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UNDERSECRETARY
OF THE MINISTRY
OF MUNICIPAL AFFAIRS
AND AGRICULTURE
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DIRECTOR OF"CI\IILE N C ~ I N E E R I ~ B
QI UJ
G \ ~ Y
DEPARTMENT
DOCUMENT HISTORY
DOCUMENT HISTORY
The purpose of the Document History is to record changes to the Qatar Highway Design Manual. In the
event of a revision to the manual, CEO will issue the amended pages and re-issue the Document
History.
The Document History pages should contain a description of the change, the issue reference and the
date of issue as noted below. The updated Document History should replace the superseded history
and the revised pages of the manual should be placed in the appropriate position in the manual.
Description
Issue
Date
Original Issue
December 1989
January 1997
January 1997
Page DHM
ACKNOWLEDGEMENTS
'The Qatar Highway Design Manual draws on technical input and experience from a number of
recognised international sources and applies these to the road system requirements for Qatar. Within,
the text there are references to publications where the engineer may seek further information on a
specific topic. The main reference sources are acknowledged below:
Qatar Construction Specification
Qatar Traffic Manual
Design Manual for Road and Bridgeworks British Government Highway Agency
Policy on Geometric Design of Highways - American Association of State Highway and
Transportation Officials.
Road Design Manual National Association of Australian State Road Authorities.
Designing for Deliveries Freight Transport Association.
Crown copyright material has been adapted with the permission of the controller of Her Majesty's ~tatione4Office and the
Highways Agency who do not accept any responsibilityfor the accuracy or comprehensiveness of the contents this Manual.
January 1997
Page AW1
COWENTS
CONTENTS
Page No
...
..........................................................
ROAD SYSTEM IN QATAR ............ ;.................................
GLOSSARY
G/l
RSal
SECTION 2
Clause2.1
Clause 2.2
Clause 2.3
Clause 2.4
Clause 2.5
Clause 2.6
ECTION 3
ause 3.1
ause 3.2
ause 3.3
ause 3.4
lause 3.5
lause 3.6
lause 3.7
lause 3.8
DESIGN SPEED
General
Design Speed Related Parameters
Selection of Design Speed
Posted Speed
Changeover of Design Speed
Changeover t o Existing Roads
Selection of Parameter Values
Relaxations and Departures
Special Considerations
.................................................
..........................
..................................
...........................................
..............................
.............................
..............................
...............................
...................................
SIGHT DISTANCE
General
Stopping Sight Distance
Full overtaking sight Distance
:
Obstructions to Sight Distance
Effect of Horizontal Curves on Sight Distance
Special Considerations
.................................................
..................................
............. ...............
.............................
................
...................................
HORIZONTAL ALIGNMENT
General
Minimum Curvature
Transition Curves
Camber and Superelevation
Widening on Curves
Harmonising the Alignment
Horizontal Clearances
Special Considerations
.................................................
......................................
........................................
...............................
......................................
................................
....................................
...................................
SECTION 4
Clause 4.1
Clause 4.2
Clause 4.3
Clause 4.4
Clause 4.5
Clause 4.6
Clause 4.7
VERTICAL ALIGNMENT
General Controls
Maximum and Mlnimum Grades
VerticalCurves
Harmonising the Vertical Alignment
Phasing Horizontal and Vertical Alignment
Vertical Clearances
Special Considerations
SECTION 5
Clause 5.1
Clause 5.2
Clause 5.3
Clause 5.4
Clause 5.5
Clause5.6
.........................................
............................
..........................................
.........................
...................
........................................
....................................
........................................ 511 .
.............*................................ 5111
........................................... 5112
............................................... 5112
............................. 5113
............ 5113
Januarv 1997
2/1
2/1
2/1
2/2
2/2
a2
Pase C/1
..
.....
Clause 6.2
Clause 6.3
Clause 6.4
Clause 6.5
Clause 6.6
Clause 6.7
CofwENTS
Verges .................................................
5/14
5/15
Parking Bays and Lanes..
Side Slopes .............................................
5M6
Auxiliary Lanes ..........................................
5M7
Service Roads
5M7
Pedestrian Facilities
5118
Utilities .................................................
5/19
UseofKerbs
5/19
Safety Fences ............................................5/20
Crash Cushions
5/26
Fencing
5/27
Road Closure
5/27
Landscaping
5/30
ause5.7
ause 5.8
ause 5.9
ause 5.10
ause 5.1 1
lause 5.12
ause 5.13
lause5.14
ause 5.15
lause 5.1 6
lause 5.17
lause 5.1 8
lause5.19
SECTION 6
Clause 6.1
................................
...........................................
......................................
.............................................
..........................................
.................................................
............................................
............................................
JUNCTIONS
General .................................................
6.1.I
Junction Spacing
. 6.1.2
Traffic Flows
6.1.3
Design Vehicles
6.1.4
Siting of Junctions
Types of Junction
6.2.1
T-Junction
6.2.2
Simple Crossroads
6.2.3
Staggered Junction
6.2.4
Skew or Y-Junction
6.2.5
Roundabout
6.2.6
Grade Separated Interchange
6.2.7
Traffic Signals
Junction Selection .......................................
6.3.1
Status of Intersecting Roads
6.3.2
Continuity of Standard
6.3.3
Junction Capacity
Major/Minor Junctions General
Safety At MajorlMinor Junctions
MajorNinor Junction Types ...............................
6.6.1
The Simple T-Junction
T-Junction with Ghost Island .
6.6.2
T-Junction with Single Lane Dualling
6.6.3
T-Junction on a Dual Carriageway with Median
6.6.4
Opening (Signalized)
T-Junction on a Dual Carriageway with Carriageway
6.6.5
separation
6.6.6
Crossroads
6.6.7
Staggered Junction
Right and Left Hand Skew Junction
6.6.8
MajorIMinor Junction Elements
6.7.1
General
6.7.2
Design Speed
6.7.3
Visibility
6.7.4
Corner Radii
6.7.5
Carriageway Widths
Central Islands Major Road
6.7.6
6.7.7
Central Island Tapers
6.7.8
Turning Length in Median
6.7.9
Direct Taper Length
6.7.10
Left Turning Lanes
6.7.1 1
Median Openings
6.7.12
Traffic Islands '
Nearside Diverging Tapers and Auxiliary Lanes
6.7.13
6.7.14
Merging Tapers
.........................................
611
616
6ff
............................
............................
619
619
6/9
............................
6/14
January 1997
Page C/2
. .
:.
Clause 6.8
Clause 6.9
Clause 6.1 0
Clause 6.1 1
Clause 6.1 2
Clause 6.13
Clause 6.1 4
Clause 6.1 5
Clause 6.1 6
January 1997
CONIENTS
6.7.1 5
Stagger Distances6.7.1 6
Skew Junctions
6.7.17
T-Junction with Carriageway Separation
Channelizing Islands
6.7.1 8
SplitterIRight Turn Islands
6.7.1 9
6.7.20
Drainage and Crossfall
6.7.21
Traffic Signs and Road Markings
6.7.22
Road Lighting
Roundabouts General .. :
6.8.1
General Principles
6.8.2
Types of Roundabout
Safety at Roundabouts.
6.9.1
General
6.9.2
Two Wheeled Vehicles
6.9.3
Large Goods Vehicles
Roundabout Elements
6.1 0.1
Definitions
6.1 0.2
Entries
6.1 0.3
Entry Width
6.10.4
Flare Design at Entry
6.1 0.5
Entry Angle
6.1 0.6
Entry Radius
6.1 0.7
Entry Kerbing
6.1 0.8
Entry Deflection
6.1 0.9
Achieving Entry Deflection
Visibility
6.1 0.1 0
6.1 0.1 1
Circulatory Carriageway
Inscribed Circle Diameter (ICD)
6.1 0.1 2
6.1 0.1 3
Exits
Crossfall and Longitudinal Gradient
6.1 0.1 4
Segiegated Right Turning Lanes
6.1 0.1 5
6.1 0.1 6
Road Markings
U-Turns General
Safety At U-Turns ........................................
U-Turn Elements
6.1 3.1
General
6.1 3.2
Direct Taper Length
Width of Physical Islands in the Median
6.1 3.3
6.1 3.4
Left Turn Lane
6.1 3.5
Median Openings
6.1 3.6
StorageIQueuing length
6.1 3.7
Merging Length
6.1 3.8
Pavement Construction
6.1 3.9
Road Lighting
Traffic Signs and Road Markings
6.1 3.1 0
Drainage and Crossfall
6.1 3.1 1
Urban Road Service Road DivergeMerge
Special Considerations
6.1 5.1
Residential Areas
6.1 5.2
Older Residential Areas
6.15.3
Other Road Users
Signalized Junctions
6.16.1
Introduction
,
6.1 6.2
Basic Requirements
6.1 6.3
Typical Layout Features
................................
....................................
....................................
........................................
.........................................
...................
...................................
.....................................
Page C/3
c o r n .
SECTION,7
Clause 7.1
Clause 7.2
Clause 7.3
Clause 7.4
Clause 7.5
,-
INTERCHANGES
Introduction
Types of Interchange.
General
7.2.1
7.2.2
Full Interchange
7.2.3
Compact Interchange
..
..
.............................................
....................................
711
711
c-
1 -
...............................
SECTION 8
Clause 8.1
Clause 8.2
Clause 8.3
Clause 8.4
Clause 8.5
January 1997
.........................................
..............................
DRAINAGE
Introduction . ;............................................
Functions of Highway Drainage
8.1 .I
8.1.2
Minor and Major Systems
Design Criteria ...........................................
8.2.1
Hydrological Data
8.2.2
Design Return Period
8.2.3
Design Method
Urban Drainage. .........................................
8.3.1
Introduction
8.3.2
Urban Catchment
8.3.3
Positive Drainage
8.3.4
Drainage of the Carriageway
Drainage of Medians, Footways and Verges
8.3.5
8.3.6
Emergency Flood Area (EFA)
8.3.7
Maintenance Strategy
Rural Drainage. ..........................................
8.4.1 - .. Introduction
8.4.2
Rural Catchment
8.4.3
Drainage of the Carriageway
Drainage of Medians and Verges
8.4.4
8.4.5
Natural Surface Drainage
JunctionDrainage
8.5.1
Introduction
8.5.2
Drainage at Junctions
........................................
. Page Cl4.
......................................
Clause 8.6
Subsurface Drainage
8.6.1
Introduction
8.6.2
Subsurface Drainage Methods
SECTION 9
Clause 9.1
PAVEMENT
Clause 9.2
Clause 9.3
8125
....................................
Introduction ....... ;.
9.1.1
General
9.1.2
Typical Pavement Structures
9.1.3
Road ~eteriordiori
Variability in Materials and Road Performance
9.1.4
TrafficAssessment .......................................
9.2.1
Introduction
9.2.2
Design Life
9.2.3
Traffic Forecasting
9.2.4
Traffic Counts
9.2.5
Standard Axles
Deterrrrination of Cumulative Standard Axles
9.2.6
9.2.7
Design Traffic Classes
Pavement Materials
9.3.1
Qatar Construction Specification (QCS)
9.3.2
Subgrade
Granular Material for Sub-base and Roadbase
9.3.3
9.3.4
Roadbase Asphalt Concrete
9.3.5
Cement Bound Material
9.3.6
Wearing Course
9.3.7
Concrete for Rigid Pavements
9.3.8
Precast Paving Blocks
Design Charts. ..........................................
9.4.1
General
9.4.2
Asptialt Concrete Roadbase
9.4.3
Asphalt and Granular Roadbase
9.4.4
Flexible-Composite Roadbase
9.4.5
Reinforced Jointed Concrete Slabs
9.4.6
Precast Block Paving
Special Pavement Sections
Staged Construction (Single Layer Construction)
9.5.1
Pavement Evaluation .....................................
9.6.1
Introduction
9.6.2
Routine Monitoring
9.6.3
Detailed survey'
9.6.4
Detailed Investigation
Interpretation and Design of Remedial Works
9.6.5
References
Basis of the Design Method for Asphalt Roadbase.
9A. 1
Design Methods
9A.2
Design Strategy
9A.3
Applicable Methods
9A.4
Specific Method for Qatar
9A.5
Weak Subgrades
9A.6
References
......................................
Clause 9.4
................................
Clause 9.5
Clause 9.6
..............................................
...........
Clause 9.7
Annex 9A
SECTION 10
Clause 10.1
C ' -
.
.
.
,
-.
.............................................. 1011
................................
Clause 10.2
ROADWAY LIGHTING
Introduction
10.1.1
Reasons for Lighting
10.1.2
Justification
10.1.3
Scope
10.1.4
Complementary Standards
Performance Requirements
Summary of Road Classifications in Qatar
10.2.'1
10.2.2
Lighting Performance Recommendations
Limitation of Glare and "Light Pollutionn
10.2.3
.. .....
.
January 1997
.Z .(
1011
Page C15
Clause 10.3
Clause 10.4
Clause 10.5
Clause 10.6
>
..
APPENDIX A
Clause A1
Clause A2
c o r .n.
. . .
1012
...............................
......................................
1O f f
1Off
................................
1018
SURVEYS
Introduction
Survey i n Qatar.
Centre for GIs - Mapping and Positioning Services
A2.1
Land lnformation Centre General Survey Section (GSS)
A2.2
A2.3
Planning Department
A2.4
CED Survey Unit
Survey Work Procedures ..................................
A3.1
Topographical Surveys
A3.2
Services Surveys
A3.3
As-built Surveys
Approved Survey Companies
Specification for Topographical Survey
AS. 1
, ~eatures
to be Observed
A5.2
Preparation of Survey Data
A5.3
Specifications
A5.4
Checking and Verification
.............................................
.........................................
Clause A3
Clause A4
Ciause A5
..............................
.....................
..............................................
.....................................
..................................
................................
January 1997
. . . . ..
Page C/6
--
GLOSSARY
January 1997
Business Distrlct
That portion of a
municipality or an area within the influence of a
municipality in which the dominant land use is
offices, banks, hotels and government buildings
A four-leg
Cloverleaf Interchange
interchange with loops'for left turns, and other
connections for right turns. A full cloverleaf has
ramps for two turning movements in each
quadrant.
. . . .
Page GI1
Crossfall
(1) A pavement superelevated
toward the right or left shoulder on appreciable
curves. (2) On divided highways on straights
or flat curves, each one-way pavement may
have a unidirectional slope across the entire
width of pavement, usually downward toward
the outer edge.
January 1997
GLOSSARY
the highest continuous speed where individual
vehicles can travel with safety upon a highway
when weather conditions are favourable, traffic
density is low and the geometric design
features of the highway are the governing
conditions for safe speed.
Design Vehicles - Selected motor vehicles with
the weight, dimensions, and operating
characteristics used to establish highway design
controls for accommodating vehicles of
designated classes.
Design Year - The future year used to estimate
the probable traffic volume for which a highway
is designed. A time 10 to 20 years from the
start of construction is usually used.
Page GI2
.
. .
GLOSSARY
January 1997
Paae GI3
Motorway
A multilane, dual carriageway
designed to move large volumes of traffic at
high speeds under free-flow conditions.
Motorways have full control of access with
interchanges incorporating grade separation
and junctions.
GLOSSARY
Primary Road
network.
Residential Area
That portion of a
municipality, or an area within the influence of a
municipality in which the dominant land use is
residential development, but where small
business areas may be included.
Right-Turn Lane
An auxiliary lane or
designated lane provided at intersections for
right-turn movements.
January 1997
.-
Page G/4
GLOSSARY
Separator - An area or a device located
longitudinally between two carriageways so as
to separate traffic flowing in the same or
opposite directions, and so designed as to
discourage or prevent passage by vehicles from
the traffic lanes on one side of the separator to
those on the other.
Shoulder - The portion of carriageway
contiguous with the travelled way for
accommodation of stopped vehicles for
emergency use, and for lateral support of base
and surface courses.
Januarv 1997
Paae 615
An application of bituminous
Tack Coat
material to an existing surface to provide bond
with a superimposed course.
Toe of Slope
The intersection of an
embankment side slope with the original ground
surface.
GLOSSARY
Turning Lanes Auxiliary lanes provided at at'grade intersections for right and left turning
movements.
