**

Qatar
Traffic
Manua
Volume 1

Civil Engineering Department

Ministry of Public Works

Qatar
Traffic
Manual

INTRODUCTION
The Qatar Traffic Manual, together with its companion documents Traffic Control at
Roadworks and The Hlghway Code, has been produced by the Ministry of Public
Works, Civil Engineering Department in consultation with the Ministry of the Interior,
Traffic Police.
The purpose ot this Manual is to standardise design in two important areas of traffic
management. namely road signing and sign design. The standards contained herein
apply to all works to be carried out on the highway and, to ensure that the desired
standardisation is achieved, all such schemes must be submitted to the Ministry of
Public Works, Traffic Section, far approval.

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

Part One, The Traffic Signs Manual, which describes the function and usage of
directional signs; regulatory, warning and information signs and road markings.
Part Two, The Traffic Design Manual, which considers sign face layout, sign
construction and illumination and vehicle crash barriers.

The second volume comprises a set of Working Drawings which detail the signface layouts for all regulatory, warning and informatory signs. Also included in the
second volume is The Traffic Control at Roadworks booklet which sets down the required standards for temporary warning signs and diversion signing for works being
carried out on, or adjacent to, the highway. It is also published separately tor use by
those carrying out the roadworks.
The Highway Code forms a completely separate document as its purpose, which is
to define good driving practice, is different to that of the Traffic Manual. It is based on
the principles contained in the Manual but is presented in a non-technical format for
use by the general public.

In preparing the Traffic Manual, the Ministry of Public Works has adopted the
Vienna Convention 'European rules concerning road traffic signs and signals' and
United Kingdom highway design practices, as these have been in locat use for a
number of years. However, it is recognised that their format adoption and subsequent
full implementation will bring about changes in driver behaviour which, together with
the continuing development of the country and future technical innovation, will lead to
the progressive amendment of this Manual. Consequently, it has been published in
loose-leaf form for ease of revision.
Users of the Manual who require clarification of certain points are requested to
contact the Head of Traffic Section, Civil Engineering Department, Ministry of Public
Works, P.O. Box 38, Doha, State of Qatar.

Qatar
Traffic
Manual
Traffic Signs Manual
Contents
CHAPTER ONE

DIRECTIONAL SIGNS

CHAPTER TWO

REGULATORY SIGNS

CHAPTER THREE

WARNING SIGNS
I

CHAPTER FOUR

CHAPTER FIVE

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SIGNS

ROAD MARKINGS AND STUDS

I,.

"INFORMATORY

CHAPTER ONE - DlRECTlONAL SIGNS

Contents

Page No.

The Highway Network

The Direction Signing System

Advance Direction Signs
Direction Signs

Route Confirmatory SIgns

Signs for Special Purposes
Siting of Directional Signs

CHAPTER ONE
. ..
....

THE HIGHWAY

- DIRECTIONAL SIGNS

NETWORK

Roads within !he State of ~ a t a c a c fulfil

h certain functions within the overall network. A hierarchy exists
which defines their various roles. Table t.1 shows the status of road types within the hierarchy and
shows how these compare with the three tier traffic signing system.
PRIMARY ROUTES

.4
.
-

is to act as the principal distribution routes

between the city of Doha, thexain regional centres and the national border. They are generally dual
carriageway roads, built to high geometric standards.

These are routes of strategic ygnificance whose purpose

.,

The present system of Primary Routes is illustrated in Fig. 1.I and Fig. 1.2.
SECONDARY ROUTES
Secondary Routes serve as area distributors by linking Primary Routes either to each other or by
feeding traffic into the Tertiary Route nehuork. They are generally dual carriageway but in rural areas
may be single carriageway.

The major Secondary Routes are also shown in Fig. 1.1 and Fig. 1.2.
TERTIARY ROUTES
District distributors, local and access roads are classified as Tertiary Routes. District distributors are
urban dual carriageway roads providing high capacity routes between districts. Local roads link access
roads to either the Secondary Route network or, in urban areas, the district distributors. 30th local and
access roads are characteristically low design speed, sin\gIe carriageway roads.

THE ROUTE NUMBERING SYSTEM

The Route numbering system is centred on the city of Doha As shown in Fig. 1.2, the origin of the
Primary Route network is the D-Ring Road, this being designated Route -No. I. The Primary Routes
Nos. 1 to 7 extend radially outwards from the 0-Ring Road. With the exception of Route No. 59, linking
Route No. 5 to the national border, all Primary Routes have single digit numbers.
Secondary and Tertiary ;Route Numbers follow a branching system based on the Primary Route
Numbers.
If a road has been allocated a Route Number, that number will appear on all direction signing
associated with it. For ease of identification the Route Number is displayed in a rectangle with a yellow
background. Where a Route which itself is not classified leads directly to a numbered Route, the
number of that Route may be displayed in brackets on the Advance Direction signs and Direction signs
associated with the unclassified road. This principle is illustrated in Fig. 1.3.

Fig. 1.3 Bracketed Route Numbers

... .

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

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Al-Kharrarah

SAUDA NATHIL

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

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Industrial
Area

Primary

Secondary

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

THE DIRECTION SIGNING SYSTEM

GENERAL DESCRIPTION
A direction signing system performs the following functions:I. It must give drivers advance warning of their approach to a junction.

2. It should sndicate the type of junction that will have to be negotiated.

3. 11 must inform them of the destinations that may be reached from

each exit. .$

4. It should indfcate the point at which they must turn to reach a destination on a route other than
that on which they are travelling.

5. It should identify the route and indicate its status within the network.
These functions are fulfilled by a cotourcoded system of Advance Direction, Direction and Route
Confirmatory signs.
The routes themselves are identified by the colours below:Primary Routes
Secondary Routes
Tertiary Routes

Green background, white text and borders

Blue background, white text and borders
White background, black text and borders

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

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

ADVANCE DIRECTION SIGNS

Advance Direction Signs are generally provided on all approaches to a junction to indicate the
destinations which may be reached from each exit.
Each type of Advance Direction Sign fulfils a particular role. By the sign's farm and layout, a driver may
determine the type of junction he will encounter. the alternative destinations and, in the case of grade
separated interchanges, the distance to the exit.
ADVANCE DIRECTION SIGNS FOR INTERCHANGES
Due to the special nature of this form of junction, Wo Advance DireGtion Signs should be provided. The
first, the Far Advance Direction Sign, is located 1 kilometre from the exit. It should be a ground
mounted sign but, where the verge width is limited, a gantry mounted sign may be used.

ApS

FADS

FAOS

ADS

FAOS

Lane Spedfic Interchange

FADS

Non Lane SpeeIflc Interchange

ng.1.4 Advance Direction Slgns. far

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

be graund mounted.

1.3.1.1

FAR ADVANCE DlRECTlON SIGN

.; id1

+A
AL Muntazah

Mushelrib

1 km

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

Route numbers should be included, where applicahlo, but the ahead desttnation is not displayed. The
distance shown wril normally be 1 kilometre but may vary, as descrlbed in Section 1.72.
Where Qrcumsrances dictate, it may be substituted by Signs 102 or' 103. as appropriate.

1.3,t.2

FAR ADVANCE DIRECTION STGN

(FREE FLOW INTERCHANGE)

Fig. 1.5 Free Flow Interchange

Sign 101 is a vartant of slgn 100 and

junction as shown in Fig. 1,s.

is used in advance d a free flow interchange, e.g, a daver fear

-*.C5

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1.3-1.3

ADVANCE DiFiECTlON SIGN : NON LANE SPECIFIC lNTERCHANGE

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

fig. 1.6 Non Lane Specific Interchange

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

At interchanges where the provision of a sign gantry would be impractical, Sign 102 may be replaced
by S ~ g n100 or 101, as appropriate. When efther of these signs a used in thts context on Primary and
Secondary Routes, the ahead destination may be displayed alongside the route number. On Tertiary
Routes the ahead destlnatton must be displayed, together with the route number (I[ any).
In urban areas the distance to the exit may be omitted.

f .3.1.4

ADVANCE DIRECTION SIGN : LANE SPECIFIC INTERCHANGE

Fig.1.7 Lane Specific Interchange

Sign 103 is used in advance of interchanges where the number of lanes through the junction reduces,

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

1.3.1-5

DISTANCE TO U(iT SIGN

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

3.3.2

ADVANCE DIRECTION SIGNS FOR AT-GRADE JUNCTIONS

At-grade junctions require only one Advance Direction Sign to be provtded on each approach. Thts
sign w ~ l lbe of the 'Slack' or 'Map' type depending on the configurat~onof the junction.
Each sign drsplays the destinat~on(s)that may be reached lrom each exit, together with the route
number where applicable. As these Advance Direction Signs are located at a rnaxlmum of 225 metres
from the lunctlon (see Sect~on1 7.2), the distance is not displayed.
.-.

1.3.2.1

STACK TYPE SIGN

Umm Ghuwailina

I "1

Najrna

A1 Mansoura
Najma

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

as shown in Fig. 1.8.

Fig. 1.8 Free Flow Right Turn

1.3.2.2

MAP WPE SIGN

A map type Advance D~rectionSign is used in advance of an al-grade roundabout or complex priority
junction. The map symbol is an idealtsed plan of the junctron and shows the exits in, as near as

possible, the correct orientallon with respect to the approach on which the sign is situated.

3-

&

Bin Mahmoud

3
A l Corniche

106

Sign 106 is used in advance of roundabout junctions.

r$--

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

DIRECTION SIGNS
Direction srgns should be provided at a junctlon to show the destlnatlon(s) that may be reached from
each exit, together with route number where applicable.
DtRECTlON SIGNS FOR INTERCHANGES
1.4.1.1

NON LANE SPECIFIC INTERCHANGES

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

1.4.1.2

LANE SPECIFtC INTERCHANGES

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

DIRECTIOM StGU FOR AT-GRADE JUNCTlONS

FLAG TYPE SIGN

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

ROUTE CONFIRMATORY SIGN

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

Sign 109 is used

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

SIGNS FOR SPECIAL PURPOSES

MlLlTARY SIGNS

["*'I

Army Camp

D
Army Camp

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

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Doha Zoo

D
di3+lj

ri&b

Doha Zoo

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

TEMPORARY DIRECTIONAL SIGNS

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

SfTtF10 OF SIGHS FOR SPECIAL PURPOSES

These signs must meet the same siting requirements as those for the standard directional signs (see
Section 1.7). Where lhis would result in standard and special purpase signs occupying the same sjh,
both signs should be mounted on the same posts, as shown in Fig. 1.9.

. .

Doha

D
Army Camp

Army Camp

Fig, 1.9

ROUTE REFERENCE MARKER

Route No.

-P-

11O

Fig. i.10

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

be mounted an demarcation posts as shown on Fig. 1.10.

SITING OF DIRECTIONAL SIGNS

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

- Siting at signs in relation to the junction

- Minimum Clear Visibility Distance - the distance over which a driver's view of the sign is
unobstructed.

''

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

ADVANCE DIRECTION SIGNS

1.7.2.1

JUNCTION REFERENCE POINT

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

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

Junction Reference
Point

Fig. 1.11 Locations of Junetlon Reference PoInt for Interchanges

(ii)At-grade junctions
the STOP or Give Way tine, or
the point at which the carriageway first widens to develop additional turning lanes or slip
roads (Fig. 1.12).

Junction Reference

Point

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

.-

1.7.2.2

ADVANCE DIRECTION SIGNS FOR INTERCHANGES

The standard distances at wh~chthe Far Advance Directan Sign and Ihe Advance Direction Sign would
be sited are shown in Fig. 1.13.

t.

1 km.

FADS

ADS

Fig. 1.13 Locations af Advance Direction Signs for interchanges

Where site conditions are such that a sign cannot be positioned at its standard distance, it shoulld be
relocated further from the junctlon reference point. Where this is not possible, due to the proximity of
junctions, the sign should be located as close to its standard position as practicable. The way in which
the distance to the exit should be displayed under these cireumstances is described in Section 1.3.1.5.
The Minimum Clear Visibility Distance requirement is given in Table 12,

1.7.2.3

ADVANCE DIRECTION SIGNS FOR AT-GRADE JUNCTIONS

The distance in advance of the junction reference point at which the Advance Direction Sign should be
sited is related to the 85th percentile speed of v~hicieson that approach.

