adm traffic control devices manual 0-1_2004r

Version 0.1, 2004

Version 0.0, Interim Edition

TRAFFIC CONTROL DEVICES MANUAL

PREFACE TO VERSION 0.1 OF THIS MANUAL

The Abu Dhabi Traffic Control Devices Manual has been developed by the Abu Dhabi Municipality RoadDepartment to provide guidance to consultants and contractors working on Department projects in thegreater Abu Dhabi metropolitan area.

To help ensure the conformity of traffic control devices within the UAE, this manual is based chiefly on theequivalent Dubai manual. Where appropriate, this manual also incorporates standards from the draft GulfCooperation Council traffic control devices manual and the Road Department's Standard Drawings.

Table of Contents Page No.

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CHAPTER 1: GENERAL PROVISIONS1.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-1

1.1.1 REQUIREMENTS AND PURPOSE OFTRAFFIC CONTROL DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-1

1.1.2 STANDARDIZATION OF APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . .1-11.1.3 APPROVAL FOR PLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-21.1.4 EXCESSIVE USE OF TRAFFIC CONTROL DEVICES . . . . . . . . . . . . . .1-21.1.5 ADVERTISING SIGNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-2

1.2 CLASSIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-21.2.1 ROUTE DESIGNATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-21.2.2 TRAFFIC CONTROL DEVICE CLASSIFICATION . . . . . . . . . . . . . . . . . .1-2

1.3 SCOPE OF APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-3

CHAPTER 2: TRAFFIC SIGNS — GENERAL2.1 UNIFORMITY OF ATTRIBUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-1

2.1.1 SHAPE CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-12.1.2 SIZE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-12.1.3 COLOR CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-32.1.4 LEGENDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-32.1.5 RETROREFLECTION AND ILLUMINATION . . . . . . . . . . . . . . . . . . . . .2-3

2.2 TRAFFIC SIGN PLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-52.2.1 LATERAL PLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-52.2.2 VERTICAL PLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-92.2.3 LONGITUDINAL PLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-92.2.4 OVERHEAD INSTALLATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-102.2.5 ORIENTATION ANGLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-10

CHAPTER 3: REGULATORY SIGNS3.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1

3.1.1 FUNCTION AND OBJECTIVES OF REGULATORY SIGNS . . . . . . . . . .3-23.1.2 SUBCLASSIFICATION OF REGULATORY SIGNS . . . . . . . . . . . . . . . . .3-2

3.2 CONTROL SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-23.2.1 STOP SIGN 301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-23.2.2 GIVE WAY (YIELD) SIGN 302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-33.2.3 GIVE WAY TO PEDESTRIANS SIGN 303 . . . . . . . . . . . . . . . . . . . . . . . .3-53.2.4 NO ENTRY SIGN 304 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-63.2.5 ONE WAY SIGNS 305, 306, AND 307 . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-6

3.3 MANDATORY SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-73.3.1 AHEAD ONLY SIGN 321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-73.3.2 TURN RIGHT (OR LEFT) ONLY SIGN 322 (OR 323) . . . . . . . . . . . . . . .3-73.3.3 TURN RIGHT (OR LEFT) ONLY SIGN 324 (OR 325) . . . . . . . . . . . . . . .3-73.3.4 PASS EITHER SIDE SIGN 326 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-93.3.5 KEEP RIGHT (OR LEFT) SIGN 327 (OR 328) . . . . . . . . . . . . . . . . . . . .3-103.3.6 ROUNDABOUT SIGN 329 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-103.3.7 U-TURN SIGN 330 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-11

3.4 PROHIBITORY SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-113.4.1 MAXIMUM SPEED LIMIT SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-11

3.4.1.1 MAXIMUM SPEED LIMIT SIGNS 339 TO 344 . . . . . . . . . . . .3-113.4.1.2 DUAL SPEED LIMIT SIGN COMBINATION AND DUAL

MAXIMUM SPEED LIMIT SIGN 345 . . . . . . . . . . . . . . . . . . .3-13

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3.4.2 NO LEFT (OR RIGHT) TURN SIGN 346 (OR 347) . . . . . . . . . . . . . . . . .3-153.4.3 NO U-TURN SIGN 348 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-163.4.4 NO OVERTAKING SIGN 349 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-163.4.5 NO INFLAMMABLE GOODS SIGN 350 . . . . . . . . . . . . . . . . . . . . . . . .3-173.4.6 NO GOODS VEHICLES SIGN 351 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-173.4.7 NO PEDESTRIANS SIGN 352 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-173.4.8 NO CYCLISTS SIGN 353 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-183.4.9 NO HORNS SIGN 354 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-183.4.10 MAXIMUM HEIGHT LIMIT SIGN 355 . . . . . . . . . . . . . . . . . . . . . . . . . .3-193.4.11 MAXIMUM HEIGHT LIMIT SIGN 356 . . . . . . . . . . . . . . . . . . . . . . . . . .3-193.4.12 QUALIFICATION PLATE SIGN 365 . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-19

3.5 PARKING CONTROL SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-203.5.1 NO STOPPING SIGNS 370, 371, 372, AND 373 . . . . . . . . . . . . . . . . . . .3-213.5.2 NO PARKING SIGNS 377, 378, AND 379 . . . . . . . . . . . . . . . . . . . . . . . .3-223.5.3 PAY-AND-DISPLAY PARKING SIGNS 383, 384, AND 385 . . . . . . . . . .3-233.5.4 PARKING FOR DISABLED PERSONS SIGNS 386, 387,, AND 388 . . . .3-233.5.5 PARKING TIME LIMIT SIGNS 389, 390, AND 391 . . . . . . . . . . . . . . . .3-233.5.6 BUS STOP SIGN 392 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-253.5.7 TAXI STAND SIGN 393 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-253.5.8 DROP-OFF PICK-UP ONLY SIGN 394 . . . . . . . . . . . . . . . . . . . . . . . . . .3-26

3.6 FREEWAY CONTROL SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-263.6.1 BEGINNING OF FREEWAY SIGN 398 . . . . . . . . . . . . . . . . . . . . . . . . . .3-263.6.2 END OF FREEWAY SIGN 399 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-27

CHAPTER 4: WARNING SIGNS4.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-1

4.1.1 FUNCTION AND OBJECTIVES OF WARNING SIGNS . . . . . . . . . . . . . .4-24.1.2 SUBCLASSIFICATION OF WARNING SIGNS . . . . . . . . . . . . . . . . . . . . .4-2

4.2 ADVANCE WARNING SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-24.2.1 JUNCTION AHEAD SIGNS 401 TO 406 . . . . . . . . . . . . . . . . . . . . . . . . . .4-24.2.2 NO THROUGH ROAD SIGNS 407, 408, AND 409 . . . . . . . . . . . . . . . . . .4-44.2.3 MERGING TRAFFIC SIGNS 410 AND 411 . . . . . . . . . . . . . . . . . . . . . . . .4-54.2.4 RIGHT (OR LEFT) CURVE SIGN 412 (OR 413) . . . . . . . . . . . . . . . . . . . .4-54.2.5 BENDS AHEAD SIGN 414 AND 415 . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-64.2.6 TWO-WAY TRAFFIC SIGN 416 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-64.2.7 LANE ENDS SIGNS 417 AND 418 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-74.2.8 U-TURN AHEAD SIGN 419 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-84.2.9 ROUNDABOUT AHEAD SIGN 420 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-84.2.10 ROAD NARROWS AHEAD SIGN 421 TO 423 . . . . . . . . . . . . . . . . . . . . .4-84.2.11 DUAL CARRIAGEWAY ENDS AHEAD SIGN 424 . . . . . . . . . . . . . . . . . .4-94.2.12 MAXIMUM HEADROOM SIGN 425 . . . . . . . . . . . . . . . . . . . . . . . . . . .4-104.2.13 CHILDREN SIGN 426 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-104.2.14 PEDESTRIAN CROSSING AHEAD SIGN 427 . . . . . . . . . . . . . . . . . . . .4-114.2.15 STOP CONTROL AHEAD SIGN 428 . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-114.2.16 GIVE-WAY CONTROL AHEAD SIGN 429 . . . . . . . . . . . . . . . . . . . . . . .4-124.2.17 TRAFFIC SIGNALS AHEAD SIGN 430 . . . . . . . . . . . . . . . . . . . . . . . . .4-124.2.18 QUAYSIDE SIGN 431 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-134.2.19 DRAWBRIDGE AHEAD SIGN 432 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-134.2.20 ANIMALS AHEAD SIGN 433 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-134.2.21 LOW-FLYING AIRCRAFT SIGN 434 . . . . . . . . . . . . . . . . . . . . . . . . . . .4-14

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4.2.22 SPEED HUMP AHEAD SIGN 435 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-144.2.23 TUNNEL SIGN 436 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-144.2.24 FALLING ROCK SIGN 437 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-154.2.25 SLIPPERY SURFACE SIGN 438 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-154.2.26 GENERAL WARNING SIGN 450 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-15

4.3 HAZARD MARKER SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-164.3.1 HAZARD PLATE SIGNS 451 AND 452 . . . . . . . . . . . . . . . . . . . . . . . . . .4-164.3.2 SINGLE CHEVRON RIGHT (OR LEFT) SIGN 454 (OR 455) . . . . . . . . .4-174.3.3 MULTIPLE CHEVRON RIGHT (OR LEFT) SIGN 456 (OR 457) . . . . . .4-194.3.4 T-JUNCTION CHEVRON SIGN 458 . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-19

4.4 DIAGRAMMATIC SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-204.4.1 TRAFFIC MOVEMENT AFFECTED BY OBSTRUCTION SIGNS . . . . .4-21

4.4.1.1 LANE DROP SIGN 465 (FROM THE RIGHT) AND 466(FROM THE LEFT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-21

4.4.1.2 BEGINNING/END OF MEDIAN SIGNS 472 AND 473 . . . . . .4-224.4.2 ADDITIONAL LANE AND LANES MERGE SIGNS . . . . . . . . . . . . . . .4-22

4.4.2.1 ADDITIONAL LANE SIGNS 480 AND 481 . . . . . . . . . . . . . . .4-234.4.2.2 JOINING LANE SIGNS 482 OR 483 . . . . . . . . . . . . . . . . . . . . .4-234.4.2.3 LANE MERGE SIGNS 490 AND 492 . . . . . . . . . . . . . . . . . . . .4-24

4.4.3 LANE USE CONTROL BY REGULATION . . . . . . . . . . . . . . . . . . . . . . .4-244.4.3.1 LANE USE CONTROL — TRUCKS AND

BUSSES SIGNS 484 AND 485 . . . . . . . . . . . . . . . . . . . . . . . . .4-244.4.3.2 LANE USE CONTROL — DIRECTIONAL

RESTRICTION SIGN 486 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-254.5 HIGH VEHICLE WARNING SIGN 495 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-25

CHAPTER 5: GUIDE SIGNS5.1 PRINCIPLES OF DIRECTIONAL GUIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . .5-1

5.5.1 METHOD OF PROVIDING GUIDANCE . . . . . . . . . . . . . . . . . . . . . . . . .5-15.1.2 CLASSIFICATION OF GUIDE SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . .5-15.1.3 ROUTE NUMBERING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-25.1.4 PRIMARY DESTINATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-2

5.1.4.1 CONTROL DESTINATIONS FOR EMIRATE ROUTES . . . . . . .5-45.1.4.2 CONTROL DESTINATIONS FOR

NON-EMIRATE ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-45.1.4.3 OTHER LOCAL DESTINATIONS FOR

NON-EMIRATE ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-45.1.5 SUPPLEMENTAL DESTINATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-55.1.6 COLOR CODING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-55.1.7 INFORMATION TO BE DISPLAYED ON SIGNS . . . . . . . . . . . . . . . . . . .5-65.1.8 DESTINATIONS NOT ELIGIBLE FOR DISPLAY

ON GUIDE SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-75.1.9 TRAILBLAZING SIGNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-7

5.2 GENERAL STANDARDS FOR GUIDE SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . .5-85.2.1 LANGUAGE AND LETTERING STYLES . . . . . . . . . . . . . . . . . . . . . . . .5-85.2.2 AMOUNT OF LEGEND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-85.2.3 SIZE OF LETTERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-95.2.4 SIGN BORDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-135.2.5 INTERNAL SPACING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-135.2.6 ARROWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-13

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5.2.6.1 CHEVRON ARROW TYPES 1 AND 2 . . . . . . . . . . . . . . . . . . .5-135.2.6.2 STACK SIGN ARROW TYPE 3 . . . . . . . . . . . . . . . . . . . . . . . .5-145.2.6.3 STACK SIGN ARROW TYPES 4 AND 5 . . . . . . . . . . . . . . . . .5-145.2.6.4 STACK SIGN ARROW TYPE 6 . . . . . . . . . . . . . . . . . . . . . . . .5-145.2.6.5 DOWNWARD POINTING ARROW TYPE 7 . . . . . . . . . . . . . .5-175.2.6.6 UPWARD POINTING ARROW TYPE 8 . . . . . . . . . . . . . . . . . .5-175.2.6.7 MAP ARROW TYPE 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-17

5.2.7 ROUTE NUMBER EMBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-185.2.7.1 EMIRATE ROUTE EMBLEM . . . . . . . . . . . . . . . . . . . . . . . . . .5-185.2.7.2 ABU DHABI ROUTE EMBLEM . . . . . . . . . . . . . . . . . . . . . . .5-18

5.2.8 SUPPLEMENTAL DESTINATION SIGN SYMBOLS . . . . . . . . . . . . . . .5-195.3 ROUTE MARKER SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-19

5.3.1 USE OF ROUTE MARKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-195.3.2 EMIRATE ROUTE MARKER SIGN 501 . . . . . . . . . . . . . . . . . . . . . . . . .5-205.3.3 ABU DHABI ROUTE MARKER SIGN 502 . . . . . . . . . . . . . . . . . . . . . . .5-20

5.4 TRAILBLAZING SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-225.4.1 USE OF TRAILBLAZING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-225.4.2 AIRPORT TRAILBLAZER SIGN 503 . . . . . . . . . . . . . . . . . . . . . . . . . . .5-235.4.3 CITY CENTER TRAILBLAZER SIGN 504 . . . . . . . . . . . . . . . . . . . . . . .5-235.4.4 EMIRATE ROUTE TRAILBLAZER SIGN 505 . . . . . . . . . . . . . . . . . . . .5-235.4.5 ABU DHABI ROUTE TRAILBLAZER SIGN 506 . . . . . . . . . . . . . . . . . .5-245.4.6 SUPPLEMENTAL DESTINATION TRAILBLAZER SIGN 507 . . . . . . . .5-245.4.7 FREEWAY TRAILBLAZER SIGN 508 . . . . . . . . . . . . . . . . . . . . . . . . . .5-255.4.8 PARKING TRAILBLAZER SIGN 509 . . . . . . . . . . . . . . . . . . . . . . . . . . .5-25

5.5 AT-GRADE JUNCTION SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-255.5.1 TYPES OF AT-GRADE JUNCTION SIGNS . . . . . . . . . . . . . . . . . . . . . . .5-255.5.2 ADVANCE HORIZONTAL STACK SIGN 511 . . . . . . . . . . . . . . . . . . . . .5-26

5.5.2.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-265.5.2.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-265.5.2.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-265.5.2.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-26

5.5.3 ADVANCE VERTICAL STACK SIGN 512 . . . . . . . . . . . . . . . . . . . . . . .5-275.5.3.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-275.5.3.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-275.5.3.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-285.5.3.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-28

5.5.4 ADVANCE MAP SIGN 513 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-295.5.4.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-295.5.4.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-295.5.4.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-295.5.4.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-29

5.5.5 ADVANCE SUPPLEMENTAL SIGN 514 . . . . . . . . . . . . . . . . . . . . . . . . .5-315.5.5.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-315.5.5.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-315.5.5.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-315.5.5.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-31

5.5.6 CHEVRON DIRECTION SIGN 515 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-325.5.6.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-325.5.6.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-325.5.6.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-32

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5.5.6.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-335.6 GRADE-SEPARATED JUNCTION SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-34

5.6.1 TYPES OF GRADE-SEPARATED JUNCTION SIGNS . . . . . . . . . . . . . .5-345.6.2 ADVANCE EXIT DIRECTION SIGN 551 . . . . . . . . . . . . . . . . . . . . . . . .5-35

5.6.2.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-355.6.2.2 APPLICATION AND LOCATION . . . . . . . . . . . . . . . . . . . . . .5-355.6.2.3 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-37

5.6.3 EXIT DIRECTION SIGN 552 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-405.6.3.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-405.6.3.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-405.6.3.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-405.6.3.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-40

5.6.4 ONGOING DIRECTION SIGN 553 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-445.6.4.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-445.6.4.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-445.6.4.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-445.6.4.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-44

5.6.5 GORE EXIT SIGNS 554 AND 556 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-475.6.5.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-475.6.5.2 APPLICATION AND LOCATION . . . . . . . . . . . . . . . . . . . . . . .5-475.6.5.3 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-47

5.6.6 SUPPLEMENTAL EXIT SIGN 557 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-485.6.6.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-485.6.6.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-485.6.6.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-485.6.6.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-48

5.7 GENERAL INFORMATION SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-495.7.1 DISTANCE SIGN 585 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-49

5.7.1.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-495.7.1.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-495.7.1.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-495.7.1.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-49

5.7.2 HIGH VEHICLE EXIT SIGN 586 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-505.7.2.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-505.7.2.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-505.7.2.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-50

5.7.3 TEXT SIGN 588 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-505.7.3.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-505.7.3.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-505.7.3.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-515.7.3.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-51

5.7.4 SUPPLEMENTARY PLATE SIGN 589 . . . . . . . . . . . . . . . . . . . . . . . . . . .5-515.7.4.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-515.7.4.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-515.7.4.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-515.7.4.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-51

5.7.5 FIRE HYDRANT SUPPLEMENTARY PLATE SIGN 590 . . . . . . . . . . . .5-525.7.5.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-525.7.5.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-525.7.5.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-52

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5.7.5.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-525.7.6 GENERAL SERVICE SIGN 591 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-52

5.7.6.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-525.7.6.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-525.7.6.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-535.7.6.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-53

5.8 MUNICIPALITY PARKING STRUCTURE SIGNS . . . . . . . . . . . . . . . . . . . . . . .5-545.8.1 MUNICIPALITY PARKING STRUCTURE

TRAILBLAZER SIGN 595 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-545.8.2 MUNICIPALITY PARKING STRUCTURE

ENTRANCE BANNER SIGN 596 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-545.8.3 MUNICIPALITY PARKING STRUCTURE

ENTRANCE SIGN 597 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-555.8.4 MUNICIPALITY PARKING STRUCTURE

EXIT SIGN 598 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-55

CHAPTER 6: PAVEMENT MARKINGS6.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-1

6.1.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-16.1.2 MARKING TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-16.1.3 COLOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-26.1.4 CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-26.1.5 IMPLEMENTATION OF THIS

PAVEMENT-MARKING GUIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-36.2 REGULATORY MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-3

6.2.1 STOP LINE MARKING 601 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-46.2.2 GIVE WAY LINE MARKING 602 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-46.2.3 PEDESTRIAN CROSSING MARKING 603 . . . . . . . . . . . . . . . . . . . . . . .6-66.2.4 NO PASSING LINE MARKING 611 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-66.2.5 CHANNELIZING LINE MARKING 612 . . . . . . . . . . . . . . . . . . . . . . . . . .6-76.2.6 EDGE LINE MARKING 613 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-86.2.7 LANE DIRECTION ARROW MARKINGS 614 TO 619

(INCLUDING STRAIGHT, RIGHT TURN, LEFT TURN,STRAIGHT/RIGHT, STRAIGHT/LEFT, AND RIGHT/LEFT) . . . . . . . . . .6-8

6.2.8 PARKING ENVELOPE LINE MARKING 620 . . . . . . . . . . . . . . . . . . . . .6-106.2.9 PARKING SPACE LINE 621 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-12

6.3 WARNING MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-126.3.1 RUMBLE STRIPS MARKING 650 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-126.3.2 SPEED HUMP MARKING 651 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-166.3.3 DIVIDING LINE MARKING 652 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-176.3.4 LANE LINE MARKING 654 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-176.3.5 LANE END ARROW MARKING 656 . . . . . . . . . . . . . . . . . . . . . . . . . . .6-176.3.6 CHEVRON MARKING 657 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-186.3.7 HATCH MARKING 658 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-18

6.4 GUIDANCE MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-186.4.1 GUIDE LINE MARKING 680 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-186.4.2 CONTINUITY LINE MARKING 661 . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-19

6.5 RAISED PAVEMENT MARKERS (RPM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-196.5.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-206.5.2 RETROREFLECTIVE RPM MARKING R . . . . . . . . . . . . . . . . . . . . . . .6-20

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6.5.3 NONRETROREFLECTIVE RPM MARKING N . . . . . . . . . . . . . . . . . . .6-226.6 CURB PAINTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-22

6.6.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-226.6.2 NO PARKING MARKING 690 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-226.6.3 VISIBILITY PAINTING MARKING 691 . . . . . . . . . . . . . . . . . . . . . . . . .6-23

6.7 OBJECT MARKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-236.7.1 OBJECT MARKER DESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-236.7.2 OBJECTS IN THE ROADWAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-246.7.3 OBJECTS ADJACENT TO THE ROADWAY . . . . . . . . . . . . . . . . . . . . . .6-24

6.8 TEXT PAVEMENT MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-246.8.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-246.8.2 TEXT SYMBOL MARKINGS 695 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-25

6.9 DELINEATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-276.9.1 DELINEATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-276.9.2 DESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-276.9.3 CURB MARKINGS FOR DELINEATION . . . . . . . . . . . . . . . . . . . . . . . .6-276.9.4 DELINEATOR APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-276.9.5 DELINEATOR PLACEMENT AND SPACING . . . . . . . . . . . . . . . . . . . .6-28

6.10 BARRICADES AND CHANNELIZING DEVICES . . . . . . . . . . . . . . . . . . . . . . .6-286.10.1 BARRICADES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-286.10.2 CHANNELIZING DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-28

6.11 CURB PAINTING AND PAVEMENT MARKINGFOR FIRE HYDRANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-306.11.1 CURB PAINTING FOR FIRE HYDRANTS

ALONG ROADWAYS MARKING 695 . . . . . . . . . . . . . . . . . . . . . . . . . .6-306.11.2 CURB PAINTING AND PAVEMENT MARKING

FOR FIRE HYDRANTS ADJACENT TO PARKING SPACES . . . . . . . .6-30

CHAPTER 7: ROADWORKS TRAFFIC CONTROL7.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1

7.1.1 BASIC PRINCIPLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-17.1.1.1 SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-17.1.1.2 UNIFORMITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-17.1.1.3 FUNCTIONALITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-27.1.1.4 MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-2

7.1.2 TRAFFIC CONTROL ZONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-27.1.2.1 ADVANCE WARNING AREA . . . . . . . . . . . . . . . . . . . . . . . . . .7-47.1.2.2 TRANSITION AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-47.1.2.3 STABILIZATION AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-47.1.2.4 WORK AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-57.1.2.5 TERMINATION AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-5

7.1.3 DEPLOYING ROADWORKS DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . .7-57.2 TRAFFIC SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-6

7.2.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-67.2.2 REGULATORY SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-6

7.2.2.1 CONTROL SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-67.2.2.2 MANDATORY SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-117.2.2.3 PROHIBITORY SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-117.2.2.4 PARKING CONTROL SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . .7-117.2.2.5 FREEWAY CONTROL SIGNS . . . . . . . . . . . . . . . . . . . . . . . . .7-12

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7.2.3 WARNING SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-127.2.3.1 ADVANCE WARNING SIGNS . . . . . . . . . . . . . . . . . . . . . . . . .7-127.2.3.2 HAZARD MARKER SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . .7-147.2.3.3 DIAGRAMMATIC WARNING SIGNS . . . . . . . . . . . . . . . . . . .7-14

7.2.4 GUIDE SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-167.3 CHANNELIZATION DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-17

7.3.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-177.3.2 PAVEMENT MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-17

7.3.2.1 PAINTED MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-187.3.2.2 RAISED PAVEMENT MARKERS . . . . . . . . . . . . . . . . . . . . . . .7-19

7.3.3 CONES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-197.3.3.1 TRAFFIC CONE DEVICE 7459 . . . . . . . . . . . . . . . . . . . . . . . .7-207.3.3.2 CONE DESIGN PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . .7-207.3.3.3 CONE APPLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-20

7.3.4 BARRIERS AND BARRICADES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-217.3.4.1 BARRICADE DEVICE 7460 . . . . . . . . . . . . . . . . . . . . . . . . . . .7-217.3.4.2 BARRIERS AND BARRICADE

DESIGN PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-217.3.4.3 BARRIER AND BARRICADE APPLICATIONS . . . . . . . . . . . .7-24

7.3.5 DELINEATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-247.3.5.1 DELINEATOR SIGNS 7454 AND 7455 . . . . . . . . . . . . . . . . . . .7-247.3.5.2 DELINEATOR DESIGN PARAMETERS . . . . . . . . . . . . . . . . .7-257.3.5.3 DELINEATOR APPLICATIONS . . . . . . . . . . . . . . . . . . . . . . . .7-25

7.3.6 OBJECT MARKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-257.3.7 DRUM DEVICE 7461 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-257.3.8 ILLUMINATED DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-26

7.3.8.1 WARNING AND DELINEATION LIGHTS . . . . . . . . . . . . . . . .7-267.3.8.2 WARNING ARROW SIGN PANELS SIGN 7462 . . . . . . . . . . .7-267.3.8.3 ILLUMINATED DEVICE APPLICATIONS . . . . . . . . . . . . . . .7-28

7.3.9 FLOODLIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-297.4 OTHER FORMS OF TRAFFIC CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-29

7.4.1 HAND SIGNALING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-297.4.2 PILOT CAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-307.4.3 TEMPORARY TRAFFIC SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-30

CHAPTER 8: TYPICAL APPLICATIONS8.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-18.2 AT-GRADE JUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-1

8.2.1 ROAD JUNCTIONS IN COMMUNITY AREAS . . . . . . . . . . . . . . . . . . . .8-18.2.2 ARTERIAL MIDBLOCK U-TURN AND

LOCAL T-JUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-38.2.3 ARTERIAL MIDBLOCK LEFT TURN AT

LOCAL ROAD T-JUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-38.2.4 SERVICE ROAD CONNECTIONS TO AN ARTERIAL . . . . . . . . . . . . . .8-68.2.5 LARGE ROUNDABOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-88.2.6 LARGE SIGNALIZED ROUNDABOUT . . . . . . . . . . . . . . . . . . . . . . . . . .8-88.2.7 SIGNALIZED INTERSECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-118.2.8 FREEWAY CROSSROADS WITH

SMALL ROUNDABOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-11

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8.2.9 FREEWAY CROSSROADS AT A SIGNALIZEDDIAMOND INTERCHANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-14

8.2.10 MINI ROUNDABOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-168.3 GRADE-SEPARATED JUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-16

8.3.1 FREEWAY WITH ONE-LANE EXIT, NO LANE DROP . . . . . . . . . . . . .8-168.3.2 FREEWAY WITH TWO-LANE EXIT, ONE LANE DROP . . . . . . . . . . . .8-198.3.3 INTERCHANGE WITH A C-D ROAD . . . . . . . . . . . . . . . . . . . . . . . . . . .8-198.3.4 FREEWAY SYSTEMS INTERCHANGE WITH

TWO CLOSELY SPACED EXITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-228.3.5 FREEWAY SYSTEMS INTERCHANGE WITH

A TWO-LANE EXIT AND RAMP SPLIT . . . . . . . . . . . . . . . . . . . . . . . .8-228.3.6 FREE-FLOW RAMP CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-25

8.4 ROADWORKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-258.4.1 TYPICAL TAPER DETAIL — TRANSITION AREA . . . . . . . . . . . . . . . .8-258.4.2 TYPICAL CROSSOVER DETAIL — TRANSITION AREA . . . . . . . . . .8-288.4.3 TYPICAL TAPER DETAIL — TERMINATION AREA . . . . . . . . . . . . . .8-288.4.4 SHORT WORK SITE — TWO-WAY TRAFFIC . . . . . . . . . . . . . . . . . . . .8-288.4.5 WORK SITE CLOSE TO SIDE ROAD . . . . . . . . . . . . . . . . . . . . . . . . . . .8-288.4.6 ROAD CLOSURE DETOUR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-338.4.7 MAINTENANCE WORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-338.4.8 TYPICAL TWO-LANE TAPER DETAIL —

TRANSITION AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-368.4.9 MINOR-ROAD SINGLE-LANE OPERATION . . . . . . . . . . . . . . . . . . . . .8-36

8.5 SCHOOL ZONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-36

CHAPTER 9: SIGNALS9.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1

9.1.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-19.1.2 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-19.1.3 ADVANTAGES AND DISADVANTAGES OF

TRAFFIC CONTROL SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-49.1.4 AREA OF CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-49.1.5 TYPES OF TRAFFIC CONTROL SIGNALS . . . . . . . . . . . . . . . . . . . . . . .9-49.1.6 PORTABLE TRAFFIC CONTROL SIGNALS . . . . . . . . . . . . . . . . . . . . . .9-5

9.2 TRAFFIC CONTROL SIGNAL INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . .9-59.2.1 MEANING OF VEHICULAR TRAFFIC CONTROL

SIGNAL INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-59.2.1.1 GREEN TRAFFIC SIGNAL INDICATION . . . . . . . . . . . . . . . . .9-59.2.1.2 YELLOW TRAFFIC SIGNAL INDICATION . . . . . . . . . . . . . . .9-59.2.1.3 RED TRAFFIC SIGNAL INDICATION . . . . . . . . . . . . . . . . . . .9-5

9.2.2 USE OF TRAFFIC CONTROL SIGNAL INDICATIONS . . . . . . . . . . . . . .9-69.2.2.1 NONFLASHING INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . .9-69.2.2.2 ARROW INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-69.2.2.3 PROHIBITED COMBINATIONS OF TRAFFIC

CONTROL SIGNAL INDICATIONS . . . . . . . . . . . . . . . . . . . . . .9-79.2.2.4 INDICATIONS THAT MAY FOLLOW

OTHER INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-79.3 DESIGN AND LOCATION OF VEHICULAR

TRAFFIC CONTROL INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-79.3.1 SIZE AND DESIGN OF TRAFFIC SIGNAL LENSES . . . . . . . . . . . . . . . .9-7

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9.3.2 NUMBER AND ARRANGEMENT OF INDICATIONSIN A TRAFFIC CONTROL SIGNAL FACE . . . . . . . . . . . . . . . . . . . . . . .9-11

9.3.3 ILLUMINATION OF TRAFFIC CONTROL LENSES . . . . . . . . . . . . . . .9-119.3.4 VISIBILITY AND SHIELDING OF SIGNAL FACES . . . . . . . . . . . . . . .9-119.3.5 NUMBER AND LOCATION OF SIGNAL FACES . . . . . . . . . . . . . . . . . .9-129.3.6 HEIGHT OF SIGNAL FACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-159.3.7 DESIGN AND LOCATION OF TRAFFIC CONTROL

SIGNAL SUPPORTS AND CONTROLLER CABINETS FOR SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-15

9.4 SIGNAL USE CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-229.4.1 FACTORS TO BE CONSIDERED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-229.4.2 ENGINEERING DATA REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . .9-239.4.3 CRITERION 1 — MINIMUM VEHICULAR VOLUME . . . . . . . . . . . . .9-239.4.4 CRITERION 2 — INTERRUPTION OF

CONTINUOUS TRAFFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-309.4.5 CRITERION 3 — MINIMUM PEDESTRIAN VOLUME . . . . . . . . . . . . .9-319.4.6 CRITERION 4 — SCHOOL CROSSING . . . . . . . . . . . . . . . . . . . . . . . . .9-319.4.7 CRITERION 5 — PROGRESSIVE MOVEMENT . . . . . . . . . . . . . . . . . .9-339.4.8 CRITERION 6 — ACCIDENT EXPERIENCE . . . . . . . . . . . . . . . . . . . . .9-339.4.9 CRITERION 7 — COMBINATION OF CRITERIA . . . . . . . . . . . . . . . . .9-349.4.10 CRITERION 8 — SHORT PEAK PERIOD

TRAFFIC VOLUME CRITERION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-349.4.11 CRITERION 9 — ESTIMATE OF TRAFFIC ON

STREET TO BE CONSTRUCTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-369.4.12 SELECTION OF PRETIMED OR

TRAFFIC-ACTUATED CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-369.4.13 PEDESTRIAN ACTUATION OF

TRAFFIC CONTROL SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-379.4.14 SIGNAL CRITERIA ANALYSIS FORM . . . . . . . . . . . . . . . . . . . . . . . . .9-37

9.5 TRAFFIC CONTROL SIGNAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-379.5.1 VEHICLE CHANGE AND CLEARANCE INTERVALS . . . . . . . . . . . . .9-379.5.2 PREVENTION OF UNEXPECTED

TRAFFIC CONFLICTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-419.5.3 PROTECTIVE FAIL-SAFE CIRCUITRY . . . . . . . . . . . . . . . . . . . . . . . . .9-419.5.4 SEQUENCE OF TRAFFIC CONTROL

SIGNAL INDICATIONS (OPERATING PLANS) . . . . . . . . . . . . . . . . . . .9-419.5.5 COORDINATION OF TRAFFIC CONTROL SIGNALS . . . . . . . . . . . . .9-629.5.6 FLASHING OPERATION OF

TRAFFIC CONTROL SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-629.5.7 CONTINUITY OF OPERATION OF

TRAFFIC CONTROL SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-639.5.8 CONTROL PREEMPTION BY PRIORITY TRAFFIC . . . . . . . . . . . . . . .9-639.5.9 MAINTENANCE OF TRAFFIC CONTROL SIGNALS . . . . . . . . . . . . . .9-639.5.10 VEHICLE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-649.5.11 USE OF SIGNS WITH TRAFFIC CONTROL DEVICES . . . . . . . . . . . . .9-659.5.12 OPERATION OF TRAFFIC CONTROL SIGNALS BY

HAND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-659.6 PEDESTRIAN SIGNAL INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-65

9.5.1 MEANING OF PEDESTRIAN SIGNAL INDICATIONS . . . . . . . . . . . . .9-659.5.2 USE OF PEDESTRIAN SIGNAL INDICATIONS . . . . . . . . . . . . . . . . . .9-66

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9.6.3 DESIGN OF PEDESTRIAN SIGNAL INDICATIONS . . . . . . . . . . . . . . .9-669.6.4 LOCATION OF PEDESTRIAN SIGNAL INDICATIONS . . . . . . . . . . . .9-679.6.5 PEDESTRIAN PUSHBUTTON DETECTORS . . . . . . . . . . . . . . . . . . . . .9-679.6.6 PEDESTRIAN SIGNAL PHASES AND

INTERVAL TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-679.7 FLASHING BEACONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-68

9.7.1 HAZARD IDENTIFICATION BEACONS . . . . . . . . . . . . . . . . . . . . . . . .9-689.7.2 SPEED LIMIT SIGN BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-689.7.3 INTERSECTION CONTROL BEACON . . . . . . . . . . . . . . . . . . . . . . . . . .9-699.7.4 STOP SIGN BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-699.7.5 DESIGN AND OPERATION OF FLASHING BEACONS . . . . . . . . . . . .9-69

LIST OF FIGURES1-1 Classification of Traffic Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-31-2 Roads Owned and Managed by the