January 1997
Page GI6
Primary Routes
. .
..
January 1997
...
. ..
..
.. .
. .. . ,
..
. .
Paae RSQ/l
Route Classification
Class
Ref
Function
Carriageways
General
Corridor
Wldth
(m)
64
Design
PRIMARY RQUZE
Rural
PI
Urban
P2
Rural
S1
64/40
S2
64/40132
TR1
Single 2-lane
40132
T-junctions
District Distributor
TR2
64/4W32
Roundabouts, slip-onlsllp-off or
signalised junctions. No U-turns.
Limited access from existing
properties. New properties to
provide rear access. Parallel
parking in bays
Local Distributor
TR3
Wide single or
single 2-lane
(some existing
routes may be
dual
carriageway)
40/32/24/
20
T-junctions or
Roundabouts.
signalised junctions. Offset Xroads.
Direct access from
properties. Parallel parking bays.
Access Road
TR4
Single 2-lane
24120116
Roundabouts or T-junctions.
Offset X-roads. Direct access
from properties. Parallel parking,
on street.
TRS
Single 1-way
or 2-way
Scenic Routes
SR1
varies
varies
SR2
varies
varies
.. Urban
--
Senrice Road
sPEClAL(2)
Notes
(1) The general road corridors are based on the MMAA's plan 'General guidance for road cross-sections and utility disjmsltions".
(2) These can be either primary, secondary or tertiary routes.
(3) The main Lorry Routes include the Regional Primary Roads and the Rural Distributors.
January 1997
Page RSW2
PRlNARY ROUTES
S E C O N D A R Y ROUTES
-TERTLARY ROUTE8
-LOCAL ROUTES
Figure 1
January 1997
Page RSW3
-PRIYARYRWTES
-SECONDARYROUTE8
-TERTIARY ROUTES
- LOCALRourEs
Figure 2
January 1997 .
Page RSW4
.
.
. .
QATAR HIGHWAY DESIGN MANUAL
. ?
ZONE BOUNDARY
65
Figure 3
January 1997
ZONE NUMBER
Page RSW5
- ZONE BOUNDARY
68
Figure 4
January 1997
ZONE NUMBER
Page RSW6
. ..
January 1997
Page RSQn
January 1997
95.
At Kharrara
96.
Abu S m r a
97.
Sawda Natheel
98.
Khor Al Adaid
Page RSW8
SECTION 1
1.1
GENERAL
Class
Reference
Type of Highway
Design
Speed
(kph)
PI
P2
Primaw Routes
Rural
Urban
140
120
S1
S2
Secondarv Routes
Rural Distributors
Urban Distributors
140
100
Tertiarv Routes
Rural Local Road
District Distributor
Local Distributor
Major /Minor Access
Service Roads
TR1
TR2
TR3
TR4
TR5
Table 1 .I
100
100
70
60
60
DESIGN
SPEED
PARAMETERS
RELATED
Posted Speed
Clause 1.4
Stopping Sight
Clause 2.2
Table 2.2
Horizontal
Vertical Curvature
Clause 3.2
. Clause 4.3
Table 4.4.3
Traffic Calming
1 Clause 1.9
Page 111
1.3
1.1.
1.4
i0!
70
60'
1;
Speed
(kph)
Posted
50 or less'
Table 1.3
January 1997
1.6
POSTED SPEED .
SECTION 1
SELECTION
VALUES
OF
PARAMETER
normal^.^
Designers should
aim to achieve the
desirable minimum values for stopping sight
distance, horizontal curvature and vertical crest
curvature. For sag curves, designers should
normally aim to achieve at least minimum
values.
1.8
Page 112
L.
'4.
Class
Reference
Type of Highway
Design
Speed (kph)
PI
P2
Primarv Routes
Rural
Urban
S1
S2
Secondarv Routes
Rural Distributors
Urban Distributors
140-120
100
TR1
TR2
TR3
TR4
TR5
Tertiaw Routes
Rural local Road
District Distributor
LocalDistributor
Major Access
Service Roads
100
100-70
80-60
60-50
60-30
Table 1.4
,t ,.
- .
140-120
120-100
., :
.. .. . . . .. .
SECTION 1
SPECIAL CONSIDERATIONS
January 1997
Page 113
SECTION 2
2.1
GENERAL
Stopping
Sight Distance (m)
140
120
100
80
70
60
50
40
350
295
215
160
120
90
70
60
Table 2.1
Figure 2.1
Full Overtaking
Sight Distance (rn)
January 1997
b) Horizontal Plane
Table 2.2
Page 2/1
'
+*
w -
2.6
.. -
Measurement
of
Full
Overtaking Sight' Distance
(FOSD)
OBSTRUCTIONS
DISTANCE
Envelope of visibility
Figure 2.2
TO
SECTION 2
SIGHT
SPECIAL CONSIDERATIONS
2.5
January 1997
Type of Road
Local Roads
Access Roads
Table 2.3
Desirable
Minimum
50
30
70
50
Page 2f2
..
Shopping areas
Sports venues
SECTION 2
Cinemas
BUSstops
a
,
January 1997
Page 213
..
':
The values shown am maxima and apply
where SSD 3 cunre length. Land for
vblbmty should be checked from the plans.
CENTRAL
OFFSET
Xm
RADIUS Rm
\ '
Figure 2.4
January 1997
SECTION 2
..
,
. Page 215
SECTION 3
GENERAL
d)
e)
f)
3.2
MINIMUM CURVATURE
b)
c)
January 1997
Design
Speed
(kph)
Minimum Radius
without Adverse
Camber,
Superelevation or
Transitions
(m)
140
120
100
80
70
60
50
3800
2880
2040
1300
1020
720
510
3.3
TRANSITION CURVES
.. .
Page 311
. . . .
L=
V=
9=
Where:
R=
2400
2200
2000
1800
1600
1400
1200
1000 ,
800
600
400
200
140
120
82
89
98
109
122
140
163'
196'
51
56
62
69
88
103
123'
154'
100
80
70
60
4"
..I
'SECTION 3
3.4
Desig
n
Speed
(kph)
(a)
Normal
Camber
(b)
Adverse
Camber
EUrninated
(c) Superelevation
3.5%
5%
7%
140
3800
1020
2880
2040
1300
120
2880
2040
720
1020
1300
2040
100
1300
510
1020
720
80
1300
1020
360
720
510
70
1020
720
255
510
360
720
60
180
510
255
360
50
510
360
127
255
180
7% may be only used at special locations and must have th
permission of the Director of Civil Engineering Department prior t
its use.
Table 3.3
.
36
40
45
51
59
71
89
119
30
37
46
61
91
24
31
41
61
122
26
39
77
January 1997
50
22
45
Where:
S = Superelevation (%)
V= Design Speed (kph)
R = .Radius of Curve (m)
Page 312
SECTION 3
Radius
(m)
140
120
2.88
3.15
3.47
3.85
4.33
4.95
5.78'
6.93'
3.15
2.31
2.56
2.83
3.18
3.64
4.24
5.09'
6.36'
100
2.21
2.53
2.95
3.54
4.42
5.89'
80
70
2.26
2.83
3.77
5.66'
2.17
2.89
4.33
60
90
2.12
3.18
6.63'
2.21
4.42
rJ+1.
w
Figure 3.3
Superelevation shall not be introduced, nor
adverse camber removed, so gradually as to
create large, almost flat areas of carriageway, to
cause driver discomfort or to kink the edges of
the carriageway. A satisfactory appearance can
usually be achieved by ensuring that the
camageway edge profile does not vary in grade
by more than about 0.5% from the line about
which the carriageway is pivoted, and by ample
smoothing of all changes in edge profile. It is
recommended to ensure that a minimum
longitudinal gradient of at least 0.5% is
maintained wherever superelevation is to be
applied or reversed. The distance to satisfy this
constraint is given by the equation:
Where:
G=
S=
L=
January 1997
- - Page 313
.
.
.
.. * w
.' SECTlON 3
Elements:
P I = Point of Tangent Intersection
BCC = Beginning of Clrcuiar Curve
ECC = E n d o f Clrcular Curve
AC = Deflectlon Angle o f Circular Curve
R
= Radius of Circular Curve
T
=Tangent
L C = Length of Curve
Clrcular Curve
Elements:
PI
= Polnt of Tangent Intersection
BTC = Beginning of Tnnsitlon Cunre
BCC = Beginning of Clrcuhr Cunre
ECC = End of Circular Curve
ETC = End of Transition Curve
A
= Total Deflectlon Angle
AT = Deflection Angle of Transition Cunre
bc = Deflectbn Angle of Clrcular Cunre
R
Radius of Circular Cunre
M T = Main Tangent
T K =ShortTangentofTransitionCuwe
TL = Long Tangent of Tranrltion Cunre
X M = Abscbsa of the Center of Radlus Polnt
A R = Circular Cunre Offset
X
= Abscissa of BCC or ECC
= Ordinate of B.CC or ECC
Y
L T = Length of Transition Cuwe
L c = Length of Clrculer Curve
January 1997
Page 314
'
SECTION 3
O l t s g e e d g ~ o f - t r a ~ e l l eway
d
---
4,
-,,~,
l n ~
d ~ e t ~d v gf l eedway
~
a q Profile control
\
Tangent
Runout
Superelevation runoff
o
0 0
0 0
m w
IW
o
0
Im
Slope 1:400
Normal
crown -L.-
- = -I -
--D
Inside edge
Profile control
Superelevation runoff
L,
2
m 'Li
Normal
crown
---- - - - a
0 0
0 0
----Normal c j r o f i l e grade
_
----
Outside edge
1Profile control
Travelled way revolved about outside edge
Notes:
A = Normal crown
B = Level hlgh side normal crown low side
C = Superelevation at normal crown rate
D = Full superelevation
......
. .,
" . . . . . . - . . . - . . * . . - . - " . L .
January 1997
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . .
. . .
. .
Page 315
.. cAs,-7- 'SECTION 3
. .
*.'
. .
WIDENING ON CURVES
3.5
Lane Width
Additional
WMth(m)
Width
Standard
Width
0.3
Standard
Width
None
Less than
Standard
Width
Less than
Standard
Width
0.6
Less than
Standard
Width
0.5
Less than
Standard
WMth
0.3
Standard
Table 3.5
January.1997
rr
. . Page
.
316
. .
--,.
Page 3/1
. . . . . .
. . . .
SECTION 3
tJ,
....
Figure 3.7
) fl
Straight
cuwe
shofl
Straight
.........
. .
Page 318
.*
# r C
SECTION 3
...
January 1997
~ i ~ u3.10
re
Curved Geometry
Page 319
x
_
_
...
.. .
~~rcu~ar'
curve
Circular
curve
Straight
. . - SECTION 3
HORIZONTAL CLEARANCES
we
Circular
Transltlon Transition
CUIW
C Ircu la r
curve
.Circular
CUTVB
January 1997
Page 311 0
QATAR H ~ G ~ W ADESIGN
YMANUAL
Clrcular
..
..
'
. .
'
SECTION 3
.
Circular
[-\
Circular curve
Figure 3.16
~ i ~ u3.15
r e single Circular Curve
Transition
Circular
To be avoided
..
To be attained
1 Well-balanced alignment
2 Use of curves rather than straights where
feasible
. . .
January 1997
-.
.. . .
..
..
Page 3111
3.8
Case 1
a
.*
Case 3
minimise
Table 3.6
January 1997
- .
Page 3M2
4.1
SECTION 4
surface, the profile shall be established so that
the low edge of the finished shoulder is at least
0.5m above the temporary water level. If the
water table is permanent then the road formation
level should be at least 1.Om above the table
due to the possibility of capillary action. In areas
of rock, if practical, the profile should be
established so that the low edge of the finished
shoulder is at least 0.3m above the rock level.
This should avoid unnecessary rock excavation.
For aesthetic reasons the length of vertical
curves should be substantially longer than the
length required for stopping sight distance.
MAXIMUM AND MINIMUM GRADES
4.2
Max. Grade
Route Classification
("/.I
4
Primary Route
Secondary Route
Tertiary Routes
LocaVDistrict Distributor
MajortMinor Access
Cul de Sac
Table 4.1
6
10
10
Maximum Gradients
4 Major Road
Minor Road
1Sm min
L
'
Figure 4.1
--
January 1997
Page 411
VERTICAL CURVES
(kph)
Absolute Minimum
K-value
Desirable
Minimum
K-value for
Crest
Crest
Sag
230
182
100
55
30
17
10
182
100
55
30
17
10
6.5
50
37
26
22
20
13
9
140
120
100
80
70
60
50
Table 4.2
,
. , .
. .. ..
. SECTION 4
. .
100
80
70
60
50
Table 4.3
Minimum
K-value for
Overtaking
Crest
Avoid
Crest
K-values
in this
Range
400
285
200
142
100
400 100
285 55
200-30
142-17
100-10
an
Absolute
Minimum
K-value
Crest
Sag
55
30
17
10
6.5
26
20
20
13
9
K-values
for
Carriageways
Single
January 1997
Page 412
4.4
HARMONlSlNG
ALIGNMENT
THE
VERTICAL
O radient
Figure 4.4
Tangents, especially short ones, between two
valley curves can result in an awkward looking
line, refer Figures 4.4 and 4.5.
Figure 4.5
A vertical curve is seen as a hyperbola..
Whether or not the junction of a tangent and a
vertical curve presents the appearance of a kink
depends on the curvature of the sharpest bend
of the hyperbola and its location in relation to the
end of the tangent. It is desirable that the
hyperbola does not start at the position of its,
smallest radius. In critical cases it is advisable
to examine perspective drawings of the line. An
indication of the effect of small and large radius.
vertical curves on the drivers view are shown in
Figures 4.6 and 4.7 respectively.
Gradient
curve
Figure 4.2
4:
Figure 4.3
Figure 4.6
-
Page 413
.-...
, .-
. SECTION 4
Summit
Figure 4.7
Figure 4.1 0
Figure 4.1 1
Figure 4.8
..
--
Figure 4.9
January 1997
Figure 4.12
Page 414
L,
..
SECTION 4
Figure 4.1 3
, X
'
1-1
r l - ' = l I
,/
Table 4.4
Summary
of
desirable/
undesirable combinations of
vertical alignment
- .
Figure 4.14
4.5
January3 997
Page 4/5
.:,..
. ..., ,
I:
. . i . ! ~*j.;:a,*SECTION4 ,..,
. .
Figure 4.15
The best results would be obtained if coordinated curves of longer radius could be used,
refer Figure 4.1 6. The following combinations of
horizontal and vertical alignment are some
additional examples of those which are likely to
result in an awkward appearance. A summary of
desirable/undesirablecombinations of alignment
is shown in Table 4.5.
Figure 4.16
Table 4.5
Figure
Notes
4.17
I-/
A
Summll
W W
LOVO~
VmUoy
CUNO
1 .
January 1997
--
Summlt
W N O
bVd
. . : Page 416
4.18
Horhontal curve
x
e
t
4.19
Horhonbl ounm
ondbnt
Vtz
Ondbnt
4.20
stnlght
Horizontal
CUWO
I-
Valley Curve
Omdbnt
I
---+==-
4.21
1e
b
l
Valley
undesirable
curvesinjoined
themselves
by a tangent
but when
are
combinedwith a horizontal curve in this
way they can produce the results
show-
.January..1997
.
'.. .
I-
.,..
. . . ,..
Page 417
SECTlON 4
I
4.22
--
Valv
summn
Omdtmnt
C.W.
CUW.
nfdmnt
Hokenld
4.23
Stnight
CUN~
2
-I
Vatmv
ouwm
...
4.24
Oradbnt
c
HoNonlal
Summl
aunm
.--
Horkontal
4.25
Horizontal
4.26
eunm
-.
-1
Hortronlal
oun. _
- -
Table 4.5
January 1997
. ..
.
..
.
.
. Page418
Horizontal cuwe
containing a low valley
curve within its length
Horizontal curve
containing a loW summit
cuwe within its length
cuwe foilowing
7 aHorizontal
straight and starting
,
u)(
n
X
X
dllb X
w
January 1997
--\
BJ
Table 4.6
4.6
. .