'I

ADVANCE DIRECTION SIGNS

EthP~rcantfla

DIRECTION SIGNS

ROUTE CONFIRMATORY SIGNS

Minimum Clear
Vlslblllty
Distance

Minimum Clear
Vlsibillty
Dlstance

Mlnlmum
CIear
Visiblllty
Dlstance

Distance Imm
Reiemncn Polnt
(Note 2)

rn

0-45

75

45

50

50

45-60

100

a]-103

75

75

60-80

1 8

1m-150

100

100

Over 80

150

150-2251

125

125

Speed
kph

Table 1.2 Vlsiblllty and Siting Distances far Post Mounted Slgns
Note 1 : Slender obstructions

Note 2 : Thii

suGh as traffic signal poles and lamp columns may be ignored.

column is not applicable to Advanca Direction S i n s for Interchanges.

DlRECTlON SIGHS
Direction signs are located at the junction itself. The actual siting of such a sign is a matter for
individual judgement, but if must be borne in mind that it should be sited so that:
(i) it is visible to drivers bath during their approach and whilst making any necessary turning
movement (Table 121,
(ii) there is no confusion as to which exit !he sign refers.
Wherever possible the signs should be sited immediately beyond the point at whiah the turning
manoeuvre must be made as illustrated in Figs. 1.14 to 1.18.

Preferred

alternative

+-"a - - - - - - - - -

Permitted alternative
where ground mounted
FADS and ADS are used

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

.'
Gantry focated where
full lane width &,wed

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

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

Fig. 1.17 Location of Direction Signs at a Roundabout

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

ROUTE CONFIRMATORY SIGNS

These signs shoutd be sited approximately 200 metres beyond the last point at which a vehicle could jo~n
the main carriageway after negotiating the junction, e-g.,the end of an acceleration lane.
They may also be provided between junctions on major routes, such that their spacing is
than t O kilornetres.

not

greater

CHAPTER TWO

- REGULATORY SIGNS

Contents
I*.
Section

Title

General
Mandatory Slgns
Prohibitory Signs

Potice and Customs Signs

Dbtance Plate

Page Na.

...

.......

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

CHAPTER TWO

--

- REGULATORY SIGNS

GENERAL
R q 4 - q signs

are fha means by whi~hthe Traffic Laws

drivers who disobey the signs are breaking the Law.

are ~ Ui In t ~Wt Canwqumt[y tbm

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

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

Prohibitory Signs which give instructions to drivers as to wh& they must not do. The signs are
circular with a red border and generally have a red diqonal bar.
The message d certain reguiafatory aigns must be amplified by the addition of a supplementq plate,
The dze of texi fabe used on the plate is given in Table 2.1.
The majority of regulatory signs are available in four sizes, the size and required visibility distance
being dependant on the 85th percentile speed of trafficusing the road on which they are Ioczlted, me
required dimensions afe laid down in Table 2.1
Rquliatory signs are padtioned at the point

35th
percentile

H'eight of
TrZangular

speed

or Gircutar

kph

[Note 1)
rnm
600

Mlnilmum
Clear
Vlsibllity

sign

0-45

at which the instruction or restriclkm applies.

Distarrcs
(Note 3)
metre3

Supplementary

Plate Text
Alsph-height
( x height)

60

45-60

750

60 80

900

75

80

1208

100
-

mm

as
(50)
130
(751
170
(1001

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

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

NotsS: alerider obtnrctfonssuch as traffics$nd poles and lamp coiumns may &a Igmred.

Table 2.1 Sfring and siting d Regulatory Signs

MANDATORY SIGNS
Sfgn 200 requires that all veh~cles stop at [he
transverse road Marking 500. No vehicle may then
enter the major road if the manoeuvre would cause
major road traffic to alter its speed or direction to

THE STOP SIGN

avoid a collision. STOP signs should only be installed

at jundions where the visibility criteria, specified in
Table 2.2, cannot be met. They should be positioned
between 1 and 3 metres in advance of the road
marking 500, as shown in Fig. 2.2

Fig 2.1 Visibility Splays

-.

85th percentile speed

on major road

S1

Sn

kph

rn

0-45

50

45-60

75

5.0
7.5

60-80
Over 80

120

-,

175

10.0

10.0

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

Fig. 2.2 Slting of STOP and Glve Way Signs

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

2.2.2

ROADWORKS

Signs 201 and 202 are manually operated temporary

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

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

22.3

THE GlVE WAY SIGN

Sign 203 requires that drivers give way to other

vehicles at the junction ahead.

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

equal to or greater than those specified in Table

2.1. It is then accompanied by road Markings
591 a d 503

(ii) roundabouts, in which case road markings 502

and 503 are used.
The sign is sited between 1 and 3 metres in advance
of the road marking and an additional sign should be
provided on the central median or tmc island, where
either of these is present, or on the offside foohvay
where the minor road is a one-way street.

Sign 204 is used to supplement Sign 203 at mini

roundabouts.

.-

2.2.5

TURN RIGHT (LEFr)

Sign 205 ts used at ~unctianswhere all traffic must turn

right. The symbol may be reversed.

Plates 2% or 207 may be used to supplement Sign

205 where traffic must turn rrght on joining a dual
carrragway vr one-way street respectively.

2.2.6

SIDE ROAD

Sign 208 is used on the nose of traffic islands within

junctions where traffic may proceed ahead or to the
right only. The symbol may be reversed.

22.7

ROAD DIVERGES

Sign a09 is used at roundabouts on the median strip

or traffic island at each exit in the position shown In
Fig. 2.3 to indicate the point of divergence between
the cireuiatary carriageway and exit.
Positton ol slgn

rehanva to munbemu~.
[Seectetall)

ok

Rg. 2.3 Siting of Sign 209

Where a Directian Sign 108 is provided at this

location, Sign 209 need not be used.

TURN RIGHT (LEFT) AHEAD

Sign 210 is used on approach to a junction al which

all traffic will be req~iredto turn right. It will normally
only be provided where the alignment of the approach
is such that the layout of the junction is nbt readily
apparent. The sign should be located approximafely
50 metres in advance ot the junclron, but this may be
reduced if anolher junction occurs within that length.
The symbol may be reversed.

KEEP RlGHT (LEW

Sign 211 is used to indicate an obstruction in the

carriageway that requires the motorist to pass to the
right. It should he positioned as near as possible to

the leading edge of the obstruction.

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

2.2.10

PASS EITHER SIDE

Sign 2l2 is used to indicate an obstruction, such as a

traffic island in a one-way street. where the same

destination may be reached by passing either side of
the obstruction.

2.211

ONE WAY STREET

..

SIgn 2t3 is erected on either side of the carriageway

at the point of entry to a one-way street In order to
avoid canfusion as ta which street the sign refers, it
may be set back into the mouth of the road.

Repeater signs should be provided along the length

of the street, on alternate sides, with a spacing
between successive signs of not more than 50

metres.

If anather road intersects and enables traffic to enter

the one-way street an additional sign shoutd be
provided immediately downstream of the junction.

2.2.12

SPEED LIMK

Slgn 234 is used to indicate the speed limit in

kilometres per hour for the road on which the sign is

located. The sign is positioned on both sides of the

caniageway at each point where the speed limit
changes. On long routes, e.g. ' those over five
kllometres, repeater signs may be provided but their
size should be reduced from that of the prime sign, as
detailed in Table 2.3.

Prime Sign
Diameter (mm)

Repeater Slgn
Diameter (mm)

600

450
601)
750
900

750
900
1200

Table 2.3 SIres af Speed Urnit Signs

2.2.13

MINIMUM SPEED

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

ks@&>L
Minimum
speed

PIate 216 is used to supplement Sign 215 at each

point where traffic becomes subjer;t to the minimum
speed limit.

Slgn 217, together with supplementary Plste 218, is

erected at the point where the restriction ends.
These signs are provided on both sides of the
carriageway.

End of
minimum

speed

2.2.14

LORRIES ONLY

Plate 219 is used to supplement Signs 215 and 217,

when the restriction applies only to heavy goods
vehicles.

2.2.15

PRIORITY OF PASSAGE

Sign 220 signifies that vehicles passing the sign have

priority over oncoming traffic.

Sign 221 signifies that oncoming traffic has priority.

These signs are used at locations where the
carriageway width is restricted and indicate which
stream of traffic has priority when negotiating the
restrictions.
They may only be used where the far ends of the
restricted length are mutually visible and where
vehicfe speeds are not likely to be high.
Both signs are repeated at the end of the restriction in
combination with supplementary Plate 346 (End).

Fig. 2.4 illustrates a recommended layout for these

signs.

in

lhis direction

\
/
.

Hg. 2.4 Layout of Priority of

Passage Signs

PROHIBITORY SIGNS
PROHlBlTlON OF TURNING

Signs 222, 223 and 224 are used at junctians Lo

prohibit left, right and U-turn movements.

Signs 222 and 223 should be sited on the left and

right-hand side of the carriageway, respectively. Sign
224 should be sded on the median strip of a dual
carriageway.
At SraRc signal-corutrolied junctions, the sign should
be attached to the primary signal pole on the appropriate side of the road, so as to be clearly visible but

not obscure the signal.

PROHtElflON OF ENTRY SIGNS

These signs will normally be provided on both sides

of the road at every point of entry to the road to which
the restriction applies.
Care must be taken to ensure that the signs are
positioned such that no confusion shall arise as to
whtch road the signs apply. Ta this end the signs may
be set back slightly inlo the mouth of the junction
andlor angled towards the direction of approaching
traffic.
The signs must be clearly visible at dl times.

NO ENTRY

Sign 225 prohibits entry to a road by all vehicles

used in combination with exempting
supplementary plate 226.

unless

Plate 226 is used to supplement Sign 225 to exempt

certain categories of vehicles from the restriction
imposed by the 'No Entry' sign.

The permitted legends are

Except buses
Except buses and taxis

Excepl for access

2.3.2.2

NO MOTOR VEHICLES

Sign 227 prohibits entry by any motorized vehicle.

2.3.2.3

NO BUSES

Sign 228 prohibits entry by any vehicles designed to

carry more than 12 passengers.

2.3.2.4

NO LORRIES

Sign 229 prohibits entry by any goods vehicle.

Plate 230 is used to supplement Sign 229 where the

prohibition applies to vehicles whose gross weight
exceeds that displayed.

Plate 231 is used to supplement Sign 229 where the

prohibition applies during certain hours only.

~:

AXLE LOAD UMIT

Sign 232 prohibits entry by any vehicle on which the

loading of any axle exceeds the figure shown on

supplementary plate 230.

2.3.2.6

WEIGHT LIMIT

Sign 233 prohibits entry by any vehicle whose gross

weight exceeds that indicated. It may he used to
prwent access to a road or area or to protect
individual structures such as bridges.

HEIGHT LIMIT

Sign 234 prohbits enlry by a vehicle exceeding the

indicaled height. It should be noted that, where
clearance is limited. it is usual 20 use Slgn 337
{Maximum Height Warning), rather than impose a

vehicle height restriction, Sign 234 must NOT be used

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

Sign 235 prohibits entry by any vehicle exceeding the

stated length. The length should be expressed in
multiples of 100mrn.

2.3.2.9

WtOM LIMIT

Sign 236 prohibits entry by any vehide exceeding the

stated width. The stated width should be less than the
minimum clear width of the road in question by at
least 200mm and should be quoted to the next lowest
muitrple of lOOmrn

EXCLUSION FROM LANES

Sign 237 prohibits certain vehicles from using

particular lanes. The legend indicates the number of
lanes of the carriageway, the class of prohibited
vehicles and the lanes from which they are excluded.
The prohibitory symbol may be any of the Signs 229,
232, 233,234,235 and 236.

ALTERNATIVE

ROUTES

GENERAL PROHIBITORY SIGNS

Where Signs 229,232,233, 234, 235 or 236 are used,

an alternative route must be provided. In certain cases
it may also be necessary to provide directional
sign~ngin advance of, and along the alternative route.

The ioilowing srgns will normally be provided on the

nearsrde of the road at every point of entry to the road
to which the restriction applies.

NO PfDbL CYCLES

Sign 238 prohib~tsthe riding of pedal cycles on a road

or within a defined area.

NO ANIMALS

Sign 239 prohibits animals being herded on h e

highway and may also be used to ban animal-drawn
vehicles from using a particular road.

Sign 240 prohibits pedestrians f r ~ m

entering a road or

defined area.