Abu Dhabi Municipality Road Department . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-42-1 Standard Sign Shapes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-22-2 Lateral and Vertical Positioning of Regulatory and Warning Signs . . . . . . . . . . . . . . . . . . .2-72-3 Lateral and Vertical Positioning of Guide and General Information Signs . . . . . . . . . . . . . .2-82-4 Sign Orientation Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-103-1 Longitudinal Position of Stop Sign 301 and Give Way Sign 302 . . . . . . . . . . . . . . . . . . . .3-43-2 Use of One Way Signs 305, 306, and 307 with Signs 346 and 347 . . . . . . . . . . . . . . . . . . .3-83-3 Typical Use of Maximum Speed Limit Signs 340 to 344 . . . . . . . . . . . . . . . . . . . . . . . . .3-143-4 Dual Speed Limit Sign Combination (typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-153-5 No Stopping Sign Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-213-6 No Stopping with Time Limit Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-223-7 No Parking Sign Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-223-8 Pay and Display Parking Sign Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-233-9 Parking for Disabled Persons Sign Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-243-10 Parking Time Limit Sign Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-243-11 Examples of Sign Combinations in the Parking Group . . . . . . . . . . . . . . . . . . . . . . . . . . .3-254-1 Typical Hazard Plate Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-174-2 Examples of Applications of Sign 454 and Sign 455 . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-184-3 Typical Application of Multiple Chevron Signs 456 and 457 . . . . . . . . . . . . . . . . . . . . . .4-195-1 Route Numbering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-35-2 Principles of Legibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-125-3 Typical Guidesign Internal Spacing Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-145-4 Arrow-Type Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-155-5 Approved Supplemental Destination Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-205-6 Use of Route Marker Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-215-7 Advance Direction Sign 551 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-365-8 Exit Direction Sign 552 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-415-9 Ongoing Direction Sign 553 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-455-10 Gore Exit Signs 554 and 556 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-475-11 Supplemental Exit Sign 557 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-485-12 Sign 590 with No Stopping Sign 370 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-525-13 General Services Iconic Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-546-1 Use of No Passing Line 611 at Junction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-46-2 Transverse Regulatory Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-56-3 Longitudinal Regulatory Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-9

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6-4 Typical Regulatory Arrow Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-116-5 Warning Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-136-6 Combined Regulatory and Warning Pavement Markings as Painted Islands . . . . . . . . . . .6-146-7 Guidelines for Using Rumble Strip Marking 650 for Speed Reduction . . . . . . . . . . . . . . .6-156-8 Guidance Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-196-9 Use of Raised Pavement Markers (RPMs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-216-10 Object Markers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-256-11 Typical Delineator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-266-12 Barricades and Channelizing Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-296-13 Curb Painting for Fire Hydrants Along Roadways Marking 695 . . . . . . . . . . . . . . . . . . . .6-316-14 Curb Painting and Pavement Marking for Fire Hydrants

Adjacent to Parking Spaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-327-1 Roadworks Zone Traffic Control Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-37-2 Regulatory Signs at Roadworks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-77-3 Warning Signs at Roadworks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-87-4 Diagrammatic Signs at Roadworks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-97-5 Guide Signs at Roadworks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-107-6 Examples of Directional Barricade Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-227-7 Examples of Nondirectional Barricade Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-238-1 Road Junctions in Community Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-28-2 Arterial Midblock U-Turn and Local Road T-Junction . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-48-3 Arterial Midblock Left Turn at Local Road T-Junction . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-58-4 Service Road Connections to an Arterial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-78-5 Large Roundabout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-98-6 Large Signalized Roundabout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-108-7 Signalized Roundabout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-128-8 Freeway Crossroads with Small Roundabout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-138-9 Freeway Crossroads at a Signalized Diamond Interchange . . . . . . . . . . . . . . . . . . . . . . . .8-158-10 Mini Roundabout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-178-11 Freeway with One-Lane Exit, No Lane Drop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-188-12 Freeway with Two-Lane Exit, One Lane Drop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-208-13 Interchange with a C-D Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-218-14 Freeway Systems Interchange with Two Closely Spaced Exits . . . . . . . . . . . . . . . . . . . . .8-238-15 Freeway Systems Interchange with a Two-Lane Exit and Ramp Split . . . . . . . . . . . . . . . .8-248-16 Free-Flow Ramp Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-268-17 Typical Taper Detail — Transition Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-278-18 Typical Crossover Detail — Transition Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-298-19 Typical Taper Detail — Termination Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-308-20 Short Work Site — Two-Way Traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-318-21 Work Site Close to Side Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-328-22 Road Closure Detour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-348-23 Maintenance Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-358-24 Typical Two-Lane Taper Detail — Transition Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-378-25 Minor-Road Single-Lane Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-388-26 School Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-399-1 Typical Arrangements of Indications on Signal Faces . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-119-2 Required Location of Signal Faces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-149-3 Signal Face Location and Indications without Pedestrian Signals . . . . . . . . . . . . . . . . . . .9-169-4 Signal Face Location and Indications with Pedestrian Signals . . . . . . . . . . . . . . . . . . . . .9-17

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9-5 Signal Face Location and Indications — School or Pedestrian Midblock Crossings (push-button signal) . . . . . . . . . . . . . . . . . . . . .9-18

9-6 School or Pedestrian Midblock Crossings (flashing amber) . . . . . . . . . . . . . . . . . . . . . . .9-199-7 Typical Mast Arm Mounting of Signal Heads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-209-8 Typical Pole Mounting of Signal Heads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-219-9 Vehicle Volume Count Field Data Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-249-10 Traffic Volume Summary Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-259-11 Pedestrian Count Field Data Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-269-12 Condition Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-279-13 Typical Collision Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-289-14 Vehicle Speed Study Field Data Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-299-15 Example of a Test for Criterion 2, Interruption of Continuous Traffic . . . . . . . . . . . . . . . .9-329-16 Peak Hour Volume Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-359-17 Peak Hour Volume Criteria (less than 10,000 population or above 65 km/h) . . . . . . . . . . .9-359-18 Completed Traffic Signal Criteria Analysis Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-389-19 Standard Four-Phase Traffic Signal — Without Pedestrian Signals . . . . . . . . . . . . . . . . . .9-449-20 Signal Operating Plan No. 1 — Standard Signal Operating Plan —

Without Pedestrian Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-459-21 Signal Operating Plan No. 2 — Standard Signal Operating Plan —

With Pedestrian Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-469-22 Signal Operating Plan No. 3 — Leading Protected/Permissive Left Turn

From One Approach — With Pedestrian Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-479-23 Signal Operating Plan No. 4 — Permissive Left Turn on Green Disk

From Opposite Approaches — With Pedestrian Signals . . . . . . . . . . . . . . . . . . . . . . . . . .9-489-24 Signal Operating Plan No. 5 — Leading Protected/Permissive Left Turn

From Opposite Approaches — With Pedestrian Signals . . . . . . . . . . . . . . . . . . . . . . . . . .9-499-25 Signal Operating Plan No. 6 — Leading Protected/Prohibited Left Turn

From One Approach Intersection With One-Way Street —With Pedestrian Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-50

9-26 Signal Operating Plan No. 7 — Intersection of Two Divided StreetsWith Service Roads — Stop or Signal Control on the Service Roads —Without Pedestrian Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-51

9-27 Signal Operating Plan No. 8 — Leading Protected/Prohibited Left TurnFrom Two Approaches — Leading Protected/Permissive Left Turn FromTwo Other Approaches — Intersection of Two Divided Streets With Left-Turn Bays — With Pedestrian Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-52

9-28 Signal Operating Plan No. 9 — “T” Intersection With a One-Way ServiceRoad Along the Principal Street — Without Pedestrian Signals . . . . . . . . . . . . . . . . . . . .9-53

9-29 Signal Operating Plan No. 10 — “T” Intersection With Left-Turn Bay —Continuous Traffic on the Principal Street . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-54

9-30A Intersection Plan — Traffic-Actuated Signal With Pedestrian Signals . . . . . . . . . . . . . . . .9-559-30B Movements Doing Each of the Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-559-31A Table of Conflicting and Nonconflicting Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-569-31B Signal Indications to be Used in the Change and Clearance Intervals . . . . . . . . . . . . . . . .9-579-32 Three-Phase, Lead-Lag Diamond Interchange Ramp Signal Sequence . . . . . . . . . . . . . . .9-589-33 Four-Phase Diamond Interchange Ramp Signal Sequence . . . . . . . . . . . . . . . . . . . . . . . .9-599-34 Four-Phase, Two-Overlap Diamond Interchange Ramp Signal System . . . . . . . . . . . . . . .9-609-35 Three-Phase, Lag-Lag Diamond Interchange Ramp Signal System . . . . . . . . . . . . . . . . . .9-619-36 Pedestrian Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-66

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LIST OF TABLES1-1 Roadway Types by Functional Classification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-22-1 Regulatory and Warning Sign Sizes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-32-2 Traffic Sign Background and Legend Colors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-42-3 Lateral and Vertical Positioning of Traffic Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-63-1 Guidelines for Speed Limit Sign Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-134-1 Guidelines for Positioning Advance Warning Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-14-2 Junction Spacing Requirements for Signs 405 and 406 . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-44-3 Spacing on Curves for Signs 451, 452, 454, and 455 . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-165-1 Emirates Route Control Destinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-45-2 Locations Eligible for Supplemental Destination Signing . . . . . . . . . . . . . . . . . . . . . . . . . .5-55-3 Guide Sign Background Color Coding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-65-4 Information Eligible for Display on Guide Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-75-5 Places Not Eligible for Display on Guide Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-85-6 Recommended “x” Height for Guide Signs (millimeters) . . . . . . . . . . . . . . . . . . . . . . . . .5-116-1 Colors of Longitudinal Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-36-2 Use of No Passing Line 611 on Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-76-3 Use of No Passing Line 611 and Channelizing Line 612 at Junctions . . . . . . . . . . . . . . . . .6-76-4 Lane End Arrows Spacing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-186-5 Suggested Maximum Spacing for Highways Delineators on Bends . . . . . . . . . . . . . . . . .6-287-1 Location of Roadworks Sign 7441 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-137-2 Recommended Cone Spacings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-217-3 Warning Arrow Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-279-1 Permissible Sequential Traffic Control Signal Indications . . . . . . . . . . . . . . . . . . . . . . . . . .9-89-2 Additional Permissible Sequential Traffic Control Signal Indications

During Signal Preemption Phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-109-3 Required Advanced Visibility of Traffic Control Signal Indications . . . . . . . . . . . . . . . . .9-129-4 Minimum Vehicular Volumes for Criterion 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-309-5 Minimum Vehicular Volumes for Criterion 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-309-6 Minimum Vehicular Volumes for Criterion 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-319-7 Minimum Vehicular Volumes for Criterion 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-369-8 Vehicle Change Interval (seconds) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-409-9 Vehicle Red Clearance Interval (seconds) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-40

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1 GENERALPROVISIONS

1.1 GENERAL

1.1.1 REQUIREMENTS ANDPURPOSE OF TRAFFICCONTROL DEVICES

The Abu Dhabi Traffic Control Devices Manualestablishes the basic guidelines and principlesthat dictate the design, application, and mainte-nance of traffic control devices. These devices,including traffic signs, pavement markings, andsignals, are placed on, over, or adjacent to a pub-lic road and act to regulate, warn, or guide thetraffic flow on that facility. In order to fulfill theduty of promoting safe and efficient vehicularmovement, a traffic control device should meetthese basic requirements:

• The device should fulfill an important need.The device should command attention.

• The device should convey a clear, simplemeaning.

• The device should command the respect ofmotorists.

• The device should be positioned to give suf-ficient time for proper response.

The basic purpose of traffic control devices is toprovide visual information to the motorist. Theinformation is conveyed in three ways to the roaduser:

• As regulations.• As warnings.• As guidance.

Therefore, traffic control devices are commonlycategorized into three groups with the followingspecific purposes:

• Regulatory devices should be used to:

- inform of traffic laws, regulations, andstatutes.

- instruct to take some physical action.- prohibit certain vehicular maneuvers.- permit certain vehicular maneuvers.

- establish road user right-of-way.

• Warning devices should be used to:

- indicate potential hazards.- identify major changes in road character-

istics.- locate physical obstructions.- inform of regulatory controls ahead.- advise of appropriate actions.

• Guide devices should be used to:

- establish route identification.- direct motorists to destinations.- delineate lane assignments.- provide general information to motorists.

The requirements and purposes of traffic controldevices can be achieved through the properdesign, application, placement, maintenance,management, and uniformity, as specified in thismanual.

1.1.2 STANDARDIZATION OFAPPLICATION

Traffic control devices applied in predictableways can significantly improve the safety andoperation of roadways. When nonstandarddevices are used in nonstandard applications,road users may tend to disregard and disrespectthe intended regulations or warnings. The need tostandardize traffic control devices in Abu Dhabihas heightened due to the following factors:

• Road networks are becoming increasinglymore complex.

• Traffic speeds and volumes are increasing.• The number of visitors and, therefore, drivers

unfamiliar with the city is increasing.

In an effort to standardize the application of traf-fic control devices, the following objectives mustbe achieved:

• Accuracy: Where the sign face accuratelydisplays a relationship to the road conditionsbeing experienced.

• Uniformity: Where the sign face, color, leg-end, symbol, etc., are designed such that the

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motorist can reduce reading and comprehen-sion times whereby the time available to takeproper action is maximized.

• Consistency: Where like situations aresigned and marked in a consistent or likemanner.

• Continuity: Where the message is displayedcontinuously until the information providedis no longer relevant to the circumstances orthe road conditions.

1.1.3 APPROVAL FOR PLACEMENT

Traffic control devices should be placed only withthe approval of the Abu Dhabi Municipality forthe purpose of regulating, warning, and guidingtraffic. The use of traffic control devices in anyMunicipal or privately owned semipublic areawithout proper approval should not be permitted.

When given approval by the Abu DhabiMunicipality for the erection of specific devices,construction contractors, public utility compa-nies, and police agencies are permitted to erectconstruction, maintenance, and other warningsigns to protect the public provided that suchsigns, markings, and devices conform to the stan-dards contained in this manual.

1.1.4 EXCESSIVE USE OF TRAFFICCONTROL DEVICES

Due care should be taken to limit the number oftraffic signs and markings used. Regulatory andwarning signs should be used conservatively asthese signs, if used excessively, tend to lose theireffectiveness and road users could disregard theirmessage. However, a frequent display of guide

signs is recommended to reassure motorists oftheir location and route.

1.1.5 ADVERTISING SIGNING

Any signs or markings placed on the road systemnot having approval by the Abu DhabiMunicipality should be removed. Any signs ormarkings advertising or promoting a privatecompany, their products, or services should beprohibited from the public road right of wayunless specifically authorized.

1.2 CLASSIFICATION

1.2.1 ROUTE DESIGNATION

A route designation system that includes a rangeof road classifications has been developed toassist in the consistent application of guidanceand information signs. The local and regionalroad network has been defined by various roadclassifications, each with a distinct character,purpose, and level of access control. The roadclassifications in Abu Dhabi are listed anddescribed in Table 1-1.

1.2.2 TRAFFIC CONTROL DEVICECLASSIFICATION

The traffic control devices included in the AbuDhabi Traffic Control Devices Manual are trafficsigns, pavement markings, and signals. Signs,markings, and signals are broadly grouped intothree major categories:

• Regulatory.• Warning.• Guide.

Table 1-1 Roadway Types by Functional Classification

Roadway Type for Design Roadway Classification Urban Rural

Primary Freeway Expressway

Freeway Expressway

Secondary Arterial (Main Roads) Frontage Roads

Arterial • Primary • Secondary

Local Sector Road

• Primary • Secondary

Collector Local Access

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A fourth group of signs and markings is that ofroadworks devices. This group includes all of thethree major categories of devices.

The categories of typical traffic control devicesare defined in Figure 1-1 with subclasses identi-fied for each.

1.3 SCOPE OF APPLICATION

The guidance in this manual is to be practiced onall roads owned and managed by the Abu DhabiMunicipality Road Department. The roads man-aged by the Department include all roads on AbuDhabi Island and roads on the mainland in thevicinity of Abu Dhabi Island. In exceptionalcases, the Department also constructs and man-ages road improvements in other areas of AbuDhabi Emirate.

Figure 1-2 is a map showing the general bound-aries of the roads owned and managed by theDepartment in the vicinity of Abu Dhabi.

Typical TrafficControl Devices

Regulatory Warning Guide

PavementMarking Signs

PavementMarking Signals Signs

• Control• Mandatory• Prohibitory• Parking Control• Freeway Control

• Advance Warning• Hazard Marker• Diagrammatic Warning

• At-grade Junctions• Grade-separated Junctions• General Information• Route Numbers• Trailblazing

PavementMarking Signals Signs

ROADWORKS

Figure 1-1Classification of Traffic Control Devices

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2 TRAFFIC SIGNS —GENERAL

Traffic signs should be installed only when stipu-lated by the principles of this manual and/orwhen deemed warranted on the basis of a trafficengineering evaluation. Traffic signs are neces-sary to advise motorists of traffic regulations thatapply at specific locations and/or at specifictimes and to warn of hazards that may not other-wise be self apparent. Traffic signs also providemotorists with information concerning routes,destinations and locations of interest.

The standardization of traffic signs in theirappearance, placement, and design simplifies thetask of road users in finding, recognizing, andunderstanding signs and markings. It also aidsroad users, the Traffic Police, and the legal sys-tem in having a common interpretation of signmeanings and messages.

The meanings and applications of specific stan-dard traffic signs are described in detail inChapters 3, 4, 5, and 7 of this manual. This chap-ter deals with the attributes and criteria of signsin general.

2.1 UNIFORMITY OFATTRIBUTES

Uniformity of attributes applies to shape, dimen-sions, color, legend, conspicuousness, and night-time visibility of signs. The standardization ofthese attributes is necessary for an efficient anduniform signing system.

2.1.1 SHAPE CODE

Standard sign shapes are as shown in Figure 2-1and their principal features are listed below:

• The OCTAGON shape is reserved exclusive-ly for the STOP sign.

• The TRIANGULAR shape, with the pointdown, is reserved exclusively for the GIVEWAY (YIELD) sign.

• The CIRCULAR shape is reserved exclu-sively for regulatory signs such as speed limitsigns.

• The RECTANGLE, with the long axis verti-cal, is used primarily for regulatory signs(primarily parking control and one-waysigns). The shape is also used for diagram-matic warning signs and may occasionally beused for guide signs.

• The TRIANGULAR shape, with the pointup, is used exclusively for advance warningsigns such as a sign warning a driver of acurve ahead.

• The RECTANGLE, with the long axis hori-zontal, is the primary shape for direction andgeneral information guide signs and as sup-plemental plates or qualification plates belowother sign shapes. It is also used for the one-way regulatory sign.

• The POINTED RECTANGLE, with the longaxis horizontal, is used exclusively forchevron signs.

Other shapes should not be used for sign paneloutline shapes unless specifically approved bythe Abu Dhabi Municipality Road Department.

2.1.2 SIZE

The size of a traffic sign is important for two pri-mary reasons:

• Conspicuousness: A sign must be of suffi-cient size to command the attention of driv-ers against the background of the roadwayenvironment.

• Legibility: The legend (text or symbol) of thesign must be of sufficient size to allowrecognition and comprehension by driverstraveling at roadway design speeds.

For guide signs, which are largely text based, thesign sizes will vary widely depending on theamount of legend and the lettering size of the leg-end. Legibility is the primary factor controllingguide sign sizes.

Sizing guide signs on the basis of legibility willgenerally ensure that a guide sign will be con-spicuous. The parameters affecting guide signsizing are discussed fully in Chapter 5 of thismanual and therefore are not generalized herein.

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Reserved exclusively for the STOP sign.

Reserved exclusively for the GIVE WAY (YIELD) sign.

Reserved exclusively for REGULATORY signs (mandatory and prohibitory).

Primarily used for REGULATORY SIGNS. Also used forDIAGRAMMATIC WARNING signs.

Reserved exclusively for CHEVRON DIRECTION signs.

Primary shape for GUIDE signs including DIRECTION signs andGENERAL INFORMATION signs. Also used for ONE WAY signand SUPPLEMENTARY PLATE or QUALIFICATION PLATEbelow other signs.

Reserved exclusively for ADVANCE WARNING signs.

Figure 2-1Standard Sign Shapes

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For regulatory and warning signs, a standardiza-tion of size is possible and is in fact necessary.Regulatory and warning signs, which are moresymbol oriented than text oriented, tend to bemuch smaller in size than guide signs. Because oftheir relatively small size, conspicuousness is anequally important factor as legibility in sizingregulatory and warning signs.

Table 2-1 presents guidelines for selecting theappropriate sign sizes for regulatory and warningsigns.

2.1.3 COLOR CODE

Table 2-2 establishes the background colors, leg-end colors, and border colors to be used for traf-fic signs in Abu Dhabi.

Sign background and legend colors or uses otherthan those listed in Table 2-2 are not permitted.

2.1.4 LEGENDS

The legend of a traffic sign is the element thatprovides a sign with a unique and definitivemeaning or message. The legend may be com-posed of a symbol, a text message, or both.

Symbols used should be the same in appearanceas those shown in this manual. When new sym-bols are approved for usage, especially on warn-ing signs, a SUPPLEMENTARY PLATE sign

589 (see Section 5.7.4 of this manual) shouldaccompany these signs for a period of up to threeyears, if deemed necessary, for public education.

Standard text messages in Arabic and Englishshould be used when an appropriate symbol isnot available. Symbolic messages given in thismanual should be used in preference to text mes-sages whenever available. Otherwise, word mes-sages should be as brief as possible. TheDepartment’s standard Arabic and English fontsshould be used for text on all types of signs. Theheight of the Arabic “aleph” character should be1.4 times the height of the English “x” letterheight. Numerical legends and their correspon-ding unit of measure should be displayed inEnglish and Arabic except in the specific case ofroute numbers.

2.1.5 RETROREFLECTION ANDILLUMINATION

Traffic signs are generally required to function onan around-the-clock basis. It is thus necessarythat they exhibit the same shape and color duringboth day and night hours. To accomplish this, allsign faces should be constructed using retrore-flective sheeting.

Retroreflective sheeting gains its name from thedesign characteristic of the sheeting whereby thesheeting is capable of capturing light comingfrom a vehicle headlight and reflecting a signifi-

Table 2-1 Regulatory and Warning Sign Sizes1, 2

Operating Speed3 (km/h)

Recommended Regulatory Sign Size4, 5

(millimeter)

Recommended Warning Sign Size6

(millimeter)

Required Minimum Clear Visibility

(meters) 40 600 750 50 60 750 900 60 80 900 1200 80

>100 1200 1500 100 Notes: 1. Sizes smaller than the lower limits shall not be used without specific authorization. 2. The sizes for regulatory signs are not applicable to parking control signs and freeway control signs. 3. When it is known that 85th percentile speeds are significantly different from posted speed limits, sign sizes should be

chosen based on an 85th percentile speed. 4. Regulatory sign sizes refer to a circle diameter. For the STOP sign, the diameter represents an inscribed circle. 5. Warning sign sizes refer to the apex to apex measurement of the side of the triangular sign. GIVE WAY signs should be

sized in the same way as warning signs. 6. Sizes shown are desirable minimums. Larger sign sizes, particularly for warning signs, may be used in particularly critical

situations.

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cant portion of that light back to the eye of thedriver. This reflected light is what drivers see,allowing them to distinguish the shape, color, andultimately the message of the sign. Since signsmust be located outside of the travel path of avehicle, the nighttime visibility of a sign isdependent upon the ability of the sheeting mate-rial to capture light striking the surface of thesign at an angle and reflect that light back at thesame angle. This feature, called angularity, is oneof the primary measures of the functionality of aretroreflective sheeting material. Type-MP high-intensity microprismatic retroreflective sheetinghas very favorable properties with respect toangularity and thus should be used for sheetingon all traffic signs of all types described in thismanual unless otherwise specifically stated.

A vehicle directs the largest percentage of itsheadlight output slightly below horizontal (andpredominantly to the right), especially underlow-beam operation. Thus, ground-mountedsigns (particularly those on the right side of theroadway) will generally be well lit by vehicleheadlights and will be capable of retroreflectingenough light to provide adequate nighttime con-

spicuousness and legibility. However, this is notusually the case for signs mounted overhead.

Overhead signs are generally guide signs con-taining multiple pieces of information that mustbe viewed and understood by drivers traveling atrelatively high speeds and/or under heavy trafficvolumes and/or through complex interchangemaneuvers. Thus these signs must be conspicu-ous and legible from a relatively long distance toprovide adequate time for a driver to comprehendthe messages being conveyed. Particularly onurban roadways, where driving is done with lowbeam headlights, the intensity of light from vehi-cles striking the sign face is too low to providethis long distance legibility.

For this reason, all overhead signs should be illu-minated except in cases where all of the follow-ing conditions are met:

• When the roadway is not lighted, and• When the sign is visible from a distance of

370 meters or more, and

Table 2-2 Traffic Sign Backgrounds and Legend Colors1

Sign Class Background Color Legend Color Border Color Regulatory Control Red/Blue White White/None Mandatory Blue White None Prohibitory White Black Red Parking White Red/Green2 Red/Green Freeway control Blue White White Warning White Black3 Red Guide Emirates Routes direction Blue White4 White Abu Dhabi roads direction Blue White4 White Supplemental direction Brown White White Street name signs — local/collector roads5 Blue/Green White Metallic Distance (Emirates Route) Blue White White Parking Blue White White Other Blue White White Roadworks — all signs except regulatory control Yellow Black3 Red/Black Notes: 1. This table provides general information. Exceptions and variations exist in most sign classes. 2. Permissive parking signs also include a white on blue parking symbol. 3. Warning signs may include red in the legend to represent such things as “hazard” areas. Hazard marker signs include

red arrow shapes. 4. Route numbers and abbreviations within the route emblem shall be yellow. 5. Street name signs are not covered in this manual. Their standards and installation fall under the authority of other

Municipality sections.

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• When the horizontal curvature of the roadapproaching the sign has no less than a 250meter radius.

The standard means of illuminating overheadsigns should be through the use of external illu-mination using mercury-vapor wide-beam flood-lights. Other means of external lighting, internallighting, or legend-outline lighting will be per-mitted only on a special case demonstration basiswhen authorized by the Abu Dhabi MunicipalityRoad Department.

2.2 TRAFFIC SIGNPLACEMENT

This section deals with the placement of ground-mounted and overhead signs. Proper placementof traffic signs refers to the lateral, vertical, andlongitudinal positioning that provides the neces-sary sign legibility for the passing motorists.Without proper placement the efforts to select,design, fabricate, and apply traffic signs are wast-ed. However, since no two roads are aligned anddesigned alike, the guidelines for sign placementgiven here are intended to be interpreted with ameasure of flexibility. Sound engineering judge-ment on an individual project basis, following thegeneral guidelines provided here, must beapplied so that sign visibility and legibility aremaximized.

It should never be assumed that a poorlydesigned roadway can be corrected by providingsuperior traffic signing. The basic guidelines ofsign placement must be considered early in theroad design process. This applies particularly tothe provision of guide signs and sequences ofguide signs on multilane expressways and free-ways and even more so to signs required withincomplex interchanges. Except as identified inthis section, all traffic signs should be positionedon the right side of the roadway facing theapproaching traffic or overhead close to the cen-ter of the travel lanes to which the signs apply.Under certain motoring conditions traffic signscan be placed on the left side of the road. Theseconditions are:

• Divided roadways and one-way roads wheresupplementary regulatory, warning, or guidesigns are needed.

• Two-way roadways where sharp right curvesexist.

• Multilane freeways where visibility of right-side signs is blocked (this can also be a war-rant for the use of overhead signs, particular-ly guide signs).

• At roadworks, particularly for signs locatedwithin the advance warning area.

Every sign location must be thoroughly checkedto identify any possible visibility obstructions.Typical problem placement locations include:

• Downhill dips in the roadway.• Crest vertical curves.• Parked or stationary vehicles blocking visi-

bility.• Trees and other foliage blocking visibility.• Proximity of other (existing) traffic signs in

front of or behind the new sign under consid-eration.

In addition, signs should be placed to avoidblocking or impeding the pedestrian or bicycleflow along sidewalks and trails. While trafficsigns are placed to enhance the safety conditionsof a roadway, they are fixed obstacles which canpose a hazard if struck by motorists. Therefore,the sign supports must be protected appropriatelyand the supports themselves should not beoverdesigned.

2.2.1 LATERAL PLACEMENT

Since signs are a roadside hazard if struck, theyshould be placed at as great a distance from thepavement edge as practical. However, the furtherremoved that signs are from the pavement edgethe less conspicuous and legible they become tomotorists. Every opportunity to position trafficsigns behind crash barriers, guardrail, or otherroadside safety barriers should be pursued.

Figures 2-2 and 2-3 and Table 2-3 describe therequirements for lateral placement of signs.

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Table 2-3 Lateral and Vertical Positioning of Traffic Signs (refers to Figures 2-2 and 2-3)

Roadway Type Dimension Minimum (millimeters)

Maximum (millimeters)

Remarks

A 600 3000 B 3600 9000 C 2100 2500 See Notes 5, 6, and 7 D 1600 2500 See Notes 7, 8, and 9 E 500 1600 See Notes 5, 6, and 8 F 2100 2500 See Note 5 G - 6000 See Note 10 H 50 - I 600 - See Note 11 J 9000 - K 6000 6500 See Note 12

Freeway Expressway Major Arterial Frontage

L 1800 4200 See Note 10 A 300 1000 B 600 2000 C 2100 2500 See Notes 5, 6, and 7 D 1900 2500 See Notes 7, 8, and 9 E 1200 1600 See Notes 5, 6, and 8 F 2100 2500 See Note 5 G - 6000 See Note 10 I 600 - See Note 11 K 6000 6500 See Note 12

Arterial Collector Local

L 1800 4200 See Note 10 NOTES: 1. Dimension letters refer to Figures 2-2 and 2-3. 2. If no dimension value is given in the table this means that the dimension concerned is variable. 3. Lateral dimension reference points are defined as follows:

X - Face of curb, guardrail, or barrier. Y - Edge of pavement. Z - Edge of shoulder.

4. For large, multipost signs with a breakaway post system, the minimum clearance between the underside of the sign and the ground below it shall be 2250 millimeters. This will permit a standard vehicle striking the post to pass under the sign panel.

5. In urban areas (assumed to be curbed but may sometimes not have curbs) vertical dimensions are the minimum clearance from the bottom of the sign to the ground below.

6. Certain regulatory signs, principally the mandatory turn signs 322, 323, 326, 327 and 328 are commonly located in front of drivers as they approach a turn. These signs should be mounted as per dimension “E” rather than “C” if so doing will not create a visual obstruction.

7. When two signs of different classes are mounted on the same post a regulatory sign should be mounted above an advance warning sign.

8. In rural areas (assumed to be uncurbed) vertical dimensions are measured up from the near side edge of pavement elevation (Point Y). If the roadway is superelevated such that it rises in the direction of the sign, the pavement surface slope shall be extended to the furthest edge of the sign and the vertical dimension taken from that elevation.

9. The use of a mounting height of less than 2000 millimeters is not recommended for Dimension “D” for signs with a single support unless the support is provided with a breakaway system.

10. The maximum value stated may be exceeded but individual detailed structural designs shall be provided for all support structures.

11. When posts are required to be located behind a flexible beam guardrail, the minimum dimension shall be checked for compatibility with the maximum deflection of the railing being used.

12. The minimum dimension given is the point of minimum clearance between the bottom of the sign support structure and the pavement surface (including shoulder if sign is over shoulder) vertically below. Minimum clearance will be 6.0 meters for gantries and 6.5 meters for cantilevers.

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A

A

A

E

A

C

D

C

X

X

X

X

Detail 2-2-1: Standard Regulatory Signs

Parking Control Signs

B

D

Z/Y

Detail 2-2-2: Standard Advanced Warning Signs

B

D

Z/Y

EZ

B

EZ

B

X

A

E

Detail 2-2-3: Hazard Warning Signs

AA

X

X150 millimeters

Detail 2-2-4: Gore Hazard Marker Detail 2-2-5: Diagrammatic Warning Signs

B

Z/Y E

D

Figure 2-2Lateral and Vertical Positioning of Regulatory and Warning Signs

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Detail 2-3-1: Street Name and Action Direction SignsCommunity Street Name

A

A

X

C

E

Vertical LateralMedian

C

0.5 Median

Width

A

X

Detail 2-3-2: Route Marker and Gore Exit Direction Signs

Curbed

Curbed

Uncurbed

Uncurbed

X

X

C D

Z/Y

Z/Y

B

Gore

Z Z E

A A

Detail 2-3-3: Guide and General Information Signs

E

F

G

F

G

B

Detail 2-3-4: Overhead Direction Signs

Gantry Cantilever

I X K

H

JY

L

KX

I

Figure 2-3Lateral and Vertical Positioning of Guide and General Information Signs

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2.2.2 VERTICAL PLACEMENT

The vertical placement of a traffic sign should bedetermined as the least distance measured fromthe pavement or ground surface to the undersideof the sign, taking account of cross fall or superelevation if the sign is positioned over the road-way. The mounting height of a traffic sign affectsthe following elements:

• The visibility of the sign.• Pedestrian hazard of striking the underside of

signs.• The breakaway safety of the support struc-

ture.

Figures 2-2 and 2-3 and Table 2-3 describe therequirements for vertical placement of signs.

2.2.3 LONGITUDINAL PLACEMENT

Longitudinal placement is the element of signpositioning that is the least definable. Guidelinesfor the longitudinal placement are general andsubject to the specific field and road conditions,particularly in urban areas. The longitudinalplacement along a road depends on the sign type,criticality of message, and maneuver required.Traffic sign positions can, and should, be movedlongitudinally in many situations in order to:

• Improve visibility.• Avoid blocking other signs.• Improve roadside safety.• Increase spacing between adjacent signs.

As a general guide, regulatory signs are placedwhere the mandate/prohibition starts or applies.Regulatory signs may commonly be repeatedalong a section of road to improve driver aware-ness of the application of the regulations.Warning signs are placed sufficiently far inadvance of the condition being indicated on thesign to allow adequate response time to the warn-ing. Guide signs should be placed at regular posi-tions that best guide the motorist to routes anddestinations of interest.

General guidelines for the longitudinal placementof signs are provided below:

• Most regulatory signs are placed where theirmessage is applied. These sign messages typ-ically refer to one point (e.g., a STOP sign) orremain in effect until another regulatory signchanges the requirement (e.g., a SPEEDLIMIT sign).

• When regulatory signs are located in advanceof the point of application of the regulation,an accompanying distance referring to thepoint of application should be displayed, nor-mally with a SUPPLEMENTARY PLATEsign.

• Advance warning signs should be providedwell in advance of the hazard or conditionbeing signed. The motorist must recognizethe message, determine the appropriateresponse, and adjust his speed accordinglyprior to arriving at the hazard. The distancethat an advance warning sign is located fromthe hazard therefore varies with the speed atwhich the hazard can be safely negotiatedand with the speed of approach — the greaterthe speed reduction required, the greater thelongitudinal distance that the sign should belocated in advance of the hazard. Table 4-1 inChapter 4 gives detailed guidelines on thesedistances.

• Hazard marker signs should be located asclose as possible to the hazard they are mark-ing.

• Directional guide signs should be provided inadvance of intersections, interchanges, andexits to allow the motorist to make the neces-sary decisions and actions. Detailed guide-lines for advance distances and the sequenc-ing order of freeway direction signs are pro-vided in Chapter 5 and are illustrated inChapter 8.

• On rural roads, a minimum longitudinalspacing between smaller signs of 75 metersto 80 meters is recommended.