SEC~ON
4
Summary
of
desirable/
undesirable combinations of
horizontal
and
vertical
alignment
VERTICAL CLEARANCES
Badly balanced
arrangement
Page 419
Additional
Clearance
(mm)
1000
1200
1500
2000
3000
6000
>6000
80
70
55
45
25
15
nil
. .
..
':
. ::'-:.
'-
SECnON 4
to
Industrial
. ..
Table 4.7
4.7
SPECIAL CONSIDERATIONS
January 1997
Page 4110
ROAD RESERVATIONS
SECTION 5
January 1997
Page 511
Figure 5.1
January 1997
SECTION
5
.
'-
..
..
. . .
..
Page 512
Figure 5.2
January 1997
,.
., .
. . , -... -,..
"
"
'
Page 513
Figure 5.3
January 1997
.. .. , .-.,SECTION 5
Page 514
. ,;6ibQ18k
.- 6
Figure 5.4
January 1997
-.
.-
Page 515
Figure 5.5
January 1997
..
SECTION 5
..
..
Page 516
..
SECTION 5
Figure 5.6
January 1997
Page 5l7
January 1997
SECTION5
Page 518
Figure 5.8
Januarjr 1997
*
1
'
I
.SECTION
5'.
"
Page 519
Figure 5.9
January 1997
. SECTION 5
I - .
..
.-..
Page
5/10
-
LANE WIDTHS
..
. - .
.:.
SECTION 5
Edge
Stdp
iI
Lane Wdth
Lone Width
- Edge
Stdp
I
I
Edge
~lne
,,
' '
w
$++E
I
, Edge
LI~O
m
I
I
I
I
Figure 5.1 0
..
January 1997
Page 511 1
LANE CAPACITY
Commercial vehicles
Lane distribution
Traffic interruptions.
-. - .; .
.'
SECTION 5
. . .
further
Lane Provision
Road Capacity
(vehhour)
Single Lane
2-Lane Dualling
3-Lane Dualling
1,600
3,200
4,800
Table 5.1.
SHOULDERS
b)
C)
.-
Page 5112
d)
e)
f)
SECTION 5
5.6
MEDIANS
2.0
w
Single
Dual 2
Dual 3
0.35
Shoulder
Shoulder
Table 5.3
0.5
0.5
Kerb + 0.5
'Whilst awaiting services and kerbs to be installed, a
temporary edge strip 0.35m shall be added to give a
carriageway width of 8.0m.
Table 5.2
Shy Distance
Where a kerb is provided there is a tendency for
drivers to steer a distance away from the kerb,
this is termed "shy distance'. At slower speeds
the requirement for shy distance is reduced and
conversely, at higher speeds, an increased shy
distance is required. Where there is an edge
-
January 1997
Intermediate
Wide
6.0
12.0
Narrow
Narrow medians are those in the range 1.2m to
less than 4.0m and are used in restricted
conditions. Medians 1.2m wide do not provide
a refuge area for pedestrians but do provide the
minimum space permitted for clearance of
opposing traffic provided the lane edge is
kerbed. Narrow medians are used where there
is a need to provide a divided road, but where
the available reservation does not permit a
greater median width. Narrow medians are not
wide enough to provide effective left turn lanes.
The minimum allowable median width to provide
a safe pedestrian refuge is 3.5m. Pedestrians
ability to cross at narrower medians shall be
controlled or actively discouraged by the
provision of barrierslhigh kerbs, continuous
planting and other features.
--
Page 5113
Intermediate
Intermediate width medians are those in the
range 4.0m to less than 8.0m and are generally
wide enough to provide for a left turn lane. A
width of 6.0m is the desirable minimum to
provide a left turn lane and a residual median,
and a width of 8.0m is the desirable minimum to
shelter a crossing vehicle undertaking a U-turn
manoeuvre.
Wide
Medians 8.0m or greater in width provide space
for effective landscaping and may be used for
signing, services and drainage. Wide medians
may also be used to absorb level differences
across the road reserve. Rural medians should
be a minimum of 8.0m wide with a central safety
barrier.
--
SECTION 5
L'
L-
5.7
VERGES
L-
.-
L
-
.L-
January
1997
. -
Page 5114
.-
Dimension
Angle
On
Figure
5.9
45-
80.
75'
?om
4.25
3.50
3.25
3.00
'6.40
6.70
6.60
6.00
stall lmes
Stall depfh interlo$
5.30
5.95
620
6.00
ModJe, wall lo
interlock
18.20
17.65
19.90
20.00
Bumper overhang
(typiml)
0.60
0.70
0.75
0.75
Table 5.4
January 1997
Intarbck to Karb
Modulo
Modulo
Modulo
Figure 5.9
Page 5115
Parking Exclusions
Parking shall be excluded from the following
locations:
SECTION 5
~ i ~ u r e ' 5 . 1 0 Typical
Parking
Lane
Treatment at T-Junctions.
5.9
SIDE SLOPES
January 1997
Page 5116
SECTION 5
AUXILIARY LANES
January 1997
Where S =
N =
L =
SERVICE ROADS
-.
the
PEDESTRlAN FACILITIES
- . .. . ..
SECTION 5
5.14
UTILITIES
Telephone (Q.TEL)
Cable television
Electricity - distribution
Electricity - lighting
Electricity - transmission
..
Sewerage
Return effluent
-.
. ..
? ,
. ,
.
SECTION 5
'
USE OF KERBS
Raised kerb
Raised kerb with channel block
.
5.1 3
..
..
~ d 'kerb
~ e
Channel block
lush kerb
Dropper kerb
Dropped kerb
Vehicle barrier unit (VBU).
Page 5119
SAFETY FENCES
General
A safety fence is a longitudinal barrier used to
shield motorists from natural or man-made
hazards located along a road. It may also be
used to protect bystanders, pedestrians and
cyclists from out of control vehicular traffic.
Safety fences may be located in the verge or
median depending on the particular
requirements and location. Refer to Figure 5.1 1
for the definition of terminology used in safety
barrier design.
The safety fence is designed to prevent an
errant vehicle from leaving the carriageway and
striking a fixed object or feature that is
considered more hazardous than the barrier
itself. This is accomplished by containing and
redirecting the-errant vehicle.
On a divided road, a safety fence is located in
the median to separate opposing traffic.
Safety fences should only be installed if they
reduce the severity of accidents. This may
appear subjective, but generally a barrier should
be provided if the consequences of a vehicle
striking a fixed object, or running off the road
are determined to be more serious than hitting
the safety fence itself. Other considerations are
trafric speed and traffic volumes and a cost
,analysis.
SECTION 5
. .
minimum radius a standard. size car can
negotiate without losing tyre contact. This is
dependant on approach angle and speed as
well as the characteristics of individual vehicles.
Roadside Obstacles
A safety fence should only be installed if it is
clear that the result of a vehicle striking the
barrier will be less severe than the accident
resulting from hitting the unprotected object.
Generally, if an object is greater than 1Om
from the travelled way, it does not requlre
protection.
Table 5.5 summarises of the various needs for
safety fencing.
Pedestrians
The most desirable solution to protect the
innocent bystander is to separate pedestrians
and vehicular traffic. If this is not achievable
then consideration of safety fencing should be
given at schools, busy commercial and retail
centres, sports venues and other locations
where high pedestrian movements are
anticipated or observed.
..
..
Page 5120
....
..
...
-.
Page 5/21
..
TRAVELLED WAY
SHOULDER
.
.
SECTIONS
. ,
.
0
.Om
3m
6m
9m
Height (m)
12m
15m
18m
. .
Figure 5.1 2
January 1997
Page 5/22
January I997
. . .
..
- SECTION 5
Comment
Bridge piers,
abutments and railing
ends
Protection generally
required
Culverts, pipes,
headwalls
Ditches (transverse)
Generally protection
required, ditch profile to be
considered
Embankments
Retaining wall
Generally protection
required for non-breakaway
supPo@
Traffic signals
.
Trees and utility poles
Permanent bodies of
water
Table 5.5
SECTION 5
End Treatments
The untreated end of a safety fence is extremely
hazardous if hit, as the beam element can
penetrate the passenger compartment and will
generally stop the vehicle. A crashworthy end
treatment is therefore considered essential if the
safety fence terminates within 10m of the
travelled way andlor is in an area where it is
likely to be hit head-on by an errant vehicle. The
termination of the safety fence should not spear,
vault or roll a vehicle for head-on or angled
impacts. For impacts within the length of need,
the end treatment should have the same
redirectional characteristics as the standard
safety fence, which means that the end must be
also properly anchored.
GI-
\.
- 4
I
Breakaway Terminals
'
January 1997
Page 5/24
Comments
Performance
Capability
Deflection
Site Conditions
Compatibility
Cost
...
6
a)
Maintenance:
Routine
b)
Collision
c)
Materials
Storage
Simplicity
Aesthetics
Field
Experience
Table 5.6
SECTION 5 .
Placement
Lateral offset: As a rule, safety fences should
be placed as far from the travelled way as
conditions permit. This gives the errant driver
the best chance of regaining control of the
vehicle without having an accident. It also
provides better sight distance. Table 5.7 gives
suggested lateral offsets related to the design
speed. Other factors may override these
suggested figures.
Design Speed
50
I
1.0
INote: Rigid system
I
is not recommended for design speeds
'
d)
The
performance and
maintenance requirements of
existing systems should be
monitored to identify problems
that could be lessened or
eliminated by using a different
fence type
Table 5.7
Ba*erType
Rigid
O*
'Minimum clearance of oMects behind the barrier to
travelled way must be maintdined.
Table 5.8
Typical
Manufacturers
Clearance Requirements
Page 5/25
'
flare Rate
for Fence
within
1-:x
System
1:17
1:15
1:13
1:11
1:14
1:17
1:13
1:8
1:7
'Refer to manufacturers technical literature for special
conditions.
Table 5.9
,
SECTION 5
..
January 1997
CRASH CUSHIONS
5.17
.-
. . ..-.. ..
January 1997
1 .
.- .
.- .
SECTION 5
5.18
..
Page 5/27
'
SECTION 5
L . * . . . & . . 4 . . 9 G
,.
..
. . ,. * < - -. ,- -.
- .
'
January 1997
. . ..Page 5/28
..
. .
.-
SECTION 5
Fd3
l+l
P-I
January 1997
Page 5/29
5.1 9
LANDSCAPING
. . ..
.-..
:.-..-
..
. .
SECTION 5
January 1997
Figure 5.1 4
. - .....
,..
Page 5/30
GENERAL
- . . . .
SECTION 6
Design speeds
January 1997
Page 6/1
SECTION 6
.
Overrunning of kerbs
January 1997
Page 612
- :
:. . . .
..
;.
. .
sEcnoN6 .
.,;. I :
L-
,-,
v
!
i
?
L-
,,
January 1997
Page 613
..
1 . .
... . .
, . .I
:""
SECTION 6
*;3
- * E
+
.-
z5:
.-
.-0 2
.+-
.-
3:z
;L -
.-
; L~
0:
N
+
C
.+
N
+
N
!%
Y
9
'tn
?
a;
p ;!
Y
.-
V)
V)
V)
.-
V)
.-
n
t
N
t
.i
.i
7
t
Y
.-
2 - P I
-" .-.-.g
: B
5
- E
.0
O
-e
.N
-9
CI
=pz a
ELr":tz
.-
F!
.+
IY
heqeq
.h
Iy
.-
a
N
PI
IY
.-
.-
0
0
0
.0
N
t
0
m
O
>
Y* V
*
t
) V )
n
C
0
0
w
F
V)
V)
C
10
C
V)
V)
.-
X
O
5
3
U
-0
0
0
0
0
t::
0
0
.-
f
0
0.
I-
-m
U
i
?
E
rr
4
!-i
-
0
%
L
1
-*
I-
4N
2I
?
-m
-
I-r
"
l
'0
-f
2
(I)
310
1113
rruaro~/somg
rlo~rrr
s p o o l rut-qprrj
raioluan s p o o l h r r ~
January 1997
Page 614
Table 6.1
SECTION 6
January 1997
Page 615
6.2
SECTION 6
6.2.4 Skew or Y-Junction
January 1997
:
Page 616
SECTION 6
JUNCTION SELECTION
Minor
Major
7.3m
CarriageWay
Rural
7.3m Carriageway
11.3m Carnageway
Rural
Rural
Dual-2
Rural
Rural
Urban
T,Ts,R
T,Ts,R
T,Ts,R
T,Ts,R
Rural
T,Tu,R,I
Rural
Dual9
RBI
T,Ts,V,R,I
Urban
T,Ts,V,R,I
T,Tu,R,I
Urban
Ts, R,I
RBI
T,Ts,V,R,I
T-Junction
T-Junctionwith Signals
Tu
Table 6.2
Urban
Rural
T;R
Urban
Urban
T
Ts
Urban
Dual9
11.3m
CarriageWay
Key:
Urban
Dual-2
RBI
T,Ts,V,R,I
Roundabout
T-Junction with U-Turn
Ts, RBI
I
V
Ts, RBI
Interchange
Service Road
January 1997
Page 6/7
.-
V)c
(A~M-ow)
SECTION 6
.r
l a w (oL
In
Figure 6.1
January 1997
Page 618
6.4
MAJORIMINOR
GENERAL
JUNCTIONS
SECTION 6
6.6
SAFETY
AT
JUNCTIONS
MAJOFUMINOR
January 1997
Figure 6.2
Simple T-Junction
Page 619
Figure 6.3
SECTION 6
January 1997
-.
Page 6/10
Figure 6.5
Figure 6.6
January 1997
Page 6111
n o b u y y u l uu JUI I W ~ I W I I WVI I I
~1 I
3 ~a
3 I I I ~ J V I I WSIU
~IUIIIU
WI I
passing through the junction with opposed TJunctions on either side. figures 6.7 to 6.1 1
show variations of staggered junction layouts.
r l I=
III~JWI
luau. rttzctzi
ru r
u.r
~ y u i ~
RighULeft Stagger
A simple righffleft staggered junction should not
be considered.
However, the rightneft
staggered junction with ghost island or single
lane dualling would be an alternative. Refer to
Figures 6.10 and 6.1 1.
LettlRIght Stagger
The lefttright stagger is preferred because the
two left turning traffic streams on the major road
Figure 6.7
Figure 6.8
January 1997
. -.
. . . .
......
..
. . . . ...
Page
6/12
-
. -i
. .
'
'
SECTION 6
. . . .
!
Page 6/13
*
SECTION 6
.
6.7 -MAJORIMINOR
ELEMENTS
Major Road
Drivers approaching a majortminor junction
along the major road approaches shall be able
to see the minor road entry from a distance
corresponding to 1.5 times the stopping sight
distance (SSD) for the design speed of the
major road as described in Section 2. This
intetvisibility allows drivers on the major road to
be aware of traffic entering from the minor road
in time for them to be able to slow down and
stop safely if necessary.
Minor Road
Minor road traffic has to approach the junction
and join or cross the major road when there are
gaps in the major road traffic streams. It is
therefore essential that minor road drivers have
adequate visibility in each direction to see the
junction layout and oncoming major road traffic
in sufficient time to permit them to make their
manoeuvres safely.
the
Z:
A driver approaching the junction should
be able to see clearly the junction form and
those peripheralelements of the junction layout.
This provides the driver with an idea of the
junction form, possible movements and
conflicts, and possible. required action before
reaching the major road. This point is called the
'2' point which is 15m back along the centreline
of the minor road measured from the
continuation of the line of the nearside edge of
the running carriageway of the major road (not
from the continuation of the back of the major
road hardstrip, if this is present).
approaches and
January 1997
.. .
.,
JUNCTION
6.7.1 General
6.7.3 Visibility
,.
. .
Page 6/14
Design Speed
of Major Road
(kph)
'y' Distance
140
120
100
80
70
60
50
< 50
350
295
215
160
120
90
70
50
~abie
6.3
(m)
lm.
Minimum 'x'
Distance
(m)
10
10
10
10
7.5
7.5
5.0 .
2.5
The minimum 'x' distances given shall only be used in difficult circumstances, in accordanc
Minimum 'x' and 'y' Visibility Distances from the Minor Road
I B aamf
~ # I QQ7
Darrs
CIIK
'
..
SECTION 6
------.
a.
........
--.-.L
---
-+-----A
-.
z=15m
.. .