PEDAL CYCLES ONLY

Sign 241 instructs that cyclists must proce4 by the

indicated route and prohibits the use of the ma&ed
routs by any ather type 01 vehicle.

NO OVERTAKING
is used to prohibit overtaking, where
necessary, on roads where thls cannot be
Sign 242

N o Overtaking

accomplished by the use of road Markings 509 or 510

(the Double Line System). At the beginning of the
restriction it is supplemented by Plate 243 and at the
end of the restrictian by Plate 346 (End).

Where the restriction extends over a tong distance

Sign 242 may be repeated, subject to it being reduced
in size as detailed in Table 23.

Sign 244 prohibits overtaking where necessary by

goods vehicles only. As with Sign 242, it is used with
supplementary Plate 346 (End) at the 'end af the

restricfjon.

2.3.3.6

NO SOUNDING OF HORNS

Sign 245 proh~bltsthe sounding of horns.

2.3.3.7

Sign 246, together with supplementary Plate 247, is

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

NO WAITING

If
*;

- h.Yb

No Parking
8.30 - 16.00

Where parking is prohibited only during certain hours

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

The text on Plate 247 has an aleph-height af 65mm

(x-height 37.5mrn).
These signs are mounted parallel to the kerb.

2.3.3.8

NO STOPPING (CLEARWAY)

Sign 248 prohibits drivers stopping their vehictes

unless in an emergency or directed by the Traffic
Police.

It is provided at the commencement of the Clearway,

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

NU Stopping

These signs are installed on bath sides of the

carriageway.

POLICE AND CUSTOMS SIGNS

POLICE

Sign 250 may be used by a Traffic Police Officer to

indicate that temporary restrictions are in operation
over a short length of carriageway, e.g. at the scene of

an accident.
The permitted legends are:
Police

- accident

- slow
Police - fire
Police

They may be used in conjunction with the temporary

warning Sign 338.

2.45

POLICE VEHlCLES

Sign 251 restricts access at particular locations to

poiice vehicles only. It may be-.used in both
permanent and temporary situations.

2.4.3

CUSTOMS

Sign 252 is used at Customs Houses or border

stations to indicate that all drivers must stop and

report to the appropriate official.

DISTANCE PIATE

Sign 253 may be used to supplement the prohibitory

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

(i) use of the appropriate triangular warning sign

(Chapter Three), or

(ii) incorporating the prohibition sign on the

directional signing, to show the route on which
the prohibition exists.
,

This sign may also be used to supplement certain

warning signs (Chapter Three) and is used in advance
of roadworks (see 'Traffic Control at Roadworks'.
published hy the Ministry ofPublic Works).

CHAPTER THREE

- WARNING SIGNS

Contents

Page No.

General

Priority Junctions
Roundabouts
Merging Traffic

Bends In the Road

RoadNarrows
End of Dual Carriageway
End of One-Way Working
Traffic Srgnal Operation

Pedestrians and Children

Animals

3.14

Other Hazards
Temporary Warning Signs
Warning Signs at Roadworks

Appendix A
Supplementary Plate Messages 3.16

--

CH.QPTERTWR

TE

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

- WARMING SIGNS

GENERAL
3.f -1

Warning signs are used to alert drivers to potential hazards on the road ahead. Most of these signs are
triangular having a red border surrounding a black symbol on a wh~tebackground. The symbols give a
pictorial indication of the Iikefy hazard. in certain cases supplementary plates may be added to provide
extra information.
The signs are available in five sizes. The appropriate sire, Siting Distance and Minimum Clear Visibility
Distance together with the required size of text for the supplementary plates are specified in Table 3.1,

Height
of
Warning
Triangle

85th

Pereentile
Speed

Distance

of Sign
from
Hazard

Mlnimurn
Clear
Visibility
(Note 2)

Supplementary
Plate
Text
Aleph-helght

(x-height)

kph

rnm

rnm

0 45

600

40 - 50

60

85
(50)

45 - 60

750
(600)

50 - I00

60

60 -80

.\ 900

100 - 200

130
(75)

200 - 300

170
(too)

(750)

(I 500)
1200

Over 80
i

05

"

(501

(9001

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

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

Table 3.1 W~rningSigns, Slzes, Sitlng end Vlsibfllty Distances

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

PRIORI'TY JUNCTIONS
CONTROL

AHEAD

Sign 300 is used to warn of a junction ahead

controlled either by Sign 209 (STOP) or Sign 203
(Give Way).

300
I

&&!

~ L 4 1

It may only be used

Plate 301 or 302.

~ rconjunction
i
with

supplementary

O'

GIVE WAY
STOP 100 rn

50 rn

3.22

SIDE ROAD(S) AHEAD

Signs 303 to 307 warn drivers o n a major road of a

junction ahead and indicate both the layout of the
junction and the priority route through it.

The signs appear only on the priority route (indicated

by the wider route symbol) and may only be provided
when all of the Iollowing conditions apply:

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

(ii) The junction is not controlled by traffic signals.
-'.
(iii)There are no STOP or Give Way signs and/or
carriageway markings on the pr~erityroute.
(iv) Carriageway markings cannot adequately
convey the information to the driver.
Signs 304, 305 and 307 may have their symbols
reversed where necessary.
Sign 505 may only be used where the distance
between the junction is less than that given in Table
32. Otherwise two Signs 304 should be used.
Sign 306 is used to warn of the exit froma U-turn on
roads where the 85th percentile speed is greater than
60 k.p.h. tn urban areas, it may be used to warn of the
exit from a one-way street.

-.

Where the distance belween two ~uccessivejuncti~ns

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

Table 3 2 Junction spacing requirement for Sign 305

Sign 308 may be used as a supplementary plate to

junction warning signs on high speed roads, as
diiected by the Ministry of Public Works.

ROUNDABOUTS

SIgn 309 is used together with countdown marker

Plates 414 to 416, (referto Section 42.1 1) to warn
drivers
of their approach to a roundabout. The signs
7
are located an both sides of the carriageway at 300m.
2Wm and 1Wm in advof road Markina 502 (Give

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

Stgn 310 is located on the road joining from the left.

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

3.5

BENDS IN THE ROAD

3.5.1

SINGLE BEND

Slgn 312 is used to give advance warning of a severe

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

Elsewhere each site must be individuagy assessed

in terms of band radius, approa~hspeed, visibility,
carriageway superelevation and surface skid
resrstance
and the sign prov~dedonly where it is
concluded that the driver would find difficulty in
negotiating the bend without significantly reducing his

speed.

DOUBLE BEND

Slgn 313 should be used where two or more bands of

similar severity follow in close succession, i.e. within
the distance shawn in Table 3.3. The direction of the
bend symbol is reversed when the first bend is to the
right.

85th
Percentile

Distance

Speed

(see Fig. 3.2)

k ~ h

'X'

metres

Below 80

Over 00
Table 3.3 Double Bend Spacing Distances

Supplementary Plate 340 (Extent of Hazard) should be

used if a series of bends occurs such that it is not
possible to provide signs at the distances given in
Table 3.1. It is not then necessary to individually sign
each bend,

Kg. 3.1 Dktance between Double Bends

3.5.3
3_.

CHNRON SIGN

Sign 314 is used in the following situations:

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

I f the angle of the bend exceeds 90". more than

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

If a roundabout apopraach has 3 or more lanes

the sign width should be increased to
incorporate 4 (or more) chevrons.

The permissible sign sizes are detailed in Table

3.4.

Minimum

Length

Module
Extension

Speed

Height
of
Sign

Below 80

4.00

1200

600

Over 80

8QO

2400

1200

85th
Percentile

Table 3.4 Perrnlsoible Chevron Slzes

Fig. 3 2

ROAD NARROWS

Fig. 3.3

Signs 315 and 376 are used to warn of reduction in

carriageway width where the taper is more severe
than the values given in Table 3.5. Sign 315 is used
where the reduction occurs on the offsideor, when the
symbol is reversed. the nearside. Sign 316 is used
where the reduction occurs on both sides.

They may be supplemented by Sign 356 (Single File

Traffic), typically at roadworks.

Table 3.5 End of D u d Cadageway Taper

3.7

END OF DUAL CARRIAGEWAY

Sigris ' 317"-and 318 are used to warn of Ihe

approaching transition from dual carriageway to single
i5iiiageway; :two-way .dperation;-The -siting of. these
signs .relative-10 the end .Of:the. dual 'carriageway is
-..ih'ij'w".:/j;
Fig;'3;I 1::;l:.:l". .,.. .-<:.; - :

40-300m
See Table 3.1

..

Additional Sign
.required if 8 3 h
percentile speed
is over 80 kph

A
1

1 Sign 317 at end

Repeater sign at
end of taper
or marking

of median strip

Fig. 3.4 End of Dual Carriageway

END OF ONE-WAY WORKING

Sign 319 should be used on a one-way carriageway to

warn of the approach to a T-junction, with two-way
traffic on the major road.

.'

3.9

TRAFFIC SIGNAL OPERATION

3.9.1

TRAFFIC SIGNALS AHEAD

Sign 320 should be used to warn drivers of the~r

approach to any traffic signal control whether
permanent or temporaw, when:

either (i) the installation is remote from similar

installations

or

(ii) the clear vis~bilitydistance to the prirnaty

signal ahead is less than 610 metres.

On high speed roads a repeater sign should be

supplemented by Plate 253 (Distance). This is
normally located at twice the recommended distance
from the junction (see Table 3.1).

3.9.2

TRAFFIC SIGNALS
NON-OPERATIONAL
i

Sign 321 is used to warn drivers that the traffic signals

they are approaching are temporarily out of service.
The sign must be removed as soon as the signals
bemrne fu%yoperational.

3.10

PEDESTRIANS AND CHILDREN

3.10.1

PEDESTRIAN CROSSING

Sign 322 should be used to warn of the presence of

an uncontrolled pedestrian crossing facility and
should be erected on both sides of the carriageway
on 'the approaches to the crossing.

On roads where the 85th percentile speed is less than

45 k.p.h, it should only be used where visibility of the
crossing is impaired.

-.

CHILDREN

Sign 323, used in conjunction with supplementary

Plates 324 or 325, warns drivers of the proximity of a

school of playground and should be erected on both

sides of the carriageway on the approaches to the
hazard.

School

ANIMALS

Sign 326 should be used at locations where it is

possible that animals may be present on the road.
The symbol may be changed to show a sheep or goat

as appropriate.

O fHER HAZARDS
SLIPPERY SURFACE

Sign 327, together with supplementary Plate 328,

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

SIgn 329, together with supplementary Plate 330,

should be used to warn drivers of the possibility of
drifting sand on the carriageway.

1Drifting Sand j

3.12.3

LOW FLYING AIRCRAFT

k.

Sign 331 may be used on roads where tow flying

aircraft or sudden aircrafl noise may distract drivers.

3.12.4

ROAD HUMPS

Sign 332 is used to warn of a single road hump or

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

Ll2.Y
Speed humps

Plater 334 may be used to supplement Sign 332 to

indicate the recommended maximum speed at wh~ch

drivers shouid negotiate the hurnpls).

3.12.5

UNEVEN SURFACE

Sign 335, together with supplementary Plate 336, is

used to warn drivers of a potential hazard due to
waiageway surface irregularities which might impair
vehicle control. This sign should be removed as soon
as remedial action has been taken.

This sign must NOT be used instead of Sign 332.

Uneven surface

MAXIMUM HEIGHT

Sign 337 is used to indicate the maximum height ot

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

of 100mrn.
Wherever possible an alternative route for vehicles
exceeding the stated height should be indicated in
advance of the junction prior to the structure.

Sign 338, together with supptemontary Plate 339, is

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

To further ernphasise the warning, height gauges may

be installed on the approaches to the cable crossing
point

eEJy\

y
j,

P
Maximum height

5m

EXTENT OF HAZARD

For 2 km

3.12.9

Plate 340 may be used to supplement a warning sign

where the hazard to which any of the foregoing signs
refers extends over a distance rather than being
confined to one locatron.

PAVED ROAD ENDS

Sign 34f is used to warn motorists that they are

apptoaching the end of paved carriageway.

3.13

TEMPORARY WARNING SIGNS

3.13.1

HAZARD WARNlNGS

Sign 342 is intended for use in situations where a

symbolic sign woufd not be appropriate. It is usually
supplemented by Plate 343.