• On urban roads, a minimum longitudinalspacing between smaller signs of 45 metersto 50 meters is recommended.

• On rural roads, a longitudinal spacingbetween larger signs of 150 meters to 300meters is desirable.

• On urban roads, a minimum longitudinalspacing between larger signs of 90 meters to175 meters is desirable.

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• On freeways, a minimum longitudinal spac-ing of 200 meters between signs should beadhered to.

When there is competition from several signs forspace along a road it is generally better practiceto increase distances between signs rather than toreduce them in order to solve specific problems.However, when guide signs are involved, greatcare must be exercised in the vicinity of minorside-road junctions to ensure that confusion is notcreated as a result of a sign position. It is alsooften a better solution to a problem of smaller,closely spaced signs to mount the signs on a com-mon support, particularly if, as may be the casewith regulatory and warning signs, their mes-sages are associated. In such a case the regulato-ry sign should be mounted above the warningsign. The minimum clearance requirement mustbe applied to the lower of the two signs.

Site and field staff must be trained to recognizepotential sign placement problems. They musthave the authority initiative, and skill to adjust asign position from that appearing on a drawing inorder to overcome local difficulties without cre-ating an undesirable or unsafe side effect.

2.2.4 OVERHEAD INSTALLATIONS

Overhead traffic sign installations may be mount-ed to road bridges, overcrossing structures, orsupport structures. The signs placed on overheadstructures should be located directly over theaffected travel lane(s). Overhead structures andsigns are typically provided on freeways, multi-lane facilities, and heavily traveled roads.Overhead guide signs should be used when one

or more of the following general conditions arepresent:

• All grade separated interchanges throughroadways.

• All roadways with four or more lanes in onedirection.

• All roadways with three or more lanes in onedirection and with peak-hour design-yearone-way traffic in excess of 1,000 vehiclesper hour.

• Restricted sight distance.• High percentage of trucks.• High speed traffic.• Consistency of sign message location

through a series of intersections.• Insufficient space for ground-mounted signs.

2.2.5 ORIENTATION ANGLE

Ground-mounted traffic signs should be placed atapproximate right angles to traffic that must readthe message. Specifically, signs located less than9.0 meters from the edge of pavement should beoriented at 93° to the line of approaching traffic.This slight rotation from true right angle elimi-nates many of the glare problems that can occurwhen retroreflective sheeting is used. For signsgreater than 9.0 meters from the pavement edgean orientation of 87° to the line of approachingtraffic is recommended.

Figure 2-4 illustrates sign orientation in these twodistance conditions.

Less than 9.0m

93°

Edge

of p

avem

ent

Greater than 9.0m

87°

Edge

of p

avem

ent

Figure 2-4Sign Orientation Angle

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3 REGULATORY SIGNS

3.1 GENERAL

Regulatory signs are used to control the actionsof road users. They indicate what road users mustdo and what they must not do. Failure to obey aregulatory sign, unless directed otherwise by atraffic officer, constitutes an offense. For this rea-son it is important that those who erect regulato-ry signs do so with a clear knowledge of otherregulatory signs in the vicinity in order to avoidconflicting regulatory messages being presentedto road users.

Regulatory signs must be easy to understand, dif-ficult to misinterpret, and easy to enforce withoutargument. To this end symbols are recommendedwhenever possible rather than words to pass onregulatory messages. The use of exclusive shapesfor regulatory signs, such as the octagon for theSTOP sign and the inverted triangle for the GIVEWAY sign, together with the reserved use of a cir-cular shape for most other regulatory signsensures that their function can be instantly recog-nized by road users.

The significance or meaning of each individualregulatory sign is given in subsequent sections ofthis chapter. It should be clearly understood thata regulatory sign applies for 24 hours a day andto all road users approaching the sign. If it isrequired to modify either or both of these twofactors the sign must be altered in some way. Thiscan be achieved by either:

• Qualifying the meaning of the sign with aQUALIFICATION PLATE.

• Use of a variable message sign.

The use of a QUALIFICATION PLATE below aregulatory sign may qualify the meaning of thesign in any number of ways:

• By indicating the time(s) of the day that thesign is operational. For example, a NOSTOPPING sign required to operate onlyduring peak hours should display a plate withthe appropriate times of the peak periodsindicated below the NO STOPPING sign.

• By showing that a specific class of vehicle isobliged or prohibited from taking someaction while the rest of road users are not.For example, a TURN RIGHT ONLY signrequired to apply to heavy vehicles but notother traffic should display a plate with thepictogram or symbol of a heavy vehiclebelow the TURN RIGHT ONLY sign.

• The only exception to the above rule is theNO U-TURN sign when required to indicatethat the sign is applicable to heavy vehiclesonly. This case is further described inSections 3.4.3 and 4.2.8.

It is also possible to add information to a regula-tory sign that does not modify its application butsimply gives road users additional informationabout its operation. Examples of such applica-tions are:

• If a speed limit is reduced in the vicinity of aschool the SPEED LIMIT sign may have aSUPPLEMENTARY PLATE sign 589 indi-cating SCHOOL.

• If an advance warning sign is considered nec-essary before the introduction of a regulatorysign and an appropriate warning sign is notavailable, a SUPPLEMENTARY PLATEsign 589 may be displayed below the regula-tory sign indicating the distance to the start ofthe regulation. A second regulatory sign,without such a plate, must be placed at thepoint from which the regulation is to apply.

In order to maintain the clarity of messagerequired of regulatory signs it is recommendedthat only one symbol should be used on a sign. Iftwo messages are required, two signs should beused.

There are many aspects of the control of roadusers and of the safe, good behavior of road userswhich apply throughout the road network. Thismakes it impractical to exercise the necessarycontrol by means of erecting a large number ofregulatory signs.

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3.1.1 FUNCTION AND OBJECTIVESOF REGULATORY SIGNS

It is the function of regulatory signs to supple-ment the rules of the road to further control theactions of road users, when necessary, in thesense that road users should take, or not take,specific actions as indicated by such signs.

It is the function of regulatory signs to indicatethe existence of general laws or regulations madein the interests of road safety, such as by SPEEDLIMIT signs. Alternatively, regulatory signs maycontrol traffic movement by means of STOP orGIVE WAY signs or traffic signals in the interestsof good traffic order and operational efficiency. Itcan also be the function of a regulatory sign toindicate a change in the general levels of controlexisting for road users to a different level of con-trol. NO OVERTAKING, NO PARKING, orother restrictions are examples of this.

In erecting regulatory signs, the road authoritymust seek the objective of only providing somany regulatory signs as is necessary, with ade-quate levels of enforcement, to ensure the safeand orderly movement of traffic. The provisionof too many regulatory signs will result in a dis-respect for the signing system by road users anda failure to achieve the desired objective.

It should be the objective of any specific regula-tory sign to transfer the required message to theintended road users as clearly and as quickly aspossible with a minimum effect on the complex-ity of the driving task. In order to achieve thisobjective, regulatory signs must be of adequatesize and must be correctly positioned to attractthe attention of road users.

3.1.2 SUBCLASSIFICATION OFREGULATORY SIGNS

In order to assist the understanding of the differ-ent functions of different types of regulatory signthe class is further subdivided:

• Control signs assign priority right of way ordirection of travel.

• Mandatory signs indicate actions that mustbe taken.

• Prohibitory signs indicate prohibited actionor objects.

• Parking control signs regulate parking andstopping.

• Freeway control signs indicate limits ofroads classified as freeways.

Many of the signs in these classes may also beused at roadworks. The roadworks signs univer-sally use a black symbol on a yellow backgroundwith the exception of any control signs used atroadworks which retain the colors shown in thefollowing sections.

All classes of regulatory sign apply on a 24-hourbasis unless otherwise indicated by a secondarymessage (see Section 3.1). Signs in all classesmay also have a SUPPLEMENTARY PLATEsign 589 located below the regulatory sign.

In working with regulatory signs it often helps toconsider the way in which the function of anindividual sign message is indicated. This func-tion can be considered as exercising control orrestriction in one of three ways as follows:

1. By imposing a restrictive “limit,” e.g., anupper mass limit.

2. By requiring or prohibiting a particular“action,” e.g., a turn.

3. By controlling a particular type of “object”(indicated by a pictogram or symbol of the“object”), e.g., a heavy vehicle.

3.2 CONTROL SIGNS

The signs in this group have a common functionin that they are used to allocate priority right-of-way or direction of movement.

3.2.1 STOP SIGN 301

Sign 301 requires that the driver of a vehicleshould come to a full and complete stop withsuch vehicle at the STOP LINE pavement mark-ing 601 and that the driver should not proceeduntil it is safe to do so.

STOP signs should not be used unless engineer-ing judgment indicates that one or more of thefollowing conditions exist:

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1. Intersection of a less important road with amain road where application of the normalright-of-way rule is unduly hazardous.

2. Street entering a through highway or street.3. Unsignalized intersection in a signalized

area.4. Other intersections where a combination of

high speed, restricted view, and serious acci-dent record indicates a need for control bythe STOP sign.

Prior to the application of these warrants, consid-eration should be given to less restrictive meas-ures, such as GIVE WAY sign 302 (Section3.2.2), where a full stop is not necessary at alltimes. Periodic reviews of existing installationsmay be desirable to determine whether, becauseof changed conditions, the use of less restrictivecontrol or no control could accommodate trafficdemands safely and more effectively.

STOP signs should never be used on the throughroadways of expressways. Properly designedexpressway interchanges provide for the continu-ous flow of traffic, making STOP signs unneces-sary even on the entering roadways. Where at-grade intersections are temporarily justified forlocal traffic in sparsely populated areas, STOPsigns should be used on the entering roadways toprotect the through traffic. STOP signs may alsobe required at the end of diverging roadways atthe intersection with other highways not designedas expressways. In most of these cases, thespeeds will not warrant any great increase in thesign sizes.

STOP signs should not be erected at intersectionswhere traffic control signs are operating. Theconflicting commands of two types of controldevices are confusing. If traffic is required to stopwhen the operation of the stop-and-go signals isnot warranted, the signals should be put on flash-ing operation with the red flashing light facingthe traffic that must stop.

Where two main highways intersect, the STOPsign or signs should normally be posted on theminor street to stop the lesser flow of traffic.Traffic engineering studies, however, may justifya decision to install a STOP sign or signs on themajor street, as at a three-way intersection wheresafety considerations may justify stopping thegreater flow of traffic to permit a left-turningmovement.

Portable or part-time STOP signs should not beused except for emergency purposes. Also, STOPsigns should not be used for speed control.

STOP sign 301 should be located on the rightside of the intersecting side street between 3 and15 meters in advance of the near-side edge of thecrossroad (see Figure 3-1). A second STOP sign301 should be similarly located on the left side ofthe roadway when the side street is a one-waystreet with two or more lanes, and a central islandor median exists.

A STOP sign 301 should not be used at a junctionhaving a traffic signal or a GIVE WAY sign 302controlling another approach.

STOP sign 301 should have a red backgroundwith a white border and white legend.

3.2.2 GIVE WAY (YIELD) SIGN 302

Sign 302 requires that the driver of a vehicleshould yield right-of-way at a GIVE WAY pave-ment marking 602 to all traffic on the roadwayintersecting the roadway on which he is traveling,where such traffic is so close as to constitute adanger or potential danger. The driver should alsogive way to pedestrian and bicycle traffic cross-ing his path at that point.

Sign 301

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The GIVE WAY sign may be warranted:

1. At the entrance to an intersection where it isnecessary to assign right-of-way and wherethe safe approach speed on the entranceexceeds 15 kilometers per hour.

2. On the entrance ramp to an expresswaywhere an acceleration lane is not provided.

3. At intersections on a divided highway wherethe median between the roadways is morethan 30 feet wide. At such intersections, aSTOP sign may be used at the entrance to thefirst roadway of the divided highway and a

GIVE WAY sign may be placed at theentrance to the second roadway.

4. Where there is a separate or channelizedright-turn lane, without an adequate acceler-ation lane.

5. At any intersection where a special problemsexists and where an engineering study indi-cates the problem to be susceptible to correc-tion by use of the GIVE WAY sign.

GIVE WAY signs generally should not be placedto control the major flow of traffic at an intersec-tion. However, GIVE WAY signs may beinstalled to control a major traffic movement

Cent

erlin

e

300 Minimum600 Preferred

Sign 301/302(See Note 3)

Curb RadiusPer Design

15000Maximum

Acceptable Sign PlacementArea Envelope (See Note 2)

3000Maximum

3000Minimum(See Note 4)

Notes:1. Dimensions are shown in millimeters.2. The preferred sign location is a point behind the curbline, within the acceptable sign placement envelope, closest to the

stop line unless another position within the envelope gives better visibility of the sign for approaching traffic.3. Sign orientation should be at right angles to the centerline unless a right turn only is permitted, in which case a radial orien-

tation is required.4. The 3000 minimum dimension may be increased to 5000 when a conflict with a community street name sign would occur.

Figure 3-1Longitudinal Position of Stop Sign 301 and Give Way Sign 302

where a majority of drivers in that movement aremaking right turns. At such an intersection, GIVEWAY signs should not be erected on more thanone approach.

GIVE WAY signs should not be used on thethrough roadways of expressways. They may beused on an entering roadway without an adequateacceleration lane, but in a well-designed inter-change, the sign would interfere with the freemerging movement, and it should not be usedunder those circumstances.

GIVE WAY sign 302 should be located on theright side of the intersecting side street between 3and 15 meters in advance of the near side edge ofthe crossroad (see Figure 3-1). A second GIVEWAY sign 302 should be similarly located on theleft side of the roadway when the street is a oneway street with two or more lanes and a centralisland or median.

A GIVE WAY sign should not be used at a junc-tion having a STOP sign controlling anotherapproach.

A GIVE WAY sign should not be used at at-gradejunctions when these are provided with appropri-ately designed full acceleration lanes.

GIVE WAY sign 302 should have a white back-ground with a broad red border.

3.2.3 GIVE WAY TO PEDESTRIANSSIGN 303

Sign 303 requires that the driver of a vehicleshould yield right-of-way to pedestrians crossingthe roadway or waiting to cross the roadway.

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Sign 302

Sign 303 should be used in conjunction withPEDESTRIAN CROSSING pavement marking603 and GIVE WAY pavement marking 602.

GIVE WAY TO PEDESTRIANS sign 303 shouldbe used in advance of all marked pedestriancrossings which are not otherwise controlled bySTOP sign 301, GIVE WAY sign 302 or trafficsignals.

GIVE WAY TO PEDESTRIANS sign 303 shouldbe located on the right side of the roadway 3meters in advance of GIVE WAY pavementmarking 602. GIVE WAY pavement marking 602should be at least 3 meters and preferably 6meters in advance of PEDESTRIAN CROSSINGpavement marking 603. A second GIVE WAY TOPEDESTRIANS sign 303 should be provided onthe left side of the roadway when a median islandor other central island is provided in advance ofthe pedestrian crossing.

GIVE WAY TO PEDESTRIANS sign 303 shouldhave the following color pattern:

• The upper, GIVE WAY sign should have awhite background with a broad red border.

• The lower sign, indicating pedestrians,should have a red background with a whiteicon and border.

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3.2.4 NO ENTRY SIGN 304

Sign 304 indicates to drivers of vehicles thatentry is prohibited to all vehicular traffic.

NO ENTRY sign 304 should be used to prohibit“wrong way” entry to a roadway when confusionmay exist as to the direction of travel of traffic inthe roadway (see Section 3.2.5, ONE WAY signs305, 306, and 307 ).

NO ENTRY sign 304 should be located on theright and left sides of a one-way roadway. NOENTRY sign 304 should be oriented at 90degrees to the direction of “wrong way” travel.

Sign 304 should have a red background with awhite legend and a thin white border.

3.2.5 ONE WAY SIGNS 305, 306, AND307

Signs 305, 306, and 307 indicate to drivers ofvehicles that the only permitted direction of trav-el, in the road or portion of road on which theyare erected, is in the direction indicated by thearrow on the sign. Signs 305, 306, and 307 maybe displayed to indicate directions straight ahead,to the right, or to the left.

ONE WAY signs 305, 306, and 307 should beused in preference to NO ENTRY sign 304 innetworks of intersecting one-way streets. ONEWAY signs 306 and 307 should be used to indi-cate to drivers of vehicles that the direction of

travel in streets intersecting the one in which theyare traveling is in one direction towards them andto inhibit the possibility of “wrong way” entry tosuch streets. ONE WAY sign 305 may also beused to indicate that a street is a one-way street ina straight ahead direction (this practice is intend-ed to make drivers aware that when they return tosuch a street from a private property or a parkingarea that they must turn only in one direction, itbeing impractical to indicate the direction of trav-el at all points of access along a one-way street).

When used to indicate the direction of travel inan intersecting street ONE WAY signs 306 and307 should be located on both sides of the inter-secting street so that both signs can be seen clear-ly by drivers traveling in the through street.When used to indicate the direction of travelwithin a one-way roadway ONE WAY sign 305should be located on the right side of single-laneone-way streets and on both sides of one-way

Sign 304

Sign 305

Sign 306

Sign 307

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streets with two or more lanes. If necessary, addi-tional signs should be strategically placed withrespect to local accesses from properties or park-ing areas (see Figure 3-2).

ONE WAY signs 305, 306, and 307 are the oneexception to the general color code for the con-trol group of regulatory signs. ONE WAY signs305, 306, and 307 should have a blue backgroundwith a white legend and a thin white border.

NOTE: In some situations, regulatory signs 304,321 thru 328, 346, and/or 347 may be used inplace of or in addition to ONE WAY signs todelineate a one-way road system. Specificapproval should be obtained from the Abu DhabiMunicipality Department for one-way systemsigning.

3.3 MANDATORY SIGNS

The signs in this group have the function thatthey are used to indicate to road users actions thatthey must take or that are mandatory.

3.3.1 AHEAD ONLY SIGN 321

Sign 321 requires that the driver of a vehicleshould proceed only straight ahead in the direc-tion indicated by the arrow on the sign.

AHEAD ONLY sign 321 should be located onthe right side of a two-way roadway and on theleft side of a one-way roadway. The function ofthe AHEAD ONLY sign 321 differs from that ofthe ONE WAY sign 305 in that, while the ONEWAY sign may indicate the mandatory direction

in a street at a junction, other directions of travelat the junction may be chosen. AHEAD ONLYsign 321 indicates that drivers have no otherchoice but to proceed straight ahead. A 600-mil-limeter sign 321 may be mounted on the postbelow a traffic signal when appropriate.

A typical example for the use of AHEAD ONLYsign 321 would be at a signal-controlled cross-road intersection with a free right turn and a ded-icated left turn lane or lanes separated from thethrough route by a splitter island. In this instance,if the driver is located in one of the through lanesthe AHEAD ONLY movement is the only avail-able option and should be signed accordingly.

AHEAD ONLY sign 321 should have a bluebackground with a white icon and a thin whiteborder.

3.3.2 TURN RIGHT (OR LEFT) ONLYSIGN 322 (OR 323)

Signs 322 (or 323) require that the driver of avehicle should proceed only to the right (or to theleft - the arrow direction being reversed) at thejunction. TURN RIGHT (or LEFT) ONLY signs322 (or 323) should be located on the far side ofa roadway facing drivers to which they apply.

Signs 322 (and 323) should have a blue back-ground with a white legend and a thin white bor-der.

3.3.3 TURN RIGHT (OR LEFT)AHEAD ONLY SIGN 324 (OR325)

Signs 324 (or 325) require that the driver of avehicle should proceed only to the right (or to theleft — the arrow direction being reversed) at thejunction ahead.

TURN RIGHT (or LEFT) AHEAD ONLY signs324 (or 325) should be located on the right sideof a two-way roadway and on the left side of aone-way roadway at a distance of approximately50 meters from the junction to which it applies.Signs 324 (or 325) should normally only be pro-vided when the alignment of the approach to thejunction is such that the layout of the junction is

Sign 321

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301 301

307

346

306

307

305305

Access toproperty orparking

*

*

*

* Optional subject to traffic volumes

347

301 301

346

307

See Section 3.2.5 Note

301 301

346

306

305305

347

Figure 3-2Use of One Way Signs 305, 306, and 307 with Signs 346 and 347

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Sign 322

Sign 323

Sign 324

not readily obvious. A 600-millimeter sign 324(or 325) may be mounted on the post below atraffic signal where appropriate.

Signs 324 (and 325) should have a blue back-ground with a white icon and a thin white border.

3.3.4 PASS EITHER SIDE SIGN 326

Sign 326 indicates to the driver of a vehicle thathe may pass to either side of an obstruction in theroadway, such as a traffic island.

PASS EITHER SIDE sign 326 should be locatedon a traffic divider, near the nose of the divider,so that there is a minimum clearance of 300 mil-limeters between the edges of the divider and thesign. The most common application of sign 326will be at entrances to collector-distributor roadsand road splits.

Sign 326

Sign 325

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PASS EITHER SIDE signs 326 should have ablue background with a white icon and a thinwhite border.

3.3.5 KEEP RIGHT (OR LEFT) SIGN327 (OR 328)

Signs 327 (or 328) indicate to the driver of avehicle that he should pass to the right (or to theleft, the arrow direction being reversed) of anobstruction in the roadway.

KEEP RIGHT (or LEFT) signs 327 (or 328)should be located as near as possible to the lead-ing edge of the obstruction so that there is at leasta clearance of 300 millimeters from the closestpath of vehicles. Use of signs 327 (or 328) mostcommonly applies to traffic islands or refuges intwo-way roadways or at the beginning of medianisland when a single two-way carriagewaywidens to become a dual carriageway. If such acondition occurs on a vertical curve it may beeffective to mount two type 327 (or 328) signsone above the other.

Signs 327 and 328 should have a blue back-ground with a white icon and a thin white border.

3.3.6 ROUNDABOUT SIGN 329

Sign 329 requires that the driver of a vehicleshould proceed only in a counterclockwise direc-tion at the roundabout ahead.

ROUNDABOUT sign 329 should be locatedbelow GIVE WAY sign 302 in advance of theentry to a roundabout when on the approach con-cerned, it may not be obvious that the junctionahead is a roundabout. In such circumstances,sign 329 may be used in addition to advancewarning ROUNDABOUT AHEAD sign 420.Sign 420 should be located as indicated inChapter 4.

Should mini roundabouts be instituted in AbuDhabi, sign 329 should be used to directmotorists to operate within the junction in a man-ner consistent with driving rules for a round-about.

Sign 327

Sign 328

Sign 329

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ROUNDABOUT sign 329 should have a bluebackground with a white icon and a thin whiteborder.

3.3.7 U-TURN SIGN 330

Sign 330 notifies the driver of a vehicle that hemay make a U-turn.

U-TURN sign 330 should be located at the end ofthe traffic median on the near side of the possibleU-turn road configuration. At signalized intersec-tions, it should be attached to the traffic signalpost supporting the signals for traffic comingfrom the opposite direction.

In Abu Dhabi, U-TURN sign 330 is often usedwith a NO TRUCKS qualification plate 365mounted below.

U-TURN sign 330 should have a blue back-ground with a white icon and a thin white border.

3.4 PROHIBITORY SIGNS

The signs in this group have the function to indi-cate to road users actions that they must not take,or which are prohibited. Prohibitions may applyin the form of limits, or to certain actions orobjects. Maximum limits such as speed or heightlimits are indicated in circular signs without adiagonal slash. Prohibitions on actions or objectsare indicated in circular signs which include adiagonal slash.

Sign 330

3.4.1 MAXIMUM SPEED LIMIT SIGNS

3.4.1.1 MAXIMUM SPEED LIMITSIGNS 339 TO 344

Signs 339 to 344 prohibit drivers of vehiclesfrom exceeding the maximum speed limit indi-cated in kilometers per hour by means of a num-ber on such a sign.

In Abu Dhabi, the following speed limits shouldbe in effect unless otherwise posted:

• 30 km/h: School zone.• 40 km/h: Selected roadways in areas with a

high concentration of pedestrians.• 60 km/h: Urban dual carriageway.• 80 km/h: Selected roadways with limited

access and control.• 100 km/h: Rural roads.• 120 km/h: Freeways and expressways.

MAXIMUM SPEED LIMIT signs 339 to 344should be provided after the point of access fromanother roadway or when:

• There is a change in speed limit along a spe-cific route.

• There is a reduction in speed limit betweenintersecting roadways of like types.

• The road environment that would be the cri-terion for the speed limit cannot be easilyidentified by drivers.

• The distance between postings exceed thoseindicated in Table 3-1.

The sign numbers apply as follows:

• Sign 339: 30 km/h (see Chapter 8 for guid-ance on use of Sign 339 in school zones).

• Sign 340: 40 km/h.• Sign 341: 60 km/h.• Sign 342: 80 km/h.• Sign 343: 100 km/h. • Sign 344: 120 km/h.

The following guidelines and comments shouldbe considered as being applicable to general oraverage conditions. Specific circumstances maywarrant a variation in application when the prin-

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Sign 339

Sign 340

Sign 341

Sign 342

Sign 343

Sign 344

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ciples involved should be applied with engineer-ing judgment.

When the provision of a MAXIMUM SPEEDLIMIT sign is warranted, signs should be locatedas indicated in Table 3-1. Figure 3-3 illustratesthe typical use of MAXIMUM SPEED LIMITSIGNS 341 to 343.

A MAXIMUM SPEED LIMIT sign should alsobe provided when a change in maximum speedlimit occurs along a route. It is not uncommonthat a decrease in maximum speed limit may beas much as 40 km/h (e.g., from 100 km/h down to60 km/h). In such a situation, an appropriateMAXIMUM SPEED LIMIT sign should be pro-vided for each 20 km/h decrease in speed limit sothat the maximum decrease in speed limit postedat any one time is 20 km/h. The minimum dis-tance between successively decreasing speedlimit signs should be 500 meters.

It is not necessary to post maximum speed limitson major roads after minor joining access roads,except in the unlikely event that with roads ofequal status the one being entered has a lowermaximum speed limit than drivers would havereason to expect.

MAXIMUM SPEED LIMIT signs 339 to 344should have a white background, a black legend,and a thick red border.

3.4.1.2 DUAL SPEED LIMIT SIGNCOMBINATIONS AND DUALMAXIMUM SPEED LIMIT SIGN345

Many Abu Dhabi roadways have one speed limitfor cars and another, lower speed limit for trucksand other heavy vehicles. Signing for these con-ditions should be done using a dual speed-limitsign combination or with a dual speed limit signcombination complemented by DUAL MAXI-MUM SPEED LIMIT sign 345.

All roadways with dual speed limits should besigned using a sign combination as shown inFigure 3-4.

The combination is made up of two maximumspeed limit signs mounted on a single pole, oneabove the other, with a truck qualification platemounted at the bottom, below the sign indicatingthe speed limit for trucks. The sign indicating thespeed limit for cars should be mounted above the

Table 3-1 Guidelines for Speed Limit Sign Location

Situation In Which Sign Is To Be Provided

Sign Location After

Point Of Access

Warrants For Additional Signs(1)

Parking Area or Service Road within 10 meters Not applicable Urban Single Carriageway within 50 meters Not applicable

Urban Dual Carriageway within 50 meters - Above 60 km/h(2), 4 km between postings - 60 km/h(2), 2 km between postings - Below 60 km/h(2), 1 km between postings

Rural Roads within 100 meters - 100 km/h(2), 10 km between postings - 80 km/h(2), 4 km between postings

Notes: 1. Additional signs should be provided at the rate of one extra sign approximately in the middle of the length of section between

“postings” as given in the table. A “posting” represents the initial provision of a MAXIMUM SPEED LIMIT sign in terms of the criteria given above and as illustrated in Figure 3-3.

2. Refers to the maximum speed limit posted on the section of road.

Sign 345 (typical)

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sign indicating the speed limit for trucks andother heavy vehicles.

On roadways with dual speed limits, dual speedlimit sign combinations should be located aswould normal speed limit signs, in accordancewith the distances specified in Table 3-1.

In some conditions, it may be advantageous tocomplement dual speed limit sign combinationswith DUAL MAXIMUM SPEED LIMIT sign345. This sign takes the appearance of a typicalguide sign in color and shape. However, its largesize and the limited information on it precludesthe potential for confusion on the part of driversand clearly emphasizes the respective speed lim-its of the two different types of vehicles.

DUAL MAXIMUM SPEED LIMIT sign 345 isto be ideally located in wide, open areas adjacentto the roadway. DUAL MAXIMUM SPEEDLIMIT sign 345 should be considered a comple-ment to but not a substitute for dual speed limitsign combinations, and thus its placement in adual speed limit zone should not affect the place-ment or frequency of dual speed limit sign com-binations. Dual speed limit sign combinationsshould first be correctly positioned according to

the guidelines in Table 3-1; DUAL MAXIMUMSPEED LIMIT sign 345 should be added subse-quently as deemed useful.

When used, DUAL MAXIMUM SPEED LIMITsign 345 should be evenly interspersed with dualspeed limit sign combinations. Good engineeringjudgement should be exercised in determiningthe location and frequency of DUAL MAXI-MUM SPEED LIMIT sign 345 in a dual speedlimit zone, but its frequency should not exceedthe guidelines in Table 3-1.

3.4.2 NO LEFT (OR RIGHT) TURNSIGN 346 (OR 347)

Signs 346 (or 347) indicate to drivers of vehiclesthat they should not turn to the left or right, as thecase may be, at the junction or entrance where thesigns are displayed.

Sign 346

Sign 347

Figure 3-4Dual Speed Limit Sign Combination (typical)

Signs 346 (or 347) should be located on the sideof the roadway towards which the illegal turnwould be made, not more than 25 meters inadvance of the point where the prohibitionapplies.

Signs 346 or 347 should only be used in situa-tions where the left (or right) turn would, undernormal circumstances, be expected by drivers tobe available. Their use is generally not necessarywhen roadway geometry clearly indicates thatturns are not intended at the location under con-sideration. A 600 millimeter sign 346 (or 347)may be mounted on the post below a traffic sig-nal where appropriate.

Signs 346 and 347 should have a white back-ground, a black icon, a thick red diagonal line,and a thick red border.

3.4.3 NO U-TURN SIGN 348

Sign 348 indicates to drivers of vehicles that theyshould not perform a U-turn at the junction orbreak in the median island ahead.

NO U-TURN sign 348 should be located notmore than 25 meters in advance of the point towhich the prohibition applies. The sign may berepeated at the point of prohibition.

Sign 348 may be required when the parallel car-riageway is too narrow to accept safe U-turns orwhen such a movement cannot safely be accom-modated due to limitations in traffic signal tim-

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Sign 348

ings or where there is a conflict with pedestrianmovements.

NO U-TURN sign 348 may be made specific to atime of day by means of a QUALIFICATIONPLATE sign 365 mounted below the sign. A 600-millimeter sign 348 may be mounted on the postbelow a traffic signal where appropriate. NO U-TURN for specific vehicle types is the oneexception to this rule and is further explained inSection 4.2.8.

NO U-TURN sign 348 should have a white back-ground, a black icon, a thick red diagonal line,and a thick red border.

3.4.4 NO OVERTAKING SIGN 349

Sign 349 prohibits the driver of a vehicle fromovertaking another vehicle traveling in the samedirection within the next 500 meters.

NO OVERTAKING sign 349 may be used inaddition to NO PASSING LINE pavement mark-ing 611 when this is likely to be ineffective dueto adverse conditions or other factors. Sign 349should be located on the left side of the road. Ifthe overtaking message is required for a distancein excess of 500 meters the sign should berepeated at 500 meter intervals.

NO OVERTAKING sign 348 should have awhite background, a black icon, a thick red diag-onal line, and a thick red border.

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3.4.5 NO INFLAMMABLE GOODSSIGN 350

Sign 350 prohibits the driver of a vehicle trans-porting inflammable goods, including inflamma-ble gases in portable cylinders, from proceedingbeyond the sign.

NO INFLAMMABLE GOODS sign 350 may beused in advance of any area, such as a tunnel,where transported inflammable goods represent aparticular hazard. The sign should be located onthe right of the roadway at the point from whichthe prohibition is required to apply. This positionshould permit vehicles carrying inflammablegoods to take an alternative route. In practice it islikely that other prohibitions may apply at suchplaces. It is recommended that all necessary pro-hibitory signs be displayed on a custom designedbacking board with a white background color anda thin red border of the style used for diagram-matic warning signs. It is also recommended thata similar combined sign be displayed in advanceof the exit or turn onto the alternative route withan appropriate explanatory text message such as“Alternative Route 150 m.”

NO INFLAMMABLE GOODS sign 350 shouldhave a white background, a black icon, a thickred diagonal line, and a thick red border. Thedetail of the flame within the truck icon on thelegend should be red and yellow.

Sign 350

3.4.6 NO GOODS VEHICLES SIGN351

Sign 351 prohibits drivers of goods vehicles fromproceeding beyond the sign.

NO GOODS VEHICLES sign 351 should belocated on the right side of the roadway at thepoint from which the prohibition is required toapply. This point should be chosen where analternative route is available to drivers of goodsvehicles.

NO GOODS VEHICLES sign 351 may be madespecific to a particular time of day rather than forthe full 24-hours by means of a QUALIFICA-TION PLATE sign 365, indicating the applicabletime period or periods, mounted below the sign.In a similar way the NO GOODS VEHICLESsign 351 may be made applicable to goods vehi-cles exceeding a specific weight by the mountingof QUALIFICATION PLATE below the signwhich displays the weight limit in the form “10T” where the unit “T” refers to a metric tonne.Where appropriate this weight limit may bereplaced by a length limit such as “6.0 m.”

NO GOODS VEHICLES sign 351 should have awhite background, a black icon, a thick red diag-onal line, and a thick red border.

3.4.7 NO PEDESTRIANS SIGN 352

Sign 352 prohibits pedestrians from proceedingbeyond the sign.

Sign 351

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NO PEDESTRIANS sign 352 may be displayedin any position where it is required to prohibitpedestrian movement or access, normally acrossa roadway. Such places may include specificparts of a roadway or junction which pedestriansotherwise might expect to be able to use, butwhich are considered unsafe due to the trafficmanagement arrangements of the road or junc-tion. Sign 352 should be used with a size of 300millimeters unless a larger size is warranted forconspicuousness.

NO PEDESTRIANS sign 352 should have awhite background, a black icon, a thick red diag-onal line, and a thick red border.

3.4.8 NO CYCLISTS SIGN 353

Sign 353 prohibits cyclists from proceedingbeyond the sign.

Sign 352

NO CYCLISTS sign 353 may be displayed inany position where it is required to prohibitcyclist movement or access. If pedestrian move-ment or access is not otherwise prohibited,cyclists may proceed provided they dismount andwalk their bicycles. Sign 353 should be used witha size of 300 millimeters unless a larger size iswarranted for conspicuousness.

Sign 353 should have a white background, ablack icon, a thick red diagonal line, and a thickred border.

3.4.9 NO HORNS SIGN 354

Sign 354 prohibits the driver of a vehicle fromsounding the horn or other audible device of hisvehicle within 75 meters of the sign.

NO HORNS sign 354 may be used in the vicini-ty of hospitals or other places where it is consid-ered necessary to limit traffic noise. Sign 354should be located on the right side of the roadwayat the point where the prohibition is required toapply. Additional signs may be placed at 150meter intervals if the prohibition is required oversome distance.

Sign 352 should have a white background, ablack icon, a thick red diagonal line, and a thickred border.

Sign 353

Sign 354

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3.4.10 MAXIMUM HEIGHT LIMIT SIGN355

Sign 355 prohibits drivers of vehicles exceeding theindicated height from proceeding beyond the sign.