:.I '.
:I:
..
;l:
#
.-
'x' Distance
'y' Distance
w Minimum Stopping Distance (SSD)
for Approach Road Design Speed
y
I
I
it
x 'x' Distance
y 'y' Distance
January 1997
Page 6/16
SECTION 6
Junction
TW
Taper
Rate
T
Length of
Taper (rn)
L
Corner
Radius (m)
R
Urban
Simple
Junction
1:s
30
10
Rural
Simple
Junction
1:lO
25
15
Ghost
Island
Junction
Staggered
Junction
All Other
i-
Table 6.4
20
!
!
!
R = Corner Radlus
L Length of Taper
T = Taper Rate
v.
Figure 6.1 6 Design of a Compound Curve
6.7.5 Carrlageway Widths
Through ~ a n e s
At ghost and physical island junctions, the
through lane in each direction shall be 3.65m
wide, exclusive of edgestrips.
.-
I
i
b)
-.
\I
January 1997
Page 6/17
SECTION 6
of Ova1 Canlagoway
#
F
January 1997
rm'
?-
Page 6/18
SECTION 6
Inside
ComerICurve
Radius
(m)
10
=..
lnslde Lane
Outslde Lane
Total
8.4
10.9
8.4
6.5
14.9
7.1
7.1
9.6
6.0
13.1
20
6.2
8.7
6.2
5.6
11.8
25
15
5.7
8.2
5.7
5.2
30
5.3
7.8
5.3
5.0
40
4.7
7.2
4.7
4.6
9.3
50
4.4
6.9
4.4
4.3
8.7
75
4.0
6.5
4.0
4.0
8.0
100
3.8
6.3
3.8
3.8
7.6
10.9
10.3
'
Table 6.5 Minimum Corner and Curve Radii and Carriageway Widths
b
e
-----------
January 1997
Page 6/19
Ghost Islands
For new junctions, the desirable width of a ghost
island turning lane shall be 4.0m, but a
relaxation to 3.0m is permissible. At urban and
suburban junctions, it can sometimes be
advantageous to use a greater width not
exceeding 5.0m to allow a degree of shelter in
the centre of the road for large goods vehicles
turning left from the minor road to execute the
turn in two separate manoeuvres.
For improvements to existing junctions, where
space is very limited, a reduced width may be
unavoidable. The width of ghost islands shall
not be less than 2.5m.
At rightneft staggered junctions, the deceleration
lengths would overlap but the width of the ghost
island shall not be increased to make them lie
side by side. The starting points of the left
turning section shall be joined by a straight line,
which will mean at higher design speeds, the full
width of the turning lane will not be developed
until the end of the diverging section (as shown
in Figure 6.10). The width of the turning lane
shall be the full width of the ghost island.
Physlcal Islands
At single lane dualling and dual carriageway
junctions, the width of the central island at the
crossing point shall be 10.0m, including median
hardstrips. This width will shelter most large
goods vehicles turning left from the minor road,
except for very long vehicles. In exceptional
circumstances where use by very long vehicles
is expected and a roundabout is not feasible, a
width of 14.0m including hardstrips will be
needed to shelter the largest articulated
vehicles (16.5m) and a width of 16.5m including
hardstrips will be required to shelter drawbar
trailer combinations (20.0m). The minimum
width of a physical island, usually located at the
end of the direct taper shall be 3.5m.
Crossing left turn movements within the central
island can usefully be separated by physical or
painted guide islands set out with road markings
so that the number of traffic conflicts at any
point is reduced. Painted guide islands'can be
enhanced by the use of coloured surfacing or
textures within them, block paving, road
marking or traffic studs. However, designs
which have numerous small traffic islands
should be avoided as they are confusing and
tend to be ignored.
SECTION 6
6.7.7
Taper for
Dual
Cartiageways
1:20
1:20
1:20
1:25
1:30
1:40
1:40
1:40
1:45
1:50
1:55
1:60
50
60
70
. 80
100
120
,140
Table 6.6
--
--
-1
..
- 0
~\\~ixX!!=--R
. January 1997
Page 6/20
6.7.1 0
Direct Taper
Length e (m)
50
60
70
80
100
120
140
5
5
15
15
25
30
35
Table 6.7
Design
Speed
(kph)
Down Gradient
Up Gradient
'
50
60
70
80
100
120
Table 6.8
0.4%
25
25
40
55
80
110
Above
4%
25
25
25
40
55
80
04%
Above
4%
25
25
40
55
80
110
25
25
40
55
80
110
Design
Speed
(kph)
04%
Above
4%
0-4%
Above
4%
50
60
70
80
100
120
140
25
25
40
55
80
110
150
25
25
25
40
55
80
110
25
25
40
55
80
110
150
25
40
55
80
110
150
200
Table 6.9
Up Gradient
Down Gradient
Deceleration Length
Dual Carriageways
-b
(m) for
6.7.1 1
SECTION 6
illustrated in Figure 6.29. Opposite the refuge
openings, dropped kerbs shall be installed to
aid pedestrians.
6.7.1 3
Traffic Islands
6.7.1 2
,
January 1997
Auxiliary Lane
At major road flows of over 7000-8000 AADT
(one-way), vehicles decelerating on the main
carriageway and moving into the diverging taper
to a point where there is a full lane width
available in the diverging taper may have a
significant effect on the capacity of the through
carriageway by impeding following drivers.
SECTION 6
'
=?
a. Deceleration Length
.4
a. Deceleration Length
b. Direct Taper Length
SECTION 6
Merging Tapers
Design
Speed
(kph)
Merging
Length-a
80
100
120
140
90
110
130
150
(ml
'
-1
-------------------------------------------------------E
*
a. Merging Length
January 1997
Page 6/24
SECTION 6
Nose 2m minimum
a. Merging Length
b. Nose Taper
Nose
.-
.. .
Shoulder
Figure 6.25 MajorNinor Junction with Nearside Merging Taper (Alternative for Dual Carriageway with
a Design Speed of 120 kph)
6.7.1 5
Stagger Distances
-..
Skew Junctions
SECTION 6
. .
-----
-----
a:
. .- -
..
-..-
-----
-----. .
-_
- -.-
b.
e. ~ i n oRoad
r
Entry Width (6.7.5)
January 1997'
Pane 6/26
% ,
with
. .
8
.. - , * !
-. ..,
1
<
I . .
. *... . :,.;.: .;
;: .
. - l * . " e ,
SECTION 6
Carriageway
6.7.17
T-Junctlon
Separation
SECTION 6
- -
c. Merge Taper
b. Nose Taper
Figure 6.28 T-Junction (Alternative for Dual Carriageway with a design speed of 12Okph).
January 1997
. .
.- Page 6/28
6.7.1 8
Channelizing Islands
T-Junctlon
The recommended channelizing island layout
for T-Junctions or staggered junctions, where
the minor road centreline is inclined to the major
road at an angle of between 70' or 110, is
shown in Figure 6.29: This should be read in
conjunction with Tables 6.1 2 and 6.1 3.
b)
C)
d)
e)
b)
c)
d)
e);
f)
'
Skew Junctions
The design of a channelizing island for skew
junctions is similar to that outlined above, but
the following points should be noted:
a)
Januarv 1997
Pane 6/29
SECTION 6
Minor Road
Inclination 8"
Offset d
70
80
90
100
110
1.5
2.0
2.5
2.0
1.5
(m)
Radius R,
(m)
7.3
12
14
22
January 1997
Page 6/30
:.
..
QATAR HIGHWAY
DESIGN MANUAL
6.7.1 9
'
.-,. -.. .
SECTION 6
RW
..
= Lane Width
= 0.- Radius
Hatched Marking
Edge of
Travelled Wa
Januaiy 1997
..
Page 6/31
. .
SECTION 6
..
Road Lighting
January 1997.
. . Page. 6/32
.
..
ROUNDABOUTS GENERAL
SECTION 6
may increase the potential for another. Design,
therefore is a trade-off between operational
efficiency, minimising delays at the junction, and
various safety aspects within whichever location
constraints apply. The latter are often the
dominating
factor
when
designing
improvements to an existing junction,
particularly in urban areas.
Consideration of the need for, and layout of
traffic signs and road markings should be an
integral part of the design process. Reference
should be made to the Qatar Traffic Manual.
The provision of road lighting at roundabouts
should normally be regarded as an essential
safety requirement.
Sometimes lighting
requirements may conflict with environmental
considerations.
However, it should be
recognised that roundabouts are generally safer
than other forms of at-grade junctions and the
decision to use a roi~ndaboutshould not be
abandoned solely because of lighting problems.
In sensitive locations it may be possible to adopt
alternative lighting methods and other measures
to make the roundabout more visible. When an
existing roundabout junction is being modified,
the lighting layout should be checked for
suitability with the new road arrangement and
any alteration carried out prior to, or at the same
time as the roadworks. It is irnportant that
approaching drivers see and perceive that they .
are approaching a roundabout and are not
misled by the projection of the lighting layout,
particularly at times of poor visibility.
6.8.2 Types of Roundabout
Definitions
The preferred main type of roundabout to be
used in Qatar is the Normal Roundabout. There
are other forms such as Mini and Double
Roundabouts, and other variants of these basic
types, ie. Ring Junctions, Interchange
Roundabouts and Signalized Roundabouts.
Normal Roundabout
A roundabout having a one-way circulatory
carriageway around a kerbed central island 4m
or more in diameter and usually with flared
approaches to allow multiple vehicle entry.
(Figure 6.31).
The number of entries recommended is either 3
or 4. Roundabouts perform particularly well with
3 arms, being more efficient than signals,
provided the traffic demand is well balanced
between the arms.
Page 6/33
..
- '
.,
SECTION 6
. . .
i
I
.--
a Traffic deflection
island
Interchange Roundabouts
The foliowing examples of interchanges are
discussed in Section 7 Interchanges.
.
.
Signalized Roundabout
As with Majorminor Junctions, traffic signals
can be installed at roundabouts to improve
safety or traffic capacity. Traffic signals can be
used at one or more of the approach arms or
even on the circulatory carnageway on some
large roundabouts.
January 1997
'
.. .
.. . .
..
- .-.
:.
. -.- . -. Page
;. . .6/34
. . .. . .
\
- .
'
SAFETY AT ROUNDABOUTS
SECTION 6
~esi~
to nencourage slow entry to the
junction and quick exit to leave the
junction clear for the next users.
6.9.1 General
It is generally known from studies that fewer
accidents occur at roundabouts than at
signalized junctions of similar traffic flows. The
severity of accidents is also much less than at
other junctions.
Januarv 1997
. ..
. .
...
. .
Paae 6/35
SECTION 6
Page 6/36
._<
,.
.
- .
. .
..
..
. SECTION 6'
- .
- .
..
0
January 1997
Paae 6/37
SECTION 6
6.1 0.1
Definitions
v. Appmach Half
Wldth
r. Enty Radlu~
D. In~uibed
Clrclm Diambtbr
a,
January 1997
Entry Angle
-. .
Page 6/38
.-.
SECTlON 6
6.1 0.2
6.10.3
Entries
Entry Width
Flare Length
Entry Angle
Entry Radius
Approach Carriageway Half Width.
Entry Width
Paae 6/39
SECTION 6
Entry Angle
b)
Entry Anale
i8
Defined a8 (90'-812)
Page 6/40
. . ..
..
..
.. .
. ,.'-
..
'
Entry angle
Entry Radius
.
L.
6.10.7
Entry Kerbing
r-
January 1997
, " .
.. .
Page 6/41
SECTION 6
----------
d Edge of Carriageway
Figure 6.38 Method of Terminating Edge Strip on Single Carriageway Approach to a Roundabout
d
d
....................
-.
I'm
a
b
c
d
Kerbs ,
Edge Lines
Edge Line Profiled Back towards the Kerb
Edge of Carriageway
Figure 6.39 Method of Terminating Edge Strips on Dual Carriageway Approach to a Roundabout
January 1997
. Page 6/42
QATAR HIGHWAY
DESIGN MANUAL
. -
6.1 0.8
Entry Deflection
e)
SECTION 6
Assume:
a)
b)
c)
d)
January 1997
Page 6/43
..
..
. .
SECTION 6
Figure 6.41 Determination of Entry Path (On a Curved Approach Arm with Negative Approach
Curvature)
January 1997
. .-
...
. .
Page 6/44
..
.(,',..'j
3 . . . . .
. ..
.
-. .- .. .... .. . . . .. . .
SECTION 6
Figure 6.42 Determinationof Entry Path C u d u r e (On a Curved Approach Arm with Positive Approach
. .
Curvature)
path in the vicinity of the Give Way line but not more
than $Om In advance of It.
b. Commencement polnt 1rn from the ofkide kerb for
D2 or 1m from centre line for S2L, not ierr than SOm
from the Give Way line.
c. VehWe entry path cumture.
SECTION 6
Figure 6.45 Example Showing How Island Design can Increase Entry Deflection at an Existing
Roundabout
January
. .
1997
- .
Page 6/46
SECTION 6
Visibility Distance
(m)
('a' in Figure 6.49)
< 40
Whole Junction
40-60
40
60-100
50
> 100
70
Visual Intrusions
Signs, street furniture and planting shall not be
placed within the visibility envelopes so as to
obstruct visibility, but infringements by isolated
slim projections such as lamp columns, sign
supports or bridge columns can be ignored
provided they are less than 550mm wide. The
only exception to this will be positioning of
bollards on deflection islands and staggered
chevron boards on central islands. Where
possible, care shall be taken to minimise the
effects of pedestrians on visibility requirements.
January 1997
SECTION 6
C,
-
Page 6/48
.. .
SECTION 6
7.3m
s Desinble Minimum Stopping Sight Distance (SSD) for Approach Road Design Speed
January 1997
Page 6/49
3cb I
IUN
..
Figure 6.47 Visibility to the Left Required at Entry (From "Give Way" Line)
--
CkculeUnp TraMc
January 1997
. .-
Page6150
QATAR H ~ G ~ W ADESIGN
Y
MANUAL
'
SECTION 6 '
L .-
. . .
.lanuarv 1997
._ . .
Page 6/51
SECTION 6
CJ
I
--
January 1997
.Page
. 6/52
SECTION 6
6.10.12
January 1997
Page 6/53
SECTION 6
January 1997
. . .
...Page 6/54,
.,
t-
. .
SECTION 6
..-
..
a
b
c
d
e
f
. .
January 1997
...
Pane 6/55
SECTION 6
Figure 6.53
January 1997
-.
..
._
. . . ._ . .
...
Page 6/56
.-
.
SECTION 6
. .
b
1
Sectkn X-X
a Crown Line
b Smooth Crown
Figure 6.54 Typical Example of Crossfall Design Using One Crown Line Which Joins the Traffic
Deflection Islands by Straight Lines
For Circulatory Carriageway
Values of crossfall should be no greater than
those requiredfor drainage, although it is good
practice at normal roundabouts, to arrange for
crossfall to assist vehicles. To do this, a Cross
line is formed where the entry and exit
carriageways meet the conflicting crossfall of
the circulatory carriageway. This line can either
join the end of the traffic deflection islands from
entry to exit (Figure 6.54), or divide the
circulatory carriageway In the proportion 2:1
internal to external. The conflictingcrossfalls at
the crown lines have a direct effect on driver
comfort and may also be a contributory factor in
load shedding and large goods vehicle roll-over
accidents.
The maximum recommended
algebraic difference in crossfall is 5% although
lesser values are desirable, particularly for
roundabouts with smaller ICD. Care needs to
be taken. during 'dotailed design and at the
constmctlon stage lo ensure a satisfactory
carriageway profile, without sharp changes in
crossfall. is achievtrtl. A smoothed crown is
essential:
.-. .
. .
jnnuary 1997
..
.
Page 6/57
SECTION 6
,.
. .
Page 6/58
HIGHWAY DESIGN
- . .:
QATAR
MANUAL
- .... : ....:.:
. , -.
a',;
.
I
.;
Januar) 1997
..
.. .. . . . - ..
..
.. ...
. ..,. .,
.,
SECTION 6 . '
. .'
..
Page 6/59
SECTION 6
..., .
General
6.13.1
Median width
The length of the median opening
Use of acceIeration/deceleration lanes or
tapers
The nature of the turning traffic
The design speed of the main road.