Plate 343 gives a written warning of the nature of a

LLJ L t
Surveying

hazard,

The permitted legends are:

Census
Flood
Road Ends

Surveying
Smoke

3.1 3.2

HIGHWAY CHANGES

Sign 344 should be used to warn motorists of

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

ow

** .&"ha

Mew Road Layout

Ahead.

The sign is intended for short-term use and should

remain in position for at least three months (so that a
reasonabie number of occasional, as well as habitual
users of the)oute are made aware of the change) but
not longer than six months.
The permitted legends are:
New Road Layout Ahead

New Junction Ahead

New Pedestrian Crossing Ahead

New Traffic Signals Ahead

New Roundabout Ahead
No Left Turn Ahead

No Right Turn Ahead

No U-turn Ahead

WARNING SIGNS AT ROADWORKS

Although the use of warning signs at roadworks is

discussed in a separate volume. 'Traffic Control at
Roadworks' it is appropriate that the permitted signs
(Signs 345-359) be defined here.
Generafly detailed descriptions are not provided as
the symbols and/or worded messages are self

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

345

349

Road Works

Hard shoulder to be used as traffic lane

346
End of Roadworks or Restriction.
\>

Vehides

on

hard shoulder
carriageway

to

rejoin

main

Reduction In number of traffic lanes.

Sign face varies to show actual layout.

351
Diversion of traffic t o opposite carriageway

348
Chevron board

352
Start of diversion

Direction of arrow varles

353

357

Intermediate direction sign on diversion route

Warning of loose hipp pings on road surface

354

358
Diversion directfan sign

Pedestrian to follow route indjcated by the arrow

'

L,

355

End of diversion

Permitted legends are:

Traffic Control Ahead

On Red Stop Here

Road Ahead Closed

Ro3d Closed

Single File

Traffic

No Constructron Traffic
Construct!on Traffic Only

Works Access
356

SlngIs file traffic past site of roadworks

Temporary Surface

APPENDIX A
SUPPLEMENTARY PLATE MESSAGES

ENGUSH/ARABIC

rrr e+

TYPE 343
Flood

;L+

Census

el&-!

Road Ends

&&I

Suwey ing

GJ;a
L

Smoke

TYPE 344
New Road Layout Ahead

New Junction Ahead

,.'

New Pedestrian Crossing Ahead

New Traffic Signals Ahead

New Roundabout Ahead

No Left Turn Ahead
No Right Turn Ahead

No &Turn Ahead

TYPE 359
On Red Stop Here
Road Ahead Closed
Road Closed

No Construction Traffic

ConstructionTraffic Only
Works Access

Temporary Surface

tk
LJ
Ll

;LJ

CHAPTER FOUR

- INFORMATORY SIGNS

Contents

Seetlan Title

4.1

General

4.2

Information to Drivers

4.3

Information to Pedestrians

Appendix A

Sizes of Informatory Signs

Page No.

CHAPTER FOUR

- INFORMATORY SIGNS

GENERAL
The signs illustrated in this Chapter give informationto the road user rewding his lowdanor f~ilitm
available in the vicinity. Unlike those specified in Chapters Two and Three,they have no regulatory or
warning effect.
Signs which give information to drivers display symbols and/or text and vary in size according to the
85th percentile vehicle speed. Symbal signs are generally available in either M a or three sizes (see
Appendix A) and the appropriate size fof each speed band is given in TabEe 4.1, together with character
sires for the text signs.
When siting thew signs.
achieved.

care must be taken to ensure that the Minimum Clear Visibility Distance is

Character Weight

Over 89

Lar$e

170
(1W)

100

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

Table 4.1 Slgn Sizes end Wsibltky Distances

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

4.2

INFORMATION TO DRIVERS

4.2.1

TOWN OR AREA NAME

m
Bin Omran

4.2.2

U-TURN AHEAD

Sign 400 indicates to drivers the name of the town or

area that they are entering. The sign should be
erected at the start of the built-up area rather than the
.
geographic boundary.
Sign 401 indicates to drivers that they are leaving the
particular town or area.

Slgn 402 is positioned on the median strip in advance

of the entrance to a U-turn. The required siting
distances are given in Table 4.2.
85th

Percentile
speed

Siting
distance

kph

(metres)

0 - 60

30

60 - 80

45

Over 80.

60

Table 4.2 Siting Distance for U-turn Sign

These distances should be measured from the

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

4.23

NO THROUGH ROAD

Sign 403 is placed al the entry to any road where no

through way for motor vehicle exists. k should be
erected on both sides of the carriageway.

areas in advance of a
j y M i ~to~ indicatp which lanes are w&iIabl# far

Sign 404 is used in urban

particular traffic movements. The number of lanes

shawn an the sign shewld correspond with the lanes
marked on the? mrriageway at the point where !he sign
is located.

--

PARKING

Sign 405 is used to indicate a patking place for

vehicles, whether it be on-Street parking bays or
off-streetparking places. The plate may be ~xtended
to include the distance or a direction arrow below the
text. Alternativeiy the symbol may be incorporated in
UjrectionaJ signing, as shown in Fig. 4.1.
%*--

Rg,4.1

Cai Bark Direction Signing

HOSPITAL

Slgn 406 is used to advise drivers that they are

approaching a ho'spitd or ciinic. The plate may be
extended to incfude the distance crr a direction arrow
or the symbol incorpomted in lrtirectianal signing in a
similar fashion to Sign 405.

POLICE STATION

Slgn 407 is used to indicate the locatjon of a polic~

atation or police past. The distmce or a dirmtion
arrow may be induded below the text.

Sign 408 is used to indicate to drivers of heavy goods

vehicles the location ol a weighbridge station. The
distance or a direction arrow may be induded below
the text.

EMERGENCY TELEPHONE

Sign 409 is used on Primary and Secondary Routes to

indicate the direction to the nearest emergency
telephone, where such a system is provided. The
plate, which may also display the distance below the
text. should be mounted parallel to the carriageway.

4.2.10

PRIVATE ACCESS SIGNS

Signs 410 to 413 may be used to indicate the entry to

and exit from private premises where there are two or
more accesses to the main highway. They are
normajly erected in pairs with Signs 410 and 411
back-to-back and Signs 412 and 41 3 back-to-back.

.-

.-

4.2.11

Countdown Markers 414 to 416 are mounted below

Sign 309 to warn drivers ol their approach to a
roundabout. The signs are located on both the
nearside and olf-side of the carriageway at 300m,

COUNTDOWN MARKERS

200m and lOOm in advance

01 road Marking

502 (Give Way).

I
/:

When positioned on the- right hand side of the

carriageway the slope of the stripes is as illustrated.
When positioned on the left hand side, the slope is
reversed.

I
I

The colour of the signs must reflect the status of the

road on which they are located, i.e., green background
with whits stripes and border for Primary Routes blue
background with white stripes and border for
Secondary Routes and white background with black
stripes and border elsewhere.

416

These signs may also be used at grade-separated

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

49.12

SERVICES

Hotel
or Motel

418

419

Restaurant

Refreshment

420

421

Plcnic Area

Camp Site

First Aid
Statlon

Signs 417 to 427 inclusive are used to indicate the

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

423

424

Public Telephone

Petrol Filling Station

Breakdown
Service

Information
office

Mosque

INFORMATION TO PEDESTRIANS
PEDESTRIAN CROSSING

Sign 428 is used to inform pedestrians of the location

of an uncontrolled pedestrian crossing. It is NOT used
where the crossing is controlled by traffic signals.

Signs are erected at the crossing on both sides of the

carriageway as shown in Fig. 4.2 -

Single camageway

Dual carriageway

Fig. 4 2 Location of Sign 428

PEDESTRIAN SIGNAL lNSfRUCTlON

Slgn 429 is provided at a pedestrian massing. It may

be incorporated within the push-button cabinet or
appear as a separate plale.

SSgn 430 may be used to indicate the location of a

footbridge, The p!ate- may the extended to include a
direction armw below the text.

SUBWAY

Sign 431 may be used ta indicate the locatian of a

subway. The pkae may be extended to indude a
diredian arrow below the text.

APPENDIX A

Slgn

Description

- SIZES OF INFORMATORY SIGNS

Slgn Dimension

mrn

No.

Aleph-height
(x-height)

Comments

mm

U-turn ahead

No through read
Lane discipline

Parking

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

Restaurant

Retreshment
Picnic Area
Camp Site

First Aid Station

Public Telephone
Petrol Filling Station
Breakdown Service

Information Office

Mosque
Pedestrian Crossing
Pedestrian Signal
Instruction
Footbridge

Subway

750 x 750
1000 x 1000
1250 x 1250
. 500 x 500
600 high
900 high
1200 high
300 x 400
600 x 800
900 x 1200

300 x
600 x
900 x
225 x
425 &
425
425
425
700

Width varies depending

on number of lanes and
arrows

400
800
1200
450

425

x 425
x 425

x 425
x t450

700 x 1450
700 x 1450
600 x 900
900 x 1350
6OO x 900
900 x 1350
600 x 900
900 x 1350
600 x 900
900 x 1350
600 x 900
900 x 1350
600 x 900
900 x 1350
600 x 900
300 x 1350
600 x 900
900 x 1350
600 x 1TOO
900 x 1650
600 x 1100
990 x 16%
600 x 1100
900 x 1650
500 x 500
200 x 175

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

displayed
Distance or arrow may be
displayed
Distance or arrow may be
displayed
Distance or arrow may be
displayed
Distance or arrow may be
displayed

Direction arrow may be

included below text
Otrecfion arrow may be
included below text

CHAPTER FIVE

Section

- ROAD MARKINGS AND STUDS

Title

Page Nu.

General
CIassiflcation of Road Markings

Transverse Markings
Longitudinal Markings

Other Markings
Worded Road Markings
Road Studs

Reftecforizationof Carriageway Markings

Materials

Appendix A-F
Road Marking Layouts
Appendix G
Extended Character Set

C)-:A?TE3 FiVE

ROAD MARKINGS A: 3 STUDS

GENERAL
Road markings perform a vital task in the control, warnlng and guidance ol road users. They may be
used in conjunction with road signs to supplement the information given by the sign or on their own to
provide information that cannot be property conveyed by signing*
Whilst the benefits to be gained from positive and clear road markings cannot be overstated it is
necessary to bear in mind their limitations. Designs that result in complicated arrangements of
markings, e.g* channeltisrng sf traffic lanes over long distances or through 'non-standard' junctions,
and which are relied on to segregate opposing traffic flows are unlikely to be successful. Apart from
any problems due to drtver comprehension, the very high rate of deterioration or markings experienced
in Qatar dictates that reliance should not be placed solely on road markings as a means of control.
It is strongly recommended that careful consideration be given to the role of road markings and their
design at as early a stage as possible in the formulation of designs for new or improved junctions.

CLASSIFICATION OF ROAD MARKINGS

Road markings may be grouped into three categories:

ti) Transverse Markings

>--

These markings are set across the carriageway and are associated with traffic control by
sign or signal.
(ii) Longitudinal markings play an important part, particularly in urban areas, in maintaining
road safety by guiding and, where necessary, confining traffic to the appropriate lane. Their
use also ensures that the available carriageway space may be used to its maximum
capacity,
[iii] Other Markings
This group comprises those markings which, by means of their shape or colour, impart
information or indicate the presence of restrictions to be observed.
It should be noted that, except where specified otherwise, all road markings are white.

TRANSVERSE MARKINGS
THE STOP LINE

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

It is also used at priority junctions controlled by Slgn 200 (STOP) to indicate where drivers should stop
before proceeding into the junction, having ascertained that the major road is clear. The significance of
the STOP sign and the critena for its use are described in Chapter Two.
At signal-controlied junctions, the marking is installed as shown in Appendix 'A'. At priority junctions
the marking shcufd be installed on the line of the edge of the major carriageway (see Appendices 3
and C). Only in exceptional circumstances may it be located elsewhere and it should never be
positioned within 600mrn of the path normally fallowed by the near side wheels of vehicles on the
major road.

THE GtVE WAY LINE (PRIOFIITY JUNCTICNS)

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

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

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

THE GIVE WAY LINE (ROUNDABOUTS)

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

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

'THE GIVE WAY TRIANGLE

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

ROUNDABOUT WARNING MARKING ('SHARKS

TEETH')

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

:.c

5.4

LONGITUDINAL MARKINGS

5.4.1

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

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

507
I

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

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

Trrble 5.1

- Modules of Warning Marking at Jundons. .