MAXIMUM HEIGHT LIMIT sign 355 shouldbe located 25 to 50 meters in advance of any lim-ited height structure that has a minimum clear-ance of less than 4.2 meters, preferably on boththe right and left sides of the approach roadway.The height indicated within the sign should be atleast 100 millimeters less than the actual mini-mum clearance measured under the structure.The height should be expressed on the sign to thenext lowest one decimal place of a meter.

The maximum legal height for a vehicle in AbuDhabi is 4.2 meters.

Sign 355 must not be used as an advance warningsign. The sign should always be preceded by anadvance warning MAXIMUM HEADROOMsign 425 (see Chapter 4).

Sign 355-4.2 should be located on both sides ofthe road at all Emirates Route border crossingsinto Abu Dhabi Emirate and on all exit roadsfrom cargo-handling seaports.

MAXIMUM HEIGHT LIMIT sign 355 shouldhave a white background, a black legend, and athick red border.

Sign 355

3.4.11 MAXIMUM HEIGHT LIMIT SIGN356

Sign 356 incorporates sign 355 into a larger signand includes an iconic symbol and text toincrease visibility and reinforce the sign’s mes-sage.

MAXIMUM HEIGHT LIMIT sign 356 shouldbe used only where vehicles exceeding AbuDhabi’s legal vehicle height limit may use theroad on an exceptional basis. It should be placedwhere it is deemed tall truck traffic may enter thehighway. It should be located on both the rightand left sides of the roadway.

The height indicated within the sign should be atleast 100 millimeters less than the actual mini-mum clearance measured under the structure.The height should be expressed on the sign to thenext lowest one decimal place of a meter.

MAXIMUM HEIGHT LIMIT sign 356 shouldhave a white background, a black border, and ablack and red legend.

3.4.12 QUALIFICATION PLATE SIGN365

Sign 365 provides a secondary message that qual-ifies or restricts the primary message of anotherregulatory sign. Sign 365 is never used alone andis always mounted directly below the regulatorysign that it qualifies. The background color, bor-der color, and message color of sign 365 shouldcorrespond to those of the associated regulatory

Sign 356

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sign with which it is mounted (this also applies toroadworks versions of regulatory signs).

Ordinarily, regulatory signs apply 24 hours a day,7 days a week and are relevant to all vehiclespassing that sign. QUALIFICATION PLATEsign 365 is used when the regulatory message isintended to apply to only certain times or days,and/or to only certain types or classes of vehicles.

Thus, a QUALIFICATION PLATE sign 365 maycontain textual messages or symbols such as, butnot limited to, the following:

• 08:00 TO 20:00.• 8 m.• Except Friday.• Truck (symbol).• 10 T.

When it is desired to add to a regulatory signinformation that does not qualify the message ofthe sign, a SUPPLEMENTARY PLATE sign 589should be used.

3.5 PARKING CONTROLSIGNS

The signs in this group apply to the control andregulation of stopping and parking. The signs inthe group are available to clarify stopping orparking controls in complex environments or toindicate circumstances where limited or part-timerestrictions operate for part(s) of a day or apply tospecific classes of vehicle.

The group includes circular prohibition signs,which are commonly contained within a rectan-gular background. The prohibitory meaning ofthe sign is not affected by its manner of display.The reason for placing the sign within a rectan-gular background is to provide a suitable base todisplay relevant secondary information whichlimits the application of the sign in some way.

Parking control signs may be prohibitory signs orpermissive signs. Prohibitory parking controlsigns use a red border, text, and arrow whereaspermissive parking signs, which may still containa restrictive element in their message (e.g., amaximum duration of stay), use a green border,text and arrow. Prohibitory and permissive park-ing control signs may be mounted side-by-sideon sections of street where a stopping or parkingprohibition changes to permitted parking. If thereare no time or payment controls over the use of aparking area it is not necessary to erect parkingcontrol signs.

Not all numbered signs are illustrated. Examplesare shown in Figures 3-5 to 3-8.

Sign 365

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3.5.1 NO STOPPING SIGNS 370, 371,372, AND 373

Sign 370 prohibits the driver of a vehicle fromstopping his vehicle at any time along the sectionof road beyond such a sign, subject to compliancewith a traffic signal, the direction of a traffic offi-cer, or to avoid a collision. The action of NOSTOPPING sign 370 should cease automaticallywhen a driver leaves the roadway on which it isprovided unless he comes under the control ofanother NO STOPPING sign on the roadwaywhich he enters.

The use of NO STOPPING sign 370 is appropri-ate on high speed roads such as major arterialswhich have limited points of access. Sign 370should be located on the right side of such multi-lane one-way roadways within 150 meters of apoint of entry to the roadway and in such a waythat the sign is at right angles to the normal direc-tion of travel.

NO STOPPING sign 370 should not be usedindiscriminately but should be limited to situa-tions where:

• The stopping of vehicles will pose a severesafety or capacity problem, and

• There is a situation whereby a significantnumber of drivers are stopping their vehicles,and

• Where another form of regulatory sign orpavement marking would not otherwisemake stopping illegal.

Thus, the use of sign 370 should generally not beincluded in new designs, but rather as a retrofit

when a particular stopping problem has beenidentified.

QUALIFICATION PLATE sign 365 should beused to convey regulatory limits with messagessuch as the following:

• For 1000 m.• On Bridge.• In Thru Lanes.• End.

Signs 371, 372 and 373 require that the driver ofa vehicle should not stop his vehicle at any timealong a section of road within 40 meters of sucha sign, subject to compliance with a traffic signal,the direction of a traffic officer, or to avoid a col-lision. Signs 371, 372, and 373 should include anarrow to indicate the direction of application ofthe restriction from the sign.

NO STOPPING signs 371, 372, and 373 shouldbe located on the right and/or left side of theroadway, as appropriate, with the sign face paral-lel to the curbline or edge of roadway. The maxi-mum distance between signs to give adequatecoverage to a full section of nonarterial urbanroadway should be 80 meters. When a stoppingprohibition is to be applied to a section of road-way for a distance less than 80 meters two NOSTOPPING signs 371 and 373 should be used,one at each end of the section of roadway. Therange of arrow variations with signs 371, 372,and 373 is illustrated in Figure 3-5.

NO STOPPING signs 371, 372, and 373 may bemade specific to a particular time of day, ratherthan the full 24 hours, by indicating within the

Figure 3-5No Stopping Sign Variants

Sign 370 Sign 373Sign 372Sign 371

to a full section of urban roadway should be 80meters. When a parking prohibition is to beapplied to a section of roadway for a distance lessthan 80 meters two NO PARKING signs 377 and379 should be used, one at each end of the sectionof roadway.

NO PARKING signs 377, 378, and 379 may bemade specific to a particular time of day, ratherthan the full 24 hours, by indicating within thesign face the applicable time period or time peri-ods. The manner of display should be as illustrat-ed in Figure 3-6, with the substitution of the NOPARKING disc for the NO STOPPING disc andthe use of specific sign numbers 380, 381 and382.

The range of arrow variations with signs 377,378, and 379 is illustrated in Figure 3-7.

sign face the applicable time period or time peri-ods. Alternatives, with their specific sign num-bers, are illustrated in Figure 3-6.

3.5.2 NO PARKING SIGNS 377, 378,AND 379

Signs 377, 378, and 379 require that the driver ofa vehicle should not park his vehicle at any timealong a section of road within 40 meters of sucha sign. Signs 377, 378, and 379 should include anarrow to indicate the direction of application ofthe restriction from the sign.

NO PARKING signs 377, 378, and 379 should belocated on the right and/or left side of the road-way, as appropriate, with the sign face parallel tothe curbline or edge of roadway. The maximumdistance between signs to give adequate coverage

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Figure 3-7No Parking Sign Variants

Sign 377 Sign 379Sign 378

: : : : : :: :

Figure 3-6No Stopping with Time Limit Displays

Sign 374 Sign 375 Sign 376

3.5.3 PAY-AND-DISPLAY PARKINGSIGNS 383, 384, AND 385

Signs 383, 384, and 385 indicate to drivers ofvehicles using the parking area designated by thesign that they should pay the appropriate tariff atthe designated payment point and should affixthe ticket/notice received on the inside of thewindscreen of the vehicle so that it can beobserved from outside the vehicle.

PAY-AND-DISPLAY PARKING signs 383 and385 should be located at each end of a row ofparking bays served by a “PAY-AND-DISPLAY”payment point, with the sign face parallel to thecurbline or edge of roadway. The arrows on thesigns will indicate the point from which the“PAY-AND-DISPLAY” criteria applies, and willgenerally point towards the payment point. PAY-AND-DISPLAY PARKING sign 384 should belocated at intermediate intervals between PAY-AND-DISPLAY PARKING signs 383 and 385only when the row of parking bays is consideredto be of sufficient length as to warrant the provi-sion of additional “PAY-AND-DISPLAY” pay-ment points. If it is necessary to advise drivers oftime limits applicable to the parking area thisshould be done using appropriate PARKINGTIME LIMIT signs 389, 390, and 391 in additionto signs 383, 384, and 385 in a manner similar tothe examples in Figure 3-11.

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The range of PAY AND DISPLAY PARKINGsigns 383, 384, and 385 is illustrated in Figure 3-8.

3.5.4 PARKING FOR DISABLED PERSONS SIGNS 386, 387, AND388

Signs 386, 387,and 388 indicate to drivers ofvehicles that the parking area designated by thesign is reserved for use by disabled persons onlyand that it should not be used by other drivers.

When a single PARKING FOR DISABLEDPERSONS sign 387 is required for a single park-ing bay it should be located on the sidewalkapproximately in the center of the length or widthof the parking bay. In such an application thearrow is omitted. In other applications, signs 386and 388 should be displayed in a similar mannerto that described for NO PARKING signs 377and 379 (see Section 3.5.2). Sign 387 should beused only to identify a single parking bay.

The range of PARKING FOR DISABLED PER-SONS signs 386, 387, and 388 is illustrated inFigure 3-9.

3.5.5 PARKING TIME LIMIT SIGNS389, 390, AND 391

Signs 389, 390, and 391 indicate to drivers ofvehicles using the parking area designated by the

Figure 3-8Pay and Display Parking Sign Variants


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sign that there are time limits to their use of theparking area. The time limit may apply in one orboth of two ways:

• To the maximum duration of the parkingperiod.

• To the times of day that parking is permitted.

Signs 389, 390, and 391 should include an arrowto indicate the direction of application of the timerestrictions indicated on the sign (see Figure 3-10).

PARKING TIME LIMIT signs 389, 390, and 391should be displayed in the same manner as NO

STOPPING signs 374, 375, and 376 and NOPARKING signs 377, 378, and 379 with regard toposition and frequency. In an area where mixedprohibition (signs 377, 378, and 379) and per-missive (signs 383 to 391) signs are used prohi-bition and permissive signs may be mounted nextto each other with arrows pointing in appropriatedirections.

The messages of the PARKING TIME LIMITsigns 389, 390, and 391 may be varied. The dura-tion of stay limit or the time of day limit may beomitted if one or other is not appropriate to thecircumstances of the parking area.


Figure 3-10Parking Time Limit Sign Variants


Figure 3-9Parking for Disabled Persons Sign Variants

Figure 3-11 illustrates some of the sign combina-tions possible within this group of signs.

3.5.6 BUS STOP SIGN 392

Sign 392 indicates to drivers that the section ofroadway designated is reserved for the stoppingor standing of buses. BUS STOP sign 392 shouldbe located at the edge of the sidewalk so that itcan be seen by pedestrians and bus drivers(mounted perpendicular to the curb). It should bepositioned near the end of the loading area andindicate the position for the driver to stop andpassengers to queue.

BUS STOP sign 392 should have a white back-ground. The icon should be offset on a blue back-ground and the horizontal dividing lines should beblue. Both Arabic and English text should be red.

3.5.7 TAXI STAND SIGN 393

Sign 393 indicates to drivers of vehicles that thesection of roadway designated is reserved for thestopping or standing of taxis only, and that suchsection of road should not be used by other vehi-cles.

The space reserved by TAXI STAND sign 393should not be used for the unattended parking oftaxis. Taxis may only stand in the space whilewaiting for fares.

Taxi stand locations must be approved by theTraffic Police.

TAXI STAND sign 393 should have a whitebackground. The icon and the horizontal dividinglines should be blue. The border and the Arabicand English text should be red.

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Sign 392

Sign 381Sign 380 Sign 382

Sign 390 Sign 391Sign 388 Sign 371Sign 381 Sign 389

Figure 3-11Examples of Sign Combinations in the Parking Group

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3.5.8 DROP-OFF PICK-UP ONLYSIGN 394

Sign 394 indicates to drivers of vehicles that thesection of roadway designated is reserved fordropping off or picking up passengers. These sec-tions of roadways may be used by any type vehi-cle, public or private.

The space reserved by sign 394 should not beused for the unattended parking of any vehicle.Sign 394 is also generally used near the begin-ning of the loading area at bus stops, allowingother vehicles to use the bus stop for drop-off andpick-up. Approval should be obtained from theRoad Department before installing Sign 394 in abus stop.

DROP-OFF PICK-UP ONLY sign 394 shouldhave a white background. The car-and-personicon and the horizontal dividing lines should beblue. The border, the prohibition icon, and theArabic and English text should be red.

3.6 FREEWAY CONTROL SIGNS

The signs in this group indicate to road userswhich roads are classified as freeways. In doingso they make road users aware of the application,and removal, of the particular “Rules of theRoad” relevant to the use of freeways.

3.6.1 BEGINNING OF FREEWAYSIGN 398

Sign 398 indicates to drivers of vehicles that adual carriageway freeway begins and that thevarious controls and prohibitions become effec-tive beyond the sign.

Freeway rules invoked by sign 398 should meanthat, except in case of emergency, no personshould:

• Operate a nonmotorized vehicle on or nearthe freeway.

• Be on foot on or near the freeway.• Stop or reverse a vehicle on the roadway.• Stop, park, or drive on a shoulder, median, or

roadside area.• Drive at a speed less than 70 km/h or 30 km/h

less than the prevailing traffic speed,whichever is lower.

Sign 393

Sign 394

Sign 398

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The BEGINNING OF FREEWAY sign 398should be located on the right side within the firstthird of the length of all freeway on-ramps and onthe right side, and left side when a median islandis available, when a non-freeway roadwaybecomes a freeway in a straight-ahead situation.

Sign 398 should have a blue background with awhite icon and border.

3.6.2 END OF FREEWAY SIGN 399

Sign 399 indicates to the drivers of vehicles thata freeway is about to end and that the relevantfreeway rules are no longer applicable.

END OF FREEWAY sign 399 should be locatedon the right side within the final third of thelength of all freeway off-ramps. When a freewayends, but continues as a non-freeway road, sign399 should be located on the right side, and if amedian island is available, on the left side of theroadway. It should be noted that if it is requiredthat some of the prohibitions provided for on thefreeway be retained, specific prohibition signsshould be erected accordingly beyond sign 399.

END OF FREEWAY sign 399 should have a bluebackground with a white icon and border. Thediagonal slash should be red.

Sign 399

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4 WARNING SIGNS

4.1 GENERAL

Warning signs are used to make drivers aware ofhazardous or potentially hazardous conditions inthe roadway which drivers might not otherwiseexpect to see due to the nature of the hazard, thehazard being hidden or partially hidden, or due tothe driver’s workload at the time. Advance warn-ing signs have a unique triangular shape and thewarning message is given in the majority ofinstances by a symbolic representation of thehazard or potential hazard.

In order to maintain the credibility of warningsigns they should only be used when a need hasbeen established or a warrant satisfied. If warningsigns are used automatically to “warn” of fullyvisible everyday road features, those warningsigns which really are important are likely to beless effective.

Most warning signs are located in advance of thehazard to which they refer. To be effective as aclass, warning signs must be positioned consis-tently. The location of warning signs should, inpart, be related to the speed with which the haz-ard can be negotiated. This in turn relates to thedifference between the speed at the hazard andthe speed when viewing the sign. Table 4-1 gives

guidelines for the positioning of advance warningsigns. Distances in Table 4-1 are based on stan-dard traffic-engineering stopping-sight distanceequations (distance needed to reduce speed fromapproach speed to safe operating speed at haz-ard).

It is also important that there be an adequate clearvisibility distance to the warning sign. The avail-ability of this distance must be checked at thetime of installation of the sign. Clear visibilitydistance cannot be assumed to exist simplybecause it appears to be available from reading aplan of a section of road. Engineers need to exer-cise professional judgement on site to ensuredrivers have adequate clear visibility to a warn-ing sign.

Likewise, sound engineering judgement isrequired for placement of warning signs used toalert drivers to temporary road conditions or par-ticularly hazardous conditions. In either of thesesituations, distances from the sign to the hazardmay need to be increased or decreased from theguidelines in Table 4-1. It may also be the casethat multiple warning signs are needed to effec-tively alert drivers to a single hazard. Engineersshould consider either of these options during ini-tial installation and prepared to review this deci-sion in the future if deemed warranted.

Table 4-1 Guidelines for Positioning Advance Warning Signs

Posted Speed at Hazard (km/h) <20 30 40 50 60 70 80 Approach

Speed (km/h) Preferred Distance of Sign from Hazard (meters)

30 Note 1 Note 2 - - - - - 40 25 Note 1 Note 2 - - - - 50 75 60 Note 1 Note 2 - - - 60 125 110 100 50 Note 2 - - 70 150 140 125 110 50 Note 2 - 80 175 160 150 125 100 60 Note 2 90 200 185 175 150 140 75 65 100 250 230 200 180 175 125 100 110 275 250 225 210 190 160 130 120 300 275 250 230 210 190 175

NOTES: 1. No suggested minimum distances are provided for these speeds, as placement

location is dependent on site conditions and other signing to provide an adequate advance warning for the driver.

2. No specific recommended placement distance are provided for these speeds. The Engineer should exercise professional engineering judgement in light of local conditions.

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The function of each individual warning sign isgiven in subsequent sections of this chapter. If awarning sign is required for which there is nosymbol GENERAL WARNING sign 450 shouldbe used in conjunction with a SUPPLEMEN-TARY PLATE sign 589 (see Section 4.2.26).SUPPLEMENTARY PLATE sign 589 may beattached below an advance warning sign toenhance the message of the sign (see Section5.7.4).

4.1.1 FUNCTION AND OBJECTIVESOF WARNING SIGNS

It is the function of warning signs to alert driversto hazardous or potentially hazardous conditionson or adjacent to the roadway. This function maybe exercised in the form of an advance warningof a hazard ahead or by marking the actual phys-ical hazard.

The objective of warning signs is to transfer thedesired warning message to road users as clearlyand as quickly as possible with a minimumimpact on the driving task and in so doing to cre-ate the safest practical road environment forusers. In order to achieve this objective warningsigns must be of adequate size and must be cor-rectly positioned to attract the attention of roadusers in time for them to take the required action.By providing warning signs the design engineermust have as an objective the creation of an ade-quate level of road safety while using the fewestpossible signs.

4.1.2 SUBCLASSIFICATION OFWARNING SIGNS

In order to clarify the different functions of warn-ing signs the class is further subdivided as fol-lows:

• Advance warning signs.• Hazard marker signs.• Diagrammatic signs.

4.2 ADVANCE WARNINGSIGNS

The signs in this group should all be used inadvance of the hazard or potential hazard to

which they relate. Consistent with this functionthey have a unique triangular shape in order toattract the attention of drivers sufficiently earlyfor their message to be effective. Advance warn-ing signs are therefore not appropriate to mark oridentify the point location of the hazard. Hazardmarker signs should be used for such a purpose(see Section 4.3).

4.2.1 JUNCTION AHEAD SIGNS 401TO 406

Signs 401 to 406 warn drivers of vehicles of ajunction ahead.

CROSSROAD AHEAD sign 401, SIDE ROADAHEAD signs 403 and 404 and STAGGEREDSIDE ROAD AHEAD signs 405 and 406 arespecifically for use on a major road to indicatethe presence and layout of the junction ahead. T-JUNCTION AHEAD sign 402 may be used on amajor or minor road although its use on majorroads is not likely to be common.

Signs 401 to 406 should be located on the rightside of the roadway at a distance from the junc-tion as indicated in Table 4-1 and with a clearsight distance to the sign. A SUPPLEMENTARYPLATE sign 589 indicating the distance to thejunction to the nearest 20 meters should beattached below all signs 401 to 406.

Signs 401 to 406 should be considered for use inan urban area only when all of the following con-ditions apply:

• The junction is not controlled by traffic sig-nals.

• There are no advance direction signs.• With the exception of T-JUNCTION

AHEAD sign 402, there are no STOP orGIVE WAY signs or road markings on themajor road approach.

• No other means is available to improve theidentification of the junction from an ade-quate distance to allow drivers to safelynegotiate a turn. That is,there are no roadmarkings, gore signing, or street name signs.

Signs 405 and 406 should only be used when thedistance between the staggered side roads is less

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Sign 401

Sign 405 Sign 406

Sign 403 Sign 404

Sign 402

NO THROUGH ROAD signs 407, 408, and 409should have a white background and a thick redborder. The icon should be black and red, withblack representing the road and a red “stump”representing the end of the throughway.

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than that given in Table 4-2. If the distanceexceeds the value shown, two type 403 or 404signs should be used, the signs being located inaccordance with Table 4-1. STAGGEREDJUNCTION AHEAD signs 405 and 406 shouldbe located at the distance given in Table 4-1 inadvance of the first of the two side road junc-tions.

It is also appropriate to consider the use ofCROSSROAD AHEAD sign 401 and T-JUNC-TION AHEAD sign 402 on the minor roadapproach to a rural junction, particularly if theroad alignment is not straight on the approach tothe junction. For such an application the width ofboth legs of the symbol on CROSSROADAHEAD sign 401 should be sized similarly tothat for T-JUNCTION AHEAD sign 402.

Signs 401 to 406 should have a white back-ground, a black icon, and a thick red border.

4.2.2 NO THROUGH ROAD SIGNS407, 408, AND 409

Signs 407 to 409 are to warn drivers of vehiclesthat the road indicated on the sign is not availableto through traffic, i.e., the road is a dead-end roador is closed to through traffic for some reason.

NO THROUGH ROAD signs 407 to 409 shouldbe located on the right side of the roadway at adistance from the junction as indicated in Table4-1 and with a clear sight distance.

Signs 407 to 409 should only be used when it isnot otherwise obvious that the road concerned isnot a through road. The use of sign 409 is appro-priate in advance of a crossroad when the straightahead leg of the junction is not a through road.

Table 4-2 Junction Spacing Requirements for

Signs 405 and 406 Operating Speed (8th Percentile)

(km/h)

Distance Between Junctions (meters)

Up to 45 <60 45 to 65 <150 65 to 85 <200 $85 <300

Sign 408

Sign 409

Sign 407

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4.2.3 MERGING TRAFFIC SIGNS 410AND 411

Signs 410 and 411 are to warn drivers of vehiclesof a junction ahead where two streams of traffictraveling in the same direction, and of equal pri-ority, are required to merge into one stream.

MERGING TRAFFIC sign 410 should be locat-ed on the right side of the through roadway at adistance from the junction of the roadways asindicated in Table 4-1, subject to adequate clearsight distance being available.

MERGING TRAFFIC sign 411, if required,should be located on the right side of the joiningroadway at a distance from the junction of theroadways as indicated in Table 4-1, subject toadequate clear sight distance being available.

Sign 410

Sign 411

Sign 411 need only be used when the anglebetween the two merging roadways makes it dif-ficult to position sign 410 so that it may beviewed from both roadways. Signs 410 and 411should not be used if the traffic on the joiningroadway is subject to stop or give way control.

MERGING TRAFFIC signs 410 and 411 shouldhave a white background, a black icon, and athick red border.

4.2.4 RIGHT (OR LEFT) CURVE SIGN412 (OR 413)

Signs 412 and 413 warn drivers of vehicles thatthere is a curve in the road ahead to the right (orleft) which requires caution.

RIGHT CURVE sign 412 should be located onthe right side of the roadway at a distance fromthe start of a right-hand curve as indicated in

Sign 412

Sign 413

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BENDS AHEAD signs 414 and 415 should havea white background, a black icon, and a thick redborder.

4.2.6 TWO-WAY TRAFFIC SIGN 416

Sign 416 warns drivers of vehicles in a one wayroadway that the roadway ahead carries traffic inboth directions.

TWO-WAY TRAFFIC sign 416 should be locat-ed on the left side of a one way roadway at a dis-tance from the start of the two way roadway asindicated in Table 4-1 and with a clear sight dis-tance to the sign. A second sign 416 may bemounted on the right side of the roadway foradditional emphasis. A SUPPLEMENTARYPLATE sign 589 indicating the distance to thestart of two-way traffic may be attached below

Sign 414

Sign 415

Table 4-1 and with a clear sight distance to thesign. A SUPPLEMENTARY PLATE sign 589indicating the recommended speed at which thecurve may be safely negotiated should beattached below sign 412. Sign 413 should be usedsimilarly for a left-hand curve.

RIGHT (or LEFT) CURVE sign 412 (or 413)should be used in advance of a horizontal curvethat can only be negotiated comfortably byreducing speed by one tenth or more of the oper-ating speed of traffic on the preceding straight.Sign 412 (or 413) should not be used on road-ways with a basic posted speed less than 60 kilo-meters per hour, except for exceptional circum-stances.

RIGHT (OR LEFT) CURVE sign 412 (or 413)should have a white background, a black icon,and a thick red border.

4.2.5 BENDS AHEAD SIGNS 414AND 415

Signs 414 and 415 warn drivers of vehicles thatthere are sharp reverse direction curves in theroad ahead.

BENDS AHEAD signs 414 and 415 should belocated on the right side of the roadway at a dis-tance from the start of the first curve as indicatedin Table 4-1 and with a clear sight distance. ASUPPLEMENTARY PLATE sign 589 indicatingthe recommended speed at which the curves maybe safely negotiated should be attached belowsigns 414 and 415. The symbol direction mustalways be specified so that it is correctly orientedfor the first curve or bend to be entered, e.g., leftbefore right (414) or right before left (415).

BENDS AHEAD signs 414 and 415 should onlybe displayed when:

• The bends can only be negotiated comfort-ably by reducing speed by more than onetenth of the operating speed of traffic on thepreceding straight, and/or

• The length of the straight between curves isless than 120 meters, or

• The nature of the reverse curves is not obvi-ous to approaching drivers.

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Sign 416

sign 416. The sign may be repeated once the two-way section of roadway is fully developed ifadditional emphasis is needed.

TWO-WAY TRAFFIC sign 416 should be usedwhen a one way roadway or carriagewaybecomes a two way roadway. This conditioncommonly occurs at the end of a dual carriage-way. The sign is therefore commonly used withDUAL CARRIAGEWAY ENDS AHEAD sign424.

TWO-WAY TRAFFIC sign 416 should have awhite background, a black icon, and a thick redborder.

4.2.7 LANE ENDS SIGNS 417 AND418

Signs 417 and 418 warn drivers of vehicles thatthe right-hand or left-hand lane ends ahead.

LANE ENDS signs 417 and 418 should be locat-ed on the right side of the roadway on two-wayroadways. Whenever possible a sign should belocated on the left side as well, particularly whenthe lane on the left side of a one way carriagewayis ending ahead. Signs 417 and 418 should not beused if the reduction in road width does not resultin a reduction in the number of lanes. In suchinstances the appropriate ROAD NARROWSAHEAD sign 421, 422, or 423 should be used.Signs 417 and 418 should be located as indicatedin Table 4-1 in advance of the lane reductiontaper and clear sight distance to the signs shouldbe available.

Sign 417

Sign 418

A SUPPLEMENTARY PLATE sign 589 indicat-ing the distance to the start of the lane reductiontaper should be attached below signs 417 and418.

LANE ENDS sign 417 and 418 should be pro-vided in advance of any lane drop situation on anarterial road that is not clearly demarcated byoverhead guide signs. If necessary the larger dia-grammatic warning LANE DROP signs 465 and466 may be specified for improved conspicuityon arterial roads, and should be used for highspeed freeway or expressway locations.

LAND ENDS signs 417 and 418 should have awhite background, a black icon, and a thick redborder.

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4.2.8 U-TURN AHEAD SIGN 419

Sign 419 warns drivers of vehicles that they arepermitted to make a U-turn at the junction ormedian opening ahead.

U-TURN AHEAD sign 419 should be located onthe median island of a dual carriageway roadwayon the left side of the roadway at a distance fromthe junction or median opening as indicated inTable 4-1 and with a clear sight distance to thesign. A SUPPLEMENTARY PLATE sign 589indicating the distance to the point where a U-turnis permitted should be attached below sign 419.

U-TURN AHEAD sign 419 should be providedin advance of median openings provided specifi-cally for U-turns or at which U-turns are permit-ted. U-TURN AHEAD sign 419 should not beprovided in situations where the availability of aU-turn is apparent or can be accurately anticipat-ed by a driver (e.g., as almost all signalized inter-sections in Abu Dhabi allow U-turns, no U-TURN AHEAD sign 419 is necessary in advanceof a signalized intersection).

Subject to the distance available, in particularbetween opposing U-turns through a medianisland, U-TURN AHEAD sign 419 may be locat-ed further from the point of U-turn than the dis-tance given in Table 4-1 in order to reassure driv-ers that an opportunity to U-turn exists ahead.The distance given on the supplementary platemust reflect such an adjustment in position andindicate the actual distance to the U-turn. Underno circumstances should sign 419 for a U-turn

Sign 419

ahead be located in advance of the median open-ing for a U-turn from the opposite direction.

U-TURN AHEAD sign 419 should have a whitebackground, a black icon, and a thick red border.

4.2.9 ROUNDABOUT AHEAD SIGN420

Sign 420 warns drivers of vehicles of a round-about ahead.

ROUNDABOUT AHEAD sign 420 should belocated on the right side of the roadway at a dis-tance from the roundabout as indicated in Table4-1 and with a clear sight distance to the sign. ASUPPLEMENTARY PLATE sign 589 indicatingthe distance to the junction to the nearest 20meters should be attached below sign 420. Anadditional sign may be placed on the left side ofa one-way carriageway.

Sign 420 should only be considered for use whenit is not obvious at the distance given in Table 4-1 that there is a roundabout ahead.

ROUNDABOUT AHEAD sign 420 should havea white background, a black icon, and a thick redborder.

4.2.10 ROAD NARROWS AHEADSIGNS 421 TO 423

Signs 421 to 423 warn drivers of vehicles that theroadway ahead narrows from the right side (421),the left side (422) or from both sides (423).

Sign 420

ROAD NARROWS AHEAD signs 421 to 423should be located on the right side of the roadwayon two way roadways and, where practical, onboth sides of one way roadways. The normalapplication of these should be for temporary road

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Sign 421

Sign 422

Sign 423

narrowing situations at roadworks when theextent of the narrowing is less than a full lanewidth. If the road width reduction results in areduction in the number of lanes, then LANEENDS signs 417 and 418 should be used instead.Signs 421 to 423 should be used when the widthof a roadway is reduced on the left or right, orboth sides, at a quicker rate than would be thecase by a standard design taper.

ROAD NARROWS AHEAD signs 421 to 423should have a white background, a black icon,and a thick red border.

4.2.11 DUAL CARRIAGEWAY ENDSAHEAD SIGN 424

Sign 424 warns drivers of vehicles that the oneway roadway forming part of a dual carriagewayroad on which they are traveling is about tobecome a single carriageway roadway carryingtwo way traffic.

DUAL CARRIAGEWAY ENDS AHEAD sign424 should be located on the left and right handsides of a one way roadway which is about tobecome part of a single carriageway roadway, ata distance from where the two carriagewaysforming the dual carriageway come together asindicated in Table 4-1 and with a clear sight dis-tance to the sign. A SUPPLEMENTARY PLATEsign 589 indicating the distance to the start of thetwo way roadway should be attached below sign424.

Sign 424

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DUAL CARRIAGEWAY ENDS AHEAD sign424 may be used with TWO WAY TRAFFIC sign416. When both signs are used sign 416 shouldbe located as indicated in Table 4-1 and sign 424should be positioned in advance of sign 416 sothat clear sight distance is maintained to sign 416.DUAL CARRIAGEWAY ENDS AHEAD sign424 should have a white background, a blackicon, and a thick red border.

4.2.12 MAXIMUM HEADROOM SIGN425

Sign 425 warns drivers of vehicles that the clear-ance available under an overhead structure aheadis restricted to the amount indicated in meters onthe sign.

Sign 425 should be located on the right side ofthe roadway.

MAXIMUM HEADROOM sign 425 should notbe displayed for any structure with minimumclearance of 5.0 meters or greater. For structureswith a clearance less than and 5.0 meters sign 425should be provided as indicated in Table 4-1 andwith a clear sight distance to the sign. In such aninstance it is not normally considered necessaryto provide prohibition MAXIMUM HEIGHTLIMIT sign 355 at such structures.

MAXIMUM HEADROOM sign 425 and MAX-IMUM HEIGHT LIMIT sign 355 should both bedisplayed for any structure with a minimumclearance of less than 5.0 meters. Sign 355should be located as indicated in Section 3.4.10

Sign 425

and sign 425 should be located in advance of thestructure in such a position that the driver of anover-height vehicle may turn off onto an alterna-tive route. In such instances it may be necessaryto provide a custom designed information sign,incorporating sign 425, advising drivers of over-height vehicles of the alternative route.

Unless specified otherwise by the Department,the height to be indicated on sign 425 should be200 millimeters less than the actual minimumclearance measured under the structure, furtherrounded down to the nearest one decimal point ofa meter.

The maximum legal height of a vehicle in theUnited Arab Emirates is 4.2 meters.

MAXIMUM HEADROOM sign 425 shouldhave a white background, a black icon, and athick red border.

4.2.13 CHILDREN SIGN 426

Sign 426 warns drivers of vehicles of the likeli-hood that children are on or adjacent to the roadahead due to the presence of a school, play-ground, or other activity area.

CHILDREN sign 426 should be located on theright side of the roadway and, where possible, onthe left side as well, at a distance from the start ofthe area where children are likely to be present asindicated in Table 4-1 and with a clear sight dis-tance to the sign. A SUPPLEMENTARY PLATEsign 589 indicating the specific reason for the

Sign 426

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presence of children such as “School” or“Playground” in Arabic and English should beattached below sign 426.

CHILDREN sign 426 should be provided inadvance of any appropriate roadway area whichis potentially hazardous to children.

CHILDREN sign 426 should have a white back-ground, a black icon, and a thick red border.

4.2.14 PEDESTRIAN CROSSINGAHEAD SIGN 427

Sign 427 warns drivers of vehicles that there is amarked and/or signalized pedestrian crossingahead at which pedestrians have right-of-way.

PEDESTRIAN CROSSING AHEAD sign 427should be located on the right side of the roadwayand, where possible, on the left side as well, at adistance from the crossing as indicated in Table4-1 and with a clear sight distance to the sign. ASUPPLEMENTARY PLATE sign 589 indicatingthe distance to the pedestrian crossing should beattached below sign 427.

PEDESTRIAN CROSSING AHEAD sign 427should be provided in advance of all markedpedestrian crossings and mid-block signalizedpedestrian crossings. Sign 427 should not belocated at a pedestrian crossing to mark the posi-tion of the crossing. All unsignalized pedestriancrossings should be marked by GIVE WAY TOPEDESTRIANS sign 303. PEDESTRIANCROSSING AHEAD sign 427 should not be pro-

Sign 427

vided at pedestrian crossings located at signal-ized or sign controlled legs of an intersection.

PEDESTRIAN CROSSING AHEAD sign 427should have a white background, a black icon,and a thick red border.

