project delivery. The approach to stakeholder engagement shouldbe based on some of or all the following levels of engagement:

• Participation and Working in Partnership: The project team works withstakeholders to develop ideas and solutions jointly, giving stakeholders a genuineopportunity to help shape the project development process.

• Consultation: The project team puts forward options for discussion and listens tocomments.

• Information Sharing: Stakeholder engagement may be less about consultation andmore about communicating an important message to foster understanding aboutthe project and the constraints.

Engagement with stakeholders should begin at the earliest possible and appropriateopportunity. Relationships developed at an early stage and maintained throughoutthe project generally will be the most productive and effective.

The stakeholder engagement process should be defined clearly in a stakeholderengagement plan. The plan should set out the proposed stakeholder engagementprocess for the project.

2.6.6 Community EngagementThe effective involvement of local communities at timely points in the project processis fundamental to delivering successful outcomes for projects that follow the CSD/CSSdesign process. Road projects can benefit considerably from ongoing consultationwith community groups and local residents.

Often, community engagement proceeds concurrently with stakeholder engagement,and, in some cases, the two may become similar or merge. Community engagement isaddressed in Part 9, Interchanges and Freeway or Motorway Corridors, highlightingtechniques and issues suited to engaging local residents.


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2.6.7 Understanding the Urban and Landscape ContextContext can be thought of as the character and setting of an area, described in termsof the area’s physical, economic, and social characteristics. Good design solutions

come from thorough understanding of place and context. Understanding the contextis important so that projects are not developed in isolation from their surroundings. Asite’s context should be appraised so that the design fits its setting and can beintegrated into the adjacent landscape or urban context.

2.6.8 The Importance of Incorporating Landscaping into Qatar Urban StreetsIn response to strong interests and preferences of stakeholders, the OverseeingOrganization recognizes the importance of incorporating landscaping into urban roadprojects in Qatar. Landscaping contributes to the character of the area and can create aunique sense of place when done properly with the road integrated into its context.

Urban roads and streets serve many users and functions beyond traffic service formotor vehicles. Indeed, a well-landscaped and designed road enhances theexperience of being in the area or corridor for nonmotorized users by screeningpedestrians from view of the road, filtering dust, and providing shade for pedestriansand cyclists.

Landscaping is not merely an amenity, it is part of the overall roadway. As such, theQHDM has been developed with a strong emphasis on identifying when landscapingshould be considered and how it is to be implemented in a sustainable manner thatsupports road operations and safety.


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References

AASHTO. Highway Safety Manual. 1st edition. American Association of State Highway and Transportation Officials. Washington DC. 2010.

Ashghal . Qatar Roads Maintenance Manual. State of Qatar Public Works Authority: Doha, Qatar. In preparation.

Brundtland Commission. Report of the World Commission on Environment and Development: “Our Common Future.” (A/42/427). United Nations General Assembly, 42nd Session. Available at: http://www.un ‐documents.net/ocf ‐02.htm . 1987.

General Secretariat for Development Planning (GSDP). Qatar National Vision 2030 . http://www.gsdp.gov.qa/portal/page/portal/gsdp_en/qatar_national_vision. 2008.

General Secretariat for Development Planning (GSDP). Qatar National Vision 2030: Advancing Sustainable Development . Doha, State of Qatar. http://www.gsdp.gov.qa/portal/page/portal/ gsdp_en/qatar_national_vision/qnv_2030_document/QNV2030_English_v2.pdf . July 2009.

General Secretariat for Development Planning (GSDP). Qatar National Development Strategy 2011–2016 .http://www.gsdp.gov.qa/portal/page/portal/gsdp_en/knowledge_center/ Tab/Qatar_NDS_reprint_complete_lowres_16May.pdf . 2011.

Ministry of Municipal Affairs and Agriculture. Qatar Highway Design Manual. 2nd edition. Civil Engineering Department. 1997.

Ministry of Transport (MOT). Qatar Traffic Control Manual. Doha, Qatar. 2015.

National Traffic Safety Committee. Qatar National Road Safety Strategy 2013–2022 . 2013.

Salah, W. and M. Hashemi. The Governance of Hima: A Community ‐based Natural Resources Management System. June 2–23, 2011.

Transportation Research Board (TRB). Highway Capacity Manual, 5th edition. Washington DC, United States. 2010.

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