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

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

85th

speed kph

0-45

Upper Llmft metres

125

Lower LIrnit metres

75

45-60

60-80

Over 80

175

225

300

100

150

175

Note: 1, Where the Forward V ~ s ~ b ~Dlstance

l~ty
lalls below Ihe lower l~rn~t
on slngle carriageway roads the Doubie hne System
(Sect. 5.4.4) should be used.
2. Fonvard Vislbll~tyDistance on dual carnageways should always exceed the lower lirnlt.

Table 5.2 Vislblllty Criteria for Warning Marking

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

DOUBLE LINE S'ISTEM

Markings 509 and 510 are used on two-way single carriageway roads where the Forward Visibility
Distance falls below the lower limits specified in Table 52. The continuous line indicates to drivers that
they may not leave the lane in which they are travelling.
Marking 509 is used where visibility is restricted in one direction only. Where it is restricted in both
directions, Marking 510 is used.

EDGE OF CARRIAGEWAY MAAKlNGS

511

512

513

t*L

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

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

Mafkfng St3 is used ta indicate the edge of carriageway

( i ) on all Primary and Secondary Routes

(ii) on dl other roads where a hard shoulder (whether kerbed or not) has been provided
(iii) to replace Marking 512 where prohibitory or warning markings exist in the centre of the
cartiageway.

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

Nominal carriageway width

- 8m or 12m

275 (325)for 150 (200)marking

Fig. 5.1 Location of Edge of ~ a r r i a g e w eMarlrlngs

~

"r"

OTHER MARKINGS
LANE ARROWS

514

515

516
\,

Markings 514, 515 and 516 are used on rnuiti-lane approaches to traffic-signal controlled and priority
junctions to indicate to drivers which lane they should take to reach their chosen exit. The direction of
each arrow head may be varied as required but no more than two directions may be shown on any one
arrow.
On roads where the S t h percentile speed is 80 k.p.h, or Iess, two arrows should be provided for each
lane, Where the 85th percentile speed exceeds 80 k.p.h a third arrow should be added.
!

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

Table 5.3 Location of

lane Arrows

5.5.2

BlFUrtCATlON A R R O tV

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

The 32 metre arrow is used on roads where the 85th percentile speed exceeds 80 K1.p.h. Elsewhere, the
16 metre arrow is used.
The ahead porlion of the arrow is located centrally in the lane adjacent to the bifurcation, with its tip
approximately 20 metres (for the 32 metre arrow) or 10 metres (for the 16 metre arrow) past the beginning of the divergence, in the direction of travel.

5.5.3
WARNlNG ARROW

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

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

----

In this case !he arrow is positioned on the centre line of the carriageway, as shown in
Fig. 5.2. replacing Marking 507, The distances in advance of the double line marking at
which this occurs are given in Table 5.4.
1

Fig. 5.2 Warning enows In advance of double llne system

Table 5.4 Location of Warning Arrow

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

Point at which width

starts to reduce

--

Fig. 5.3 Warning arrows at width reduction

5.5.4

CROSS HATCH AND CHEVRON MARKINGS

Marklng 519 is used to separate opposrng streams of traffic prior to or following a physical separation

such as the median stnp or a traffic island.

Marklng 520 is used to separate adjacent streams of traffic travelling in the same direction in advance
ol physical separation. The marking may be used, with the direction of the chevrons reversed, to
extend a physical separation to control merging streams of traffic.
Marking 521 is substituted for Marking 520 on Primary Routes.

MINI-ROUNDABOUT MARKING

3500-7000
5000-10 000

diameter

1000-2400
w
(2500-5000)
diameter

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

5.5.6

PEDESTRIAN CROSSING MARKINGS

STUDS
AT
6CO

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

>>,

Fig. 5.4 Pedestrian Crossing at Traffic-Signals

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

+eJ
50 Module

Zm0 MatlUl.

ZIG-ZAG DETAIL

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

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

Fig. 5.5 Uncontrolled Crossing on Single Carriageway

Fig. 5.6 Unconhlled Crossing on Dual Cadageway

BOX JUNCTION MARKING

X/

2000 (2500) when the shortest

boundary is more than 9000 mrn
in IengZh.
\

1'0%
'

----

max of

breadth

10% rnax. of

30000 max.

'

length

Markrng 525 may be used at junctions in order to prohibit queueing within the junction which prevents
other movements taking place. A driver may enter the junction only when his exit is clear unless he
wishes to turn left, in which case he may enter if his further movement is prevented solely by oncoming
traffic. He may not enter if that traffic is stationary.
This marking has a regulatory effect (indicated by its yellow colour) and will require enforcement by the
Traffic Palice. Consequently all cases of intended use must be referred to the Ministr>r of Public Works
for consideration.

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

(i)Rectangular junctions

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

(b)The boundary lines are drawn

(c) The grid is infilled with the lines being set parailel to !he diagonals at 2 metre
intervals
Where the box is much bnger than it is wide, ii is set out a shown.

Fig. 5.7 Rectangular Box

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

Fig. 5.8 Half Box

(ii) NOR-rectangularjunctions
(a) A boundary tine is drawn across each arm at right angles (or as near as possible) to
its centre line. The perimeter is completed by folrowing the intervening kerblines.
.Lq

(b) The diagonals A - 0 and C

as near as passible.

- D are drawn, as shown.to intersect at right angles, or

(c) The grid is infilled as before.

Fig. 5.9 Non-Rectangular Boxes

WAlTlNG RESTRICTlON MARKINGS

Markings 526 and 527 are provided on the neafside edge of eartiageway on roads subject to waiting
restrictions to indicate the length(sj af mpd over which the restrictions are in force. Marking 526 is used
where parking is prohibited between certain hours only and Marking 527 is used where parking is
prohibited at all times. They are both colaured yellow.
These markings supplement Signs 246 and 247 and mky be considered as being for the guidance of
the public as it is the presence of the signs that enfarces the restriction.

KERB MARKINGS AT JUNCTIONS

PAVING
PAINTED KERB

,
\

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

5.5.10

PARKING BAY MARKINGS

1-+
7000

100

loo

Kerb Line

Line

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

5.5.11

RQAD HUMP MAAKIN. ;.

Kerb

Kerb

4-

9..

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

vt.

WORDED ROAD MARKINGS

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

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

STOP MARKING

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

5.5.3

SLOW MARKING

Marking 533 may be used to supplement warning signs on the approach to a hazard
sharp bend at the end of a long straight section of h~ghspeed road.

or junction, e.g. a

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

ROAD STUDS
REFLECnNG ROAD STUDS

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

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

Stud

Road Marking

Use

Colous

Type

Spacing in metres for

Slngk C'way

Dual C'way

18

Whitewhite

Lane Marking

505,506

White/White

Cane Marking

507,508,509
510

White/Red

Lane Marking

505,506

White/Red

Lane Marking

507

Red/Red

Nearside
Edge Marking

512,513

18

Red/Red

Edge Marking

519,520,521

Am ber/Red

Offside Edge
Marking

512,513

Am her/Red

Oftside Edge
Marking

5 19,520,521

Green/Green

Nearside
f
Edge Marking

51 1

AmbedAmber

Road Hump

53 1

3
-

18

Transverse at 2m centres

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

Table 5.6 Road Studs and Asscrdated Carriageway Marklngs

NON-REFLEC'FING ROAD STUDS

5.72.1

WHfTE CERAMlC STUDS

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

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

SQUARE METALLIC STUDS

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

REFLECTOR fZATION OF CARRIAGEWAY MARKI'IGS

Carriageway markings are normally reflectar~zedby the addition of spherical glass beads to the
marking material during mixing and by the applicatlon ol further beads to the surface of the marking
during application,
This extra reflectorrzation is not suitable far lane and hand-laid markings in areas where the obliteration
of markings is a problem.

MATERIALS
MARKINGS

Carriageway markings will normally be formed using superimposed Thermoplastic ar Hot Sprayed
Plastic complying with the Qatar National Buiiding Specification(QNBS)Clauses 19-4.05 and 19-4.06.
Alternatively the following materials are being evaluated by the Ministry of Public Works, whose
approval must be obtained prior to their use.

(i)Twin Pack Polyurethene(Marine) paint.

(ii) PrefabricatedSheet Material.

Paint is used for Marking 527.

REFLECTING ROAD STUDS

Reflecting road studs used in Qatar are "double-sided", having a multi-reflex lens strip of the
appropriate colour set on the two faces perpendicular to the direction of traffic flow.
Those studs intended for permanent use should have the lens strips housed in a cast aluminium base
with integral anti-shear pin. This pin is inserted into a pre-drilled hole in the road surface and anchored
by means of an adhesive, grout or hot poured bitumen.
Studs which have no anti-shear pin and are bonded to the road surface by an adhesive, e.g. epoxy
cement, should only be used in temporary situations such as the diversion of traffic fanesat roadworks.
Exceptionally, they may be used in locations where they would be subject to very little traffic loading,
e.g. with the offside edge of carriageway marking on a dual carriageway road.

NOH-REFLECTING ROAD STUDS

When used as a lane marking these must be of white ceramic material, 109 mrn diameter.
Square metailic, aluminium or stainless steel studs
crossings.

are used to delineate or warn of pedestrian

'

APPENDIX A

- ROAD MARKINGS AT A TaP .'FIG SIGNAL

CONTROLLED JUNCTION

Note

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

APPENDIX 8 - ROAD MARKE.'IGSAT A PRIORITY JUNCTION

CONTROLLED 8 Y A STOP SIGN

.-

. .. . .

APPENDIX C - ROAD MARKINGS AT A U-TURN

3. The choice of Marking XI5 or Mark~ng

506 depends on the status of the mad
See Sect~on5.4 1.

4. The choice of Maktng 9.2 or Marking

513 depends cm the edge of
carriageway treatment. See Section
5.4.5.
5. The length of Markrng 517 depends an
the 851h percent~betraYic speed. See
sectlon 5.52.

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

Notes
1. See Table 5.1 lor number of modules of

Marking597.
2. The junction mnirol ahead ssgne may

not be required.

APPENDIX

E - ROAD FvlARKINGS AT A
ROUNDABOUT

1. See Table 5.1 lor wrnber of modules of

Mark~ng507.
2. Marking 50Q 1s located at 50 and 100

metres from !he Give Way line where

the 851h p e r m l e yaffic swed is tess
Lhan 80 kph.
I

3. The cholca d Merking 5QS or Marking

506 depends an the s m s d b e road.
See Section 5.4.1,
4. Tha choice of Marking 51 1, Marking 512
or Marking 513 depends on the edge of
carriageway t r a m e m See Sealon

5.4.5.

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

Marking M7.

2. The junction conlrol ahead signs may

not ba required.

APPENDIX G
EXTENDED CHARACTERS FOR WORDED ROAD
MARKINGS

The manner in which the actual size of any character

may be delermined is illustrated by means of
examples from the English and Arab~cCharacter set.

The Tile Width Factor "w" is taken from the relevant

letter tile at 1:l scale shown in Part 2. Chapter I,
Appendix A. The tile tengthkisfixed as shown for the
relevant ratio of elongation.
The worded road markings STOP and SLOW are
shown as individual tiles and then as complete
messages in dual language at both 1:s and 1:3
width:fength ratios.

AH dimensions are shown in millimetres.

I...,.; 1

Qatar
Traffic
Manual
Traffic Design Manual
Contents
CHAPTER ONE

SIGN FACE DESIGN

CHAPTER TWO

SIGN CONSTRUCTION,
MOUNTING AND ILLUM1NATION

CHAPTER THREE

VEHICLE CRASH BARRIER AND

PEDESTRlAN GUARD RAIL

CHAPTER ONE - SIGN FACE DESIGN

contents

Section

Title

1.I

General

1-2

Basic Principles
Sign Face Layout

1.3

Appendix A
Arabic/English Character Sets

Page No.

CHAPTER ONE - SIGN FACE DESIGN

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

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

1.2

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

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

Direction Signs

60-80

255

150

170

IOO

170

1M1

Over 80

340

200

255

150

255

150

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

h in Pasl One.