4.2.15 STOP CONTROL AHEAD SIGN428

Sign 428 warns drivers of vehicles of the pres-ence of a STOP sign 301 ahead and that theyshould prepare to stop.

STOP CONTROL AHEAD sign 428 should belocated on the right side of the roadway at a dis-tance from the STOP sign as indicated in Table 4-1 and with a clear sight distance to the sign. ASUPPLEMENTARY PLATE sign 589 indicatingthe distance to the STOP sign 301 should beattached below sign 428. An additional signshould be provided on the left side of the road-way on a median island if the roadway is part ofa dual carriageway.

STOP CONTROL AHEAD sign 428 should onlybe considered for use when:

• It is not obvious at the distance given inTable 4-1 that there is a STOP control ahead,and/or

• The approach speed is in excess of 60 km/h.

STOP CONTROL AHEAD sign 428 should havea white background, a red icon, and a thick redborder.

Sign 428

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4.2.16 GIVE-WAY CONTROL AHEADSIGN 429

Sign 429 warns drivers of vehicles of the pres-ence of a GIVE-WAY sign 302 ahead and thatthey should prepare to yield right-of-way andstop if necessary.

GIVE-WAY CONTROL AHEAD sign 429should be located on the right side of the road-way at a distance from the GIVE WAY sign 302as indicated in Table 4-1 and with a clear sightdistance to the sign. A SUPPLEMENTARYPLATE sign 589 indicating the distance to theGIVE WAY sign 302 should be attached belowsign 429. An additional sign should be providedon the left side of the roadway on a medianisland if the roadway is part of a dual carriage-way.

GIVE-WAY CONTROL AHEAD sign 429should only be considered for use when either orboth of the following conditions exist:

• It is not obvious at the distance given inTable 4-1 that there is a GIVE-WAY controlahead.

• The approach speed is in excess of 60 km/h.

GIVE-WAY CONTROL AHEAD sign 428should have a white background, a red icon, anda thick red border.

4.2.17 TRAFFIC SIGNALS AHEADSIGN 430

Sign 430 warns drivers of vehicles that the junc-tion or pedestrian crossing ahead is controlled bytraffic signals.

TRAFFIC SIGNALS AHEAD sign 430 shouldbe located on the right side of the roadway at adistance from the traffic signal as indicated inTable 4-1 and with a clear sight distance to thesign. A SUPPLEMENTARY PLATE sign 589indicating the distance to the traffic signal shouldbe attached below sign 430. An additional signshould be provided on the left side of the road-way on a median island if the roadway is part ofa dual carriageway.

TRAFFIC SIGNALS AHEAD sign 430 shouldonly be considered for use when:

• It is not obvious at the distance given inTable 4-1 that there is a TRAFFIC SIGNALcontrol ahead, and/or

• The signalized junction is remote or isolatedfrom other signalized junctions.

In addition to the above situations, sign 430 maybe installed for a short period of 3 to 6 monthswhen a new traffic signal is commissioned butmust be removed after such a period, subject tothe warrant criteria given above.

TRAFFIC SIGNALS AHEAD sign 430 shouldhave a white background and a thick red border.

Sign 429Sign 430

Sign 432 should have a white background, ablack icon, and a thick red border.

4.2.20 ANIMALS AHEAD SIGN 433

Sign 433 warns drivers of vehicles of the possi-ble presence of attended or unattended animalson or adjacent to the road ahead.

ANIMALS AHEAD sign 433 should be locatedon the right side of the road at a distance from thepoint at which animals are likely to occur nearthe roadway as indicated in Table 4-1 and with aclear sight distance to the sign. A SUPPLEMEN-TARY PLATE sign 589 may be attached belowsign 433 indicating the distance for which thehazard can be expected to occur.

The symbol on an ANIMALS AHEAD sign maybe that representing camels, sheep, or goats. Ifdomestic animals are regularly herded across

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The icon should have a black background with, indescending order, red, yellow, and green lights.

4.2.18 QUAYSIDE SIGN 431

Sign 431 warns drivers of vehicles that there is anunprotected quayside, jetty, or river bank ahead.The sign 431 symbol may be reversed.

QUAYSIDE sign 431 should be located on theright side of a roadway which runs directly alongthe side of a quay, jetty, or river bank. Sign 431should, if practical, be positioned in advance ofthe unprotected quayside, jetty, or river bank by adistance as indicated in Table 4-1 and with a clearsight distance to the sign.

QUAYSIDE sign 431 should have a white back-ground, a black icon, and a thick red border.

4.2.19 DRAWBRIDGE AHEAD SIGN432

Sign 432 warns drivers of vehicles that there is anopening bridge or drawbridge in the road ahead.

Currently, Abu Dhabi has no drawbridges.

If a drawbridge is eventually constructed in AbuDhabi, sign 432 should be located as the result ofan engineering assessment, meeting the require-ments indicated in Table 4-1, and in considera-tion of clear sight distance. A SUPPLEMEN-TARY PLATE sign 589 indicating the distance tothe drawbridge should be attached below sign432.

Sign 432

Sign 433

Sign 431

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roadways, temporary signs displaying the appro-priate symbol should be set up in advance of thecrossing point. Such signs should preferably indi-cate the distance to the crossing point.

ANIMALS AHEAD sign 433 should have awhite background, a black icon, and a thick redborder.

4.2.21 LOW-FLYING AIRCRAFT SIGN434

Sign 434 warns drivers of vehicles that they maybe distracted by low flying aircraft or a suddenaircraft noise and to drive with due care.

LOW-FLYING AIRCRAFT sign 434 should belocated on the right side of the roadway at a dis-tance from the point where the distraction mayoccur as indicated in Table 4-1 and with a clearsight distance to the sign.

LOW-FLYING AIRCRAFT sign 434 should onlybe provided when aircraft are likely to over-flythe roadway or to fly in close proximity to theroadway.


4.2.22 SPEED HUMP SIGN 435

Sign 435 warns drivers of vehicles that one ormore speed humps exist in the roadway aheadand that they should reduce their speed in orderto negotiate them.

SPEED HUMP sign 435 should be located on theright side of the roadway at a distance as indicat-ed in Table 4-1 and with a clear sight distance tothe sign. A SUPPLEMENTARY PLATE sign 589should be provided below sign 435. This mayindicate one or more of the following:

• The distance for which speed humps are pro-vided, or

• An appropriate text message such as “SpeedHumps” or “Traffic Calming.”

SPEED HUMP sign 435 should have a whitebackground, a black icon, and a thick red border.

4.2.23 TUNNEL SIGN 436

Sign 436 is to warn drivers of vehicles that thereis a tunnel on the roadway ahead and that driversmay be subjected to reduced lighting levels orthat drivers of certain classes of vehicle may berequired by regulatory sign not to enter the tun-nel.

TUNNEL sign 436 should be located on the rightside of the road at a distance from the tunnelentrance as indicated in Table 4-1 and with aclear sight distance to the sign. If a prohibition oncertain classes of vehicle entering the tunnelexists, sign 436 should be displayed in combina-tion with the relevant regulatory sign(s). If neces-sary, sign 436 may therefore be placed at agreater distance from the tunnel than given inTable 4-1. On dual carriageway approaches to atunnel, sign 436 may be placed on the right andleft sides of the roadway.

Sign 434

Sign 435

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TUNNEL sign 436 should have a white back-ground, a black icon, and a thick red border.

4.2.24 FALLING ROCKS SIGN 437

Sign 437 warns drivers of vehicles that there is arisk that rocks may have fallen into the roadway.The sign 437 symbol may be reversed.

FALLING ROCKS sign 437 should be locatedon the right side of the roadway at a distance inadvance of a section of road where the risk offalling rocks exists, as indicated in Table 4-1 andwith a clear sight distance to the sign. A SUP-PLEMENTARY PLATE sign 589 may beattached below sign 437 indicating the distancefor which the hazard can be expected to occur(e.g., “For 5 km”).

FALLING ROCKS sign 437 should have a whitebackground, a black icon, and a thick red border.

4.2.25 SLIPPERY SURFACE SIGN 438

Sign 438 warns drivers of vehicles that there is arisk of a slippery surface on the roadway.

SLIPPERY SURFACE sign 438 should be locat-ed on the right side of the roadway at a distancein advance of a section of road where the risk ofthe slippery surface exists, as indicated in Table4-1 and with a clear sight distance to the sign. ASUPPLEMENTARY PLATE sign 589 may beattached below sign 438 indicating the distancefor which the hazard can be expected to occur(e.g., “For 5 km”).

SLIPPERY SURFACE sign 438 should have awhite background, a black icon, and a thick redborder.

4.2.26 GENERAL WARNING SIGN 450

Sign 450, in combination with an appropriatesupplementary message, warns drivers of a haz-ard of a general nature described by the supple-mentary message.

GENERAL WARNING sign 450 should be locat-ed on the right side of the roadway at a distanceas indicated in Table 4-1 and with a clear sightdistance to the sign. Sign 450 should only be dis-played in conjunction with a SUPPLEMEN-TARY PLATE sign 589. Permitted messages foruse below sign 450 are as follows:

• Drifting sand.• Uneven road.

Sign 436

Sign 437

Sign 438

ing the position of physical hazards such as cul-verts, bridge structures, large sign supports, traf-fic island gores, guardrails, etc., to drivers. Insome instances, such as a sharp curve, hazardmarkers may be used to delineate the curve andso draw attention to the severity of the curve.

4.3.1 HAZARD PLATE SIGNS 451AND 452

Signs 451 and 452 warn motorists of the actualposition of physical objects which are placed soclose to the roadway as to represent a hazard orpotential hazard if vehicles should collide withthem.

HAZARD PLATE signs 451 and 452 should belocated as close as possible to the physical hazardto identify its position. A number of evenlyspaced HAZARD PLATE signs 451 or 452 mayalso be used to demarcate open ditches, highembankments, and ill-defined curves. See Table4-3 for guidance on spacing.

HAZARD PLATE signs 451 and 452 shouldalways be installed so that the “arrow” pointstowards the roadway and away from the hazard.Signs 451 and 452 should be mounted so that the

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• Overhead cables (with a height clearance).

If the conditions indicated above change or areremoved, the sign should be removed.

GENERAL WARNING sign 450 is appropriateto many conditions which occur at roadworkssites or in association with roadworks sites (seealso Chapter 7). The sign may also be appropri-ate for other temporary conditions. In such cir-cumstances the exclusive black symbol on a yel-low background color code used for roadworkssigns should be used. Typical messages used intemporary or roadworks situations are:

• Sand• Surveying.• Reduced visibility.• Loose stones.• Uneven road.• Slippery surface.• Road ends.• Flood.• Construction traffic.• Soft shoulder.• Surface step (dip).


4.3 HAZARD MARKER SIGNS

The signs in this group have the specific functionto mark an actual hazard adjacent to the roadway.The majority of uses therefore relate to identify-

Sign 450

Sign 451 Sign 452

Table 4-3 Spacing on Curves for Signs 451, 452, 454, and 455

Curve Radius (meters)

Sign Spacing “S” (meters)

60 8-15 150 15-25 300 25 600 25

ment of the roadway when these conditions rep-resent hazards or potential hazards.

SINGLE CHEVRON signs 454 and 455, whenused independently, should be placed as close aspossible to the hazard that it is intended to mark.SINGLE CHEVRON signs 454 and 455 may bemounted to point to the right and to the left. Thearrows should always point towards the roadway

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lower edge is 600 millimeters above ground levelfor the 600 millimeter by 150 millimeter size and1200 millimeters above ground level for the 1200millimeter by 300 millimeter size. Figure 4-1illustrates a number of typical HAZARD PLATEsign applications. The larger of the two sign sizesshould be used when the posted speed limit is 80kilometers per hour or greater.

HAZARD PLATE signs 451 and 452 shouldhave a red background with white diagonalstripes.

4.3.2 SINGLE CHEVRON RIGHT (ORLEFT) SIGN 454 (OR 455)

Signs 454 and 455 warn motorists of the actualposition of physical objects or of the actual align-

Bridge deck

Abutment

300

1200

1200

150

600

600

Culvert

Figure 4-1Typical Hazard Plate Applications

Sign 454 Sign 455

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passing in front of the sign. The application ofsigns 454 and 455 is very similar to that of signs451 and 452. In general, signs 451 and 452should be used in a lower speed or less hazardousenvironment than signs 454 and 455.

SINGLE CHEVRON signs 454 and 455 mayalso be used in sets whereby the signs are spacedat regular intervals to define a sharp curve (e.g.,on a 180° or 270° loop ramp) or to define theedge of a high embankment or a guard rail at thetop of such an embankment. Figure 4-2 illustratesa typical example of such an installation andTable 4-3 gives guidance on the spacing of thesigns. Signs 454 and 455 should be considered

for use in place of sign 326 to mark island goresif these are on a particularly difficult vertical orhorizontal alignment. In such an applicationsigns 454 and 455 should be mounted side-by-side in the gore but a separator is not necessary.

When SINGLE CHEVRON signs 454 and 455are placed at intervals round a sharp curve theyshould be positioned so that one sign lies as closeas possible to the line of extension of the tangentapproaching the curve, and so that the sign liesstraight-ahead for a driver in the near side lane.Other signs should then be positioned forwardsand backwards round the curve so that the curveis fully delineated, approximately from tangent

TP455

455

455

455

First sign to be placed

See Table 4-3 for spacing “S”

S

TP

455 454

Figure 4-2Examples of Applications of Sign 454 and Sign 455

MULTIPLE CHEVRON RIGHT (or LEFT)signs 456 and 457 may be used at a sharp bendwhen the severity of the bend is not likely to beadequately conveyed by advance warning sign412 or 413. The signs should comprise a mini-mum of three chevron modules. If a sharp bend issufficiently long the number of modules may beincreased to a maximum of four. If it is necessaryto sign a longer sharp bend this should be doneusing signs 454 or 455 as illustrated in Figure 4-2. Figure 4-3 illustrates the use of signs 456 and457.

MULTIPLE CHEVRON RIGHT sign 456 mayalso be used to identify the sharp change of direc-tion required on entering a roundabout. Signpositions are illustrated in Figure 4-3. This appli-cation should only be considered when the viewof the center of the roundabout is restricted due tothe geometry of the approach and entry, or due tothe aesthetic treatment of the roundabout. If thelatter is such that the shape of the roundabout isno longer evident advance warning sign 420 maybe specified.

Sign 456 (or 457) should have a white back-ground, red chevrons, and a thin red border.

4.3.4 T-JUNCTION CHEVRON SIGN458

Sign 458 warns drivers of vehicles that the roadthey are traveling on terminates at a T-junction

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point to tangent point. It is necessary that, inorder to properly define the curve through bothvertical and horizontal changes, at least threesigns are visible at any time while drivingthrough the curve.

SINGLE CHEVRON signs 454 and 455 shouldhave a white background, a red chevron, and athin red border.

4.3.3 MULTIPLE CHEVRON RIGHT(OR LEFT) SIGN 456 (OR 457)

Signs 456 and 457 warn motorists of the actualposition of a very sharp bend or change in direc-tion in the roadway.

Sign 456

Sign 457

456

457

456

Figure 4-3Typical Application of Multiple Chevron Signs 456 and 457

assist drivers to use complex roadways moresafely and efficiently.

The complex geometric conditions referred toabove often involve merging and/or weavingmaneuvers without stop or give way control.These are driving actions that many drivers finddifficult to undertake and diagrammatic signsactually offer a combination of warning andguidance in such situations.

The types of message that may be displayed on adiagrammatic sign can be categorized. The signgroup has therefore been subdivided according tothese categories as follows:

• Traffic movement is affected by an obstruc-tion.

• Additional lane and lanes merge signs.• Lane use control by regulation.

Several of these categories have the potential toprovide many signs. Some of these signs varysignificantly in their sign face message, andtherefore design, while others represent limitedvariations on the themes established by the earli-er alternatives. In the following sections only alimited number of signs are illustrated. Where itis appropriate, design rules are stated for sign-face design.

The following characteristics are appropriate toall diagrammatic signs:

• The basic rectangular shape of the minimallysized sign should have a ratio of height towidth of 4 to 3. Recommended standardbasic sign sizes should be 1200 millimeters(H) x 900 millimeters (W), 1600 millimeters(H) x 1200 millimeters (W) and 2400 mil-limeters (H) x 1800 millimeters (W) forground mounted signs. If used overhead, rec-ommended basic sign sizes should be 2400millimeters (H) x 1800 millimeters (W) and3200 millimeters (H) x 2400 millimeters(W). These dimensions are exclusive of sup-plementary information plates, if applicable.

• The width of the basic sign may be increasedwhen three or more arrows are to be dis-played, in increments equal to one quarter ofthe basic width.

and in so doing the sign identifies the position ofthe far side of such a junction.

T-JUNCTION CHEVRON sign 458 should belocated on the far side of the T-junction, at 90° tothe direction of approach from the side road, sothat the sign is located at the rear of a sidewalk inan urban area, or at the rear of a shoulder orapproximately two meters from the edge of theroadway, in a rural area. Use of sign 458 shouldbe considered for high speed (60 km/h or more)approaches to T-junctions, particularly whenthere is no street lighting, and where a guide signwould not otherwise be used.

T-JUNCTION CHEVRON sign 458 should com-prise a minimum of six chevron modules, threepointing to the right and three to the left.

Sign 458 should have a white background, redchevrons, and a thin red border.

4.4 DIAGRAMMATIC SIGNS

The signs in this group are essentially for use insituations where the size and shape of triangularadvance warning signs limits the pictorial warn-ing message that can be displayed, and/or theoverall conspicuity of the sign. The situationsthat tend to be indicated on diagrammatic signsare commonly ones that occur on higher speedroads. The diagrammatic nature of the messagegiven by these signs means that they often depictthe geometric arrangements of the lanes and/orthe whole roadway.

Geometric design of roadways should result indrivers having sufficient time and space to nego-tiate even complex arrangements safely and with-out undue doubt or confusion. In reality, due tothe need to satisfy many geometric requirementswithin a limited space and under traffic flow con-ditions that may be nearing capacity, complexroad conditions do occur. While the availabilityof diagrammatic signs should not be seen as anexcuse for creating complex geometric designs ofroadways, the signs may offer some options to

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Sign 458

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• The sign face message should depict onlyone situation requiring an action on the partof the drivers to whom the sign applies.

• An “obstruction” commonly means a physi-cal obstacle such as a concrete barrier or a W-section guardrail but also includes perceived“obstructions” to vehicle movement. Forexample, the obstruction may be an intro-duced median island or a lane-drop situationwith a sufficient run-off and recovery areaprovided. In this case, the “obstruction” isillustrated on the sign by a solid red block.

• Arrows pointing in the direction of travelshould point upwards on the sign and be thefull height of the sign, with specified clear-ances, whereas arrows depicting opposingtraffic flows should point downwards on thesign and be of a reduced length (shorter byapproximately the length of two arrow heads).

• If a SUPPLEMENTARY PLATE sign 589 isrequired with a diagrammatic sign it shouldbe a separate plate mounted below the signfor ground-mounted signs.

Diagrammatic signs are particularly appropriateto the temporary detours common during majorroadworks (see Chapters 7 and 8). Their use is,however, also appropriate in certain situationsthat can be considered as permanent even thoughthey may be scheduled for medium- to long-termimprovement. Since many diagrammatic signsonly have a temporary application they are notillustrated in this chapter. As a result, the signsthat are illustrated do not have sequential num-bers; the remaining signs are illustrated inChapter 7.

The normal warrants for overhead signs can beused to decide whether a diagrammatic signshould be used in an overhead position.Diagrammatic signs may be displayed in associ-ation with overhead direction signs.

4.4.1 TRAFFIC MOVEMENTAFFECTED BY OBSTRUCTIONSIGNS

As has been noted above, an “obstruction” in thecontext in which signs in this group are to beused may be real or perceived. Situations thatmay warrant the use of a diagrammatic sign

depicting a traffic movement affected by anobstruction include:

• A lane drop on a multilane, high-speed road-way.

• The temporary deviation of traffic through amedian island, around a structure, or similarobstacle.

• The passage of traffic alongside a physicalbarrier that either reduces normal lane widthor normal lateral clearances. Such a physicalbarrier may be an upstanding concrete barri-er, a row of cones or delineators separatingtraffic streams, or similarly, cones or delin-eators protecting a limited excavation area.

• The passage of two-way traffic around anobstruction such as the beginning of a medi-an island.

4.4.1.1 LANE DROP SIGNS 465 (FROMTHE RIGHT) AND 466 (FROMTHE LEFT)

Signs 465 and 466 warn motorists that a lanedrop lies ahead for a right-side lane drop or a left-side lane drop, respectively.

LANE DROP signs 465 and 466 should be con-sidered for use in traffic situations that are eitherknown to have substandard geometry that cannotbe rectified in the short-term or that have, forwhatever reason, not been sufficiently improvedby the provision of normal advance warningsigns.

LANE DROP signs 465 and 466 may be provid-ed in advance of the point at which the lane isdropped. An appropriate SUPPLEMENTARYPLATE sign 589 indicating the distance to thelane drop mounted below the sign should be pro-vided. At the start of the lane drop taper signs 465and 466 should be provided without such a sup-plementary plate.

LANE DROP signs 465 and 466 should have awhite background and a thin red border. The iconshould be black and red, with the arrows repre-senting traffic movement in black and theobstructions in red.

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4.4.1.2 BEGINNING/END OF MEDIANSIGNS 472 AND 473

Signs 472 and 473 warn motorists that the road-way ahead has a median starting or ending andthat this may, in the case of sign 472, represent asignificant hazard in the roadway going in theone direction, or that, in the case of sign 473, traf-fic streams become two way beyond the end ofthe median island, which in turn may be a poten-tially hazardous condition.

BEGINNING/END OF MEDIAN signs 472 and473 should have a white background and a thinred border. The icon should be black and red,with the arrows representing traffic movement inblack and the obstructions in red.

4.4.2 ADDITIONAL LANE ANDLANES MERGE SIGNS

This group of signs is used to indicate to driversthat the roadway beyond the sign increases inwidth by one lane, that an additional stream oftraffic is entering the roadway, or that traffic maybe merging, which may result in some weavingaction. As no decrease in speed is implicitlyrequired for the roadway conditions these signswarn of, there are no specified minimum or max-imum advance positioning guidelines. TheEngineer should use professional judgement inpositioning these signs, taking into account allrelevant conditions and variables.

Sign 472

Sign 473Sign 466

Sign 465

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4.4.2.1 ADDITIONAL LANE SIGNS 480AND 481

Signs 480 and 481 warn motorists on a section ofroad that an additional continuous lane will be addedahead, at the distance indicated below the sign.

The principal value of these signs is to reassuredrivers, when in heavy traffic, that overtakingopportunities will occur ahead due to the addi-tional lane. Such a sign need only be placed 500meters to one kilometer in advance of the start ofthe additional lane. The sign type is appropriatefor freeways and rural roads.

ADDITIONAL LANE signs 480 and 481 shouldhave a white background, a black icon, and a thinred border.

4.4.2.2 JOINING LANE SIGNS 482 OR 483

Signs 482 and 483 warn drivers of vehicles thatan extra lane carrying joining traffic comes intothe roadway from the right (or left) and that merg-ing and weaving maneuvers can be expected.

Sign 482 should preferably be positioned so thatdrivers on the main carriageway and drivers onthe entering lane can both see the sign. If this isnot possible both signs 482 and 483 may be usedto warn drivers. Because road configurationsrequiring use of this sign vary widely, there is norecommended minimum or maximum placementdistance. Good engineering judgement should beexercised in locating the signs.

JOINING LANES signs 482 and 483 shouldhave a white background, a black icon, and a thinred border.

Sign 480

Sign 481

Sign 482

Sign 483

4.4.2.3 LANES MERGE SIGNS 490 AND492

Sign 490 warns of the merging of two lanes. Theuse of this sign may be appropriate at at-gradejunctions to emphasize the need for drivers toundertake merging actions or maneuvers. As suchthe sign only shows the two lanes involved in themerging action.

Sign 492 warns of the merging of two lanes on ahigh-speed free-flow roadway. Such roadwaysare commonly freeways or freeway ramps wherethere is little or no tolerance for traffic slow-down or back-up from the point of merge. It istherefore recommended that the signs indicate alllanes at the point of merge. The signs should beerected close to the gore of the merge area onfreeways, or on both sides of the roadway at at-grade junctions. Where possible they should bevisible to drivers in both approaching traffic

streams. Advance signs may also be used, partic-ularly on freeways, and these should include aSUPPLEMENTARY PLATE sign 589.

Signs 490 and 492 should have a white back-ground, a black icon, and a thin red border.

4.4.3 LANE USE CONTROL BYREGULATION

The signs in this group indicate that one or moreindividual lanes in the roadway ahead are subjectto some form of special regulatory control. Thepurpose of such control is to improve the opera-tional efficiency of the roadway concerned. Themost common application of this control is a pro-hibition of heavy vehicle or truck traffic on oneor more lanes. Another possible application is atunusually configured intersections where turningrestrictions are imposed on one or more of thebasic lanes. Because of the regulatory message itis a requirement that such signs indicate all laneson the roadway. These diagrammatic signs, ineffect, provide a background for some type ofregulatory sign. The examples given in Section4.4.3 should be considered as typical. Once aregulatory sign has been superimposed on thediagrammatic background the overall sign takeson a regulatory function.

4.4.3.1 LANE USE CONTROL —TRUCKS AND BUSSES SIGNS484 AND 485

In Abu Dhabi Emirate, trucks are allowed to useonly the right-most lane on any road, exceptwhen preparing to make a left turn. Sign 484 andsign 485 impose this prohibition on the use oflanes by trucks and as such the signs warnmotorists of the special regulatory circumstancesexisting on those lanes. The lane prohibition alsoapplies to busses, with two exceptions:

1. On roads having four or more lanes, bussesare allowed to use the second lane.

2. On roads having two or three lanes, bussesare allowed to leave the right-most lane toovertake other vehicles, but must then returnto the right lane.

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Sign 490

Sign 492

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The signs should be spaced at approximatelyfive-kilometer intervals.

LANE USE CONTROL — TRUCKS ANDBUSSES signs 484 and 485 should have a whitebackground and a thin red border. The iconshould be black with the prohibitory symbol (cir-cle and diagonal slash) in red.

4.4.3.2 LANE USE CONTROL —DIRECTIONAL RESTRICTIONSIGN 486

Sign 486 imposes a mandatory restriction ofmovement LANE USE CONTROL — DIREC-TIONAL RESTRICTION on one of the basicthrough lanes of a roadway. In the exampleshown it warns motorists that the leftmost of thebasic through lanes becomes, by regulation, anexclusive left turn lane at the intersection.Drivers wishing to continue straight ahead must

leave that lane prior to the intersection, otherwisethey will be required to make a left turn.

The LANE USE CONTROL — DIRECTIONALRESTRICTION series of signs supplement pave-ment markings and provide advance notice of alane use control condition ahead. These signs arenot intended for routine use at all standard sig-nalized intersections where geometry clearlyindicates intended turning lanes. Rather, its useshould be restricted to unusual intersection con-figurations where one of the basic roadway lanesunexpectedly becomes an exclusive turn lane. Alikely usage of this sign will be at a T-junction onthe through leg containing the left turn, when thegeometry is such that one of the basic roadwaylanes becomes an exclusive left turn lane. Its useon other legs of the T-junction will not ordinarilybe required.

LANE USE CONTROL — DIRECTIONALRESTRICTION sign 486 should have a whitebackground and a thin red border. The iconshould be black with the regulatory symbol inblue.

4.5 HIGH VEHICLE WARNINGSIGN 495

Sign 495 is typically located in advance of gantryor cantilever signs and points high vehicles to ashort, low-grade detour that does not pass under-neath the horizontal arm of the sign but insteadaround the sign’s support column.

Sign 484

Sign 485

Sign 486

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HIGH VEHICLE WARNING sign 495 should belocated on the right side of the roadway at a dis-tance in advance of the gantry or cantilever struc-ture as indicated in Table 4-1.

If deemed appropriate by the engineer, sign 495may have flashing yellow caution lights placed atits top.

Sign 490 should have a red background, a whiteborder, and the text should be white.

Sign 495

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5 GUIDE SIGNS

5.1 PRINCIPLES OFDIRECTIONAL GUIDANCE

The objective of the Abu Dhabi Guide Sign sys-tem is to provide guidance to visitors to and resi-dents of Abu Dhabi. To accomplish this objec-tive, guide signing must do the following:

• Enable drivers to find their way to far moredestinations than could possibly be signed.

• Avoid confusing drivers with too much infor-mation.

• Present drivers with predictable information.• Present drivers with advance notice so that

directional changes can be safely made.

It is the aim of the following described guide-sign system to accomplish these objectives.

5.1.1 METHOD OF PROVIDINGGUIDANCE

The guide-signing system must be able to pro-vide a driver with two basic pieces of informa-tion:

• The current location of the driver within theroadway system, and

• When facing a choice of several possibledirections of travel, which one should betaken to reach the desired destination.

Driving is a complex process requiring a driver toobserve, comprehend, analyze and act upon awide variety of visual input. It is critical thatguide signs present information to the driver in apredictable, clear and simple manner. This infor-mation must be presented far enough in advanceof the point of potential action to permit the driv-er to determine what action is required and thenallow him to safely and orderly execute anydirectional changes that may be necessary.

The guide sign system for Abu Dhabi is basedupon a framework of fundamental principles,summarized as follows:

• Use of route numbers as the primary methodof guidance on numbered routes.

• Use of street names as the primary method ofidentification and guidance on non-num-bered routes and as a secondary means ofguidance on numbered routes.

• Strict criteria for destinations displayed foreach route as an orientation guide for roadusers.

• Strict criteria for additional destinations to bedisplayed on supplemental guide signs, sepa-rate from the primary guide signs.

• Color coding of signing.• Consistency in the application of signing.

5.1.2 CLASSIFICATION OF GUIDESIGNS

Guide signing can be divided into signs that aremost applicable for at-grade junctions (intersec-tions and roundabouts) and those that are appli-cable for grade-separated, free-flow inter-changes.

At-grade junctions, whether intersections orroundabouts, generally have three choices ofdirection: ongoing, left, and right. These move-ments, especially the turns, are made at slowspeed and usually under traffic signal control.Since at-grade junctions are, or should be, rela-tively uniform and deliberate in operation, guidesigning will consist of simple ADVANCESTACK signs, advising motorists of availabledirections of travel at the junction ahead, allow-ing sufficient advance notice for driver orienta-tion and appropriate action. CHEVRON DIREC-TION signs, located in the vicinity of the turningarea, identify the point of turning action and pro-vide motorists with confirmation of their intend-ed movement. In addition, a STREET NAMEsign is provided at each junction as a secondarysource of driver orientation and guidance.

Grade-separated junctions present a much differ-ent set of circumstances to motorists. Grade-sep-arated junctions are generally located on high-volume and/or high-speed roadways and aredesigned to handle traffic in a free-flow opera-tional mode. It is thus important that motorists beadvised clearly and well in advance of theirintended point of departure. This will allow

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ample opportunity to make one or more lanechanges to be properly positioned to execute afull-speed exit from the roadway. Inadequateand/or unclear directions may contribute to driv-er indecision; speed reduction or stopping; andabrupt, last-minute maneuvers, all of which willbe extremely dangerous under high-speed, high-volume conditions.

Thus, a different type of signing is required forgrade-separated interchanges. This consists ofone or more ADVANCE EXIT DIRECTIONsigns, up to 2000 meters in advance of the exitpoint. These signs advise motorists of destina-tions reached from the next exit, appropriate laneposition to access that exit, and distance to exitpoint. These ADVANCE EXIT DIRECTIONsigns are generally repeated at intervals as theexit approaches. When the exit point is reached(also known as the theoretical gore or paintednose) the motorist is advised by an EXITDIRECTION sign that this is the point of depar-ture. The physical nose is also marked by aGORE EXIT sign to further reinforce the actionof exiting the mainline.

Separate and apart from the above described pri-mary guide signing will be a system of supple-mental destination signing. Supplemental desti-nations are local facilities or attractions that areprimarily of interest to visitors to Abu Dhabi. Toavoid overloading and overcomplicating the pri-mary guide sign system, these supplemental des-tinations are signed separately. Supplementalsigning may be used for both at grade and grade-separated junctions.

5.1.3 ROUTE NUMBERING SYSTEM

At the heart of Abu Dhabi guide signing is theroute numbering system. Route numbers allow themotorist to develop a simple series of directions tofollow while traveling from one part of the greaterAbu Dhabi urban area to another. Route numberswill be prominently and predictably displayed onthe guide signs, making driver orientation anddirection clear and unconfusing.

Two routing classifications have been estab-lished, as shown in Figure 5-1. Emirate or “E”Routes are the major roadways in Abu Dhabi

Emirate that provide through travel betweenmajor cities and/or other emirates. EmirateRoutes are designated at present with a two-digitnumber (exception: bypass routes have a three-digit designator, the first digit being the sequen-tial number assigned to the bypass and the lasttwo digits being the primary route beingbypassed, e.g., the first bypass to Emirate Route22 would be numbered 122). Routes 88 and 99are reserved for possible future Emirate Routes.Odd-numbered Emirate Routes run generally inan east-west direction, and even number routes ina north-south direction.

The second level of primary routes are the pri-mary arterials (with some secondary arterials)within the Abu Dhabi urban area. These routesprovide access from one community in the AbuDhabi urban area to another.

Abu Dhabi or “AD” Routes are designated with atwo-digit number, from 10 to 99. Even numberroutes run generally parallel to the coast line, andodd numbered routes run generally perpendicularto the coast line. Routes in the nineties are locatedalong the coast line and along the Dubai Emirateborder, descending in order moving inland andtowards Abu Dhabi Emirate respectively.

Although not absolutely necessary that it beadhered to in the future, an initial attempt wasmade to keep routes in as sequential an order aspossible. Some route numbers in the sequencehave been skipped to allow the future allocationof these numbers to new routes in a near sequen-tial order.

5.1.4 PRIMARY DESTINATIONS

The Road Department categorizes destinationseligible for use on primary guide signs into threetypes:

1. Control destinations for Emirate Routes.2. Control destinations for non-Emirate Routes.3. Other local destinations for non-Emirate

Routes.

In transliterating Arabic destination names toEnglish, the article al should be transliteratedwithout regard to the Arabic sun and moon let-

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THIS PAGE RESERVED FOR FIGURE5-1, ROUTE NUMBERING SYSTEM

Port Zayed, and the control destination for thewestern terminus of Al Corniche Road is Al RasAl Akhdhar/Breakwater. Likewise, the controldestinations for Matar Road are Dubai/Al Ainand the Corniche.

The Department does not specify an “approvedlist” of control destinations for non-EmirateRoutes. Consultants are expected to exercisegood engineering judgement in selecting controldestinations for use on these guide signs andthese destinations are subject to the approval ofthe Department.

5.1.4.3 OTHER LOCAL DESTINATIONSFOR NON-EMIRATE ROUTES

In addition to the control destinations describedin Section 5.1.4.2, other local destinations arealso eligible for use on non-Emirate Route guidesigns. To qualify for use on guide signs, thesedestinations should be either locations frequent-ed by the public or major landmarks that willassist in orientation. Eligible destinationsinclude towns or neighborhoods (e.g., Musaffah,Al Khalidiya), public medical facilities (e.g., AlJazeera Hospital), government offices frequent-ed by the public (e.g., Immigration, TrafficPolice), major mosques and religious sites (e.g.,Eid prayer grounds), selected military installa-tions (e.g., Officers Club, GHQ), major streets(e.g., Musaffah Road, Al Corniche Road) andwell-known or publicly popular locations (e.g.,major malls, colleges and universities, petrole-um refineries).