Figure 6.55 and Table 6.15 detail standard UTurn layout arrangements for rural locations.
6.13.2
SECTION 6
6.13.9
...
Road Lighting
6.1 3.6
. .
Pavement Construction
.. .
.
... .
...
. . ..
.
. . .
Januarv 1997
..
I_.
. ..,.. _ . . .
.(.
. . ..
.
'.
9 .
Paae 6/61
SECTION 6
.----------------------------------------------------------------------------
20
45 m k
,
.
8. Mmdhn opmnhg
b. Queuing kngth
c. D8cmbr8Uon imngth + dhetspmr lmngth
d. Diracl taper Imngth
a. Marping k n g h (norm kngh when ngulrmd)
b l and S2. Vislblmy dimnun
Design Speed
on Major Road
Sl
(m)
S2
(m)
(kph)
0-45
45-60
60-80
Over 80
50
75
125
175
5.0
7.5
10.0
10.0
Design Speed
- (kph)
50
5
5
60
15
70
80
15
25
100
30
120
140
35
Note: Rounding shall be applied to the kerblines, typically
SOmR.
Design
Speed
(kph)
04%
Above
4%
04%
Above
4%
50
60
70
80
100
120
140
25
25
40
55
80
110
150
25
25
25
40
55
80
110
25
25
40
55
80
110
150
25
40
55
80
110
150
200
Up Gradient
Down Gradient
- c (m) for
'
January 1997
Page 6/62
SECTION 6
Avoiding long straight service roads
SERVICE ROAD
Minimum
MergeIDiverge
distance
(m) -
120
500
100
417
80
333
70
292
250
60
208
50
Note: Junction spacings may only be reduced below these
minima on the express approval of CED Roads.
.
. " -
January 1997
- .
. .
Page 6/63
SECTION 6
Deceleration
Y = 4.0m
__C
Major Road
__C
3m Shoulder
Service Road
One W a y
4-
Merging
Length
__C
Major Road
__C
3m Shoulder
One W a y
Y
'0
= 4.0m
Deceleration
__C
Service Road
Y=4.0m
P a r k i n g or Shoulder
Paint Marking
Merging Length
Service Road
One Way
Y=4.0m
Figure 6.57 Service Road DivergeIMerge for Speeds 2 80 kph < 100 kph
January 1997
Page 644
SECTION 6
January 1997
. . . .
..
Page 6/65
'
SECTION 6
.'
'
'
January 1997.
Provision of displaced
pedestrian crossings
controlled
Page 6/66
..
'
-.
..
. . .
i .
.......
"
.'
! . ....
- .
. _ .,
...,...
...
_ &
, . .^, _
. . . a .
" A
(i
. ..
'SECTI'ON'~
I
i
.
January 1997
.4:
............
-... . ,.._._... .
. . . . . . . . . . . . .
Page 6/67
SECTION 6
The lane width on the approach to the junction
shall be in accordance with Clause 5.2.
Introduction
6.16.1
6.1 6.2
'
6.16.3
January 1997
',
Page 6/68
SECTION 7
INTRODUCTION
7.1
b)
, ,: .
Januarv 1997
'
c)
d)
7.2
TYPES OF INTERCHANGE
7.2.1 General
Safety
Road classification for the connecting
routes
Design speed
Traffic volume and mix
Requiredjunction capacity
Number of junction legs
Topography
Land available, the type of land and its
present use
Economics
Lighting
Environmental impact
Access to local communities
Pedestrians, farming and cyclists.
SECTION 7
. .
Compact lnterchanges
Compact lnterchanges combine grade
separation of major conflicts with connector
roads that either begin or end with a form of
junction other than a diverge or merge.
a)
b)
c)
d)
Trafficsignalsarenotrequired.
L
I
Disadvantages:
. . . L.
b)
c)
d)
e)
f)
g)
c-i
L,
Advantages:
a)
Trumpet Junctions
Trumpet junctions can be of varying forms.
Typical layouts are shown in Figures 7.2 and
7.3.
Advantages:
a)
b)
c)
-- - L
'
'.
Page 712
CJ
j
January
. .
1997
SECTION 7
e)
f)
g)
h)
d)
'
Disadvantages:
b)
c)
a)
d)
Figure 7.2
Figure 7.4
Diamond Interchange
Advantages:
Figure 7.3
. - .. .
a)
January 1997
Page 713
c)
d)
e)
f)
g)
a)
b)
c)
d)
e)
f)
SECTION 7
Figure 7.5
Dumbbell
lnterchange
Roundabout
Roundabout
Advantages:
a)
b)
c)
d)
e)
1)
g)
No acceleration or decelerationtapers on
. or under structures
Simple 'structures can be achieved
January 1997
Page 714
h)
4lh Quadnnt
Disadvantages:
a)
b)
2nd Quadnnt
Figure 7.8
Partial
'
a)
b)
c)
d)
e)
g)
4th Quadrant
'
3rd Quadrant
Figure 7.7
variant of compact
Cloverleaf lnterchange
Connector
Road
2nd Quadrant
3rd Quadmnt
Compact
Partial
lnterchange
Cloverleaf
..
- . . . .. .. .
- .. ..
..
Page 715
SELECTION OF INTERCHANGETYPE
7.3.1 General
This section outlines the design procedures for
selecting a form of interchange most suitable for
a particular location. The geometric design of
the elements are covered in Clause 7.4. A
series of preliminary designs shall be prepared
for comparison before final selection and
production of a detailed design.
a)
b)
c)
d)
e)
-
'
f)
g)
January 1997
b)
c)
Page 716
d)
g)
h)
Confirm
horizontal and
clearances for structures.
vertical
i)
Method of construction
j)
Method of maintenance
k)
Environmental
landscaping
I)
m)
effects
including
b)
c)
d)
e)
f)
..
....-.
.'
January 1997
..--
...
,-
..
. ....
..,-
_. . ...
Page 7/7
SECTION 7
DESIGN ELEMENTS
A particular form oi
connector road where the
carriageway turns through
an angle of approximately
270" - in
order
to
accommodate the traffic
movement.
Loop Road:
7.4.1 Definitions
Main Road:
'
Minor Road:
Merge:
...
The
carriageway
or
carriageways that are not
given priority, generally by
nature of carrying low
volumes of traffic.
Painted Nose:
Diverge:
Auxiliary Lane:
Connector Road:
'
Link Road:
A
particular form of
connector road that joins
diverges and merges within
a full interchange to provide
uninterrupted movement for
turning traffic.
Slip Road:
January 1997-
Urban
a) l20kph
Main Road
Design
b) lOOkph
Spa
Rural
(a) l4Okph
(b) l20kph
Type of
Connector
Road
Road
Slip
Road
Unk
Road
Sllp
Road
Design
a)120or100
a)70
a)140or120
a)80
Speed
b)100or80
b)70
b)120or100
b)80
Link
Page 718
- .
,...
Hard Shoulder
Sllp .
Roads
Link
Roads
Terminate
hard
shoulder opposite
physical
nose.
Redwe at 1:30 to
1.0m edge strip.
Terminate edge
strip 10m before
'Give W a r or
'Stop' line
As link roads
As lmk roads
I I 1
Table 7.2
Edge Strip
January 1997
Page 719
SECTION 7
January 1997
. . .
'
7/10
.. .. .Page
.. . . . . . .
C . _ .
. -
Q ~ A tRi i G H V i l ~ DESIGN
;~
MANUAL
h
L
3
0
2000
,
,
1500
,
,
. .
.
.
.
. .. . ::\
,
.:
............
5
Q)
-2
LL
............
al
F
r
Q)
1000,-
Lane 1 Lane 2
Upstream Mainline
I
0
Lane 3
Lane 4
I
1
I
1
I
I
I
I
II
1000
2000
3000
4000
5000
6000
A = standard Taper
B = Auxiliary Lane
. . . . ;.
January 1997
. . . . . . . . . .
. . . . . . . . . . . .
. . . . _ . . . . . .
>
. .a,.'
I .
Page 711 1
.-
Length of entry
taper (m)
(1)
- SECTION 7
Painted nose
length (m)
Min auxiliary
lane length (m)
(3)
(4)
(5)
(2)
Rural
140 kph
120 kph
100 kph
205
150
130
1 :40
1 :30
1 :25
115
85
75
230
190
160
75
55
55
130
95
75
1 :25
1:15
1:12
75
50
40
160
125
loo.
55
40
40
Urban
120 kph
100 kph
80 kph
Table 7.3
Painbd
Auxhry Lone
Physical
(4) 6 (5)
- - -- - - - - - - - - - - ---- - ----C------------------------IC
Road Class
Length of exit
taper (m)
Taper for
min angle
at physical
nose
Painted nose
length (m)
Min auxiliaty
lane length (m)
(4)
(5)
(6)
1 lane
(1)
2 lane
(2)
170
150
130
1 85
150
130
1:15
1:15
1:15
80
70
70
200
170
150
75
55
55
130
95
75
130
110
90
1:15
1:15
1:12
70
50
40
150
125
100
55
40
40
(3)
Rural
140 kph
120 kph
100 kph
Urban
120 kph
100 kph
80 kph
Table 7.4
Physical
N;=~-N;-~
Painted
p e r
(1) 6 (2)
----- -----........................
January 1997
..
r t . .
Page 7/13
SECTION 7
Secondary Roads
Primary
Roads
''/Off Main
Road
75m
On to Main
Road
30m
50m
January 1997
- ------
.-,.
. ..
Page 7114
. .
'
SECTION 7
>.
Flow 3
Flow 1
Flow 2
,
Flow 4
'
Where:
....?,
------5----C
Weaving Length
( L , to L,,)
Q,,,
Qwl =
Q,
L,,
La,
Q,
Flow 1 + Flow 2
- ;
.-4
.-
--,
Qwr =
Design Speed
(kph)
Min Weaving
Length (m)
140
120
100
80
583
500
417
Q,
333
January 1997
Page 7115
January 1997
..
SECTION 7
Page 7/16
'
'SECTION 7
January 1997
Page 7/17
INTRODUCTION
8.1 .1
of
all
January 1997
'
8.1.2
'
Page 8/1
SECTION 8
Major System
CED Drainage Division is responsible for the
Major System which comprises all the drainage
components beyond the agreed interface point
with the minor system:
8.2.1
I.
I = 25.4 ~1.a
x ~ m ) * -a* 11
~
T
Where
I=
T=
N=
~ y d r o l o ~ i cData
al
Rainfall Characterization
Long term rainfall records for Qatar commenced
in 1962 and are recorded daily, together with
other weather information, from a number of
locations by the Civil Aviation and Meteorology
Department of the Ministry of Communications
and Transport.
January 1997 -
of
limited
Page 0i2
...
. - . .
January 1997
Page 813
SECTION 8
State of Qatar
Minisly d Communlcalions 6 Transport
Departmen1of Civil Aviation 6 Meteorology
Muimum Rainfall in 24 Hours (mm)
Staticn: Doha InternationalAirport
Lac 25 15N Long: 5134E
YW&bntIl
JAN
1962
FEE
APR
MAY
JUN
JUL
0.0
0.0
AUG
SEP
OCT
NOV
DEC
0.0
0.0
0.0
0.0
0.0
0.0
5.6
1.5
64.0
0.0
0.0
80.1
80.1
Year
0.0
0.0
0.2
0.2
0.0
1 983
0.0
0.0
0.0
0.9
64.0
0.0
0.0
0.0
0.0
1%4
47.0
15.0
13.0
2.5
0.0
0.0
0.0
0.0
0.
1965
3.0
0.8
0.0
30.0
0.0
0.0
0.0
0.0
0.0
0.0
13.0
0.0
30.0
I966
0.0
17.6
0.0
2.4
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
17.8
0.0
1 .S
1.5
6.1
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
6.1
0.0
25.0
0.0
14.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
25.0
58.0
0.2
0.0
6.4
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
58.0
1970
8.7
0.0
1.5
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
6.7
1971
0.6
5.8
0.0
7.4
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.2
7.4
1979
4.5
0.1
46.6
Trace
Trace
0.0
0.0
0.0
0.0
Trace
0.0
16.8
48.8
1880
7.2
20.2
3.0
Trace
0.7
0.0
0.0
0.0
0.0
0.0
Trace
Trace
20.2
1981
6.4
2.4
12.7
Trace
1.6
0.0
0.0
0.0
0.0
0.0
0.0
Trace
12.7
1082
1.8
9.9
40.1
2.1
0.0
0.0
0.0
0.0
Trace
Trace
17.3
11.8
40.1
1983
6.0
4.1
17.5
5.0
0.9
0.0
0.0
Tmce
0.0
0.0
0.0
Trace
17.5
1984
Tmce
Trace
15.2
Trace
0.2
0.0
0.0
0.0
0.0
0.0
0.0
16.2
16.2
1985
1.7
0.0
0.5
Trace
Trace
0.0
0.0
Tram
0.0
0.0
Trace
3.8
3.8
1968
3.7
6.2
3.4
17.1
Trace
0.0
.0.0
0.0
0.0
0.0
Trace
16.0
17.1
1987
0.5
0.1
28.0
Tram
Trace
0.0
0.0
0.0
0.0
Tncb
0.0
0.2
26.0
1988
4.1
41.3
2.3
8.7
0.0
0.0
Tfm
0.0
0.0
0.0
0.0
Trace
41.3
1969
Trace
5.0
2.6
0.0
0.0
0.0
0.0
0.0
0.0
8.3
34.9
34.9
1907
1908
1969
'
.. .
0.2
loo0
6.8
0.6
2.3
Tram
0.0
0.0
0.0
0.0
0.0
0.0
0.0
7.5
1991
1.3
14.7
0.6
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.9
14.7
1.6
1.2
0.1
0.0
0.0
0.0
0.0
12.2
0.0
32.7
32.7
1.9
2.0
1.6
0.0
T m
0.0
0.0
0.0
0.0
Trace
44.6
0.5
8.8
2.0
8.6
0.0
0.0
Tmce
0.0
Tram
0.0
Trace
8.6
0.0
TI~W
0.0
0.0
0.0
0.0
38.6
56.2
0.0
TI~W
0.7
Tram
17.3
45.0
60.1
80.1
1992
lo03
MAR
1994
0.1
1995
0.0
12.0
58.2
3.1
HW*
58.0
44.6
58.2
34.4
TI-
64.0
January 1997
Page 814-
January 1997
Page 815
SECTION 8
January 1997
Page 816
+ .
SECTION 8
0
1.0
0.B
0.8
0.7
C5
2
LL
0.6
0
Z
oL
U.
0.5
U)
I-
w_
-0LL
0.4
0
C)
0.3
0.2
0.1
0.0
10
20
30
40
50
60
70
80
90
'2
. .,
Januarv 1997
Paae 817
SECTION 8
Rural
The area to be considered shall incorporate
two parts:
Urban
The area to be considered shall incorporate two
parts:
.--.
Manning's Equation:
v= FIS)sH
n
Where
R
S
roughness
= Hydraulic radius (metres)
= Slope (percent)
'
C = Run-off coefficient
I= Rainfall intensity (mrnlh)
A = Area (hectares)
January 1997
Time of Concentration:
Where
Tc = Time
of
Concentration
(seconds)
V = Meanvelocityof Row (m/s)
L = Length of flow path from the
point of consideration to the
furthest catchment extremity
(metres)
For easy reference, when preparing drainage
computations to the Rational Method, the
engineer may use the nomograph given in
Figure 8.3.
When considering short duration storms the
rainfall intensity changes rapidly with only a
small change in storm duration, (Figure 8.la).
Therefore it is important that for small drainage
areas an accurate assessment of Time of
Concentration is made. However, due to the
necessity for the surface to receive rainfall and
reach a flowing condition the Time of
Concentration shall not be reduced to less than
3 minutes.
SECTION 8
Permeability (P)
Permeability of the ground shall be determined
by in situ geotechnical testing as described in
Appendix B of this manual.