Table 1-1 Character Sizes

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

TEXT BLOCKS

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

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

The relative positions of the Arabic and English text blocks are as follows:
(i) Where a single destinatian is indicated, the Arabic text block is centred above the English

text block.
I---'---'-----------------------

r---------'---'----------

1
I

ARABIC

I
I
I

L -- 7-------------------------r--J

I
I

I
I
I

I
I

ARABIC

ENGLISH

Fig. 7.1 Positinn of Single Destination Text Blocks

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

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

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

1
1

I
I
I
I

ARABIC

------7----------------4--------

I
ARABIC

I
ARABIC

b---------A--------------------i
I

'

ENGLISH

+---------------------7----J----+

I
I

4
1

ENGLISH
- ------------ r--------I
i
ENGLISH
I
- -- 1

--,----

I
I
1 .
I
L -,,,-,---,
,
,
,
,
L
,
,
,
s--- -------,,-,------L I
I

ENGUSH

--

Fig. t.2 Position of Dual Destination Text Blocks

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

SEPARATION

On map-type Advance Direction Signs, text blocks which refer to different exits, but which are in line
either horizontally or vert'rcatly, must be separated by a minimum space of 3 times the x-height.
Unrelated text blocks which are not in line horizontally or vertically should be positioned by the
following constructian:
(i}One of the text blocks is selected and its horizontal and vertical edges nearest the second
text block are extended lor a distance of 3 times the x-height. The end points of these lines

are then joined.

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

ARABIC

I
I

1
I

ENGLISH

I
I
---------,,---,
,
_1

3x

minimum

r'---"
I
I

------ '-------- ARABIC

L,,,,-----,--------y--J

I
1
I

ENGUSH

Fig. 1.3 Position of Unrelated Text Blcrcks

ROUTE NUMBERS
Route number information is displayed in Arabic only. The route number block is constructed as
folIows:
(i) The appropriate Arabic numerals are selected and their tiles butted together to form the
numeral block.

- .&
e

(ii)Charmers forming the Arabic word

(Route). with an aleph-helghl one-third ol
that of the numerals, are selected. These form the text black.
b

(iii) The text block is butted over the numeral block and the two are centred.
(iv) The route: number block is completed by endosing the assembly in a rectangle or
brackets,as shown in Fig. 1.4.

Fig. 1.4 Route Number Block Construction

A route number block is placed either one x-height horizontally or 0.5 times the x-height verticaily from
the text block(s) to which it reiates.
Associated route number blocks are placed on the same horizontal line and separated by one x-height
spactng.

The minimum spacing between a route number block and an unrelated text or route number block ts
the same as that required for unrelated lea blocks.
The minimum spacing between a route number block and any border. arrow tile ar map symbol is 0.5
times the x-height.
1.24

DlRECTlON ARROWS

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

- large, non lane specific

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

Type 2

Type 1 arrows are used on Signs 102 and 105, except in the case described in Sedian 1.3.2 where the
type 2 arrow is used.
Type I and type 2 arrows are separated from their related text or mute number block by 0.5 limes the
x-height.

Type 3 arrows are used on Sign 103. One arrow is required for each lane of traffic covered by the sign
and each arrow is centred above the lane to which it refers. (See Fig. 1.8.)
The minimum space between any arrow tile and a text block ar an arrow and a border is 0.5 times the
x-heig ht.
1.25

CARR IAGEWAY SYMBOLS

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

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

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

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

AIRPORT SYMBOL
The airport symbol illustrated in Appendix A is always used wherever 'Airport' appears as a
destination. The syrnbol is positioned to the left of the Arabic text block but separated by a distance of
0.25 times the x-height k~rn
it.
The symbol may point upwards, horizontally or be inched at 45' so that i t is parallel with the
associated direction arrow or B used on a Direction Sign, the direction of the chevron.

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

t .2.J

BORDERS

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

Internal borders are 025

times the x-height wide. No rounding is provided where an internal border

joins the external border.

SIGN FACE LAYOUT

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

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

Fig. 1.5 Positions of Exit Destination Block

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

The "ail' of the carriageway symbol terminales level with the bottom ob the distance block. Where no
distance is displayed, the tail length reduces to its minimum value of 3 times the x-height.
I .3.2

SIGN 1M

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

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

'

Generally, the Arabic text block will appear above the English text block for both single and dual
destination srgns. Type I arrows should b e used, wilh the arrow and route number block arranged
hor~zontafly(with the route number block adjacent to the text block) for a single destination sign and
vertically for a dual destination sign.

If the w~dth01 the carriageway is sufficient, a saving in sign height may be achieved by either:
(a3 for a single destinallon sign, posilloning the text to the righl oi the English text. In this case
a type 2 arrow should be used;
(b) for a dual destination sign, joining the place names by the use of the '&' character. A type 1
arrow should be used.

legends lo cotnude.

- =

Fig. 1.6 Reduction in Sign Height

SIGN 103

* (spaungs rn upper panel In accordance w ~ l hthc r(~losa1 the end of

1.34)

The route number block always appears to the right of the text block.
Type 3 arrows are used. These'must be centred over the lane to which they refer.

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

Baselines of
Arabic and English
legsnds to winuda.

Ffg. 1.7 Reduction

In Sign Height

The width of a sign, whether modified or not, is determined by comparing the widths of
(i) the upper panel

consisting of the longest text block, the route number block. the
minimum spacings and the borders.

and
(ii) the lower panel

ARROW TILE

consisting of the arrow tile or block, the minimum spacings and the
borders.

ARROW BLOCK

Fig. 1.8 Arrow file and Arrow Block

Where the upper panel is wider than the

lower panel, the arrow til@or block is centred within the lower

pmd.
Where the lower panel is wider than the upper panel, the minimum spacings in the upper panel are
increased in the following manner:
(i) the 0.5 x-height minimum spacings are increased, up to one x-hebht;

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

SIGN 305

The route number block always appears next to the text block.
Where the exit is ahead or to the right, Ule arrow and route number block are positioned Po the right of
the text block. Where the exit is to the left, they appear to the left.
The destinations should appear in the following order, from the fop of the sign downwards:
ahead exit

left exit
right exit

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

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

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

(a) Four-arm Roundabouts

The leff and right exit text blocks are positioned retative to the carriageway symbol as shown
above. The position of the ahead exit text varies, as follows:
(i) Single destination, wFth ar without mute number block:

Fig. 1.9 Single Destination

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

(ii)Two destinations, with route number block:

Fig. 1.10 Dual Destination

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

(iii)Two destinations, without route number block

Fig. f .t i Dual Destination

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

tb) Three-arm Roundabouts

b e left or right exit text blodc is positioned En the same way as that for a four-arm roundabout. The
position of the ahead exit text block Is determined.as fellews:
(i) The text block is constructed. In this case if twe destinatjons are named. their text blocks
appear in the werticalb stacked mmgernent.

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

Rg. 1.12 Three-arm Roundabout

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

#- . -

L L

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

I"""

M O

lx

When present. the route number black appears on the same side of the text block as the chevron.
This construction applies also to signs 1WM, 108R and 108T.

1.3.10

SIGN 109

NO&:-

bngest text

plus

distanca block delermtnex

d m of SF.

The arrangement of the component blocks is determined as follows

(i) For the Arabic legend, Be disrance information appears to the left of the destination.
(ii) Far the Engiish Iegend. the distance infomalion appears to the righf of the destination.

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

(iv) The remaining text blocks are separated from thew' distance blacks by.varying amounts to
achieve the left and right justification ~ltustraled.above.
(v) The route number block, if present, is Centred over the text.

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

APPENDIX A
ARABICfENGLISH CHARACTER !3ETS

'

I &.I
1
I

In this ap+ndii are contained the English and

Arabic chmcier sets required to form the messages
en any sign. R e character sets am shown in the
exact proportion (1~1.7) required by the State of
Qatar.
Eat% Arabic charmer is averlaid on a right-justiffed
grid
lines separated by 02 times 'aleph-height0
representing the character tile. The tile height is 20
times *aleph-height" and the tile width is indicated
beneath the tile as a factar d the "aleph-height".
Each English character is overtaid on a lefl-justified
grid af lines separated by OZ5 times "x-height'
representing the character tile. The tile height is
2.0 times *x-heightu and the tiIe width is indicated
beneath h e tile as a factor of the "x-height'.
Arrow and airport symbols are shewn related to the
"x-height".

- -Type 2 A m w

1x

1x

+I

1x

>

Type 1 Arrow

Type 3 A m w

Airport Symbol

CHAPTER TWO

- SIGN CONSTRUCflON, MOUNTING

.I

AND 1LLUMlNAnOM

Contents

Section Title

General

2.131

Sign Plate Construction

201

Siting of Signs
2.03
Design of Sign Supports
205
Design of Sign Support Foundations
2 73

Sign Reflectofisation

2-79

Sign IIluminatian
227
Materiais for Use in Sign Construction
.223
2-9

Temporary Signs

Appendix A

Sign Illurninatlion Criteria

CHAPTER TWO

- SIGN CONSTRUCTION, MOUNTING

AND ILLUNllNATION

GENERAL
This Chapter considers the various aspects of design and construction of the sign and its supports, its
mountings and foundations and the requirements for illumination and/or reflectorisalion of the sign
face.

A traffic sign is a functional piece of equipment which will require maintenance and occasional repair.
Given such attention, a sign constructed to !he standards contained herein should have a useful life of
at least 10 years.

Throughowl this Chapter the following terms are used:-

22

Sign face

- the symbol or legend that is displayed to drivers

Sign ptate

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

Sign support

the poles or posts upon which the sign plate is mounted.

SlGN PLATE CONSTRUCTiON

Sign plates may be constructed in two different ways
(i] Sheet constmction - one or more flat sheets mounted on a frame, xi shown in Fig. 2.1.
This construction may be used for m y size of sign.
(ii) Rank #nstn,cfi~f!'-shaped channel sections assembled to farm a rigid sign pEate ( f i g .
22).This construction may only be used for signs whose area is greater than 3mZ.

Fig. 21

- Sheet Construction

Fig. 22

- Plank Canstrudon

SHEfF CONSTRUCflON

The dirftmh%Saf the sign p@k3 ShQLlId

those of the sign face. Whet% h a ar mum

used to form Me sign plate, none shoutd have an area less than

sheets are

1m2.

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

SIGN SHAPE

SIGN SlZE

Circular

W mrn diameter

Triangular

900 rnm height

Rectangular

Longest side

I
Table Zl

1000 mm

Ratio af longest to shortest side

greater tban 2.5 : I

-Signs Requiring Stiffening

This stiffening may be achieved by any of the foll;owing methods:(i) Providing a stiffeningfwIIe, generally formed Fmm L-section or C-section metal strip. This
frame may also act as the mounting frame.
(ii) Forming a flange around the edges of thie shset(s).The flanges should be at l e k t 12 rnm

deep.
(iii) Using heavy gauge sheeys).

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

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

sections musl be formed to give a flanged appearance.

.

Rank type signs generally will require only verIica1 stiffening. This may be achieved by the rigid
attachment of the sign plate to its support. However, the manufacturer of any proprietary system must
show that it meets these requirements.
FIXING AND MOUNTING
Irrespective of the type of sign tsnstntction, the layout and fixing of both sign plats and kame should
be as simple as possible to achieve the required rigidity. Fixing ot adjoining members and of the sign
plate to the frame maybe by wy of the following methods, so long as the method can be shown to be
adequate for its pam'cular application.
ti) Welding

(ii) Rivets

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

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

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

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

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

WITH

KERB

Fig. 23

- Required Sef Back Distances

VERTICAL CLEARANCE

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

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

Sign 0rieflMlb

angle.

FQ.2 4

- Sign Qrientatron

MULTIPLE USE OF S I N Q ~ ESUPPORT

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

I Dual carriageway 1

Rg. 2.5

- Sign Separation

Fig. 2.6

- Signs Not Requiring Full Vertical Clearance

The vertical clearance to the underside af the bottom sign must conform to the requirements of Section
2.32 except where:(i) A regulatory sign is mounted on a traffic signal pole
(ii) Sign 309 is used with Sign 414, 415 or 416 in advance of a roundabout.

(iii) Signs 208,209, 21 1 or 212 are used at the leading edge of a traffic island.
In these cases the verttcal clearance may be reduced to 0.9 metres, even though the signs may be
sited where pedestrians are present.

DESIGN OF SlGN SUPPORTS

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

THE SlGN SUPPORT NOMOGRAMS

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

{i)The sign face area and the height ol the centre of the sign above ground level are plotted
on their respective scales.
(ii) These two points are joined by a straight line which is continued until it intersects the pivot
line.
(iii)From this pcinl a horiiontal line is drawn to intersect the post reference tines.