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ters. Unless it has been common practice tospell a destination’s name otherwise and signsalready exist using that spelling, the Englishspelling should follow the Arabic spelling, notthe Arabic pronunciation (e.g., Sas Al Nakhl, AlShahama).

5.1.4.1 CONTROL DESTINATIONS FOREMIRATE ROUTES

Control destinations are associated with eachEmirate Route. The purpose of control destina-tions is to provide orientation with respect todirection of travel along that numbered route.

The control destinations for the Emirate Routesare the cities shown in Table 5-1. These controlcities are intended to function for long-distancetravelers, advising them of the major city reachedby following that route in that direction of travel.In the case of selected routes, an intermediatedestination of Abu Dhabi is given for travel inone direction. The control city of Abu Dhabishould be used until the Abu Dhabi urban area isreached, at which time the control city for allonward signing should be the end destinationahead.

5.1.4.2 CONTROL DESTINATIONS FORNON-EMIRATE ROUTES

For major Abu Dhabi roadways that are notEmirate Routes, control destinations are to be alogical, well-known terminus of the route orroadway. For example, the control destination forthe eastern terminus of the Al Corniche Road is

Table 5-1 Emirate Routes Control Destinations

Route Number

End Destination (South or West)

Intermediate Destination

End Destination

(North or East) E10 Abu Dhabi Sas Al Nakhl, Khalifa City, Abu

Dhabi International Airport Al Shahama

E11 Al Sila, Saudi Arabia, Qatar Jebel Dhanna, Al Ruwais, Al Marfa, Tarif, Liwa Oasis, Abu Al Abyadh, Musaffah, Al Mafraq, Bani Yas, Khalifa Bin Zayed City, Mohammed Bin Zayed City, Abu Dhabi, Abu Dhabi International Airport, Ghantoot, Al Shahama, Al Samhah, Seih Shoaib, Jebel Ali

Dubai

E22 Abu Dhabi Musaffah, Al Mafraq, Bani Yas, Al Wathba, Fiya, Al Khatim, Al Khazna

Al Ain, Oman

However, some site-specific locations mayrequire more than one similar destination. In thiscase, the name will be retained until trailblazingcan be used without creating confusion as towhich destination is which. Such cases must besubmitted to Department for approval prior toimplementation.

5.1.6 COLOR CODING

The use of a specific sign background color codeserves as an aid to motorists in searching out andrecognizing the type of guide sign they are look-ing for. Color coding will also aid in distinguish-ing the type of route the motorist is currently onor looking to go onto.

Three colors are used for the background color ofguide signs; blue, green, and brown. The use ofthe colors are described in Table 5-3 (see Chapter7 for instructions on roadworks guide signs).

A special case in the color coding occurs within asignalized intersection or a roundabout when anEmirate Route and an Abu Dhabi Route intersectone another. Advance guide signs on the EmirateRoute will have a blue background color andadvance guide signs on the Abu Dhabi Route willhave a green background color. However,CHEVRON DIRECTION signs 515 will belocated in or near the junction, to guide motoristsin making turns onto their intended route. Sincesome junctions include both an Emirate Routeand an Abu Dhabi Route, the color coding forCHEVRON DIRECTION sign 515 should bethat each of these signs will be the color of thetype of route that it provides direction to. That is,signs giving direction onto an Emirate Routeshould have a blue background, and those givingdirection to an Abu Dhabi Route should have agreen background.

A similar type of color coding anomaly occurs atentrance and exit ramps leading from an EmirateRoute to an Abu Dhabi Route and visa-versa. Thecolor coding rule in this case should be that aramp should assume the route classification ofthe route to which the ramp is leading. Thus,signs positioned well downstream on a ramp, thatare intended to be read only by motorists on theramp should have the background color of the

The Department does not specify an “approvedlist” of this type of destination. Consultants areexpected to exercise good engineering judgementin selecting local destinations for use on guidesigns and these destinations are subject to theapproval of the Department.

5.1.5 SUPPLEMENTALDESTINATIONS

Certain facilities or attractions have been deter-mined as being qualified to receive separate sign-ing, supplemental to the primary guide signs. Thepurpose of the supplemental signing is to provideassistance to motorists, unfamiliar with AbuDhabi, in finding their way from a numberedroute to the facility being sought. This signing isprovided primarily for the benefit of tourists, butmay be found to be useful at times for Abu Dhabiresidents.

Table 5-2 lists the destinations that are approvedby the Abu Dhabi Municipality for supplementalsigning destinations are those which warrant sup-plemental signing beginning at the point ofdeparture from the nearest Emirate Route andsigning all necessary turns on the most directrouting from that departure point to the appropri-ate access point of the destination being signed.The nearest numbered route to numbered routeturns to reach the supplemental locations willalso be signed.

Supplemental signs placed on a numbered routeshould have both the symbol and the identifyingname of the destination being signed. Subsequentsupplemental signing from the numbered route tothe destination should be provided by supple-mental trailblazer signs displaying only the picto-rial symbol without the identifying place name.

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Table 5-2 Locations Eligible for Supplemental Destination

Signing Major hotels and convention centers Major clubs Public beaches Cultural Foundation Heritage/Bedouin Village Zayed Sports City Gulf International Exhibition Center Traditional markets (souqs) Note: Locations are in no order of relevance.

route the ramp leads to. If in an unusual situationa ramp leads to a split with one direction of thesplit being an Emirate Route and the other direc-tion of the split being an Abu Dhabi Route, theguide sign background color for that ramp shouldbe blue.

5.1.7 INFORMATION TO BEDISPLAYED ON SIGNS

It is important that each type of guide sign con-sistently display all necessary eligible informa-tion, but not display any additional or extraneousinformation. Strict criteria have been established,as indicated in Table 5-4, concerning what infor-mation may or may not be shown on each type ofguide sign.

The Abu Dhabi guide sign system is intended toprovide motorists with directions for travelingalong a particular numbered route (be it anEmirate Route or an Abu Dhabi Route) andadvising turns from that route onto another num-bered route (an Emirate Route or an Abu DhabiRoute). Generally, guide signs will not be usedon unnumbered routes nor for advising turnsfrom a numbered route onto an unnumberedstreet. Street name signs installed under the AbuDhabi street and plot numbering system willidentify those streets with a street name sign(whether that street name is a word name or anumber name).

The primary piece of information to be includedon guide signs is the route number. Motoristsunfamiliar with Abu Dhabi will consult a route orstreet map to determine what numbered routes to

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use to get from their current location to theirintended destination. Therefore, route numbersmust be displayed clearly and prominently onevery primary guide sign. Large, distinctivelyshaped and colored route emblems with largeyellow colored English numerals provide a high-ly conspicuous and legible route identification.

The creation of a new route and associated con-trol destinations should be referred to the AbuDhabi Municipality Road Department for reviewand approval. In this case a formal amendment tothis manual should be issued so that all othersigning associated with that route will be consis-tent. By strict adherence to route numbers andcontrol destinations, motorists will see a consis-tent display of destinations when turning ontoand following the guide signs on that route. Theywill not be left to guess at what destinationsmight appear on subsequent signs. This is animportant principle of guide signing. That is,once a destination appears on a guide sign, itmust be repeated on each subsequent guide signuntil the destination is reached. Thus, the need forstrict control of the number of destinations andthe consistent use of these destinations on allsigns.

On rare occasions, it may be desirable to providea guide sign to direct motorists from a numberedroute to an unnumbered route. In this situation,street names or numbers can substitute for routenumbers. Such cases should be reviewed with theAbu Dhabi Municipality Road Department inconsideration of the following:

Table 5-3 Guide Sign Background Color Coding

Blue All primary guide signs of all types that are located on Emirates Routes shall have a blue background color with white legend. Emirate Route emblems, shall always have a blue background color regardless of the background color of the sign on which they are located.

Green All primary guide signs of all types that are located on Abu Dhabi Routes shall have a green background color with white legend. Abu Dhabi Route emblems shall always have a green background color regardless of the background color of the sign on which they are located.

Brown

Supplemental signs, which provide guidance to approved supplemental destinations, shall have a brown background with a white legend. Supplemental signs shall always have a brown background regardless of whether they are located on an Emirate Route, Abu Dhabi Route or a local street. They will also commonly display a symbolic representation of the destination as a black symbol on a white square background. Once a supplemental destination is reached, further subordinate signs pertaining to that destination shall also have a brown background.

White For use with Text Sign 588. High Vehicle Exit Sign 586, and Supplementary Plate 589.

stituencies to add other destinations to the guidesigns. Such destinations may be significant andof interest in their own right, but the temptationto give in to such pressure must be resisted.Experience elsewhere has demonstrated that onceadditional destinations begin to appear on guidesigns, it sets a precedent that makes refusal offurther destinations nearly impossible. Table 5-5,though not all inclusive, provides an indication ofthe types of places not warranting display onguide signs within the roadway right of way.

Guide signs for the types of places listed in Table5-5 can only be implemented with the priorapproval of Abu Dhabi Municipality RoadDepartment.

5.1.9 TRAILBLAZING SIGNING

The use of distinctive and recognizable symbolsplaced along a route to guide and reassure motor-ists that they are taking the correct roadways toreach a specific destination is called trailblazing.

• Is it necessary to provide a guide sign otherthan a street-name sign to identify the inter-secting roadway?

• If so, does the importance of the intersectingroadway warrant providing it with a routenumber and control destination(s)?

• If not, then the guide sign series should dis-play the name of the street or other approvedname as the destination and omit the routenumber and emblem.

Such instances should be extremely rare and lim-ited mainly to cases on rural, high speed, highorder facilities (freeways) where advance signingis necessary.

5.1.8 DESTINATIONS NOT ELIGIBLEFOR DISPLAY ON GUIDESIGNS

Sections 5.1.4 and 5.1.5 list control destinationsand supplemental destinations eligible for displayon primary and supplemental signs. There alwaysexists the desire and pressure from outside con-

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Table 5-4 Information Eligible for Display on Guide Signs

Sign Type

Dire

ctio

nal A

rrow

Down

ward

Lan

e Ar

row

Rout

e Nu

mbe

r Em

blem

Cont

rol D

estin

atio

n

City

Cen

ter S

ymbo

l

Airp

ort S

ymbo

l

Dist

ance

to E

xit

Lane

Dro

p Pa

nel

Supp

lem

enta

l Sym

bols

Supp

lem

enta

l Des

tinat

ions

Stre

et N

ame

ADVANCE HORIZONTAL STACK sign 511 4 0 3 4 2 2 0 0 0 0 1 ADVANCE VERTICAL STACK sign 512 4 0 3 4 2 0 0 0 0 0 1 ADVANCE MAP sign 513 4 0 3 4 2 2 0 0 0 0 1 ADVANCE SUPPLEMENTAL sign 514 4 0 0 0 0 0 0 0 4 4 0 CHEVRON DIRECTION sign 515 4 0 4 4 2 2 0 0 2 2 1 ADVANCE EXIT DIRECTION sign 551 0 4 4 4 2 2 4 2 0 0 1 EXIT DIRECTION sign 552 4 0 4 4 2 2 0 2 0 0 1 ONGOING DIRECTION sign 553 0 4 4 4 2 2 0 1 0 0 0 GORE EXIT signs 554, 555, 556 4 0 0 0 0 0 0 0 0 0 0 SUPPLEMENTAL EXIT sign 557 4 0 0 0 0 0 0 0 4 4 0

Key:xx

0 = Not Eligible Ever 1 = Not Eligible Ordinarily 2 = Eligible Where Applicable 3 = Use on Emirate Routes Only 4 = Mandatory in All Cases

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To be effective, trailblazing must be restricted tolimited destinations and/or to a limited extent.The Abu Dhabi guide sign system has five typesof trailblazing signing:

• Abu Dhabi International Airport.• City center (central business district)• Numbered routes.

- Emirate Routes.- Abu Dhabi Routes.

• Supplemental Locations

A detailed explanation of the Abu Dhabi trail-blazing requirements is contained in Section 5.4.

5.2 GENERAL STANDARDSFOR GUIDE SIGNS

5.2.1 LANGUAGE AND LETTERINGSTYLES

Most signs in the guide sign class display theirmessage in the form of arrows, symbols, and/ortext. Guide sign “text” may include any of thefollowing messages:

• A destination name (control, supplemental,or local).

• A street name.• A place name (Emirate, city, town, or com-

munity).• A route number (only within a route number

emblem).• A distance to an exit.• A distance to a destination.

All destination names, street names, place names,and distances should appear on guide signs inboth Arabic and English.

The style of lettering used should be Abu DhabiMunicipality standard Arabic and English fonts.

Each individual letter or number within thesefonts is positioned on a background tile. The useof these “tiles” automatically provides the correctspacing between letters and vertical spacingbetween rows of text.

5.2.2 AMOUNT OF LEGEND

A significant factor in the design of guide signs,and in particular direction signs, is the amount ofinformation to be provided. This factor is signif-icant because:

• Drivers must have enough time to read thegiven information, and

• The amount of information given dictates theultimate size of the sign needed to display it.

In terms of all the other actions drivers have totake in order to navigate their vehicles safelythrough the street network, the amount of timeavailable to read guide sign messages is com-monly very limited.

The more information that is required to be pro-vided on guide signs the larger they have to bemade. This in turn makes it more difficult to posi-tion the signs so that drivers can see them in timeto read them and react to the information safely.

In order to design a safe, efficient and cost-effec-tive guide sign system it is therefore desirable tominimize the amount of information on signs:

• To reduce reading times, and• To reduce the size of signs.

For the guide sign system to be effective theinformation provided must be adequate for thenavigational needs of the majority of drivers. It isdifficult to predict the information needs of alldrivers, particularly when it is not known whatinformation drivers have when they start their

Table 5-5 Places Not Eligible for Display on Guide Signs

Businesses Television and radio stations, motels, minor shopping centers, private businesses, petrol stations Medical Private hospitals and clinics, mental hospitals, research facilities, nursing homes Military Bases or detachments, armories, arsenals Recreational Minor sports clubs and facilities, private and semipublic clubs (with the exception of public Municipal

facilities and other than those specified in table 5-2) Schools Elementary, secondary, vocational, trade, professional

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journeys. In order to best cater for these needs asystem of well known control destinations hasbeen evolved and the most important routes havebeen allocated numbers (see Section 5.1).

The objective in numbering routes is to simplifythe transfer of information and reduce the amountof information that needs to be transferred inorder to achieve effective navigation.Information is also displayed in a consistent man-ner on direction signs so that the time requiredfor the information search process is minimized.

Symbols are also used to reduce the amount oftext needed to describe certain destinations suchas “the city center” and “the airport” and therebyreduce search time, reading times and recogni-tion time. Symbols are particularly used with thisobjective on supplemental destination signs.

The majority of information used in the naviga-tion process appears as legend on direction signs.There are two main categories of direction sign,namely those used for at-grade junctions andthose used for grade-separated junctions.

Navigational information is given for a standardat-grade junction on stack type advance directionsigns. These signs have a stack for each directionthrough the junction. The stacks may be arrangedvertically, one above the other, for ground mount-ed signs and horizontally side-by-side for over-head signs. The standard amount of legend to bedisplayed in each stack is limited to:

• One arrow.• One route number emblem.• One control destination name in both Arabic

and English.• One intermediate destination name in both

Arabic and English.

The same amount of information given on eachstack that relates to a turning movement is repeat-ed at the exits from the junction on chevron signs.The direction signs used for grade-separatedjunctions are mounted in an overhead position.Since the turning movement from each road nor-mally involves a high-speed exit, the navigationinformation is given on two basic types of direc-tion signs:

• EXIT DIRECTION signs (advance exit signsand exit signs).

• ONGOING DIRECTION signs.

The standard amount of legend to be displayedon EXIT DIRECTION signs is limited to:

• One arrow for each exit lane.• A route number emblem of the route to which

the exit leads (two may be displayed whenthe junction occurs at a point where the leftand right turns are onto differently numberedroutes).

• The name of one control destination to theright and one to the left (each destination inboth Arabic and English).

The ONGOING DIRECTION signs display thefollowing standard amount of information:

• One arrow per ongoing lane. • The route number emblem of the ongoing

route.• The name of the control destination for the

route.• One intermediate destination name in Arabic

and English.

From time to time these limitations on theamount of legend may seem unreasonable.Pressure to ignore the limits should be resistedbecause information, once displayed, must becarried through subsequent junctions until thedestination in question is reached. This meansthat the effect of an extra destination name israrely limited to one junction but in fact spreadsto several. If additional destinations are intro-duced in several places the likelihood is that theywill accumulate at common points in the networkresulting in unmanageable amounts of legend.

However, site-specific conditions may require adeparture from these parameters and guidelines.Such variations can only be implemented withthe prior approval of Abu Dhabi MunicipalityRoad Department.

5.2.3 SIZE OF LETTERING

Before drivers can read the legend on a guidesign they first have to see the sign. This function

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of the effectiveness of the visibility of trafficsigns generally is referred to as their conspicuity.Conspicuity, and therefore the likelihood ofdetection of a guide sign is affected by:

• The size, shape, and color of the sign.• The “brightness” of the sign.• The contrast between the sign and its envi-

ronment.• The location of the sign in relation to the line

of sight of the driver.• The time a driver needs, and actually has

available, to search for the sign in terms ofroad geometry, vehicle speed, traffic vol-umes, the presence of other signs, and othercompeting visual stimuli.

• The angle of the driver’s line of sight to thesign.

Once a sign has been detected its long rangeattributes allow for its identification and functionrecognition. The “brightness” of a sign is termedits luminance. Guide signs need to have adequateluminance both by day and by night. Night-timeluminance is improved by the use of retroreflec-tive materials. Retroreflective materials have theproperty of redirecting a large percentage of theincident light back towards the light source (Anonretroreflective surface will reflect the light inall directions). Therefore a guide sign surfacedwith retroreflective material is capable of redi-recting most of the light from vehicle headlightsback towards the vehicle. The further a sign isoffset, either horizontally or vertically from thepath of a vehicle, the greater are the entrance andobservation angles. Retroreflective materials aremore effective at small entrance and observationangles (although new materials are improvingthis characteristic). This means that the sign leg-end needs to be legible at small observationangles which, in turn, means at some distancefrom the sign. This requirement affects the size oflettering and symbols used for the legend. It alsomeans that there is a closer point, still some dis-tance from the sign, after which it is consideredthat the observation angle is too great and legi-bility is no longer effective. These sign charac-teristics affect the time for which the sign may beobserved, and therefore for which it may be read-able, within the time between when the letteringbecomes legible and when the observation anglebecomes too great. This time can be extended by

using a larger letter size which makes the letterslegible earlier while maintaining the same cut-offto the reading time when the observation anglelimit is reached.

The legibility of the lettering (and symbols) usedon guide signs and particularly direction signs isaffected by the following factors:

• The sign mounting position, i.e., groundmounted or overhead.

• The sign mounting height.• The letter style, spacing, size, and stroke

width.• The legibility factor (0.6 meters of legibility

distance per millimeter of lowercase ‘x’ letterheight”).

• The visual acuity of drivers.• The driver’s workload and surrounding dis-

tractions that compete for his attention.• The approach speed of traffic.• The amount of information displayed on the

sign.• The luminance (daytime) and retroreflectivi-

ty (night-time) contrast ratio between thesign legend and sign background.

• The ambient light levels (particularly streetand advertising lighting).

Legibility can be defined simply as the ability toread a text message or accurately determine theform of a symbolic message. In this respect, forthe long-range legibility required by drivers, themost critical element must be the smallest orthinnest element. This critical design element canbe one or all of the following:

• Letter font style.• Letter stroke width.• Letter and line spacing.• Fine details of a symbol.

If all other factors are constant, as a general rule,increasing the size of the critical element willincrease the legibility distance of the sign mes-sage.

Typically the finest or most critical element forguide sign lettering is the stroke width. There areseveral letter styles which have been designedwith characteristics required for use on a direc-tion sign. These characteristics are:

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• Consistent letter design.• Improved legibility over more “creative”

styles.• Widely recognized at an international level.• Greater surface area and therefore target

value.• Usable with higher grades of retroreflective

material with minimal risk of “overglow” or“bleeding.”

The Arabic and English letter styles specified inthis manual maximize the above characteristics.The following are the more important dimension-al characteristics of lettering based on the “x,” orlowercase, English letter height:

• Lowercase letter height = 1.0x • Stroke width = 0.2x • Uppercase letter height = 1.4x • English text background tile height = 2.0x • Aleph height of equivalent Arabic text = 1.4x • Arabic text background tile height = 2.8x

For a given letter style and letter height a driverwith a normal visual acuity of 1 (visual acuity isa measure of a driver’s ability to focus on fineobjects) will be able to read the letters at a spe-cific distance. This distance is known as the leg-ibility distance. For the purpose of determiningthe letter sizes recommended in Table 5-6, a leg-ibility index of 0.6 meters of legibility distanceper millimeter of lowercase “x” letter height hasbeen adopted for English and Arabic letters andcharacters. This means that English letters 100

millimeters high and Arabic letters based on analeph 140 millimeters high can be read by thenormal driver from 60 meters. Legibility dis-tances are conventionally quoted in relation tothe lowercase or “x” height of letter becausethese constitute the majority of letters used ondirection signs. These parameters are subject toongoing research but the values accepted areconsistent with those used in many other coun-tries. However, it should be noted that some driv-ers may have poor visual acuity and that the leg-ibility index at night can be lower than 0.6m/mm. Under these circumstances lower legibil-ity distances will result.

Another factor that affects the legibility of letterson direction and other guide signs is the lumi-nance contrast between the lettering and the signbackground. This contrast is expressed as a ratioof light-to-dark color luminance and is appropri-ate during both day and night. Ideally the contrastratio should be between the ratios of 5 to 1 and 10to 1. For symbolic signs with bold symbols theratio may be as low as 4 to 1 and still be effective.Ratios higher than 10 to 1 run the risk of creatingan “overglow” or “bleeding” effect from retrore-flective materials at night, particularly if thebackground color is light and the letter color isdark. “Overglow” results in the letter stroke widthof a dark letter being diminished by the glarefrom the bright color background. This in turnmay affect the letter legibility. High ambient lightlevels common under street lighting will reducethis effect significantly and it is less problematic

Table 5-6 Recommended “x” Height for Guide Signs (millimeters)

Posted Speed 100 km/h 80 km/h 60km/h 40 km/h Primary Guide Sign

Overhead 300 250 200 200 Ground Mounted 250 200 150 100

Supplemental Sign Stack 250 150 100 100 Symbol Only 250 150 125 100

Gore Exit Sign 250 200 200 N/A Chevron Sign (see Note)

At Roundabout 125 100 100 75 At Intersection 125 125 100 100

Route Marker 250 150 150 150 General Information Sign 150 150 100 100 Note: The above sizes apply for Abu Dhabi Routes only. Chevron signs placed on Emirates Routes should be increased in size by 20%.

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S

15º

Reading Time/

Distance

Reading Time/

Distance

Detail 5-2-1: Side Mounted Sign

x=0.463 V(0.32 N-0.21) D+6.22 s

h

7º

x=0.463 V(0.32 N-0.21) D+13.57 h-14.25

Detail 5-2-2: Overhead Mounted Sign

Where:x = minimum “x” height required for legibility, in millimeters.

V = posted speed or 85th percentile speed of roadway, in km/h.

N = total units of information on a sign or sign grouping measured as follows:words up to 8 letters = 1 unit each wordwords more than 8 letters = 2 units each wordindividual arrow = 0.25 units each arrowmap type arrow = 1 unitemblem, symbol, or distance = 0.5 units each item

D = distraction factor between 1.0 for rural/low volume roads and 1.5 for urban/high volume roads.

s = lateral distance from center of furthest driving lane to center of side mounted sign, in meters.

h = vertical distance from pavement level to center of overhead mounted sign, in meters.

Figure 5-2Principles Of Legibility

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when vehicle headlights are commonly used inthe low beam position (as under street lighting).

Taking into consideration all the factors givenabove, including the standardization of the amountof destination display referred to in Section 5.2.2,a range of standard letter sizes has been derived forvarious guide sign applications. These sizes arelisted in Table 5-6 and should be adhered to. If theamount of information to be displayed on a signface is increased or it is necessary, due to excep-tional geometric conditions, that the sign must belegible from a greater distance, consideration mustbe given to the need to use a larger-than-standardletter size and approval obtained from the AbuDhabi Municipality Road Department. Figure 5-2summarizes, in equation form, the principles fordetermining required letter height based on legi-bility and reading time criteria.

5.2.4 SIGN BORDERS

All guide signs should be provided with a con-trasting border around the perimeter of the signwith the exception that when an exclusive exit-only white panel is placed at the bottom of anoverhead exit direction sign no border is requiredon the white panel. The border color should bethe same as the color used for place name letter-ing on the sign.

Sign borders should have the following dimen-sional characteristics where “x” is the height ofthe lowercase lettering used for the sign:

• Width = 0.25x.• Corner radius = 1.0x (to the outer edge of the

border).

An internal dividing border should be used toseparate the stacks of a stack type direction sign.This border should have the same width as theoutside sign border but should not be providedwith radii where it joins the outside border.

5.2.5 INTERNAL SPACING

The sign face layout of all guide signs shouldadhere to the internal spacings listed below andillustrated in a typical example in Figure 5-3:

A. Side space between border and right or leftline of justification = 0.5x

B. Minimum lateral space between a route num-ber emblem and an arrow = 1.0x

C. Minimum lateral space between text and aType 5 or Type 8 arrow = 1.0x

D. Minimum lateral space between text and asymbol or emblem = 0.5x

E. Vertical space between the top border andnearest legend = 0.5x

F. Vertical space between the bottom borderand nearest legend = 0.5x

G. Vertical space between an upper row of leg-end and a lower row of legend on a horizon-tal stack type sign = 0.5x

The vertical space between Arabic and Englishtext, or between two rows of Arabic or two rowsof English text, is dictated by the letter and num-ber tiles and no additional internal spacing isrequired.

The horizontal spacing between letters or num-bers is also controlled by the letter and numbertiles which include the provision of a blank tile0.5x wide for use between consecutive words ina line.

5.2.6 ARROWS

The following basic types of arrows are used onguide signs:

• Chevron arrow.• Stack-type arrow.• Overhead arrows.• Map-type arrow.

The individual types of arrow are detailed below.All arrows have been allocated a “Type” numberincluding left and right applications. The arrowsshould appear in white unless noted otherwise.The standard applications of arrows Type 1 toType 8 are illustrated in Figure 5-4.

5.2.6.1 CHEVRON ARROW TYPES 1AND 2

Chevron Arrows Types 1 and 2 are used onCHEVRON DIRECTION sign 515 to indicate

ADVANCE VERTICAL STACK sign 512, andADVANCE SUPPLEMENTAL sign 514 to indi-cate the direction in which drivers must turn atthe junction ahead in order to reach the destina-tion named in the stack in which the arrow islocated.

However, certain site specific conditions mayrequire a departure from these parameters andguidelines. Such variations may only be imple-mented with the prior approval of Abu DhabiMunicipality Road Department.

5.2.6.4 STACK SIGN ARROW TYPE 6

Stack Sign Arrow Type 6 should only be usedpointing to the left. The arrow is used onADVANCE SUPPLEMENTAL sign 514 to indi-cate that drivers must execute a U-turn at the nextopportunity in order to reach the destinationnamed in the stack. In such an instance driversare likely to see a further sign 514 shortly afterthe U-turn indicating a right turn into a side road.

the action point for a left or right turn at an at-grade junction.

5.2.6.2 STACK SIGN ARROW TYPE 3

Stack Sign Arrow Type 3 should only be usedpointing straight upwards. The arrow is used onADVANCE HORIZONTAL STACK sign 511and ADVANCE VERTICAL STACK sign 512 toindicate that drivers must travel straight-onthrough the junction ahead to reach the destina-tion named in the stack. When used on sign 512 aType 3 arrow should only be used in the top stack.

However, certain site-specific conditions mayrequire a departure from these parameters andguidelines. Such variations may only be imple-mented with the prior approval of Abu DhabiMunicipality Road Department.

5.2.6.3 STACK SIGN ARROW TYPES 4AND 5

Stack Sign Arrows Types 4 and 5 may be used onADVANCE HORIZONTAL STACK sign 511,

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0.25x

0.25x

=

=

=

=

=

=

5.8x 4.0x

5.8x 4.0x

0.25x

0.25x

5.8x 4.0x

3.5x x x3.0x 3.5x 0.25x

4.0x2.8x

2.0x

2.0x

2.0x

2.8x

2.8x

=

=0.5x

0.5x 0.5x 0.5x

0.5x

0.5x0.5x

0.5xR=1.0x

ArrowType 5

ArrowType 4

ArrowType 3

Arabic

English

Arabic

English

Arabic

English

RouteMarker

RouteMarker

RouteMarker

Figure 5-3Typical Guidesign Internal Spacing Elements

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Type 1

Type 3

Type 4

Type 3

Type 4

Type 5

Type 5

Type 7

Type 7

Type 9

Type 8

Type 7

Type 8 Type 8 Type 8 Type 8 Type 8

Type 7 Type 7 Type 7 Type 7

Type 2

Chevron Direction Signs

Type 3

Type 5 Type 4

Type 5

Type 6 Type 4

Stack Direction Signs and Trailblazer Signs

Advance Exit Direction Signs

Exit Direction Signs

Overhead On-Going Direction Signs

Map Direction Sign

Type 8

Type 8

Gore Exit Signs Supplemental Exit Sign

Note : Type 8 arrow may be right or left pointing to suit application conditions.

Figure 5-4Arrow-Type Applications

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Type 7

Type 1 Type 2 Type 3

Type 4 Type 5

Type 6

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5.2.6.5 DOWNWARD POINTINGARROW TYPE 7

Downward Pointing Arrow Type 7 should onlybe used on an overhead direction sign at the bot-tom of the sign pointing straight downwards. Thearrow is used on ADVANCE EXIT DIRECTIONsign 551 and ONGOING DIRECTION sign 553to indicate that drivers may use the lane overwhich the arrow is centered to reach the destina-tion, or one of the destinations, named in the signabove the arrow.

When signs 553 and 551 are mounted next toeach other there should be one Type 7 arrow cen-tered over each lane. If one lane is a shared exitlane and ongoing lane the arrow over the laneshould appear on the ADVANCE EXIT DIREC-TION sign 551. If one or more of the lanes indi-cated on sign 551 is an exclusive exit lane (inother words the lane is dropped from the ongoingpath) the Type 7 arrow should appear in black ona white background panel at the bottom of thesign together with the word “ONLY” in Arabicand English.

5.2.6.6 UPWARD POINTING ARROWTYPE 8

Upward Pointing Arrow Type 8 may be used on aground mounted or overhead exit direction sign.The arrow should be located on the right side ofground mounted signs and at the bottom of over-head signs. The arrow is used on an overheadEXIT DIRECTION sign 552 to indicate to driv-ers that use of the lane or lanes over which thearrow is located will allow them to leave thegrade-separated route by means of a high speedexit to reach the destination, or one of the desti-nations, named on the sign above the arrow.

If one or more of the lanes indicated on sign 552is an exclusive exit lane the Type 8 arrow shouldappear in black on a white background panel atthe bottom of the sign together with the word“ONLY” in Arabic and English.

The Type 8 arrow is also used on ground mount-ed GORE EXIT signs 554, 555 and 556 to indi-cate to drivers the action point for the high speedexit.

The Type 8 arrow may also be used on groundmounted SUPPLEMENTAL EXIT sign 557 on afreeway to indicate that the high speed exit ashort distance ahead may be used to reach thesupplemental destination named on the sign.

Left hand exits from a through route are to beavoided. However, where such do occur, the Type8 arrow should be inclined towards the left andmoved to the left side of ground mounted signs.

5.2.6.7 MAP ARROW TYPE 9

Map Arrow Type 9 should only be used pointingstraight upwards so that the entry path to the dia-gram is located at the bottom of the sign. Thearrow may only be used on ADVANCE MAPsign 513 to indicate to drivers that the roundaboutjunction ahead has more than four exit roadwaysand/or is of an irregular shape.

Type 8

Type 9

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Map Arrow Type 9 should be custom designed tosuit the geometric configuration of the junction itdescribes.

5.2.7 ROUTE NUMBER EMBLEMS

There are two types of numbered routes, namely:

• Emirate Routes which may extend from oneemirate to another or may connect towns andcities within an emirate, and

• Abu Dhabi Routes, which lie primarily with-in the Abu Dhabi urban area and/or providesignificant access to Emirate Routes.

The different routes are identified on the relevantdirection and route marker signs by exclusiveroute number emblems. The number of the routeis indicated within the emblem so that the routeidentification is located at the top of the emblemin English and Arabic and the route numberlocated below these letters in English numeralsonly. The overall sizes of the emblems are 4 “x”high by 3 “x” wide.

5.2.7.1 EMIRATE ROUTE EMBLEM

The Emirate Route emblem should appear on allADVANCE HORIZONTAL STACK signs 511,ADVANCE VERTICAL STACK signs 512,ADVANCE EXIT DIRECTION signs 551, EXITDIRECTION signs 552, ONGOING DIREC-TION signs 553, CHEVRON DIRECTION signs515, EMIRATE ROUTE MARKER signs 501,and EMIRATE ROUTE TRAILBLAZER signs505, which indicate an approved control destina-tion on an Emirate Route. The emblem shouldalways have a blue background within a whiteframe and the route identification letters and theroute number should be yellow.

The emblem should always be to the left of thedestination name except on ADVANCE HORI-ZONTAL STACK sign 511 when the emblemshould share the top row of the sign with theappropriate stack-sign arrow (see Sections 5.5and 5.6 for examples of typical guide signs show-ing route number emblems).

However, certain site specific conditions mayrequire a departure from these parameters and

guidelines. Such variations may only be imple-mented with the prior approval of Abu DhabiMunicipality Road Department.

The Emirate Route Emblem should have a whitebackground, a blue icon, and yellow text.

5.2.7.2 ABU DHABI ROUTE EMBLEM

The Abu Dhabi Route emblem should appear onall ADVANCE HORIZONTAL STACK signs511, ADVANCE VERTICAL STACK signs 512,ADVANCE EXIT DIRECTION signs 551,EXIT DIRECTION signs 552, ONGOINGDIRECTION signs 553, CHEVRON DIREC-TION signs 515, ABU DHABI ROUTE MARK-ER signs 502 and ABU DHABI ROUTETRAILBLAZER signs 506, which indicate anapproved control destination on an Abu DhabiRoute. The emblem should always have a greenbackground within a white frame and the routeidentification letters and the route numbershould be yellow.

The emblem should always be to the left of thedestination name except on ADVANCE HORI-ZONTAL STACK sign 511 when the emblemshould share the top row of the sign with theappropriate stack-sign arrow.

Certain site-specific conditions may require adeparture from these parameters and guidelines.Such variations may only be implemented withthe prior approval of Abu Dhabi MunicipalityRoad Department.

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5.2.8 SUPPLEMENTALDESTINATION SIGN SYMBOLS

Supplemental destination signs may be used topresent additional guidance information to driv-ers as and when this may be warranted (seeSection 5.1). As a result, supplemental destina-tion signs are only used occasionally. The infor-mation displayed therefore does not relate toapproved orientational control destinationswhich appear on normal direction signs.

The most common application of supplementaldestination signs is to display information relatedto tourist destinations. See Table 5-2 for a list oflocations eligible for supplemental destinationsigning.