Highway
Classification
Soil ~
Permeability
Situation
Storm Return
Period
(years)
Primary
Rural
Urban
1 i n 10
1 in10
Secondary
Rural
Urban
1in5
1 in5
Tertiary
Rural
Urban
1in2
1In2
Table 8.3
'
- Positive
Clean sands
and sandgravel mixtures
Desiccated and
fissured clays
Very fine
sands, silts and
clay-silt
laminate
Rainfall
ResidentialAreas &
Minor Roads
12mm in 24 hours
18mm in 24 hours .
Table 8.4
Table 8.2
8.2.2
Typical Permeability
Highway
Classification
Situation
Storm Return
Period
(years)
Primary
Rural
U@an
Rural
Urban
Rural
'Urban
l ' i n 50
1 in 50
1 In 20
1 in 20
1 In 10
1 in10
Secondary
Tertiary
.
Table 8.5
Natural
-.
. .. .
Jariuary 1997
.
. . ..
.- .
.
-
Page 819
Storm
Return
Period
Hospital IAirport
Industrial
Prestigious Commercial
Government Offices and Private Offices
Residential & Llght Commercial
1 in 100
1 In 50
1 in 20
1 in 20
1 in 10
Table 8.6
Design Method
SECTION 8
Hydrograph Methods
Suitable for larger urban catchments where
storage in pipes and above ground b e c ~ m e s
significant, and for calculation of overland flow
in larger rural catchments for the sizing of
culverts and retention ponds.
Storm hydrographs should be built up from
existing known storm data. However, this
information is currently not widely available in
Qatar and hydrographs such as a UK summer
storm are considered generally equivalent to
Qatar storms and therefore suitable for use in
hydrograph models.
Design of larger diameter piped systems should
take account of pipe storage and proprietary
computer software models should be used at
the direction of CED Roads to optimize system
design.
Retention ponds, storage tanks and hydraulic
restrictors shall be modelled using methods as
agreed with CED Roads.
Soakaway Design
Soakaways should be considered for surface
water drainage in areas where a positive
system is not available or economics preclude
the use of a positive system.
However, areas of high groundwater table shall
not be considered suitable for soakaways. In
these areas positive systems shall be provided
with outfalls to EFA's, storagehetention tanks or
purnping stations.
Where permeability has been accurately
assessed with confidence and where its long
term availability through maintenance is without
doubt, then ground permeability can be
considered within the design of the soakaway.
In all other situations the soakaway shall be
considered a storage chamber and shall be
capable of storing the total rainfall requirement
of Table 8.4, below carriageway formation level.
Each gully shall be connected to an individual
soakaway, except at junctions where areas to
be drained are reduced due to gullylchannel
requirements.
Soakaways shall be positioned in accordance
with the reservation cross-sections given in
Section 5.
Page 8/10
n
j/~
I
L
'SECTION 8
January 1997
Page 8/11
Figure 8.3
SECTION 8
I
L(
(m%)
Flow
SECTION 8
Urban Catchment
8.3
URBAN DRAINAGE
8.3.2
8.3.1
lntroductlon
Urban development causes changes to the runoff process by both altering the route and
surface characteristics over which the run-off
flows.
January 1997
Positive Drainage
Page 8/14
. .
X-x
--em---
C~rrirgewry
Crossfrl
SECTION 8
Crniagowry
Crossbfl
Longth of
Rolllng Crown
. _...
January 1997
Page 8/15
.,
SECTION 8 .
200 .
190
Longitudinal gradient
at channel given as %
Flood width of 1.Om
180
170
160
,150
..-140
130
120
h
13
110
2cn
100
3
4
90
z0
13
80
70
60
50
40
30
20
10
0
2
-4
'9
m6
'?
10
11
12
t-
I M P E R M E A B L E WIDTH (m)
January.1997
.. .
.-
. .
.,
.,
Page 8/16.
--
Medians
Medians in urban areas are normally paved or
landscaped with planting. Paved medians shall
be sloped to shed run-off onto the adjacent
carriageway for collection by the carriageway
drainage system.
Landscaped areas in
medians shall be edged so as to prevent run-off
from these areas taking soil and plant debris
onto the carriageway.
SECTION 8
They are to be used in situations where run-off
from. sizeable catchments would become
trapped at a valley point and consequential
flooding would cause damage to adjacent
properties or render a road impassable with no
equal adjacent route available for detours.
Water should not be allowed to pond for
extended periods so as to cause a health
hazard.
Emergency Flood ~ i e a sshall therefore be
provided with:
Footways
Footways shall normally be sloped at 2%
towards the carriageway to shed run-off onto
the carriageway.
Where new highways are to be constructed in
areas of existing development, care must be
taken to ensure road levels are set to allow the
footway to slope from the property threshold to
the carriageway. Areas of wide paving may
require sloping to additional collection points
away from the carriageway. These collection
points must be suitable for pedestrian traffic to
cross without risk of injury and must be situated
so as not to be a hindrance to maintenance
access.
It is the duty of adjacent property owners to
prevent significant run-off across the footway by
the introduction of collection channels. This is
particularly relevant in the case of polluting runoff such as from petrol station forecourts.
8.3.6
.. *
January 1997
. .
Page 8117
SECTION 8
8.3.7
..
Maintenance Strategy
.
8.4.3
RURAL DRAINAGE
8.4.1
Introduction
Rural Catchment
January 1997
Medians
Medians in rural areas would normally be
unkerbed and unpaved.
The median should be sloped away from the
carriageway to prevent run-off washing soil
debris onto the road.
Where run-off is collected from long sections of
gradient, median outlets should be provided at
wadi and valley points to prevent water ponding
and flooding onto the carriageway. Alternatively
the median may be broken into individual
catchment segments and surface water allowed
to percolate into the embankment or evaporate.
Median ditches, if required, should have a
maximum side slope of 1 in 6 and shall be
designed such that water in the ditch cannot
percolate into the road construction, see Figure
8.7.
Where ditches are required to facilitate
subsurface drainage, it is important to ensure
that adequate outlets or storage volume is
provided.
Page 8118
'
SECTION 8
Culverts
A culvert is a covered channel or pipeline used
to convey a watercourse under the road. It
consists of an inlet, one or more barrels and an
outlet.
Typically, culvert barrels will be constructed
from concrete or steel pipes or boxes. Inlets
and outlets may be constructed with gabions,
mattresses, stone pitching or concrete.
The hydraulic characteristics of a culvert are
complex due to the number of flow conditions
that can occur. The highway engineer shall
consult specialist literature in his design of
culverts and shall choose the most appropriate
culvert for the specific purpose considering the
following general constraints:
Preferred minimum
diameter 800mm
pipe
culvert
contributing catchment
appropriate storm duration
gradient
roughness coefficient of lininglsurface
January 1997
. Page 811 9
SECTION 8
i
Fords
Where wadi flows are exceptionally high or the
road requires a low storm design return period
and is lightly trafficked, culverts may prove
impractical. The engineer may therefore
consider incorporating a dry ford or vented dry
ford. In designing a dry ford, care must be
exercised to ensure driver awareness of the
potential hazard. Guide posts should. be
positioned adjacent to the caniageway to assist
traffic positioning and advance signing should
be used to indicate the dry ford to approaching
drivers.
/--
..-/
r
l
I S
5-
.,
b
January 1997
., .
Page 8/20
SECTION 8
.-
,?
Q
s
0
s
LD
.
I
0
C/)
.c,
s
CV
s
. cr
-- E
3-,
..-cn
V)
.-
S 6
Q
V)
0
L
w
ov, I
-a, I
c
sg
c
00
S
v
a
Q)
a
.u
0
L
s
v
v-
z0
(w) 'yldaa
MOI-J
lunw!xeyy
Januajr 'l997
Page 8/21
JUNCTION DRAINAGE
8.5.1
Introduction
8.5.2
MAJOR ROAD
----------
I
I
I
UWORROAD
January 1997
Page 8/22
SECTION 8
_
-b
Longitudinalgradients to be satisfactory
to prevent a large flat area being
created at the intersection point
4%
!
L
-$-
Transverse
gradients
provide
superelevation for right turners or those
- circulating
,..-..,
January 1997
. ..
I
Page 8/23
i
"
'
SECTION 8
January 1997
Page 8/24
SUBSURFACE DRAINAGE
8.6.1
lntroductlon
SECTION 8
Tidal coastal areas where the water
table varies close to the surface.
It is preferred that a soils investigation is
undertaken to assist in deciding the need for
subsurface drainage.
8.6.2
High Groundwater
In areas of existing development where high or
rising groundwater is likely to bring moisture to
the formation level, a collection and disposal
system shall be installed to lower the water
table.
It is normal practice that this is performed by the
installation of a perforated land drain below the
carriageway, together with a positive surface
water drainage system. 'This would normally be
undertaken by the CED Drainage Division as
part to the Trunk Sewer Network. In these
locations, soakaways shall not be used for
drainage.
Alternatively, in rural areas, the provision of side
ditches can serve the dual function of
intercepting overland flow and aid in the
lowering of groundwater local to the road
structure.
Coastal Areas
In tidal coastal areas, sabkha is likely to be .
present as an indication of a high groundwater
table.
In these situations capillary rise of up to 1.Om
can draw saline water up to the road formation
level, depositing salt lenses and increasing pore
pressure.
'This is generally prevented by:
January 1997
Page 8/25
. ,
.. .. .. * . ,.:.. ;.*- i-.:.:,.-. .
.....
.
. . .
_ .
..
: , ,. . ..': ,.&
,: ..;
.- .
'-
_ ..
SECTION 8
January 1997
Page 8/26
INTRODUCTION
9.1 .1
General
January 1997
SECTION 9
The sub-base is a granular layer to support the
roadbase and its thickness is determined by the
strength of the underlying subgrade. In addition
to providing adequate support to the roadbase,
the sub-base must be able to carry construction
traffic without developing excessive ruts.
'The subgrade is the top layer of the earthworks
and depending on the road geometry, will be
either cut or fill.
In rigid pavements, the asphalt wearing course
and roadbase are replaced by a high quality
concrete slab, with or without reinforcement.
The sub-base is normally cement bound rather
than just granular, to ensure a robust surface on
which to erect side forms and joint assemblies
and to minimise any pumping of fine material
through slab joints.
Flexible-composite pavements consist of a
cement bound roadbase with asphalt surfacing.
As the cement bound material normally cracks
transversely due to shrinkage and temperature
warping, the surfacing must be thickened to
provide insulation, to reduce the temperature
gradient in the roadbase, and to prolong the
period for crack development through the
surfacing.
In pre-cast block paving, the asphalt surfacing
is replaced by a layer of concrete blocks
bedded on a course of sand. This pavement
type is only used in areas of low speed traffic,
typically in parking areas, or when a contrasting
appearance is required for areas such as
median strips.
9.1.3
Road Deterloration
Page 911
SECTION 9
.,,
,.-
v,.
1 ?
Figure 9.1
TRAFFIC ASSESSMENT
9.2.1
Introduct~on
Page 912
Design Life
SECTION 9
9.2.4
Traffic Counts'
Standard Axles
9.2.5
11
kctic. Lorry
1+22+2
1.5 7.0
12
&
&tic.
1+22+22
2.0 7.0
14
+2+22
2.0 7.0
+22+22
2.0 10.0
~orry
Trailer
15
Tredlef
Note: Relu elso la T.bh 6.1
SECTION 9
speed of the vehicles, the transverse position of
the vehicle wheel and the smoothness of the
road surface. In UK, trials of WIM systems
have shown substantial unexplained variations
in average vehicle loads between sites with
similar traffic. Moderate errors in weight
measurement will be converted to much larger
errors in the equivalent standard axle values. If
WIM systems are used, it is strongly
recommended that check weighing of a sample
of the heavy vehicles be carried out using
conventionalweighbridges, either permanent or
portable types. This is in addition to the
calibration already mentioned.
9.2.6
Determlnation
Standard Axles
of
Cumulative
1.
'
~etehine
the daily traffic flow for each
dass of vehicle weighed using the
results of the traffic survey
2.
Determine the average daily onedirectional traffic flow for each class of
vehicle
3.
4.
5.
The products of the cumulative onedirectional traffic flows for each class of
vehicle over the design life of the road
and the mean equivalence factor for
that class should then be calculated
and added together to give the
cumulative "standard axle" loading for
each direction. The higher of the two
directional values should then be used
for design.
SECTION 9
S1:
S2:
S3:
e .zL,,
. --
9.3
PAVEMENT M A T E R I ~ L ~ SI . .~
9.3.1
Subgrade
2
2
January 1997
--
Page 916
SECTION 9
9.3.4
8 kN
4 mm
3to6%
60 to 75 %.
'
Wearing Course
SECTION 9
These pavements do not satisfy conventional
analytical strain criteria but have performed
satisfactorily in other areas of high
temperatures. The designs in Figure 9.3 are
based on those in Figure 9.2, but with some of
the asphalt concrete thickness replaced by
twice this thickness of granular roadbase. This
is in accordance with the structural number
concept of the AASHTO design method (1993)
in which the reduction in thickness of one layer
is compensated by increasing another, in
proportion to the material coefficients. In this
instance the granular layer (CBR 60%) has a
coefficient of 0.1 3 whilst 'the asphalt (stiffness
1.0 GPa) has one of 0.26.
DESIGN CHARTS
9.4.1
General
9.4.4
Flexible-Composite
(Figure 9.4)
Roadbase
Page 919
- .'
J'
"
Figure 9.2
January 1997
SECTION 9
..
w-$#-J$$
SECTION 9
"
Traffic Classes
TI
T2
T3
T4
T5
T6
Standard Axles
(millions)
<1
1.2
2-5
5-10
10-20
20-50
greater than
15%
Layer definitions
Wearing Course (Asphalt Concrete MD4)
Notes
Upper 'Oadbase
Figure 9.3
January 1997
'
Page 9111
SECTION 9
Notes
Wearing Course (Asphalt Concrete MD4)
1. Standard A x k s a n 80 kN.
2. Ail thicknesses in mlilimetres.
~igure-9.4
January 1997
Page 9/12
..
..
Subgrade
Class
53
Same
as S1
Same
as S l
Same
as S l
,+-+>t,
-, * . 1 - t * <
SECTION 9
I;*-
Same .
as S1
CBR,
greater than
50%
Layer definitions
Notes
Figure 9.5
January 1997
Page 9/13
Layer definitions
SECTION 9
Notes
1. Standard Axles are 80 kN.
Figure 9.6
January 1997
Page 9/14
'
9.5.1
factors
must
also
be
'
may
be
very
9.6
PAVEMENT EVALUATION
9.6.1
lntroduction
Routine Monitoring
2.
Detailed Survey
3.
4.
9.6.2
Routine Monitoring
January 1997
Page 9115
Detailed Survey
Detailed lnvestlgation
SECTION 9
not already been carried out at the Detailed
Survey stage, it should now be carried out.
'The investigation must be properly planned and
effort concentrated at locations to produce data
which will be relevant to explaining the
deterioration. Before planning the investigation,
as much background information as possible,
applicable to the length of interest, should be
assembled:
Original construction details, including
specifications
Local subgrade
conditions
and
drainage
Maintenance history
The results of any previous pavement
surveys or investigations
Past and current traffic flows and
composition.
Some or all of this information should be
available from the CED Pavement Management
System. If there are major omissions in this
information, then the Detailed Investigation may
need to be expanded to include traffic counts
and additional cores or test pits. Where
thicknesses are unknown, ground penetrating
radar may be of assistance but this technique
needs careful calibration against known
thicknesses for each type of pavement being
surveyed.
The standard investigation strategy is to
compare deteriorated and sound sections of
pavement (20 to lOOm in length) carrying
similar traffic and of similar construction (the
selection of such sections, itself, can sometimes
indicate a possible cause of deterioration)..
Appropriately sited cores andlor test pits should
reveal any differences in material qualities or
thicknesses which may explain the different
performance. Depending on the variation of
traffic and construction within the length of
interest, a number of pairs of comparison
sections may be necessary. Where available,
deflection and FWD data may be used to select
pairs of sections with high and low deflections.
However, adequate explanations for the
different stiffnesses are not always found. The
majority of cores or .pits should be in -the
deteriorated sections, sited right on the
deterioration (cracks, ruts etc) to determine
exactly which layers are affected. In the case of
cracking, it is important to know the depth of
crack propagation and for rutting, whether or not
this is present in both the asphalt and
underlying granular layers. To determine which
layers are contributing to a rut, or other
Page 9/16
SECTION 9
9.6.5
January 1997
lnterpretatlon and
Rernedlal Works
Design
of
SECTION 9
PORTLAND CEMENT ASSOCIATION (1984).