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

@ ( r t ~ b ' ~ c&fMClfbPPBrt S W D and

~ number of supports is then selected,
P
subject to the Iollawing Ganstrairtts:

(v) TIE!

[a) The span between adjacent sup~artsmay not excead 3.6 metres.
(b) The overhang fram the outer supplor! to tSte
12 rnatrm.

. -I
edge of the sign plate may

not erxmed

(vi) Where two interseaion points dccur in the same column, the first point la be reached
India- the correct mrnblnatim.
(vii) Sign supparts s h ~ u l dbe positioned as shown in Fig. 2.7.

Fig. 2.7

- Spacing af Sign Supports

242

NOMOGRAMS

Pivot Line

Helght to cenlre ol stgn m metres

Fig. 28a

Number of posts

- Sign Support Nomogram

Pivot Line

2
He~ghtto centre of sign rn metres

Fig. 2.8b

3
Number of posts

- Slgn Support Nomogram

Pivot Line

eight la centre ot sign in rnatres

Number of posts

Fig. 2 . 8 ~ Sign Support Nomogram

Pivot Line

2
He~ghtto centre of

sign in metres

Post

. Reference

Circular
Post

G
H
I
J

2734 x 6.3

B
C
0
E
F

Rectangular
Posl

50 ~ 5 0 x 5

I-section
Post

3.2
100~50~3.2
120~60~3.6 160x BO x 5
127 x 76fl

81) x 40 x

150~1~3~6
x 1W x 5
200~1M)x6~3
250 X 150 X 6.3
250 x 150 x 6.3
2M)

. 152x89"
3
178 x 1OZR

2Wx133u
245 x 146"
245 x t 46u

Noie: R RSJ (rolled staei jo~st)

U = UB (universal beam)

Fig. 2.8d

Number of posts

60.3 x 5
76-1x 3.2
88.9 x 4
114-3x 5
t 39-7 x 5
tm.3 x 5
193.7 x 5 4
219 x 6,3
244.5 x 6.3

- Sign Support Nomogram

WORKED EXAMPLES
2.4.3.1

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

Solution:

(i) Determine the sign face area:

0.55 x 1-85 rn

1-02m2

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

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

Half sign height

0.275

Therefore height to the centre of the sign = 2.375 rn

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

From Fig. 2.8a no. of supports -- 2 (minimum requirement lor direction signs)
Therefore size of supports = Type 0.

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

2.4.3.2

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

(i) Determine the sign face area:

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

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

Half sign height

2.15

rn

Therefore height to the centre ot the sign

3.65rn

(iii) Use Frg. 2.8d to determine the number and size of the sign supports:
From Fig. 2.8d, 2 no+type J supports would be adequate

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

60% x 9.00 m

5.4 m ) 3.6 rn maximum

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

Therefore this solution is not acceptable.

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

Check against Section 2.4.1

Span

Overhang

(Y)

for compliance wlth support spacing requirement.

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

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

Therefore this solution is not acceptable.

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

an tnalternaBve.

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

= 25% x 9.00 = 2.25 { 3.6 m maximum

Overhang

12.5% x 9.00 rn

1.13 m ( 1 2 m maximum

Therefore this solution should be adopred.

DESIGN OF SIGN SUPPORT FOUNDATIONS

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

Type I foundation

B (metres)

-I

Type 2 Foundation
fig. 2.9

- Slgn Support Foundations

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

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

(ii) Plot the bight of the sign plate [ha) and project this paint harizantatEy.
(iii)Plat the breadth of sign plate (b)and pmject it vertically untjl it intersects the proie~tianat
h,.

(iv) R e d the required length of foundation (L)from the band in which the intersactian falls.
(v) Compare the value obtained sd tthe minimum permitted wdue of t,given in Table 22, for
the chosen size of sign suppost, If the Wlmldsd value is Less, it must be increased IQ the
permitted minimum.
I

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

SUPPORT TYPE

Tabb 2.2

A&B

0.6

CBD

1.D

E to J

1.3

- Minimum PemHted Lengths of Fsundatian

1 :o

b (metres)
MOUNllNG HEIGHT = 2.1 m

0-5
1.O
b (metres)

16

215

0.5

1.O

1-5

b (metres)

MOUNTING H E I W = 1 . W

Fig. 2,10a

MOUNTING H R G H = 09m

- Type 1 Foundations Single Support

2.5

fbereface rnrnlmum 1englh

01 0.6m applies.

I~CI
115
b (metres)

210

215

3b

35

410

415

510

MOUNTING HElGHT

MOUNTING HEIGHT
b (metres)

Fig. 2.10b

- Type 1 Foundations (cont'd) Twin Supports

-- 1-5rn

0.9~1

PlPE 2 FOUNDATION
(i) Using Fig. 2.11, select the column appropriate to the mounting height (hd being used.

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

of L from the band in which the intersection falls.

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

outside the range af the graph, a separate analysis must be carried

out.

hp (metres)

Rg. 2.1 1 - Type 2 Foundations

WORKED EXAMPLES

in$Hl@. in a?urbm iwea l&t$nnirtgt th'a

m wid% C W

~63.1 A Q i a -.n 8 iQ.S rn high by

and size of faundatilan.

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

See Section 2.4.3.1 - Mounting IteigPt --. 2.1 rn

No. d supparts
2 ''
Size d supports = Type B
5

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

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

Foundation is Type 1,Q.6rn lung

Check against Table 2.2 far complianr=e with

minimum length of feundation requirement.

For support Type B, minimum length = OB m

Therefore this solution should be adop@da

2.5.32

An Advance Direction Sign,450 m high by 9.a m wide, is to be Installed

Determine the type and s b of foundation.

on a major rural mute.

solution:
(i) Determine the rnaunting height and the number and s h ,of the sign supports;

See Secti~n2.432

Nlounting,hetght -- 1.5 rn
No. of supparts
4
Size of supports = Type H
p1

(ii) Use Fig. 2.10 or Fig. 2.11 to determine the type and size of the foundatbn:

From Ssctian 2 5 , where mar% than 2 No, supports are required, a Type 2 foundatian must
be used,so use Fig. 2.1 1
From Fig. 2.1 1, far tr,

31

4.30 md h,

1
.

I .5,length of foundatition

"17 m

C h e ~ kagainst Table 2.2 for compfiana? with minimum iength of fayridation requirement.
For support Type H, minimum Ienngth -- 1,s rn

Therefor~this $otutiEtion should be adopted.

SIGN REFLECTOR ISATION

All road traffic signs must be reflectofised by the application of reflective material to ail parts af the sign
face [except those letters or symbols caloured black). This material must, when illuminated by a
veM~le'sheadlights, reflect light back l o n g as near as possible the safne path so that the driver sees
the sign brightly illuminated.
Reflective material is graded in 'classes of reflectivity', namely Class 7 (or High Intensity Grade) and
Class 2 (or Engineering Grade). The required coefficients of rerro-reflectih for each grade are
specified in Table 2.3.

Table 2.3

- Minimum CoefRcients of Retro-Reflection

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

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

Table 2.5.

Fig. 212 Chromaticity Diagram

Tabfe 2 4 Chromaticity Coordinates

Retro-Reflective

Calour
Orange
Yellow

White
Grey

Ordinary Colours

0.03 min

0.11 max 0-07 rnin

0.1 7 min
0.1 6 min
0.W min
0.01 rnln
025 rnin

0.30max 0.20min
0.40max 0.50 min
0.00 rnax 0.04 min
0.10 max 0.05 min

0.60 max
0.07 max
0.1 0 m&x

0.75 rnin

Not applicable
Not applicable

Table 2 5

0.1 3 max
0.30max

0.15 min

0.25 max
0.05rnax

- Luminance Factors

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

Upward Illumination

Fig.

2.13

Lighting of Gantry Sign

- Posslble Lantern Mountings

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

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

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

(iv) Light from the lantern must be prevented from spilling around the sign plate. This may
entail an enlargement of the sign plate to block out any overspill, in which case the extra
sign plate area must be coleured grey, as described previously.
LUMINANCE REQUIREMENTS
The luminance requirements are divided into two categories:-

Category 1
Category 2

25 to 150 candela per square metre

100 to 350 candelas per square metre.

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

INNER AREA

AREA

INNER AREA 7

Fig. Z14

- lmer Areas of Signs

Where signs are located against a backgraund of high luminance level, e,g, good street lighting, shop
window displays, etc, Category 2 lanterns Inust be used. Elsewhere, Category 1 lanterns will suffice.
27.2

UGKT SOURCES
In order to achieve the correct mlour rendering of sign faces, only certain types of light source may be

used. These are:(I) Hot cathode tubular fluorescent lamps whose colour complies with Standard Colour 2 in
Clause 2.4 of 8s 1853 Part I. These are generally suitable for sign lighting due to their
gocad wlour rendering properties and high lumen output throughout their Iife.
(ii) Colaur corrected, high pressure mercury fluorescent lamps of Type MBF complying with
BS 3677. These are particularly suited to the illumination of large sign face areas and
gantry mounted signs due to their hjgh output to size (of lamp) ratio.

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

CONTROL A R R A N G U n m S
The switching of traffic sign lighting may be controlled either locally or from a remote point and may be
done individually or in groups. Group control should be employed where the existing street lighting is
under group control. All signs must be separately fused.
Sign lighting should be swhctred on when the ambient lighting level 'falls to 70 lux and off when the
level rises to 100 lux. Where signs am illuminated by low waktage tubular fluorescent I m p s , it may be
more economical to operate the lamps continuously rather than provide and maintain time switches or
photo-electric cells. However, the increase in total burning hours gained by not repeatedly witching
the lamps on and of! must be balanced against the useful tamp life. E.e. illumination during the hours of
darkness.

Where local control is required, each sign must be provided with a photo-electric cell programmed to
switch an or off at the levels of ambient light specified above. The ce31 must be damped so that it does
not read to short duration changes in levels of light. Either one part or two part cells may be used,but
must be of the non-orientated type and installed facing upwards,
M e r e a sign lighting is controlled from a remote point, it may be activated by time-switch or
photo-electric ~ 1 1preferably
,
linked to the street lighting control. In this case a backup system should
be provided to guard against failure of the ctmtr~lmechanism.

is essential that routine maintenance inspe~tionsbe carried out on the sign lighting and cantrol
equipment, both frequently and regularly. Visual inspection of the lanterns shoutd be made by night as
well as by day. A maintenance programme should be established to carry out the following t
(i) Replacement of faulty lamps or equipmen!.
(ii) 8ulk replacement of lamps on a 'rolling programme' basis. It is recommended that
fluorescent tubes be replaced after 7500 burning hours, which represents 12 months
continuaus use or 24 months of night-time only use.

(iii)External cleaning af lanterns.

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

Testing of the control gear.

MATERIALS FOR USE IN SIGN CONSfRUCTION

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

( i ) The sign may be required to remain in place for up to I5 years without replacement.
(ii) The enviranrnent in which the sign will be located.

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

SIGN PLATES
Although aluminium and steel are the most commonly used materials, the use of others such as
plastics is not prohibited. However, any othe~. material must meet the same construction and
serviceability standards and be abie to accept the same surface.finishss as would be applied to metal
sign plates. If there is any doubt as to the suitability of a proposed material, field tests must be carried
out to determine whether or not it is acceptable.
Where alumjnjum is used, either in sheet or plank form, it must be at least 2 mrn thick. Similarly, steel
must be at least I .25 mm thick.

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

Prior to the application of the sign face, the

treatments.

Hot dip galvanising

Anodising
Vitreous enamelling
Plastic coating
An approved painting system

rear of the

S I Q plate
~

the same material, or

must receive one

af the

following

The rear of the sign plate must be coloured grey.

2.8.2

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

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

Red
Blue
Yellow
Green
Grey
White

Black

3S 381C

No 537
No 109

85 381 C
BS 381C

No 355

BS 381 C
BS 381C
8 s 381C
BS 873
BS 873

Table 2.6
2.83

for primary route signs

No 225 - for traffic signal ahead and similar signs
No 693
No 228

- Standard Colours

SIGN SUPPORTS

When selecting the material for sign supports, consideration must be given to the expected conditions
abave and below ground. Under certain circumstances, for example, it may be more appropriate to
specrfy a reinforced or prestressed concrete support than use one of the standard section metal
supports.
Metal sign supports must receive anti-corrosion treatment, as described in Section 2.8.1. Where hollow
section posts are used, their tops must be sealed with a weather-resistant cap. If a metal cap is used, it
must receive the same anti-corrosion treatment as the post. All sign supports and caps must be
finished in grey.
Alternative methods of fixing sign plates to their supports were shown in Figs. 2.1 and 22. These
fixings may be fabricated from steel, aluminium, or any other suitable metal, or nyton, but care must be
taken to select materials that do not inter-react.
Whichever method of fixing is chosen should allow for easy removal of the sign plate for maintenance
or replacement. Where proprietary fixing systems are employed, they must be used in accordance wth
the manufacturer's recommend3tions.