The symbols approved for use on supplementaldestination signs are illustrated in Figure 5-5. Thesymbol should appear on the left side of the signand should be followed by the destination’s fullname in Arabic and English irrespective of thedirection indicated by the arrow. Thus if a specif-ic beach is to be identified it should be displayedin the form:

“symbol” Al Raha Beach

The symbol should be provided in black on asquare white background. Some approved sup-plemental destinations do not have a correspon-ding symbol and should be signed using onlyArabic and English text.

Approval for the signing of any five-star hotelmust be obtained from Abu Dhabi MunicipalityRoad Department prior to implementation.

Any new supplemental symbols that may bedesigned from time to time should embody theprinciples described in Section 5.2.3. The use ofthin critical elements and fine detail should beavoided as this will not assist long range recogni-tion of the symbol.

5.3 ROUTE MARKER SIGNS

5.3.1 USE OF ROUTE MARKER

A route marker sign is a confirmatory guide signthat provides reassurance to motorists that theyare on their intended route (or conversely toadvise them that they have taken a wrong turn andare not on the route that they planned to be on).

Under the Abu Dhabi guide signing system theongoing routes at all intersections will be signedwith the route number as part of the primaryadvance guide signing. This is true for at-gradejunctions (signalized intersections and round-abouts) and for grade-separated interchanges.Thus, every time a motorist traveling on a routeapproaches a junction, he will receive confirma-tion of the route he is on.

As such, route marker signs are not required to beused after every junction, but only when the dis-tance between junctions is considerable. On ruralroads where junctions with numbered routes areinfrequent, a route marker should be erected ifthe distance between primary guide signs con-taining the emblem of the ongoing route arespaced more than two kilometers apart. In such acase a route marker should be erected approxi-mately two kilometers after the junction, andevery 10 kilometers thereafter, up to a point notless than two kilometers before the next primaryguide sign that contains the emblem of the ongo-ing route.

On urban roadways where there is more turningtraffic at major junctions as well as more enteringtraffic from minor roads between major junc-tions, a more frequent spacing of route markers isdesirable. On urban roads a route marker should

THIS SPACE RESERVEDFOR ABU DHABIEMIRATE ROUTE SIGN

5.3.2 EMIRATE ROUTE MARKERSIGN 501

EMIRATE ROUTE MARKER sign 501 shouldbe the Emirate Route emblem as described inSection 5.2.7.1, mounted alone. The sign shouldbe 3.0 “x” wide by 4.0 “x” high and with an “x”height as given in Section 5.2.3.

5.3.3 ABU DHABI ROUTE MARKERSIGN 502

ABU DHABI ROUTE MARKER sign 502should be the Abu Dhabi Route emblem asdescribed in Section 5.2.7.2, mounted alone. The

be erected if the distance between primary guidesigns containing the emblem of the through routeare located more than two kilometers apart. Insuch a case a route marker should be erectedapproximately 500 meters after the junction, andevery two kilometers thereafter, up to a point notless than one kilometer from the next primaryguide sign that contains the emblem of thethrough route.

Figure 5-6 illustrates both of the above princi-ples.

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Golf Course

ThemePark

CampingSite

Camping/Caravan Site

HorseRacing

BeachPark

Garden/Park/Picnic Site

Fort/Museum

CamelRacing

Marina

YouthHostel

TouristInformation

Zoo

Figure 5-5Approved Supplemental Destination Symbols

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Detail 5-6-1: Rural Route Marker Placement

More than 5km

More than 2km

2km 2km minRepeat every 10km

500m 1km minRepeat every 2km

Detail 5-6-2: Urban Route Marker Placement

Primary Guide Sign Containing Route Emblem Of Through Route

Route Marker Signs 501 or 502

Figure 5-6Use of Route Marker Signs

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sign should be 3.0 “x” wide by 4.0 “x” high andwith an “x” height as given in Section 5.2.3.

5.4 TRAILBLAZING SIGNS

5.4.1 USE OF TRAILBLAZING

“Trailblazing” is used to provide a localized sup-plement to the control destination based guide-sign system. The concept of trailblazing can beapplied to a specific destination or type of desti-nation and it may even be applied to direct driv-ers towards a route. The concept involves provid-ing strategically located compact supplementalstack type trailblazing signs to indicate to driversthe direction to be taken in order to reach one ofthe following specific types of destination:

• Airport.• City center.

• An Emirate Route (by number).• An Abu Dhabi Route (by number).• A supplemental (tourist or service) destina-

tion.• A freeway.• A parking area.

While all of these destinations may appear on pri-mary or supplemental direction signs there areoccasions when it may be necessary to indicatethe direction to such a type of destination whenthe use of normal direction signs is not appropri-ate, or impossible due to space limitations.

Trailblazing signs display only a stack typearrow, one of Types 3, 4, 5 or 6 together with asymbol. (When geometric conditions require, anupward pointing slanted arrow may be used. AType 3 arrow placed at 45 degrees is suitable forthis purpose.) The signs should be located inadvance of an intersection, roundabout or recog-nized U-turning lane. They will normally be usedto indicate a turn but, in the event that driversmay be confused, for whatever reason, about thecorrect direction to take, an ongoing indicationmay be given, when appropriate, using a Type 3arrow. The signs should preferably not be used inaddition to normal direction signs at a junctionalthough in one or two specific instances thismay be acceptable.

Once a trailblazing sign has been used, furthertrailblazing signs must be provided at all decisionpoints until the destination indicated has beenreached, or until the message concerned becomespart of the information displayed by the normalcontrol-destination-based guide-sign system.

There are specific circumstances for each of thetypes of trailblazer identified above in terms ofwhich an appropriate trailblazing sign may beused. These circumstances are detailed in the fol-lowing sections.

The trailblazer signs that follow should haveblue, green, or white background color appropri-ate for the type of route which they are located.

Sign 501

THIS SPACERESERVED FORSIGN 502

Sign 502

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5.4.2 AIRPORT TRAILBLAZER SIGN503

AIRPORT TRAILBLAZING sign 503 is likelyto be the most widely used trailblazer sign. Thesign may be used to direct drivers from areascommonly frequented by visitors to Abu Dhabitowards the airport. The sign should be used in asimilar manner to ADVANCE SUPPLEMEN-TAL sign 514 (see Section 5.5.5). Sign 503 maybe used on an Emirate Route, an Abu DhabiRoute, or a lesser unnumbered route. It thereforemay be used with or without normal control des-tination direction signs, unless such a directionsign already has the Airport as a trailblaze sym-bol. Once sign 503 has been used it should con-tinue to be provided at all decision points unlessthe symbol appears on a direction sign.

The AIRPORT TRAILBLAZER sign should belocated in a side-mounted position on the rightside of the roadway, up to 160 meters from thejunction, with due regard to the position of anyother direction signs and any minor road inter-sections. When the sign is for a left turn move-ment from a divided roadway it may be benefi-cial to locate the sign on the median island, par-ticularly if a U-turn movement is called for. TheAirport symbol should be positioned on sign 503so that it “points” in the same direction as thearrow used on the sign.

The Airport symbol may also be used as a trail-blazing component on primary direction signs.See each specific sign for use locations.

5.4.3 CITY CENTER TRAILBLAZERSIGN 504

CITY CENTER TRAILBLAZER sign 504 maybe used within the general environs of the AbuDhabi city center, i.e., at a local level, to directdrivers towards what is considered to be the pop-ular core of the business area. As such, the signmay only be displayed after the city center mes-sage has appeared as a control destination ondirection signs.

Sign 504 should be located in a side mountedposition on the right side of the pavement, up to160 meters from the junction, with due regard tothe position of any other direction signs and anyother minor side road intersections.

5.4.4 EMIRATE ROUTETRAILBLAZER SIGN 505

EMIRATE ROUTE TRAILBLAZER sign 505may be used to direct drivers towards an EmirateRoute when direction signs are not otherwise inuse or appropriate. Since Emirate Routes havelimited points of access it may occasionally benecessary to assist drivers in finding a route orstreet which intersects with the Emirate Route.Sign 505 should therefore only be used at a locallevel to assist drivers in finding their wayupwards in the street network. Once used the signshould be repeated at decision points until suchtime as the appropriate Emirate Route emblemappears on a normal Advance Direction sign withthe appropriate control destinations. It may alsobe beneficial to use sign 505 on a route which isparallel to an Emirate Route.

The sign should be located in a side-mountedposition on the right side of the roadway, up to

Sign 503

Sign 504

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160 meters from the junction, with due regard tothe position of any other direction signs and anyminor side road intersections.

The Emirate Route Emblem displayed on sign505 should include the specific number of theEmirate Route being trailblazed.

5.4.5 ABU DHABI ROUTETRAILBLAZER SIGN 506

ABU DHABI ROUTE TRAILBLAZER sign 506may be used to direct drivers towards a numberedAbu Dhabi Route when direction signs are nototherwise in use or appropriate. Sign 506 shouldtherefore only be used at a local level within acommunity to assist drivers in finding their wayupwards in the street network. However, there aresome instances where exceptions to this rule canbe permitted. The most notable exception wouldbe on the approach to a minor junction with anunnumbered route where the driver merelyrequires a confirmation that the Abu Dhabi Routecontinues in a straight ahead direction. The use ofsign 506 may be particularly appropriate within acommunity when there is some facility of impor-tance which tends to attract visitors from outsidethe community.

The sign should be located in a side-mountedposition on the right side of the street, up to 160meters from the junction, with due regard to theposition of any other direction signs and anyminor side road intersections. The route emblemdisplayed on the sign should include the specificnumber of the Abu Dhabi Route being trailblazed.

5.4.6 SUPPLEMENTAL DESTINATIONTRAILBLAZER SIGN 507

A SUPPLEMENTAL DESTINATION TRAIL-BLAZER sign 507 may be used to carry on abasic supplemental destination message whichhas already appeared on an ADVANCE SUP-PLEMENTAL sign 514. Once a supplementalmessage has been given by sign 514, in the formof an approved supplemental symbol plus the pri-mary name of the facility (Section 5.5.5), subse-quent signs at decision points up to the final turnto the facility should be trailblazer sign 507.

The signs should be located in a side-mountedposition on the right side of the roadway, up to160 meters from the junction, with due regard tothe position of any other direction signs and anyminor side road intersections. When the sign is fora left turn movement from a divided roadway itmay be beneficial to locate the sign on the medi-an island, particularly if a U-turn is called for. Inthis latter case a Type 6 arrow should be used.

The symbol or symbols (maximum of two) dis-played on the sign should only be approved sup-plementary destination symbols (see Figure 5-5)which have appeared on one or more precedingADVANCE SUPPLEMENTAL signs 514. Inother words, additional supplemental symbolsshould not be introduced using sign 507 withoutprior appearance on sign 514.

Sign 505

RESERVED FORSIGN 506

Sign 506

Sign 507

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5.4.7 FREEWAY TRAILBLAZER SIGN508

A FREEWAY TRAILBLAZER sign 508 may beused as a general trailblazer sign indicating adirection which may be taken in order to intersectand join a freeway. Sign 508 may be used as analternative to EMIRATE ROUTE TRAILBLAZ-ER sign 505 when the use of the latter sign mightcause confusion with other Emirate RouteEmblems on other guide signs. The use of sign508 is appropriate at a local level or on AbuDhabi Routes, particularly in an area close to afreeway and when the route or street concernedruns more or less parallel to the freeway.

The signs should be located in a side-mountedposition on the right side of the roadway, up to160 meters from the junction, with due regard tothe position of any other direction signs and anyminor side road intersections. When the sign is fora left-turn movement from a divided roadway itmay be beneficial to locate the sign on the medi-an island, particularly if a U-turn is called for.

The sign should comprise the appropriate Type 3,4, or 5 arrow together with the “Freeway” symbolin black on a white square background in a simi-lar manner to signs 503, 504, and 507. When a U-turn is required a Type 6 arrow should be used.

5.4.8 PARKING TRAILBLAZER SIGN509

PARKING TRAILBLAZER sign 509 may beused locally to direct drivers towards a designat-ed parking area or car park.

5.5 AT-GRADE JUNCTIONSIGNS

5.5.1 TYPES OF AT-GRADEJUNCTION SIGNS

The following types of guide sign may be speci-fied for use in advance of, at, or within at-gradejunctions:

• ADVANCE HORIZONTAL STACK sign(overhead mounted), or

• ADVANCE VERTICAL STACK SIGN(ground mounted), or

• ADVANCE MAP sign.• ADVANCE SUPPLEMENTAL sign.• CHEVRON DIRECTION sign.• STREET NAME sign.

All approaches to junctions between two Emirateor Abu Dhabi routes should be provided witheach of the above sign types with the exceptionof the ADVANCE SUPPLEMENTAL sign,which is optional. Details of the signs, theirfunctions, applications, locations, and the infor-mation that may be displayed are given in the fol-lowing sections.

However, certain site-specific conditions mayrequire a departure from the parameters andguidelines specified in the following sections.Such variations can only be implemented withthe prior approval of Abu Dhabi MunicipalityRoad Department.

Sign 508

Sign 509

5.5.2.4 DISPLAY OF INFORMATION

Only the following items are eligible for displayon ADVANCE HORIZONTAL STACK signs:

• Direction arrow.• Route number emblem.• Control destination/intermediate destination.• City center symbol.• Airport Symbol.

The items and their placement are describedbelow.

Information relevant for changing direction to theleft, going straight ahead, or changing directionto the right should be displayed in three separatestacks, arranged horizontally from left to right,for a crossroad or roundabout and in two separatestacks for a T-junction. The left-turn stack shouldalways be leftmost and the right-turn stack therightmost.

• Direction Arrow.

Hooked Type 4 or 5 arrows facing in theappropriate direction should be displayed inthe left and right turn stacks. An upwardpointing Type 3 arrow should be placed inthe ongoing movement stack.

Vertical placement:

- At the top of the sign.

Horizontal placement:

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5.5.2 ADVANCE HORIZONTALSTACK SIGN 511

5.5.2.1 FUNCTION

• To indicate the routes and control destina-tions at the end of each route and intermedi-ate destinations, where applicable, that canbe reached by turning left or right, or contin-uing ahead.

• To assist drivers in selecting the most appro-priate lanes for the maneuvers they wish tomake at the junction ahead.

5.5.2.2 APPLICATION

As overhead signs on routes with traffic volumesand/or number of lanes warranting overheadadvance signs as specified in Section 2.2.4 and asfollows:

• In advance of signalized at-grade intersec-tions.

• In advance of signalized or unsignalizedroundabouts.

5.5.2.3 LOCATION

• Overhead on gantries (placed centrally overthe roadway).

• Up to 250 meters in advance of the intersec-tion or roundabout.

• With due regard to the position of any minorside road intersection.

• Not less than 175 meters after the previousjunction of numbered routes.

Sign 511

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- Left turn and ongoing movement: left jus-tified in stack.

- Right turn: right justified in stack.

• Route Number Emblem.

One route number emblem should be dis-played for each direction of travel for whicha route number has been allocated.

Vertical placement:

- At the top of the sign.


- Left turn and ongoing movement: rightjustified in stack.

- Right turn: left justified in stack.

• Control destination.

One control destination and one intermediatedestination should be displayed for eachdirection of travel for which a route numberhas been allocated. If one of the turningmovements does not have a route numberand control destination, the street name ornumber should be substituted for the controldestination.

Vertical placement:

- At the bottom of the sign, with Arabic leg-end above the English.


- All stacks:

Arabic text in the bottom row is right jus-tified on the route number emblem or Type5 arrow in the top row, and English text inthe bottom row is left justified on theTypes 3 or 4 arrows or route numberemblem in the top row.

If a city center symbol is used it should beconsidered as an integral part of the rele-vant line of text.

• City center symbol.

The symbol will be used only with a routethat has Abu Dhabi city center as a controldestination.

Vertical placement:

- Centered in each stack.


- Right justified in stack.

• Airport symbol.

The symbol will be used only on a route thatis trailblazed to the airport.

Placement:

- Centered between the direction arrow androute number emblem in the top row.

5.5.3 ADVANCE VERTICAL STACKSIGN 512

5.5.3.1 FUNCTION

• To indicate the routes and control destina-tions at the end of each route that can bereached by turning left or right, or continuingahead.


5.5.3.2 APPLICATION

As side-mounted signs on routes with traffic vol-umes and/or a number of lanes that do not war-rant overhead advance signs as specified inSection 2.2.4 and as follows:

• In advance of signalized at-grade intersec-tions.


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5.5.3.3 LOCATION

• Ground mounted on the right side of theroadway.

• Up to 250 meters in advance of the intersec-tion or roundabout.

• With due regard to the position of any minorside-road intersection.



Only the following items are eligible for displayon ADVANCE VERTICAL STACK signs:

• Direction arrow.• Route number emblem.• Control destination/intermediate destination.• City center symbol.• Airport Symbol.


Information relevant for going straight ahead orchanging direction to the left or to the rightshould be displayed in three separate stacks,arranged vertically, from top to bottom, for acrossroad or roundabout, and in two separatestacks for a T-junction. The straight-ahead stackshould always be uppermost and the right turnstack the lowermost.

• Direction arrow.

An upward pointing Type 3 arrow should beplaced in the ongoing movement stack.Hooked type 4 or 5 arrows facing in the

appropriate direction should be displayed inthe left and right turn stacks.

Vertical placement:

- Centered in each stack.Horizontal placement:

- Ongoing and left turn: left justified in eachstack.

- Right turn: right justified in stack.

• Route number emblem.


Vertical placement:



- Ongoing and left turn: left justified onType 3 or Type 4 arrows (see Figure 5-3).

- Right turn: left justified with route numberemblem(s) in other stack(s) above.


One control destination and one intermediatedestination where applicable should be dis-played for each direction of travel for whicha route number has been allocated. If one ofthe turning movements does not have a routenumber and control destination, the streetname or number should be substituted for thecontrol destination.

Sign 512

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Vertical placement:

- Centered in the stack with the Arabic leg-end above the English.


- All stacks:

Arabic text is right justified on right turnType 5 arrow. If the sign does not require aright turn stack, as at a T-junction from theleft, the Arabic text should be justified onthe right edge of the sign. The English textis left justified on the route numberemblems.


- The symbol will only be used with a routethat has Abu Dhabi City Center as a con-trol destination.

Vertical placement:



- Ongoing and left turn: right justified instack.

- Right turn: Right justified on Type 5 arrow.

• Airport symbol.

The symbol will be used only on a route thatis trailblazed to the airport.

Placement:

- Centered between the direction arrow androute number emblem in the top row.

5.5.4 ADVANCE MAP SIGN 513

5.5.4.1 FUNCTION

• To indicate the routes and control destina-tions at the end of each route that can bereached by turning left or right or by contin-uing ahead.


5.5.4.2 APPLICATION

As ground-mounted signs in advance of junctionswith nonstandard or irregular geometry such as aroundabout that is enlarged into a noncircularshape and/or has more than four exit roadways.This type of sign should only be used in excep-tional circumstances and will require a signifi-cant side space to accommodate its size.

5.5.4.3 LOCATION

• Ground mounted on the right side of theroadway.

• Up to 250 meters in advance of the round-about (or other junction; see section 5.5.4.4).

• With due regard to the position of any minorside road intersection.



The following items only are eligible for displayon ADVANCE MAP signs:

• Map direction arrow.• Route number emblem.• Control destination/intermediate destination.• City center symbol.

Sign 513

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Information relevant to changing direction orgoing straight ahead should be displayed in linewith the pointed arrow legs of the map Type 9arrow representing an exit path from the junction.

• Map direction arrow.

The map direction arrow Type 9 should rep-resent the shape of the complex junction asclosely as is practical with one pointed arrowleg for each exit path from the junction,EXCLUDING the reverse path to the direc-tion of entry to the junction. (Although theexample illustrated shows a form of round-about other shapes of map direction arrowmay be considered. In such a case the signdesign should be customized to the specificmap direction arrow shape following thegeneral principles stated for the example.)

Vertical placement:

- At the bottom of the sign.


- In the middle of the sign between the rightand left destinations.



Vertical placement:

- Ongoing movement: above and to the leftof the relevant arrow leg(s) and centeredvertically on the Arabic and English text(see also Control Destination).

- Left- and right-turn movements: centeredon the left and right turn arrow legs.


- Ongoing movement: to the left of the con-trol destination name.

- Left-turn movement: justified on the leftside of the sign.

- Right-turn movement: left justified on theright turn arrow leg.


One control destination and one intermediatedestination where applicable should be dis-played for each direction of travel for whicha route number has been allocated. If one ofthe turning movements does not have a routenumber and control destination, the streetname or number should be substituted for thecontrol destination. If the control destinationsin one direction are more than two destina-tions (e.g., A1 Sila, Qatar, Saudi Arabia, ascan be found in Table 5-1), the sign shoulddisplay only two of those control destinationsalong with an intermediate destination for amaximum of three destinations.

Vertical placement:

- Ongoing movement: above the relevantarrow legs with Arabic text over Englishtext.

- Left- and right-turn movement: centeredon the left and right turn arrow legs respec-tively with Arabic text over English text.


- Ongoing movement: the block comprisingthe route number emblem and the Arabicand English text should be centered overthe relevant arrow leg. If there should bemore than one ongoing exit path from thejunction the relevant blocks comprisingthe route number emblem and English andArabic text should be moved off-center onthe arrow legs until sufficient space existsbetween the two blocks that their proximi-ty will not be confusing.

- Left- and right-turn movements: left justi-fied on the route number emblem (seebelow).

- All movements: the English text should beleft justified on the route number emblemand the Arabic text right justified on theright hand end of the English text,UNLESS the Arabic text is longer than the

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English text in which case both Arabic andEnglish text should be left justified on theroute number emblem.


The symbol will only be used with a routethat has Abu Dhabi City Center as a controldestination.

Placement:

- To the right of the destination name andcentered vertically on the Arabic andEnglish legends.

• Airport symbol.

The symbol should not be used ordinarily onthis sign. Separate trailblaze signing shouldbe used.

5.5.5 ADVANCE SUPPLEMENTALSIGN 514

5.5.5.1 FUNCTION

• To indicate approved supplemental destina-tions either in addition to standard advancedirection signs, or on their own at junctionsthat do not warrant standard advance direc-tion signs.

• To assist drivers who are unfamiliar with AbuDhabi in finding their way from a numberedroute to the non-control supplemental desti-nation being sought.

5.5.5.2 APPLICATION

As ground-mounted signs on routes in closeproximity to the facility indicated on the sign asfollows:

• In advance of signalized or unsignalized at-grade intersections.


• In advance of a U-turn.

5.5.5.3 LOCATION

• Ground-mounted on the right side of theroadway UNLESS the sign is for a left turnor U-turn movement and the median island iswide enough to safely accommodate the sign,in which case the sign may be located on theleft side of the roadway in a one-way road-way or dual carriageway.

• Up to 160 meters in advance of the intersec-tion or roundabout between sign 511 (or 512or 513) and the junction, or up to 160 metersin advance of the U-turn .

• With due regard to the provision of anyminor side road intersection.


The following items only are eligible for displayon Advance Supplemental signs:

• Direction arrow.• Approved supplemental sign symbol (see

Section 5.2.8).• Approved supplemental destination (“pri-

mary” or identifying name only).


Information will commonly be displayed in sin-gle left or right turn stack signs. Since the func-tion of the sign does not include orientation, onlythe directions to approved supplemental destina-tions are signed. If more than one stack isrequired the stack order should be the same as foran ADVANCE VERTICAL STACK sign 512.

• Direction Arrow.

Hooked type 4, 5, or 6 arrows facing in theappropriate direction should be displayed inthe appropriate stack (an ongoing Type 3arrow may be used for an ongoing indicationin exceptional circumstances where confu-sion may otherwise occur).

Sign 514

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Vertical placement:



- Left turn and U-turn: left justified in stack.- Right turn: right justified in stack.

• Approved supplemental sign symbol.

The approved symbol (see Figure 5-5)should be used with the primary or identify-ing name for the facility. If more than onefacility of the same type exists in one direc-tion up to two names may be used with onesymbol (see Approved SupplementalDestination below). Two different symbols,for two different types of supplemental desti-nation, may be displayed with their appropri-ate primary names in one stack.

Vertical placement:

- One symbol: centered in the stack- Two symbols: aligned one above the other,

centered in the stack so that the spacesbetween borders and symbols, andbetween symbols, are equal.


- Left turn and U-turn: left justified on Type4 and Type 6 arrows.

- Right turn: left justified on edge of sign,UNLESS both left and right turn stacks arerequired, in which case both left and rightstack symbols should be left justified onthe Type 4 arrow in the left turn stack.

• Approved supplemental destination.

The full destination name should be used forall supplemental destinations, along with anapproved supplementary symbol, where it isapplicable. When two facilities of the sametype occur in one direction, two names maybe used with one symbol. If two differenttypes of facility occur in one direction, twosymbols may be provided within one stack sothat one is above the other (see ApprovedSupplemental Sign Symbol, above).

Vertical placement:

- One destination: centered in the stack withthe Arabic text above the English text.

- Two destinations of the same type: cen-tered in the stack with the two Arabicnames above the two English names.

- Two destinations of different types: eachdestination centered on the appropriatesupplemental symbol with the Arabic textabove the English text for each destina-tion.


- Left turn and U-turn: Arabic text right jus-tified on the right edge of the sign. Englishtext left justified on the SupplementalSymbol.

- Right turn: Arabic text right justified onthe Type 5 arrow. English text left justifiedon the supplemental symbol.

5.5.6 CHEVRON DIRECTION SIGN515

5.5.6.1 FUNCTION

• To indicate the route number and control des-tination at the end of a route, at the point ofturn onto the route (the action point).

• To indicate the point of turn towards a sup-plemental destination.

• To indicate the point of turn towards a localdestination.

5.5.6.2 APPLICATION

As ground-mounted signs as follows:

• For all exit paths from signalized or unsignal-ized roundabouts.

• For the left and right turn exit paths from asignalized intersection.

• For supplemental or local exit paths at minorjunctions.

5.5.6.3 LOCATION

• Ground mounted on the right side of theroadway for all right turn movements.

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• Ground mounted on the far left side of a sig-nalized intersection for left turn movements.

• Ground mounted on the right side of theroadway for left turn movements without aturning lane and/or for minor intersectingroads.

• Within the gore area of right turning sliproads.


The following items only are eligible for displayon CHEVRON DIRECTION signs:

• Direction arrow.• Route number emblem.• Control destination/intermediate destination.• Supplemental symbol and destination.• City center symbol.• Airport symbol.• Local destination.


Information relevant for changing direction to theright or left should be displayed singly in indi-vidual CHEVRON DIRECTION signs.

• Direction arrow.

Chevron Type 1 or 2 arrows facing in theappropriate direction should be displayed inleft and right turn signs.

Vertical placement:

- Centered on the sign.


- Right turn: right justified on the sign.- Left turn: left justified on the sign.


One route number emblem should be dis-played when a route number has been allo-cated.

Vertical placement:

- Centered on the sign.


- Right turn: left justified on the left edge ofthe sign.

- Left turn: left justified on the Type 1arrow.


Sign 515

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One control destination and one intermediatedestination where applicable should be dis-played on any CHEVRON DIRECTIONsign displaying a route number symbol.

Vertical placement:

- Centered on the sign with the Arabic textabove the English text.


- Right turn: Arabic text is right justified onright turn Type 2 arrow and on the rightedge of the sign for left turn signs. TheEnglish text is left justified on the routenumber emblem.

• Supplemental symbol and destination.

Same as for route number emblem and con-trol destination (see above).


The symbol will only be used with a routethat has Abu Dhabi City Center as a controldestination.

Placement:

- To the right of the destination name andcentered vertically on the Arabic andEnglish legends.

• Airport symbol.

The symbol may be added to the primarysign or used in a separate CHEVRONDIRECTION sign to trailblaze a turn to theAirport. When used as a second CHEVRONmounted on the same post, both CHEVRONDIRECTION signs should be the same size.

Placement:

- To the left of the route number.- Centered in the sign when used separately.

• Local destination.

One local destination, street name or number,or parking symbol may be displayed if a turn-ing movement does not have a route numberor control destination. Signing of local desti-nations such as these should be coordinatedwith and approved by the Department.

Vertical placement:

- Centered on the sign with the Arabic textabove the English text.


- Right turn: Arabic text is right justified onright turn Type 2 arrow and on the rightedge of the sign for left turn signs. TheEnglish text is left justified on the routenumber emblem.

5.6 GRADE-SEPARATEDJUNCTION SIGNS

5.6.1 TYPES OF GRADE-SEPARATED JUNCTION SIGNS

The following types of guide signs may be spec-ified for use on the free-flowing roadway of agrade-separated junction whether this is on anEmirate Route or an Abu Dhabi Route:

• ADVANCE EXIT DIRECTION sign.• EXIT DIRECTION sign.• ONGOING DIRECTION sign.• GORE EXIT sign.• SUPPLEMENTAL EXIT sign.

A grade-separated junction may occur betweentwo routes which have one of the following char-acteristics:

• Both routes have full access control and allelements of the junction are free flowing andgrade separated. Such a junction betweentwo such freeways does not give access to theat-grade street network and is termed a “sys-tems” interchange.

• One route is a freeway with full access con-trol and the other is essentially an at-graderoad (although it may have occasional grade-separated junctions) with only limited access

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control. Such a junction is termed an“access” interchange allowing connectionbetween the at-grade street network and afreeway, and vice versa.

• Both routes are essentially at-grade routeswith limited access control but have selectedgrade-separated junctions to improve junc-tion capacity.

The at-grade portion of any of the latter two junc-tion types, including any off-and-on ramps from-and-to the freeway, should be signed using con-ventional at-grade direction signs as detailed inSection 5.5. However, site-specific roadwaygeometry may, at times, require the at grade road-way to be signed using the following sign typesto indicate lane assignment. Such variations canonly be implemented with the prior approval ofthe Department.

All free-flowing roadways approaching a grade-separated interchange up to and including the exitramp gore area should be provided with at leastone of each of the above sign types with theexception of the SUPPLEMENTAL EXIT signwhich is optional.

5.6.2 ADVANCE EXIT DIRECTIONSIGN 551

5.6.2.1 FUNCTION

• To provide advance indication of destina-tions served by an exit ramp at the inter-change or grade-separated intersectionahead.

• To indicate the lane or lanes that should befollowed to reach the exit ramp.

5.6.2.2 APPLICATION AND LOCATION

• Overhead on gantries or cantilever supports inadvance of single-lane and multiple-lane exitramps, each with or without lane drops at aninterchange or grade-separated intersection.

• On carriageways of freeways/expressways inadvance of exit ramps connecting with otherfreeways/expressways (systems inter-changes), with arterial roads, or streets(access interchanges) to provide the follow-ing sequence of signs:

- Extra forward ADVANCE EXIT DIREC-TION sign 551 for interchanges with otherfreeways/expressways, at 2,000 meters inadvance of the theoretical gore (optionalsign, recommended for systems inter-changes). Recommended range: 1,800meters to 2,300 meters.

- Forward ADVANCE EXIT DIRECTIONsign 551 for all freeway/expressway exits,at 1000 meters in advance of the theoreti-cal gore (mandatory). Recommendedrange: 900 meters to 1,200 meters.

- ADVANCE EXIT DIRECTION sign 551for all freeway exits 500 meters in advanceof the theoretical gore (optional).Recommended range: 400 meters to 600meters.

• On carriageways of arterial roads, approach-ing exit ramps to other roads at grade-sepa-rated intersections, to provide the followingsequence of signs:

- ADVANCE EXIT DIRECTION sign 551:(optional but recommended for postedspeeds less than 80 km/hour, mandatoryfor posted speeds of 80 km/hour or higher)At 500 meters in advance of the exit nose.Permissible range: 250 meters to 600meters, provided that the sign 551 is atleast 200 meters from the EXIT DIREC-TION sign 552.

• Figure 5-7 shows layouts for typical applica-tions of ADVANCE EXIT DIRECTION sign551. The ADVANCE EXIT DIRECTIONsign must extend over the exit lanes.Downward pointing arrows indicate the lanesto be followed.

• For a single-lane exit, the sign must displaythe destination information for the route it isleading onto. If the single-lane exit servesboth directions of the crossing road the con-trol destination for each direction should bedisplayed. When each direction has a differ-ent route number, the sign should display theroute numbers for both directions.

• If a two-lane exit serves both directions onthe crossing road, destination information forboth directions should be displayed.

• When a two-lane exit ramp separates intotwo roadways for different directions within

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Detail 5-7-1Single Lane Exit: No Lane Drop, Airport Destination

Detail 5-7-2Single Lane Exit: No Lane Drop, Airport Destination,City Center Destination

Detail 5-7-3Single Lane Exit: With Lane Drop

Detail 5-7-5Two Lane Exit: With Two Lanes Dropped, One Route Number

Detail 5-7-6Two Lane Exit: With One Lane Drop, Ramp Split, Two Exit Numbers

Detail 5-7-4Two Lane Exit: With One Lane Drop, Two Exit Numbers

Figure 5-7Advance Direction Sign 551

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500 meters after the exit gore, then two sep-arate signs should be used, one for each lane.The left-hand sign must display the destina-tion information for the left-hand branchroad. The right-hand sign must display thedestination information for the right-handbranch.

• When a grade-separated junction is providedon an Abu Dhabi Route an ADVANCE EXITDIRECTION sign 551 should be used fol-lowing the same basic principles as describedabove.

• When a lane on the approaching carriagewayends and becomes the exit ramp (a lanedrop), a white panel with the message EXITshould be displayed at the bottom of the signover the lane or lanes that are dropped.

In Figure 5-7, Detail 4, the left hand lane has adownward pointing arrow indicating the lane tobe used for the exit. However, there is no whitelane drop panel indicating EXIT for this lane. Theabsence of the lane drop EXIT panel means thatthe lane is a shared lane serving the ongoing des-tination as well as the exit destinations. The lanein fact forms part of the mainline carriageway.

The fact that a two-lane off-ramp is required indi-cates that a high volume of traffic will be exiting.The shared lane will need to carry a significantproportion of the exit ramp traffic. The capacityof a two-lane exit ramp is dependent on the num-ber of through vehicles that remain in the sharedlane. The fewer through vehicles, the higher thecapacity of the exit ramp. Strangers who do notknow that they can stay in an optional lane toreach ongoing destinations may move out of theshared lane into a lane indicated for ongoing des-tinations. However, most regular users of theinterchange will know that it is not mandatory forthem to move out of the shared lane. The regularusers will make up the greatest proportion ofusers.


All information relating to routes and destina-tions displayed on a subsequent EXIT DIREC-TION sign 552 should be displayed on the pre-ceding ADVANCE EXIT DIRECTION sign(s)551. No destinations or routes that are additionalto those displayed on the EXIT DIRECTION

sign should be displayed on the ADVANCEEXIT DESTINATION sign(s).

The layout examples for EXIT DIRECTION signsshown in Figure 5-8 (see Section 5.6.3) corre-spond to the ADVANCE EXIT DIRECTIONsigns shown in Figure 5-7. They illustrate thematching of messages on the ADVANCE EXITDIRECTION signs and EXIT DIRECTION signs.

The following items only, are eligible for displayon ADVANCE EXIT DIRECTION signs 551:

• Downward pointing arrow Type 7.• Route number emblem.• Control destination/intermediate destination.• City center symbol.• Airport symbol.• Distance to exit.• Lane-drop EXIT panel.

The policy on the display of each of these itemsand their placement on the sign are describedbelow and illustrated in Figure 5-7.

• Downward pointing arrow.

One downward pointing Type 7 arrow shouldbe displayed for a single lane exit and twoType 7 arrows should be displayed for a two-lane exit, as shown in Figure 5-7.