Thickness design for concrete highway and
street pavements. Skokie, Illinois, USA.
ROAD RESEARCH LABORATORY (1970). A
guide to the structural design of pavements for
new roads. Road Note 29. HMSO, London.
REFERENCES
ROADS
AND
TRAFFIC
RESEARCH
ASSOCIATION (1992). Technical test
specification for soil and rock in road building,
Part B 8.3, Dynamic plate-load test using the
light falling-weight device. (In German.)
Cologne.
Paae 9118
9A.1
)"
SECTION 9
DESIGN METHODS
January 1997
DESIGN STRATEGY
APPLICABLE METHODS
Page 9119
SECTION 9
9A.4
( p~ = microstrain and
repetitions. )
N = number of load
Table 9A.2
(5% voids, 4% of 60170 Pen bitumen at a
temperature of 40C)
(1 GPa = 1 Gigapascal= 1x109 N/d and 1MPa
= 1 Megapascal= 1x1d N/H)
The standard approximate relationship for
subgrade stiffness, E (MPa) = 10 x CBR (%),
only applies to low strength material. The above
Page 9/20
SECTION 9
WEAK SUBGRADES
9A.6
REFERENCES
Table 9A.3
January 1997
Page 9/21
10.1.3 Scope
PERFORMANCE REQUIREMENTS
Categoly
Description
Highway Class
(Refer Table 1)
Motorways or Express
Roads (eg Doha-Ruwais
Road, Doha Abu Sarnra
Road)
Class 'A'
Class 'C'
PI, P2
streets
Classification.
Table 10.1
January 1997
Page 10/1
SECTION 10
Lighting Performance
Recommendations
Table 10.2
:.
Lighting Requirements
Traffic Routes
for
Poiiutlon"
Disability Glare
Disability glare, defined and discussed in BS
5489 : Part 1, reduces the contrast between
objects and their background, so that their
visibility is decreased. An object that is just
visible (that is at the threshold of visibility) when
there is no disability glare will, in the presence of
disability glare, merge into the background. The
percentage by which the background luminance
has to be increased to render the object just
visible again is known as the threshold
increment (TI). This provides a notional
measure of disability glare from installations.
The value of the TI depends on the light
.distribution from the luminaire between 70' and
90' in elevation in the vertical plane at which the
luminaire is observed, usually within 10" of
azimuth of the transverse axis of the luminaire.
It also depends on the road luminance, the
layout of the luminaires, the mounting height and
the observer position.
Discomfort Glare
Control of the TI within the limits recommended
in Table 10.2 will generally ensure that
discomfort glare, defined in BS 5489 : Part 1, will
be adequately controlled.
Light Pollution
Another effect of lighting is 'sky glow' which
occurs when upward stray light is reflected back
to earth. Although some sky glow from major
conurbations is unavoidable, special care
should be taken when designing road lighting in
areas where little exterior lighting exists, to limit
the amount of upward or stray light. Such areas
should be considered to be environmentally
sensitive at night and special light control
lanterns specified. As well as hindering
astronomers, many people feel that this form of
light pollution diminishes the aesthetic
properties and value of the dark night scene.
10.3
RECOMMENDED PRACTICE
10.3.1
January 1997
Page 1012
Malntenance Factor
Maintenance factors, as defined in BS 5489 :
Part 2, shall be taken for designs from Table 4 of
that Standard.
Road Surface"
Design tables based on the 'representative
British road surface' as given in Table 3 of BS
5489 : Part 2 may be used.
'
Opposite Arrangement.
Twin Central.
Page 1013
-.
Undivided Roads
Undivided roads form the major length of urban
traffic routes. They are usually bordered by
relatively narrow verges and footpaths which
may contain overhead power distribution lines.
On these roads the designer is often confronted
with constraints such as clearance of power
distribution lines, location of underground
services, location of driveways and commercial
entrances and often the presence of trees etc.
which will make an optimum layout difficult to
achieve.
In general, single sided arrangements will rarely
be practical and depending on the width to be lit
and mounting height available, a staggered or
opposite arrangement must be selected.
On wide undivided roads (and sometimes on
dual carriageway roads) there is a tendency by
lighting designers to locate the luminaires well
out over the carriageway, in an attempt to
achieve a single sided arrangement. Such
layouts are generally unsatisfactory because of
the 'flash' produced as vehicles pass directly
under the luminaires and more importantly, the
verge and footpath area is often poorly lit as a
result of the overhang exceeding H/4, refer to
Clause 10.3.1 Overhang.
Curves
BS 5489 : Part 2 sets out the requirements for
spacing luminaires around curves. This usually
calls for the luminaires to be located on the
outside edge of the curve which is in conflict with
normal road safety requirements to avoid
locating obstructions at such locations.
It is suggested that unless the curve is quite
sharp (which would be unusual on a traffiC route
of reasonable standard) the designer should
January 1997
10.3.4 Typical
Lighting
Junctions
Layouts
at
Page 1014
SECXI~NIO
#
January 1997
Figure 10.1
S E W N 10
--
A2
-----------------------------------------
A1
Figure 10.2
=..-
Figure 10.3
Figure 10.4
January 1997
Figure 10.5
Page 1016
SECTION10
turn will be governed by the load rating of
individual lighting units in the circuit.
Pederuian Crorrlng
--------
-------
10.5.3
&
Equal dlrbncer of
not mom than 1Om
(a) Staggered
Pederuian Crorrhg
--------
------Equal dkbncer of
not more than 15m
(b) Opposite
Figure 10.6
10.4
SPECIFICATION OF EQUIPMENT
ELECTRICAL DISTRIBUTION
10.5.1
Supply
Ducts
Cables
10.5.5
Earthing Systems
Feeder Pillars
January 1997
Page 1OR
Safety Standards
1
Engineer's Responsibiiities
In order to promote safe working practices for
both construction and maintenance, the design
engineer shall carry out Risk Assessments for
any activities which may endanger personnel or
property, including the following where relevant:
Working at height
Use of mobile elevating working
platforms
Storage and use of liquid propane gas
sto;age and use of highly flammable
liquids
Installinglreplacing luminaires
Roadworks
10.6
slingini of loads
Quality of Equipment
The frequency
electrical safety.
of
inspection . for
January 1997
Page 1019
APPENDIX A
APPENDIX A SURVEYS
A2
A1
INTRODUCTION
SURVEY IN QATAR
I-nvuanr
1007
Paao A l l
Centre
for
GIs
APPENDIX A
Ministry of Municipal
Affairs & Agriculture
Planning
Department
u
Mapping &
Positioning - - - - - - - - Section
Land
lnformatlon
Centre
General
Survey
Section
Civil
Engineering
Department
--
Highway
Design
Section
CED
Survey
Unit
Figure A1
January 1997
Page A12
APPENDIX A
National Control and Benchmarks
'The 1' 4" order survey control points and
benchmarks situated around Qatar provide coordinate and level information for the entire
country. A greater density of control is given in
the urban areas.
Orthoimagery
Orthoimagery comprises digital aerial
photography that is assembled to form a visual
picture of the landscape. It has an accuracy of
i5OOmm with a greater resolution in urban
areas. The digital orthoimagery database is not
generally made available due to the amount of
information contained within the files (typically
6OMBIsheet).
1:1000 orthoimagery is available for
urban areas of Doha, Wakrah and
Dukhan. This is useful for engineering
studies and as a check on field data
1:10,000 orthoimagery is available for
the whole of Qatar. This is useful for
engineering
studies,
particularly
relating to the identificationof drainage
catchments and wadi locations.
Digital Elevation Model
The digital elevation model consists of
accurately recorded spot heights for the whole
of Qatar.
Levels are related to the Qatar National Height
Datum and quoted to two decimal places.
Satellite Imagery
Available in digital format and posters for the
whole of Qatar.
Satellite imagery is not
generally used in highway design but is useful
for specific studies because additional
information that is not available on the digital
mapping or orthoimagery is presented.
Aerlal Photography
The earliest black and white photography taken
in 1947 is still available.
Complete
photographic cover of Qatar dates from 1977
and colour photography is generally available
dating from 1980.
Aerial photography for the whole of Qatar is
presented at scales of approximately 1:40,000
and is useful for route and development
planning and engineering studies.
Wadi
conditions, areas of high water table and
flooding are clearly identifiable from the aerial
photography.
Page A13
APPENDIX A
Old Mapping
Early map series are available on film or paper
sheets from archives.
The mapping was
produced from aerial photography taken during
1971, 1973, 1977, 1980 and 1987. Scales of
1:200,000, 1:100,000, 1:50,000, 1:20,000,
1:10,000, 1:5,000, 1:2000, 1:1000 and 1500
have been prepared, though not all areas of
Qatar are covered by each scale. The engineer
should refer to the Qatar Survey Manual for
further details of coverage and series.
- General
Planning Department
January 1997
Page A14
APPENDIX A
A3.2
'
Services Surveys
Topographical Surveys
Topographical surveys for CED Roads projects
are subject to CED Survey Unit review and
approval.
As-built Surveys
As-built drawings are prepared by contractors
with the assistance of supervising consultants
and private survey companies. They are
recorded in digital and map sheet form and are
archived in the CED Prime Document Storage.
b)
C)
Topographical Surveys
January 1997
As-built Surveys
. .
APPENDIX A
A5.2
As-built survey drawings of principal alignments
and visible features shall cover all of the works
installed under the contract including utilities,
services and all finished alignments and levels,
both above ground and subsurface.
A.4
SPECIFICATION FOR
TOPOGRAPHICAL SURVEY
Features t o be Observed
January 1997
for
the
Page A16
APPENDIX A
Survey Drawing
North point symbol and grid coordinates shall be plotted such that no
part of the drawing is written over.
A5.3
Specifications
Legend
Paae A n
-cE
0
N
c
.
Y)
r'
(SURVEY DRAWING)
5'
2Omm. (mh.)
,2Omm. (mln.)
5mm.
I,
/
6mm.
I,
#
...
E E
Y) ul
E E
(PROJECT
DETAILS)
(NOTES)
(LEGEND)
1OOmm. x 100mm.
(LOCATION I
SHEET INDEX
..
5, z
c
.
-E
Line
-----------------
...................
-.-.-.-.-
Use
Description
Solid line
Building line
Short dashes
Building overhang
Dots
Dash-dot
Road Centreline
-----------------
APPENDIX A
-------
.-..-..-..-..-
Long dash-dot-dot
Underground cablelline
.
Table A5.1
L
Use
Description
Symbol
Scaled size
Box, 1.2mm.square
Circle,
9mm'diameter
Triangle, 1.2mm.sides
Scaled size
Palm tree
Scaled size
Tree, general
'
i-
Table A5.2
January 1997
Pane A19
APPENDIX A
Annotation
Description
Bollard
BH
Borehole
CB
Cadastral boundary
EP
Electricity post
FH
Fire hydrant
Gully
GV
IC
JB
LP
MH
MHQ
MHS
MP
PB
Gas valve
Inspection chamber
Electricity junction box
Lamp post
Manhole; type unknown
Q-Tel manhole
Sewerage manhole
Marker post
Post box
Pipe culvert
RS
S/S
Electricity sub-station
SB
Sign board
PC
PPB
SC
Stopcock
SM
SV
Sluice valve
TCB
TEL
Telephone booth
TP
Telephone post
TSP
TS
WT
Water tank
WV
Water valve
Page All 0
APPENDIX A
LEGEND:
Kerb line, unless othewise specified.
(Level taken at the channel)
Cadastral plot boundary
Building line
Wall
Edge of bitmac, unless otherwise specified
Buildlng overhang
Toplbottom of bank
---------------
.--------.-.-_-_
.................
-.-.-.-.-------
-..-..-..-..w
...
BH
CB
EP
FH
G
GV
IC
JB
LP
MH
MHQ
MHS
MP
PB
PC
PPB
RS
S/S
SB
SC
SM
SV
TCB
TEL
TP
TSP
TS
WT
WV
14.55
Page A l l 1
APPENDIX A
LAYER NAME
BUILDING
CADASTRL
CONTROLS
EX-ROAD
EX-WORKS
GATES
IMPROVEM
SERVICES
, corresponding levels,
Electricity, water, telephone and other s e ~ c e sand
includes :manholes, gullies, hydrants, inspection chambers, valves,
electricity and telephone poles and lines, electricity sub-stations,
junction boxes, postboxes, culverts, ducts, pipelines, services markers
SPOT-HT
ST-FURNI
TRAFFIC
WALLS
CONTOUR 1
CONTOUR 2
DESC-TXT
GRIDSDAT
MATCHDAT
PLANFORM
ROAD-DES
January 1997
Page A112
APPENDIX B
INTRODUCTION
Select Route
...
Locate Junctions
Locale Structures
I
WalkoverlDrhre
Sites
Data Review
Review Structure
Locations
INI'I'IAL CONSIDERATIONS
Route Selection
In Qatar it is often the case that the route
corridors are predetermined by the Planning
Department. However, the engineer should
review the selected route following good
practice and guidance given in the Qatar
Highway Design Manual. The engineer should
at this stage be confident that it is feasible to
produce a compliant road design within the
route corridor provided.
Locate Junctlons
The junction locations are likely to be dictated
by one or more of the following:
Decide on the
Information
Required to
Enable Design
Investigation Brief
Figure 81
January 1997
Page BI1
APPENDIX B
63
Underpasses
Desk Study
GeotechnicalWalkover
January 1997
Trial Pits
Boreholes
Samples
Field Tests
Laboratory Tests.
'
Page B E
APPENDIX B
Road
Description
Notes
Table B1
.- Schedule
.
of Geotechnical Investigationsfor Roads at Feasibility Stage
Road
Description
Notes
Boreholes
Boreholes should be located at 1km
intervals. If the desk study reveals that consistent rock
and soil conditions are to be expected, the number of
boreholes may be reduced to suit.
Permeability Tests: Falling head, or constant head
permeabilitytests undertaken in boreholes locatedat 1krn
intervals or in areas of differing ground conditions where
surface water from the highway will require collection and
discharge.
Table 62
Januarv 1997
Paae 813
APPENDIX B
Structure
Description
Notes
Interchange
Box Culvert
Embankment
/Cutting
Special
Structures
Table B3
January 1997
Page 614
IStructure
1 Description
-
Interchange
APPENDIX B
I Notes
-
p
-
--
-- -
---
1
-
Embankment
/Cuttings
Smal
Structures
Table I34
Notes
1
Whilst detail design information is not usually required at the early stages, it is better to provide
as much geotechnical information as possible, as early as possible.
Care should be taken when locating boreholes and trial pits, to ensure that sekices are not
damaged during the investigation. This is palticularly important in the urban situatlon.
83.2
83.3
Frequency
Atterberg
Limits
Plasticity Index,
liquid limits
2 tests per
trial pit
borehole
Particle Size
Distribution
Used in grading
and classification
of material
2 tests per
trial pit
borehole
California
Bearing Ratio
2 tests per
trial pit
/borehole
Chemical
Tests
1 tests per
trial pit
/borehole
I test per
borehole with
regular
monitoring
Dry Density /
Moisture
Content
Relationship
Essentialfor slope
stability in
embankments/
cutting
2 tests per
trial pit
borehole
ground bearing
structure
Moisture
Content and
Density
2 tests per
trial pit
/borehole
Measures shear
strength of soft soiis
If cohesive
soils. Im
intervals
throughout
depth of
borehole
Triaxial
Determines shear
strength for
cohesive soils
if suitable
samples
recovered
If suitable
samples
recovered
Determines ground
bearing pressure
(for rock only)
2 tests at
selected
boreholes
Frequency
throughout
depth of
..
California
Bearing Ratio
In situ used as a
guide for pavement
design. QHDM uses
laboratory CBR for
design.
Standpipe
Plezometer
Monitoring water
levels
Shear Vane
.