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

TEMPORARY SIGNS
For signs which are not intended to remain in position permanentty, e.g, at roadworks or a diversion,
certain relaxations may be made to the requirements for materials and/or construchon.
It is important to distinguish between the two classes of temporary sign.
PORTABLE SIGNS
Within this group tall signs such as roadworks signs which, atthough they w i l occupy parliwtar
locations for only short lengths of time, will be used repeatedly. For these, it is recommended that the
materials be as tor permanent signs,as they will be subjected to a high degree of wear and tear during

their useful life.

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

The shape of the frame must not distract drivers' attention from the sign face and any area of the sign
plate not occupied by the sign face must be ccloured grey. The frame should be designed to accept
signs of different types, Ii.e. regulatory, warning and Informatory),of similar overall size but should not
be more than 300 mm wider than the size of sign for which it is intended.
LIMiTED USE SIGHS
This group consists of signs such a those requ~redduring shon term road diversions. In this case, the
durability of the signs is not d paramount importance, the only requirement being that they survive for
the duration of the diversion. Hence, materials such as treated board and timber posts, together with
screws or nails as fixings. may be used.
No retaxation is permitted in the standard of materials used for the sign face. The design of the sign
face with respect to layout, shape and size must also be as that for permanent signs.

The sign supports and the rear of the sign piate shoufd be given a grey cotoured finish.
Details of the materials and construction methods proposed b r limited use signs must be submitted to
the Ministry of Public Works for approval.

APPENDIX A

This matter

SIGNS TO BE ILLUMINATED

is s t i l l under review by the Ministry o f Pub1 i c Works.

1 i g h t i n g requirements f o r any signing scheme will

established when t h e scheme i s submitted f o r approval.

Hence the

be

--

CHAPTER THREE
VEHlCLE CRASH BARRIERS
AND PEDESTRlAN GUARD RAlLlNG
Contents

Page No.

Vehicle Crash Barriers

Pedestrian Guard Railing

CHAPTER THREE - VEHICLE CRASH BARRIERS

AND PEDESTRlAN GUARD RAILING
VEHICLE CRASH BARRlERS
3.1.1

DEflNmON
A crash barrier may be defined as a structure capable of bath absorbing the energy of a vehicle impact
and inducing that vehide to follow the line of the barner without gyrating, overtu;h7ng or being defieded
into the path of veh~destravelfing on the same carriageway.
The purpose of a crash barner installation is twofold: first, to reduce the severity of an accident -used
by a vehicle unintentionally leaving the carriageway and, second, to prevent vehicles purposely
entering the carriageway or crossrng the median strip at locations where to do so woujd be unsafe.
CRITERIA FOR BARRIER PROVISION
Crash barriers should be instatled an the median strip andfor the verges of all new Primaq and rural
dual-carriageway Secondary Routes and on similar existing roads at locations where one or more af
the foilowing criteria are met:

3.1 2.1

FOR BARRIERS ON THE MEDIAN STRIP:

(i) The 85th percentile vehicle speed is greater than 8Qkph.
(ii)There are obstructions such as bridge piers, sign gantry legs or trees.

(iii) There are lighting columns.

(iv) The difference in median channel levels exceeds E metre and/or the slope across the
median exceeds 25%
(v) At toaFions where unautharised turning or crossing movements hazardous to other
users do or could take place.

FOR BARRIERS ON

road

" W EVERGES:

(i) At obstructions such as bridge abutments, posts of Advance Direction Signs ar gantry
legs.
(ii) The 85th percentile vehicle speed exceeds Wkph and there are substantial obstructions
other than those mentioned above ctaser lhan I5 metres from the edge of the nearside
running iane.

( i i i ) On embankments generally greater than 2

metres in hejght.

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

TYPES OF CRASH BARAlER

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

3.13.1

BLOCRED-OUT BEAM

This barrier type employs a beam of corrugated

se~tionwhich is rigidly affixed to C or Z-section steel
posts by mems of blacking-out brackets. Its main use
is to provide protection over short lengths (typically5Q
metres) at obstmc"ciana, parti$utarly where space for
deflection is limited. ~owwer;-theblooked-out beam
does not provide as high a degree af containment as
tensianed barriers and is not recommended for use
on roads whera the 85th percentile 'speed is greater
than BOkph.

Fig. 3.1 Blocked-out Beam

3.1.3.2

TENSIONED CORRUGATED BEAM

Tensioned corrugated beam consists of corrugated

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

Kg. 3.2 Tensioned Corrugated Beam

3-1.3-3. TENSIONED WlRE ROPE

Tensioned wire rape barriers employ one or more

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

Tensioned wire rope nay be used on both the median

strip and the verge but its flexibility and consequent
deiiection clearance requirements (1.8 metres
minimum) will aften prectude if horn being used to
protect roadside structures. It should not be used on
cuwes with radius less than 600 metres.
Fig. 3.3 Tensioned Wire Rope

Due to its method af action, it is important that the wire

roRe be installed such that its height relative to the
general ground level is constant. The run-ofl.area
between carriageway and barrier should be hardened
to provide a firm running surface. Wherever possible

this hardmed area should also extend

2 metm

beyond the line of the barrier, to allow far deflection

under impact.

NEW JERSEY CONCRETE BARRIER

New Jersey concrete barrier may be either single or

double sided and should be: used in situations where

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

The height at which a vehicle makes contact with the

barrner is critical and so the run-off area between
carriageway and barrier should be hardened.

Fig. 3.4 New Jersey Concrete Barrier

BARRlFR SPRNG REQUIREMENTS

GENERAL
The recommended layout tor a tensioned corrugated beam installation is shown in Fig. 3.5. Some
variation of this layout to accommodate specific local conditions is permissible but the following
principles must be obeyed:
(i)The leading end of the barrier must be flared back from the edge of carriageway so that
vehicles cannot pass behind the barrier.

(ii)The trailing end of a barrier on the median strip must be protected from oncoming vehicfes
by the apprcrach flare of the barrier associated with the opposite carriageway.
(iii) On roads with an 85th percentile speed greater than 80kph, the minimum werall length of
barrier is 50 metres. The barrier must extend at full height for a least 30 metres in advanca
of the structure it is protecting and at least 7.5 metres beyond it.

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

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

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

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

TYPE

Note:

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

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

+ Cor use at lightrng mlumns

"

For 10m In advance ot lighhng columns

Table 3.1.

- Vehicle Crash Barriers - Types and Clearances at Obstructions

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

The trailing end of the barrier may be terminated in one of the following ways:
(i) A ground level anchor block

(ii) A rigid full height anchorage

(iii) An expansion joint assembly

(iv) A transition piece to another type of barrier

RX1NG AND ASSEMBLY

3.1.5.7

PRQTECTIVE PRETREATMENT AND COMPONENTS

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

3.1.52

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

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

Deformable Materi

y1

,/

'
Outer Panel

Lui-

cable mciw

Nose Cover

Guidance Cable

Anchor And Bolt.

/Deformable Material

Nose Piece

Cable

Guidance Cable

Fig. 3.7 Energy Absorbing Terminal

Front Cable Anchor

POST FOUNDATIONS
All posts far blocked-out bean and tensioned c;orruga.ed beam barriers

fouWi~mas .&awn in Rg, a61

are set in wncnb

Posta for steel wire rope barriers are sef in

PnXaSt mncrete block founda8ons. Ksse bundations

must ~ornplywith the feq~irefneRtso#the Qatar Natian~lBuilding Spfacifi&~on.

ENSlQNlNG

15;

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

PEDESTRIAN GUARD RAILING

DEFlNXrtON
Pedestrian guard raiitng is used ta channelise the flaw of pedestrians ta selectad crossing points and
so prevent uncontr~liedcra.s.sSng which muld be h8z21cdous to pedersttis and drivers alike.
CRITEBlA FOR GUARD RAlLlNG PROVlSfON
Guard railing should be provided:
(i]where pedestrians crossing
movements occur near, but not at, an existing designated
*"
crossing po~nt;
..

(ii) where generat, unconlrolled crossing causes a hazard;

(iii) at any new designated crossing point.
Sites that require the provision of guard railings a
s
t usually located in urban areas. Typically these sites
are:

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

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

523

TYPES OF PEX3JSTRIAN GUARD RAIUNQ

32.3.1

'SEE-THROUGH' GUARD RAlUNG

In this type of barrier, the pane! infill of vertical bars ia

terminated below the top miail. Drivers ate able to see
through the top portion af the barrier and hence detect
the presence of children, etc., whilst an adequate
barrier height is mairttainsd.

Fig, 3.8 'See-through' Guard RaIIing

3.2.3.2

OFFSET RAILING

Fig. 3.9 Offset Railing

To improve visibility through the infill panel the vertical

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

travel.

+ Direction ol ;ravel

Fig. 3-20Installation of Offset Railing

3.24

3.2.4.1

GUARD RAILING SUING REQUIREMENTS

HEIGHT

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

Fig. 3.11 Typical Detall of Guard Railings

3.2.4.2

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

3.2.5-1

PROTECTlVE TREATMENT AND COMPONENTS

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

3.2.5.2

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

325.3

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

Pivot Line

Height to centre of sign in mekres

Post

Rei&mnce
A

0
C

D
E
F
G

H
I
J

Note: R

Number of posts

Circular
Posl

Redangutar

60.3 X 5
76.1 x 3-2
&8-9 x 4
114-3 x $
139.7 x 5
168.3 x 5
1Q3-7 x 5.4
219 x 6-3
244.5 x 6.3
27Mx6.3

50~50x5
130 x 40 x 3.2
100~50~3-2
t20xE0~36
160xBlx5
1 5 0 100
~ x 6.3
2M)x t[Xl x 5
ZOOxfOOx6.3
2515 x 150 x 6.3
250~150~5.3

Post

I-Swon
Past

127 x 76"
152 x 8 9 R
I f 8 x 102R

203xl33u
245 x 1W
245x146U

RSJ (rolled steel joist)

U = UB (unlversf beam)

Rg. 2 8 d

- Sign Support Nomogram

MOUNTING HEIGHT

b (metres)
MOUNIMG HEIGHT

b (metres)

210
2-1 m

b (metres)

1"5rn

MOUNTING HEIGHT

Fig. 21aa - Type 1 foundations Single Support

0.9m

uze falls Mthin lhis area,

IhereIore mlntrnurn length
01 0-6m applres.

MOUNTING HEIGHT

1-13
18
b (metres)

$4

26

Fig. 2.10$

30

35

44

46

5.0

- Type 1 Foundations (cont'd) Twin SI

0-9m

NOMOGRAMS

Pivot Line

Herght to centre at stgn cn metres

Post
Relerence

Note: R
U

--

Circular
Posl

3
Number of posts

Rectanguiar
Pos!

I-Sect~on

Post

RSJ (rolled steei ioistf

UB [unrversalham)

Flg. 28a - Sign Support Nomogram

Pivot Line

Height to centre of sign In metres

Number of posts

Post
Reference

C~rcular
Po31

Rectangular
Post

A
B

6 0 3 5~
76.1 x 3 2
88.9x 4
114.3 % 5
139.7 x 5
168.3 x 5
193.7~534
219 x 6.3
2445x63
2730x63

50x50~5
80 x 40 x 3 2
fOOxYOx3.2
120~60~36 160x80~5
127 x 76R
150 x 1M) x 6 3
152 x
200 x l M l x 5
178 x 102R
20O~lOOx6.3
203x133"
250xt50x6.3
245x146"
250xt50x63
245x746"

C
D
E
F

G
H

I
J

I-Section
Post

Note R = RSJ (rolled steel lorst)

U UB (untversal beam1

Fig. 2.8b

- Sign Support Nomogram

3
tieight la centre of sign in metres

Number of posts

Fjg. 2 . 8 ~- Sign Support Nomogram