Test
,
Permeability
Test
In Situ
Density Test
If cohesive
soils. 1m
intervals
throughout
depth of
borehde
'2 tests per
trial pit
/borehole
Used to determine
permeability rates for
soakaway design
3 test per
borehole
soils
soils. 1m
intervals
throughout
depth of
Table 65
Standard
Penetration
Test
Laboratory Tests
Test
Notes
Unconfined
Compression
Test
APPENDIX 8
Compression
Test
Unconfined
Compression
Test
Point Load
Test
Table B6
January 1997
Page B/6
ENGINEERING CONSIDERATIONS
84.1
Methods of lnvestlgation
APPENDIX B
but approximately 1.2 x 1.2 m should be dug.
Holes should be kept well clear of the position
of actual foundations, but should be in the
vicinity of important structures such as heavilyloaded walls or columns.
Problems occur in water-bearing soils,
particularlysands, and therefore the economies
of shoring and pumping pits may outweigh the
savings gained against specialist borings. In
dry conditions, these pits are particularly
valuable since they allow hand-cut samples to
be taken, thereby minimising the disturbance of
the sample and maximising the conditions for
accurate testing.
Deeper trial pits may be used in the
investigation of rock fissures or to explore
layers of weak rock which cannot be removed
intact in normal boring operations. Such deep
pits are costly to construct and would be used
only in large scale exploration.
Trial pits are often the best method of exploring
back filled areas and sites overlain by variable
natural deposits.
84.1.2 Boreholes
APPENDIX B.
In boring operations, it is common practice to
obtain 'bulk' disturbed samples in order to
obtain sufficient sample for compaction and
CBR tests, together with full gradings if the soil
is granular in nature.
This is particularly
applicable if the bore is penetrating a proposed
cutting.
Disturbed
Hand samples
Auger samples
Shell samples
Undisturbed
Hand samples
Core samples
Disturbed
Undisturbed
Soil
Rocks
Table B1.l
84.2
Sampling Methods
Testing
Mud-rotary Drilling
In mud-rotary drilling, a mud-laden fluid is
pumped in a continuous stream down hollow
drilling rods to the rotating bit. The bit is kept in
contact with the face of the boring and the fluid
carries the debris up the annular space
between the rods and the sides of the hole. A
steel casing to the hole is not necessary. The
cores are obtained by the use of coring tools.
This type of drilling is not normally used for site
investigation work.
64.1-3 Samples
Unconfined compression
California Bearing Ratio (CBR)
Monitoring water levels
Plate bearing test
Permeability test.
APPENDIX B
load can be'applied in either of two ways; the
first by loading it with increments of kentledge
(concrete blocks or steel billets); the second by
means of a hydraulic jack bearing against a
heavily loaded beam.
Failure is traditionally assumed when the
settlement reaches a depth equal to 10%
(some engineers say 15%) of the breadth of the
loading plate, this should be verified by plotting
a time/load/settlement graph. The safe load
(qs) should be taken as one-third of that load
which causes failure or the failure load divided
by the project factor of safety. For most
structures, a generally accepted maximum
allowable settlement is 25mm. Terzaghi & Peck
have proposed a relationship which enables
allowable bearing pressure to be calculated
based on a chosen allowable settlement and
the loadlsettlement results obtained from a
plate bearing test.
The plate bearing test is useful in stony soils
where undisturbed sampling is difficult.
However, care should be taken to ensure
enough tests are taken to be representative
where soils may be variable across a site.
The plate bearing test data can also be used to
calculate a soils modulus of subgrade reaction.
One disadvantage of this test is the lack of
simulation of 'bulb pressuren. The bulb
pressure from a test of this nature is usually far
smaller than the bulb pressure from the actual
foundation. This could lead to error in
detecting settlement of a lower weak stratum.
Shear Vane Test
'This test measures the shear strength of soft
cohesive soils in situ. The vane is pushed into
the soil and rotated by hand at a constant rate.
The amount of torque necessary for rotation is
measured by a spring balance on top of the
rods and the shear strength of the soil is
calculated.
.
Permeability Test
This test enables the permeability of the soil or
bedrock to be ascertained. The most common
type of permeability test undertaken in Qatar is
the falling head test to BS 5930. However, the
type of test and the number per borehole
should be agreed with the Civil Engineering
Department.
Page 619
hand
Laboratory Testing
Chemical content.
. . Visual examination
Moisture content
Liquid and plastic limits
Particle size distribution.
January 1997
APPENDIX B
Particle Size Distribution: of particular
importance when assessing problems of
excavation in permeable soils below the water
table. It is also useful for assessing the value
of non-cohesive soils for use as aggregates
and construction materials. The first part of the
test is achieved by sifting dried samples
through BS 410 sieves. In the case of cohesive
soils, a wet analysis is used, employing a
hydrometer. The range of particle sizes is
compared with a standard chart. PSD is also
useful for identification purposes and
assessment of material suitable for use as fill.
Measurement of Engineering Properties
The foregoing tests give some indication of the
engineering properties of a soil or rock, but
there are also specific tests which yield more
definite information relating to:
testing
- .
Page BI10
APPENDIX B
tray and subjected to load. The load is
increased every 24 hours and a timesettlement curve is plotted. Again, this is only
suitable for cohesive soils.
Laboratory CBR: shows the load-penetration
of soils relative to a standard crushed stone,
(see Clause 84.1.3). The test is carried w t in
a controlled laboratory situation and is of great
importance as it is laboratory CBR values that
are referred to in QCS and Section 9 Pavement
of QHDM, and which construction materials
and subgrade should meet.
Laboratory Compaction: provides the
optimum moisture content for a soil sample.
Successive samples of soil are progressively
wetted and compacted in a mould. The'dry
densitylmoisture content of these successive
samples is then plotted to find the optimum
moisture content. Typically, the Proctor test is
carried out (in accordance with BS 1377)
though the modified AASHTO and vibrating
hammer techniques are also commonly used.
The value of optimum moisture for the soil is
useful for preparing a soil prior to site
compaction in order to ensure minimum
compactive effort and specification compliance.
Results achieved are also used in other
laboratory tests such as the CBR test.
Point Load Testing on Rock: involves the
determination of failure strength of rock core
samples either by loading axially, diametrically
or irregularly. Refer to BS 1377 or ISRM
(International Society for Rock Mechanics).
Unconfined Compression Testlng (plus
measurement of Deformation Modulus on
Rock): involves measurement of failure
strength and deformation characteristic of
prepared samples. This test can be used either
in the site laboratory or in the field, since the
apparatus is very portable. This method is
therefore particularly useful where a large
number of samples are required to be tested.
Rock samples 75mm long and 38mm diameter
are placed in the apparatus and an axial load
applied. The sample is sheared under load
and the shear stress is automatically recorded
on a chart fixed to the apparatus. Refer to BS
1377.
Sedlmentatlon ~ e s t :used to assess whether
material is a silt or a clay. Refer to BS 1377.
Laboratory Permeablllty: used to determine
permeability of reconstituted samples, eg.
subgrade or roadbase materials.
Page 8/11
84.3
'
Earthworks
APPENDIX 8
shall all be in accordance with the Qatar
Construction Specification.
'
-.'.
Retalnlng Structures
walls,
Diaphragm walls
Piling walls
Crib walls
Gabions
Reinforced earth walls.
January 1997
Gravity Walls
Gravity walls are suitable if the soil in the lower
part of the cutting can be cut back steeply to a
temporary slope to allow the wall to be
constructed. Any space between the back of
the wall and the temporary slope is then
backfilled.
Reinforced Concrete Walls
Reinforced concrete walls are suitable if the
soil in the lower part of the cutting can be cut
back steeply to a temporary slope to allow the
wall to be constructed. Any space between the
back of the wall and the temporary slope is
then backfilled. Alternatively, these walls can
be constructed in a timbered trench, the soil in
front of the wall being removed after completing
the retaining structure.
Diaphram Walls
Diaphragm walls, continuous bored pile walls
and secant bored piles are suitable for weak,
unstable or heavily water-bearing soils where a
temporary steep slope cannot be formed or
where construction in a trench would cause
problems of support or loss of ground.
Page 8/12
'.'
. .
APPENDIX B
84.5
Geosynthetlcs
Crib Walls
Precast concrete block walls or crib walls are a
form of gravity section and may be economical
for sites where suitable broken rock or gravel is
available as a fill material for the cribs.
Gablon Walls
Gabions are suitable for sites where broken
rock, boulders or large gravel are available for
filling the wire mesh baskets and where space
is available to arrange the baskets in tiers to
form a stepped-back retaining wall. A very long
life is not possible with gabion walls, but plastic-,
covered galvanised wire mesh can provide
many years of useful support. The flexibility of
a gabion retaining wall is advantageous for
sites where appreciable deformation of a slope
may occur as a result of stress relief.
'APPENDIX B
I
I
*$
'is.
A.
..
Project Title
SECTION 1 FIELDWORK
Ref
F1
Notes
Item Descrlption
WalkoverJDesk
Study
-#.
Qty
Unit
Item
Item
Rate
(QR)
Total
(QR)
F2
Boreholes
F2.1
Mobilisation
Nr
F2.2a
Drilling of Boreholes
F2.2b
Additional Drilling
F2.3
SPT in Borehole
Nr
F2.4
Standpipe in
Borehole
Nr
F2.5a
Rotary OpenDrilling
Nr
F2.5b
Additional Drilling
Rate
-r
Rate'
m
-
F2.6
PermeabilityTest in
Borehole
January 1997
Nr
Page 8/14
-.
i
f
?
I,?
Item Description
Notes
Qty
Unit
Item
F3
Trial Pits
F3.1
Mobilisation
F3.2a
Excavation of Trial
Pit
Hand Excavation
Nr
F3.2b
Excavation of Trial
Pit
Machine Excavation
Nr
F3.3
Reinstatement of
Trial Pit
Nr
F3.4
Soakaway and
permeabilityTest
Nr
Pavement Coring
F4.7
In Situ CBR
January 1997
1 1
Total
(QR)
Dynamic Cone
Penetrometer Testing
Rate
(QR)
I F4 1 Additional Methods
Dynamic Cone
Penetrometer Testing
on Pavements
APPENDIX B
Page BM5
APPENDIX B
Item Description
Ref
Notes
Qty
Unit
L1
Atterberg Limits
Nr
L2
Particle Size
Distribution
Nr
L3
CBR
Nr
L4
Chemical Tests
Nr
L5
Nr
L6
Nr
L7
TtiaxialTest
Nr
L8 .
Nr
L9
Unconfined
CompressionTest
(with Modulus of
Deformation on Rock)
Nr
L10
SedimentationTest
Nr
Laboratory
PermeabilityTest
Nr
Nr
L11
.
L12
Rate
(QR)
Total
(QR)
SECTlON 3 REPORTING
Site Investigation
Report
R1
Item
.*
NOTES
1
2
These notes apply to Field Work, Laboratory Work and Reporting.. It is assumed that the rates
for the above items include for the requirements of these notes.
The purpose of a geotechnical investigation is to provide infomiation to determine parameters
sufficient for concept or detailed design, as required. The investigations should enable the
Consultant to advise the Engineer on the requirements necessary for further investigation work
that wiil enable quantificationof the project.
All works shall be carried out in accordance with QCS Section 3 Ground Investigation.
The Contractor shall exercise the greatest possible cam to ensure that both field and laboratory
work are of the highest quality.
The measurement of the depth of the trial pits and boreholes shall be taken from the level at
which the pit or bore enters the ground. The positions of all boreholes and trial pits shall be
recorded to within an accuracy of 1m together with the ground levels to the nearest 50mm.
related to the Qatar National Datum (referto QCS Section 3). This-informationshall be recorded
on the plans and submitted to the Engineer as part of the Report.
I*
C-
January 1997
Page B/16
APPENDIX B
rial pits shall be excavated to rock level or otherwise to the limit of the mechanical excavator,
nominally a depth of 2.5 m. The depth of boreholes may be varied by the Engineer subject to
the strata encountered on site. Bed rock in boreholes shall be proved for a minimum depth of
5m. In cuttings remote from structural foundations, the depth of boreholes shall be 3m below
proposed formation level.
8
,
The equipment used for excavation, bodng, sampling and testing shall be subjected to the
approval of the Engineer. Under no circumstances shall water be used to assist boring through
clay.
If any object, natural or artificial, obstructs either setting up or progress of excavating and boring
the matter shall be reported to the Engineers Representative, who may direct the excavation or
borehole to another location to avoid the obstacle.
10
DCP testing shall be in accordance with the UK Transport Research Laboratory (TRL)
InformationNote, Operating Instructions for the TRL Dynamic Cone Penetrometer, 1991.
.. .
Analysis of the DCP reading shall be made using the latest version of the TRL DCP computer
programme based on the following relationship between penetration resistance and estimated
in situ CBR:
Log,
It should be noted that this formula may not be applicable to Qatar conditions and results
obtained should be treated with caution.
The analysis shall account for the effect of water used in the coring process on the aggregate
layers.
11
All rotary core samples shall be retained for a period of six months at the offices of the
Contractor for the purpose of inspection. All core samples shall be colour photographed and
postcard size prints inserted in each copy of the report. Photographs are to be taken at a
distance from core samples to enable a detailed study of the core.
Small disturbed samples shall be taken at changes of strata and at approximately 1.Om intervals
within each type of material.
Bulk disturbed samples of at least 80 kg weight shall be taken in cohesive materials as directed
by the Engineer at a change of strata and not greater than 1.Om intervals within each type of
material. One small disturbed sample shall be taken between each two successive bulk
disturbed samples. The samples shall be sealed, transported, protected and stored such that
no change in moisture content and soil structure occurs.
Surface samples shall be bulk disturbed samples of at least 80 kg weight and these shall be
taken in accordance with the recommendations given in BS 5930.
Samples of groundwater of at least one litre shall be taken, and the level at which water is struck
and standing water levels shall be observed and recorded
12
All laboratory testing shall be carried out in accordance with the relevant procedures given in BS
1377: 1990, Testing of Soils, save that the method for both compaction tests and recompaction
of samples of the CBR test, which shall be in accordance with Central Materials Laboratory
method of test CML 12-97 and CML 10-97.
Soil and groundwater samples shall be analysed for the following :
..
sulphates
chlorides
pH
grading 1 classification (as appropriate)
APPENDIX B
For each trial pit and borehole, soil samples shall be tested at each change in strata, with a
minimum of 2 tests in the overburden above the rock.
Detailed engineering logs shall be submitted, in accordance with QCS Section 3.
13
The Contractor shall submit daily allocation sheets and preliminary logs and test results in
accordance with QCS Section 3 Clauses 1.6.1, 1.4.1 and 1.4.3.
As soon as possible after the completion of the Laboratory Testing, the Contractor shall submit
5 copies of his factual and interpretative report, prepared in accordance with QCS Section 3
Clause 1.4.5.
14
The Contractor shall take all reasonable precautions to safeguard all existing on-site services.
The Contractor will be held liable for any damage to such services which may be attributable to
his negligence. Refer to QCS Section 3 Clause 1.6.6.
15
The Contractor will be expected to carry out the on-site works expeditiously and in one visit.
16
The Contractor shall give a minimum of 48 hours notice, in writing, to the Engineer, before he
commences any work on site.
The Contractor is to carry out the works to the entire satisfaction of the Engineer, and is to work
in such a way that no inconvenience is caused to other contractors, statutory undertakers or the
general public who may be in the locality.
. ..
r
--
i,.
The responsibility for obtaining Road Opening Permits and the like shall be upon the Consultant,
who shall adhere to all the requirements of any authority.
The Consultant shall allow in his fee submission for all requirements of QCS Section 3 Clause
1.6.1 including hand excavation to determine the presence of utility lines prior to the
commencement of mechanical excavation.
<
17
18
In selected trial pits, the Consultant shall undertake tests to determine the suitability of the
substrata to dissipate water. The results of these tests shall be reported and utilised in the
design of stormwater soakaways, positive drainage systems or water ground relief systems. The
design of soakaways shall be in accordance the current CEO design practice and BRE Digest
365, modified as appropriate for local conditions.
The location of utility lines encountered in the excavation shall be logged and their condition
noted. When trial pits are specified in the Project Brief for utilities location and condition
surveys, the Consultant shall ensure that a representative of each utility company is present to
confirm the responsibility of the apparatus encountered.
January 1997
Paae 811 8
-L