If no lane drop occurs at the exit, the arrowsshould be white.

If one or more lanes are dropped at the exit,the arrows indicating the lanes to be droppedshould be black (see lane-drop panel).

Vertical placement:

- The arrows should be placed at the bottomof the sign.


- Each arrow should be placed over the cen-terline of the lane to which it refers with atolerance to the left or right of up to 300millimeters.


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Only the route number emblem of the routeor routes accessed directly from the exit rampshould be displayed. One route number onlyshould be displayed if the route reacheddirectly has the same route number on bothsides of the interchange. If the route reacheddirectly has different route numbers on eachside of the interchange, and both can bereached from the exit ramp, then both routenumbers should be displayed.

Vertical placement:

- Each emblem should be located centrallyon the lines of legend for the Arabic andEnglish destination names associated withthe route number.


- For single-lane exit ramps, the route num-ber emblem(s) should be placed at the leftof the sign. For two-lane exit ramps, theemblems should be placed adjacent to thedestination names on their left side. Thecombined emblem and destination namemessage should be centered between theborders. If more than two destinations arenecessary, it may be more effective toplace the route number emblem centrallywith Arabic text to the right, and Englishtext to the left.


A maximum of one control destination andone intermediate destination, where applica-ble, is permitted for each direction (left orright) on ADVANCE EXIT DIRECTIONsign 551. The upper destination name shouldbe the control or intermediate destination forthe route reached directly from the off-rampin the direction to the left of the off ramp.The lower destination name should be thecontrol or intermediate destination for theroute reached directly from the off ramp inthe direction to the right of the off ramp. Thesigns displayed to drivers travelling on theopposite approach to the interchange willhave the vertical order of the specific desti-nation names reversed.)

If the route reached from the exit ramp pro-vides for travel only to the right or only to theleft, then only one control or intermediatedestination should be displayed for the route.

If the road reached from the ramp has differ-ent route numbers on either side of the rampjunction, the appropriate control or intermedi-ate destination for each route for the directionof travel available from the exit ramp shouldbe displayed adjacent to the appropriate routenumber emblem so that the left turn informa-tion is placed above the right turn information.

If the use of intermediate destinations pres-ents difficulties, such as the sign becomes toolarge or the amount of information displayedon the sign exceeds the amount that can becomfortably absorbed by the driver (see5.2), then, in the interests of public safety, theintermediate destinations should be omittedfrom the sign.

Vertical placement:

- The Arabic legends should always be dis-played above the English legends. Whentwo destinations are related to one routenumber, the Arabic right-turn destinationname should be immediately below theArabic left turn destination name. The twoEnglish legends should be similarly dis-played, one immediately below the other,and both below the Arabic legends.

- When two route numbers with one desti-nation each are displayed, the route num-ber emblem and associated destination leg-end for the destination to the left at the exitramp, should be above the route numberemblem and legend for the destination tothe right at the exit ramp.


The control destination and intermediate des-tination, where applicable, should be dis-played adjacent and to the right of the associ-ated route number emblem, as shown inFigure 5-7.

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- English legend should be left justified andadjacent to the right edge of the route num-ber emblem.

- Arabic legend should be right justified.The position of the right justification lineshould be the furthest right of the follow-ing:

• The longest English word.• The longest Arabic word, with its left

end adjacent to the route numberemblem.

When two route numbers are used, thesame right justification for the Arabic des-tinations should be used for both routenumbers.

• Airport symbol.

The airport symbol may be displayed if theroute served by the ramp has the airport as atrailblaze destination.

When used the symbol should be located tothe left of the route number emblem.

The aircraft symbol should be oriented in thedirection in which traffic must travel to reachthe airport. For the ongoing direction the air-craft symbol must “point” upwards.


Vertical placement:



- Right justified in each stack.

• Distance to exit.

The distance to the exit should be displayedin English and Arabic numerals as shown inFigure 5-7. When the ADVANCE EXITDIRECTION sign has been located withinthe permissible ranges of distances from theexit, specified under “Application,” above,the nominal distances 500 meters, 1,000meters, 2,000 meters should be displayed. If

the location falls outside the recommendedrange, the actual distance to the nearest 100meters should be displayed. For distancesless than 400 meters the actual distance maybe rounded to the nearest 50 meters.

When two or more successive exits occur atan interchange, the signs should indicate thedifferent distances. If the advance sign islocated within the recommended range, thenominal distance should be used for the firstexit. The second and subsequent exits shouldindicate a distance equal to the nominal dis-tance used for the first exit plus the distancesfrom the first exit to the subsequent exits. Alldistances should be rounded up to the next100 meters.

Vertical placement:

- Centered approximately on the downwardpointing arrow(s).


- On the left side of the sign to the left of thefurthest left downward pointing arrow.

• White lane-drop EXIT panel.

If a lane on a mainline carriageway will bedropped at an exit ramp, a white EXIT panelshould be displayed.

The Arabic and English word EXIT shouldbe displayed adjacent to and to the right of asingle arrow, with the Arabic above theEnglish, both centered approximately verti-cally in the panel. When two lanes aredropped at the exit, the EXIT panel extendsfor the full width of the sign. In such a casethe word EXIT in Arabic and English may bedisplayed centrally between the two down-ward pointing arrows.

The panel is placed at the bottom of the signand covers the space occupied by the relevantdownward pointing arrow(s), which shouldbe black. The white panel extends over thelane or lanes to be dropped, from the edge ofthe sign to a point above the lane line remotefrom the edge of the sign. White sign borders

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adjacent to the panel should be incorporatedinto the panel.

5.6.3 EXIT DIRECTION SIGN 552

5.6.3.1 FUNCTION

• To indicate the location of the exit ramp at aninterchange or grade-separated intersection.

• To indicate by an arrow configuration thedirection of the exit.

• To repeat the destination information that hasbeen shown on the preceding advance exitdirection signs 551 and thereby reassure thedriver of the destination(s) served.

5.6.3.2 APPLICATION

• At single-lane and multiple-lane exit ramps,each with or without lane drops, at inter-changes or grade-separated intersections.

• On carriageways of freeways, at exit ramps,connecting with other freeways (systemsinterchanges) or with arterial roads or streets(access interchanges).

• On carriageways of grade-separated arterialroads at exit ramps to other roads.

• Figure 5-8 shows layouts for typical applica-tions of EXIT DIRECTION signs 552. TheEXIT DIRECTION sign must extend overthe exit lanes. Upward pointing arrowsshould be slanted (normally to the right) toemphasize the change of alignment.

• For a single-lane exit, the sign must displaythe destination information for the route it isleading onto. If the single-lane exit servesboth directions of the intersecting crossroad,and each direction has a different route num-ber, the sign should display the route numberemblems for both directions.

• If a two-lane exit serves both directions on theintersecting crossroad, destination informa-tion for both directions should be displayed.

• When a two-lane exit ramp separates into tworoadways for different directions within 500meters after the exit gore, then two separatesigns should be used, one for each lane. Theleft-hand sign must display the destinationinformation for the left-hand branch road.The right-hand sign must display the destina-tion information for the right-hand branch.

• When a grade-separated junction is providedon an Abu Dhabi Route an EXIT DIREC-TION sign 552 should follow the same basicprinciples as described above.

• When a lane on the approaching carriagewayends and becomes the exit ramp (a lanedrop), a white panel with the message EXITshould be displayed at the bottom of the signover the lane or lanes that are dropped.

5.6.3.3 LOCATION

• At the theoretical gore, up to 50 meters afterthe theoretical gore, or up to 100 meters inadvance of the theoretical gore provided thatthe exit lane or lanes have been developed tofull lane width.

• The sign should be mounted overhead theexit lane or lanes, on gantries or cantileversupports.


All information relating to routes and destina-tions displayed on the preceding ADVANCEEXIT DIRECTION signs 551 should be dis-played on the subsequent EXIT DIRECTIONsigns 552. No destinations or routes that are addi-tional to those displayed on the ADVANCEEXIT DIRECTION signs should be displayed onthe EXIT DIRECTION signs.

The layout examples for EXIT DIRECTIONsigns shown in Figure 5-8 correspond to theADVANCE EXIT DIRECTION signs shown inFigure 5-7. They illustrate the matching of mes-sages on the ADVANCE EXIT DIRECTIONsigns and EXIT DIRECTION signs.

Only the following items are eligible for displayon EXIT DIRECTION signs 552:

• Upward pointing arrow Type 8 (inclined inthe direction of the exit ramp).

• Route number emblem.• Control destination/intermediate destination.• City center symbol.• Airport symbol.• Lane drop EXIT panel.

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Detail 5-8-1Single Lane Exit: No Lane Drop, Airport Destination

Detail 5-8-2Single Lane Exit: No Lane Drop, Airport Destination,City Center Destination

Detail 5-8-3Single Lane Exit: With Lane Drop

Detail 5-8-5Two Lane Exit: With Two Lanes Dropped, One Route Number

Detail 5-8-6Two Lane Exit: With One Lane Drop, Ramp Split, Two Exit Numbers

Detail 5-8-4Two Lane Exit: With One Lane Drop, Two Exit Numbers

Figure 5-8Exit Direction Sign 552

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The policy on the display of each of these itemsand their placement on the sign is describedbelow and illustrated in Figure 5-8.

• Upward pointing arrow.

One upward pointing arrow Type 8 should bedisplayed for a single lane exit, and two Type8 arrows should be displayed for a two-laneexit, as shown in Figure 5-8. The arrowsshould be slanted to represent the direction ofthe exit ramp (normally at 45° to the right ofvertical).

If no lane drop occurs at the exit, the arrowsshould be white.

The number of lanes at the exit is determinedby the mainline lanes from which it is possi-ble to directly exit the mainline, not the num-ber of lanes on the off ramp that develop afterthe theoretical gore.

If one or more lanes are dropped at the exit,the arrows indicating the lanes to be droppedshould be black.

Vertical placement:

- The arrows should be placed at the bottomof the sign.


- Each arrow should be placed over the cen-terline of the lane to which it refers with atolerance to the left or right of up to 300millimeters.


Only the route number emblem of the routeor routes accessed directly from the exit rampshould be displayed. One route number onlyshould be displayed if the route reacheddirectly has the same route number on bothsides of the interchange. If the route reacheddirectly has different route numbers on eachside of the interchange, and both can bereached from the exit ramp, then both routenumbers should be displayed.

Vertical placement:

- Each emblem should be located centrallyon the lines of legend for the Arabic andEnglish destination names associated withthe route number.


- For single-lane exit ramps, the route num-ber emblem(s) should be placed at the leftside of the sign, as shown in Figure 5-8.For two-lane exit ramps, the emblemsshould be placed adjacent to the destina-tion names on their left side. The com-bined emblem and destination name mes-sage should be centered between the bor-ders. If more than two destinations arenecessary, it may be more effective toplace the route number emblem centrallywith Arabic text to the right and Englishtext to the left.

• Control destination

A maximum of one control destination andone intermediate destination, where applica-ble, is permitted for each cardinal directionon EXIT DIRECTION sign 552. The upperdestination name should be the control orintermediate destination for the route reacheddirectly from the off ramp in the direction tothe left of the off ramp. The lower destinationname should be the control/intermediate des-tination for the route reached directly fromthe off ramp in the direction to the right ofthe off ramp.

If the route reached from the exit ramp pro-vides for travel only to the right or only to theleft, then only one control or intermediatedestination should be displayed for the route.

If the road reached from the ramp has differ-ent route numbers on either side of the rampjunction, the appropriate control or intermedi-ate destination for each route for the directionof travel available from the exit ramp shouldbe displayed adjacent to the appropriate routenumber emblem so that the left turn informa-tion is placed above the right turn information.

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If the use of intermediate destinations pres-ents difficulties, such as the sign becomes toolarge, or the amount of information displayedon the sign exceeds the amount that can becomfortably absorbed by the driver (seeSection 5.2), then, in the interests of publicsafety, the intermediate destinations shouldbe omitted.

Vertical placement:

- Where Arabic legends and English legendsare stacked vertically, the Arabic legendsshould always be displayed above theEnglish legends.

- When two destinations are related to oneroute number, the Arabic right turn desti-nation name should be immediately belowthe Arabic left turn destination name. Thetwo English legends should be similarlydisplayed, one immediately below theother, and both below the Arabic legends.

- When two route numbers with one desti-nation each are displayed, the route num-ber emblem and associated destination leg-ends for the destination to the left at theexit ramp should be above the route num-ber emblem and legend for the destinationto the right at the exit ramp.


- The control destination and intermediatedestination, where applicable, should bedisplayed adjacent to the associated routenumber emblem, to the right of it, asshown in Figure 5-8.


- Arabic legend should be right justified. Theposition of the right justification line shouldbe the furthest right of the following:


end adjacent to the route numberemblem.

- When two route numbers are used, thesame right justification for the Arabic des-

tinations should be used for both routenumbers.

• Airport symbol.

The airport symbol may be displayed if theroute served by the ramp has the airport as atrailblaze destination.

When used the symbol should be located tothe left of the route number emblem.

The aircraft symbol should be oriented in thedirection in which traffic must travel to reachthe airport. When the arrow(s) on EXITDIRECTION signs are slanted at 45°towards the exit ramp, the aircraft should beslanted at 45° in the same direction, diago-nally in its white background panel.


Vertical placement:



- Right justified in each stack.

• Lane-drop EXIT panel.

If a lane on a mainline carriageway will bedropped at an exit ramp, a white EXIT panelshould be displayed.

The panel is placed at the bottom of the signand covers the space occupied by the relevantupward pointing arrow(s), which should beblack. The white panel extends over the laneor lanes to be dropped, from the edge of thesign to a point above the lane line remotefrom the edge of the sign. White sign bordersadjacent to the panel should be incorporatedinto the panel.

The English and Arabic word EXIT shouldbe displayed adjacent to and on the right sideof a single arrow, with the Arabic above theEnglish both approximately centered verti-cally on the panel. When two lanes aredropped at the exit the EXIT panel extends

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for the full width of the sign. In such a casethe word EXIT in Arabic and English may bedisplayed centrally between the two upwardpointing arrows.

5.6.4 ONGOING DIRECTION SIGN553

5.6.4.1 FUNCTION

To provide information about the control destina-tion that will ultimately be reached by remainingon the mainline carriageway, using the throughlanes at a point where there is an exit from themainline carriageway at an interchange or grade-separated intersection.

5.6.4.2 APPLICATION

• Used on mainline carriageways in conjunc-tion with overhead ADVANCE EXITDIRECTION signs 551 and overhead EXITDIRECTION signs 552, at interchanges andgrade-separated intersections.

• At simple interchanges it is mandatory tohave at least one ONGOING DIRECTIONsign 553. For complicated interchanges,where a high volume of lane changing will benecessary, at least two ONGOING DIREC-TION signs 553 should be applied.

5.6.4.3 LOCATION

• Overhead on gantries.• When only one ONGOING DIRECTION

sign 553 is applied, the preferred location isadjacent to the ADVANCE EXIT DIREC-TION sign 551, when used, at 500 metersfrom the theoretical gore. The next and mostcommon, most effective location is adjacentto the Forward ADVANCE EXIT DIREC-TION sign 551 at 1000 meters from the the-oretical gore.

• For more complicated or high volume inter-changes, at least two ONGOING DIREC-TION signs 553 should be used. One of theseshould be at the theoretical gore, adjacent tothe EXIT DIRECTION sign 552. This isneeded to ensure that drivers can make a finaldecision about continuing straight on, or exit-ing. The other sign should be applied adja-

cent to the forward ADVANCE EXITDIRECTION sign 551, at 1000 meters aheadof the theoretical gore. If the available dis-tance ahead of the exit is too short to place asign at 1,000 meters in advance, the ONGO-ING DIRECTION sign 553 should be placedadjacent to the ADVANCE EXIT DIREC-TION sign 551 at 500 meters or more inadvance of the exit.

• For interchanges on arterial routes at leastone ONGOING DIRECTION sign 553should be applied. The preferred location isadjacent to the ADVANCE EXIT DIREC-TION sign 551.


The sign should be positioned over the ongoinglanes and be of sufficient width to display down-ward pointing arrows over the centers of allongoing lanes except optional exit lanes.

The following items are eligible for display:

• Downward pointing arrow type 7.• Route number emblem.• Control destination/intermediate destination. • Airport symbol.

The description of these items and their positionson the sign are given below and illustrated inFigure 5-9.

• Downward pointing arrow.

One downward pointing arrow Type 7 shouldbe displayed over the center of each laneavailable for through traffic, and which is notdesignated as a shared lane for exiting traffic(the shared lanes will have an ADVANCEEXIT DIRECTION sign 551 or an EXITDIRECTION sign 552 over them).

Placement:

- The arrows should be located at the bottomof the sign, as shown in Figure 5-9.Horizontally, the arrows should be locatedover the center of the lanes concerned,with a tolerance to the left or right of up to300 millimeters.

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Forward Advance Exit Direction Sign 551,OR Advance Exit Direction Sign 551,OR Exit Direction Sign 552

Detail 5-9-1:Three Ongoing Lanes: Airport Trailblazer Indicated

Detail 5-9-2:Two Ongoing Lanes

Detail 5-9-3:Three Ongoing Lanes



Figure 5-9Ongoing Direction Sign 553

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Only the route number emblem of the ongo-ing route should be displayed.

Vertical placement:

- The route number emblem should be locat-ed centrally to the lines of legend for theArabic and English destination name asso-ciated with the route number, as shown onFigure 5-9.


- The route number emblem should appearon the left side of the control destinationlegend, and adjacent to it. The combinedmessage, consisting of the route numberemblem and the control destination shouldbe centered on the sign, as shown in Figure5-9. When intermediate destinations areused in addition to the control destination,it is a more effective use of the availablesign area to place the route numberemblem centrally with Arabic text to theright and English text to the left as indicat-ed in Figure 5-9.


The only destination name eligible for dis-play is the control destination and one inter-mediate destination, where applicable, desig-nated for the route, in the direction applyingto the subject carriageway. The control desti-nations for all routes are specified in Section5.1.4 (see Table 5-1).

Where an intermediate control destinationhas been designated, it should be displayedon signs 553 from the beginning of the route,until that destination has been reached. Fromthat point on, the next appropriate intermedi-ate destination for the route should be dis-played along with the control destination.

In the case of some Emirate Routes, the inter-mediate destination is Abu Dhabi. That desti-nation should be used until the boundary ofthe municipal area of Abu Dhabi is reached.

Additional intermediate destinations may attimes be required. Such additions may onlybe implemented with the prior approval ofthe Department.

A trailblazing airport symbol may also bedisplayed on sign 553.

Vertical placement:

- The Arabic legend should be displayedabove the English legend.

- Where multiple destinations are used, theArabic legend should be displayed in astack on the right hand side of the sign, andthe English legend should be displayed ina stack on the left hand side of the sign.


- The control destination should be dis-played adjacent to the associated routenumber emblem and to the right of it.


- Arabic legend should be right justified onthe right end of the English legend unlessthe Arabic legend is longer in which case itshould be left justified on the route numberemblem.

- Where multiple destinations are used, theArabic legend should be displayed in astack right justified, to the right of the cen-trally located route number emblem. TheEnglish legend should be displayed in astack, left justified, to the left of the cen-trally located route number emblem.

The combined message, consisting of airportsymbol (if eligible for the route), route num-ber emblem, and control destination shouldbe centralized on the sign, as shown in Figure5-9.

• Airport symbol.

The airport symbol should be displayed onlyif the route has the airport as a control desti-nation, or if it is designated for trailblazing inSection 5.4.2.

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The symbol should be placed to the left of theroute number emblem, and vertically cen-tered on it.

The aircraft symbol should be oriented in thedirection in which traffic must travel to reachthe airport. For the ongoing direction the air-craft must “point” upward.

5.6.5 GORE EXIT SIGNS 554 AND556

5.6.5.1 FUNCTION

• To indicate the physical nose of the exit rampfrom the main roadway.

• To indicate the physical nose of a split in aramp.

5.6.5.2 APPLICATION AND LOCATION

• At the exit ramps from freeways and arterialroads at interchanges and grade-separatedintersections.

• Where ramps diverge to form two branches.• Figure 5-10, Detail 1 shows the application at

the exit ramp from an Emirate Route. • Figure 5-10, Detail 2 shows the sign where

an exit ramp from an Emirate Route splitsinto two branches.



• Upward pointing arrow Type 8.• EXIT message.

The items eligible for display, and their positionson the signs are described below and illustratedin Figure 5-10.

• Upward pointing arrow or arrows.

For exit ramps from the mainline carriage-ways of Emirate Routes and Abu DhabiRoutes, one Type 8 arrow should be dis-played on GORE EXIT sign 554. It should beslanted upwards at an angle of 45° to indicatethe direction of the exit ramp as shown inFigure 5-10, Detail 1.

For gores where a ramp splits into twobranches, two upward pointing Type 8 arrowsshould be used on GORE EXIT sign 556.They should be inclined at 45° to the left andright of vertical, as shown in Figure 5-10,Detail 2.

• EXIT message.

The English word EXIT with its Arabictranslation above should be centered at thetop of the sign.

SIGN 554 SIGN 556

Detail 5-10-1Gore Exit Sign forEmirate Route

Detail 5-10-2Gore Exit Sign forTwo Branch Exit Ramp

Figure 5-10Gore Exit Signs 554 and 556

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5.6.6 SUPPLEMENTAL EXIT SIGN557

5.6.6.1 FUNCTION

To provide exit information for supplementaldestinations (commonly for tourists) not eligiblefor inclusion on the main direction signs.

5.6.6.2 APPLICATION

For exits from freeways or expressways at inter-changes or grade-separated intersections.

5.6.6.3 LOCATION

• Normally ground mounted as a stack typesign on the right hand side. May be erectedoverhead on a cantilever if necessary due tospace restrictions or visibility restrictions.

• At the beginning of the taper for the deceler-ation lane, or in the case of a lane drop 200meters to 250 meters in advance of the theo-retical gore.

• On freeways the sign should be at least 200meters after the ADVANCE EXIT DIREC-TION sign 551 that is located 500 meters inadvance of the theoretical gore.

If the sign is mounted overhead on a cantilever itshould be at least 250 meters in advance of theEXIT DIRECTION sign 552. The locationshould be thoroughly checked to prevent an over-head SUPPLEMENTAL EXIT sign 557 fromobscuring the visibility of the EXIT DIREC-TION sign 552. This checking should includeplotting the sign on a plan of the horizontal align-ment and on a longitudinal section of the verticalalignment.



• Upward pointing arrow Type 8.• Approved supplemental sign symbol.• Approved supplemental destination (“Pri-

mary” or identifying name only).

The information eligible for display and its posi-tion on the sign is described below and illustrat-ed in Figure 5-11.

• Upward pointing arrow.

The upward pointing Type 8 arrow should bedisplayed on the right side of the sign for aright hand exit ramp. The arrow should bepointing upward, slanted at an angle of 45oto the right of vertical. It should be centeredvertically on the sign.

• Approved supplemental symbol and destina-tion.

A maximum of two supplemental destina-tions should be displayed on any SUPPLE-MENTAL EXIT sign 557. More destinationswill significantly increase driver workloadby providing too much visual information toread and comprehend in the short time avail-able before exiting onto the exit ramp.

Only approved symbols illustrated in Figure5-5 and approved destinations designated inSection 5.1.5 are eligible for display. If morethan two destinations are eligible for display,the Department should decide which two aremost important, and only those two should bedisplayed.

Figure 5-11Supplemental Exit Sign 557

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Placement:

The destinations are displayed as shown inFigure 5-11. The symbol should be displayedon the left side of the sign, with the Arabicand English destination names adjacent to iton the right side. For each destination:

- English legend should be left justified andadjacent to the right edge of the associatedsymbol.

- Arabic legend should be right justified.The position of the right justification lineshould be the furthest right of the follow-ing:


end adjacent to the associated symbol.

When two supplemental destinations are dis-played, the destination to the left of the exitramp should be above the destination to theright. If both are in the same direction thecloser destination should be at the top.

5.7 GENERAL INFORMATIONSIGNS

The signs classified in this group provide addi-tional information to drivers to assist them withtheir navigational task or to provide supplemen-tary information with respect to regulatory orwarning signs. Neither of the signs in this groupshould include an arrow or other directional mes-sage.

5.7.1 DISTANCE SIGN 585

5.7.1.1 FUNCTION

To inform drivers, entering or leaving a city ortown, of significant destinations and the corre-sponding travel distances to them.

5.7.1.2 APPLICATION

To be used on Emirate Routes only.

5.7.1.3 LOCATION

• On the carriageways leading away from AbuDhabi, 500 meters beyond the city boundaryand approximately every 20 kilometersthereafter.

• On the carriageways leading to Abu Dhabi,500 meters before the city boundary andapproximately every 20 kilometers preced-ing.

• Ground mounted on the right-hand side ofthe carriageway.

• A minimum of 500 meters from any otherguide sign, preferably near the midpointbetween interchange junctions.


DISTANCE sign 585 may display up to a maxi-mum of three cities or towns. The names of thecities and the distances to them should be dis-played in Arabic and in English. The Arabicnames of the cities or towns should be displayedat the top of the sign and the English names at thebottom of the sign.

The top line of each language group should iden-tify the next significant destination along theroute and show the distance to it.

The bottom line in a language group should indi-cate the name of a control city that has nationalsignificance for travelers using the route. Thismay also be interpreted as a significant citydefining the end of the route.

Sign 585

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If there is a city of commercial or tourist impor-tance between these two destinations, its namemay be displayed on the middle line of a lan-guage group.

The only exception to the above guidelines andparameters is when DISTANCE sign 585 is usedon route number E11. Being the primary routethat connects Abu Dhabi with Dubai and theother Northern and Eastern Emirates, it is there-fore permissible to show all the necessaryEmirates.

Distances to destinations in Arabic should belocated on the left of the sign, and should be rightjustified. Distances should be displayed in kilo-meters (integers). Arabic destinations should beright justified, based on the longest Arabic orEnglish word being positioned a controlling spaceto the right of the longest distance displayed.

English destinations should be left justified, onthe left of the sign.

Distances in English should be displayed on theright side, right justified. A controlling distanceshould be provided between the longest English orArabic word and the longest distance displayed.

The sign width will be dictated by the longestEnglish word plus longest distance or the longestArabic word plus longest distance.

The color of this sign should be blue backgroundwith white legend.

In cases where DISTANCE sign 585 andROUTE MARKER sign 501 appear in approxi-mately the same location, consideration may begiven to displaying both signs together.

5.7.2 HIGH VEHICLE EXIT SIGN 586

5.7.2.1 FUNCTION

To inform drivers of high vehicles that they arerequired to exit the roadway at the next turn off.

5.7.2.2 APPLICATION

HIGH VEHICLE EXIT sign 586 may be used onEmirate Routes or any other appropriate localstreet.

5.7.2.3 LOCATION

The sign should be located in a side-mountedposition on both sides of the roadway, up to 160meters from the junction, with due regard to theposition of any other direction signs and anyminor side road intersections.

5.7.3 TEXT SIGN 588

5.7.3.1 FUNCTION

• To identify for drivers the boundary of a sub-urb/community or to identify the name of abridge, tunnel, or other physical feature.

• To convey a textual message of regulation,warning, or information that cannot otherwisebe conveyed with conventional signs or witha SUPPLEMENTARY PLATE sign 589.

5.7.3.2 APPLICATION.

TEXT sign 588 may be used on Emirate Routesor any other appropriate local street.

Sign 588

Sign 586

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5.7.3.3 LOCATION

• Ground mounted on the right side of theroadway at the boundary of the suburb orcommunity or within 50 meters of suchboundary, within the suburb.

• At a point within the vicinity of the featurebeing identified whereby the feature identi-fied is obvious.

• As per applicable requirements for locatingregulatory, warning, or guide signs.


Information eligible for display on TEXT sign 588is a limited text message in Arabic and English.

The legend should be displayed with the Arabiclegend above the English legend. The sign shouldbe sized from the longer text component. Whenthis is the Arabic legend, the English legendshould be left justified on the end of the Arabicname. When the English legend is the longercomponent, the Arabic legend should be rightjustified on the end of the English legend.

This sign has a white background with a blackborder and legend. When used for roadworks, thebackground color is yellow.

5.7.4 SUPPLEMENTARY PLATESIGN 589

5.7.4.1 FUNCTION

To provide information which supplements themessage given on a regulatory, warning, or road-

works traffic sign without materially altering themeaning of the sign it supplements.

5.7.4.2 APPLICATION

To be used as appropriate with regulatory, warn-ing, or roadworks traffic signs as variouslydescribed in Chapters 3, 4, and 7 respectively.

5.7.4.3 LOCATION

Always directly below the primary sign that it issupplementing. It may take the form of a sepa-rate sign plate affixed separately, but to the samepost as the primary sign, or it may be incorporat-ed into an enlargement of the primary sign sub-strate material.


SUPPLEMENTARY PLATE sign 589 displays,in Arabic over English, only information whichfalls into one of the following categories:

• A text message comprised of one or twowords only, such as “School.”

• An advisory speed at which the hazard fore-warned by the primary sign can be negotiat-ed, such as “50km/h” on a roadway whichotherwise has a higher speed limit.

• The distance from the location of the sign tothe point where the condition it describesexists, such as “200 m.”

• The distance, beginning at the location of thesign, over which the message of the signapplies, such as “For 3 km.”

• An easily recognized iconic symbol, such asthat used to depict “no trucks.”

Sign 589

Note that this sign combination is to be mountedon a red pole.

5.7.6 GENERAL SERVICE SIGN 591

5.7.6.1 FUNCTION

To inform motorists of the availability of upcom-ing services.

5.7.6.2 APPLICATION

GENERAL SERVICE sign 591 informsmotorists of services available either adjacent tothe roadway or at a nearby, upcoming exit fromthe roadway. Only services that fulfill the needsof the road user should be shown on general serv-ice signs.

Services eligible for this sign include:

• Petrol station.• Mechanic.• Restaurant.• Hotel.• Refreshments.

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The SUPPLEMENTARY PLATE sign should bethe same width as the primary sign which it sup-plements. A SUPPLEMENTARY PLATE signshould always have a black border and legend. Itshould have a white background when used withRegulatory or Warning signs, and a yellow back-ground when used with Roadworks signs.

5.7.5 FIRE HYDRANTSUPPLEMENTARY PLATESIGN 590

5.7.5.1 FUNCTION

To provide information on the location and iden-tification number of a fire hydrant.

5.7.5.2 APPLICATION

To be used with NO STOPPING sign 370 to pre-vent vehicles from stopping on roads or othercurbside areas adjacent to fire hydrants. Detailsof signing and pavement marking for areas nearfire hydrants are described in Chapter 8.

5.7.5.3 LOCATION

Mounted below NO STOPPING sign 370, asshown in Figure 5-12.


Sign 590 displays the following information, byline:

1. “Fire Hydrant” in Arabic.2. The zone, sector number, and hydrant num-

ber in Arabic.3. The letters “F. H.” for fire hydrant followed

by the zone, sector number, and hydrantnumber in English.

As Abu Dhabi Civil Defence is responsible forassigning numbers to fire hydrants, these signsshould be prepared in coordination with thatagency.

Sign 590 should have a red background with awhite legend.

F. H. W. 14/1 NO. . .Figure 5-12

Sign 590 with No Stopping Sign 370

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• Public telephone.• Hospital (with a physician on duty 24 hours a

day).• First aid station (open 24 hours a day).• Major shopping center.• Mosque.

5.7.6.3 LOCATION

On the approach to the exit to general services, aGENERAL SERVICE sign 591 should be placed2 kilometers and/or 4 kilometers in advance ofthe exit. An additional sign should be placedwithin one-half kilometer of the exit.

General service signing should only be providedat locations where the road user can return to theroadway and continue in the same direction oftravel. GENERAL SERVICE sign 591 is general-ly not appropriate at major interchanges and inurban areas.


Icons should be placed in rows of three across thesign. No more than six services should be signedon an individual sign. If more than six servicesare available at an upcoming exit, two GENER-

AL SERVICE sign 591 should be erected at anappropriate interval.

GENERAL SERVICE sign 591 should have ablue background and a white border. Within theblue background, iconic symbols representingspecific services should be black (except for thefirst aid station symbol, which is a red crescent)on a white background as shown in Figure 5-13.

As a general rule, the iconic symbols shown inFigure 5-13 should be used only on GeneralService Sign 591. However, it is permissible touse a single icon as shown in Figure 5-13 on atypical guide sign if the engineer deems it wouldprove useful to drivers.

A supplemental plate should indicate the distanceto the exit. Within one-half kilometer of the exit,the supplemental plate should not indicate a dis-tance but have an action message such as NEXTRIGHT or SECOND RIGHT. If, from the lastsign indicating general services before the exit,the distance to the next point where services areavailable is greater than 16 kilometers, an addi-tional supplemental plate, NEXT SERVICES XXKM, may be added to the sign.

NEXT EXITSign 591 (typical)

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5.8 MUNICIPALITY PARKINGSTRUCTURE SIGNS

Municipality parking structures have customguide signs unique to those structures.Municipality parking structure signs are to beused at all municipality parking structures butshould not be used for other parking applications.

5.8.1 MUNICIPALITY PARKINGSTRUCTURE TRAILBLAZERSIGN 595

A MUNICIPALITY PARKING STRUCTURETRAILBLAZER sign 595 should be used as atrailblazer sign indicating a direction to be takenin order to enter an Abu Dhabi Municipalityparking structure.

The signs should be located in a side-mountedposition on the right side of the main roadway atthe entrance of the road or ramp leading to theparking structure. Sign placement should be done

with due regard to the position of any other direc-tion signs and any minor side road intersections.

MUNICIPALITY PARKING STRUCTURETRAILBLAZER sign 595 should include theparking structure number on its face.

The face of sign 595 is identical to that of sign596. However, sign 595 is supplemented with aONE WAY sign 306 mounted on the pole belowit, pointing the direction of the car park entrance.Furthermore, sign 595 is an aluminum sign paneland is not internally illuminated, as is sign 596.

5.8.2 MUNICIPALITY PARKINGSTRUCTURE ENTRANCEBANNER SIGN 596

A MUNICIPALITY PARKING STRUCTUREENTRANCE BANNER sign 596 should be locat-ed on the outside and above the vehicular-accessopening to the parking structure. MUNICIPALI-TY PARKING STRUCTURE ENTRANCE

Figure 5-13General Services Iconic Symbols

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BANNER sign 596 should be centered over theopening or adjacent openings.

Openings to parking structures may be entranceonly, exit only, or a combination of entrance andexit. MUNICIPALITY PARKING STRUCTUREENTRANCE BANNER sign 596 is used uni-formly in all three of these configurations.

MUNICIPALITY PARKING STRUCTUREENTRANCE BANNER sign 596 should be inter-nally illuminated for night-time visibility andshould include the parking structure number onits face.

5.8.3 MUNICIPALITY PARKINGSTRUCTURE ENTRANCE SIGN597

A MUNICIPALITY PARKING STRUCTUREENTRANCE sign 597 should be located outsideand above the opening allowing entry to the park-ing structure. MUNICIPALITY PARKINGSTRUCTURE ENTRANCE sign 597 should belocated as follows:

• If the opening accommodates only oneentrance lane, the sign should be centeredabove the entrance lane, below MUNICI-PALITY PARKING STRUCTURE EN-TRANCE BANNER sign 596.

• If the opening accommodates two entrancelanes, one MUNICIPALITY PARKINGSTRUCTURE ENTRANCE sign 597 shouldbe centered between and above the two lanesand below MUNICIPALITY PARKINGSTRUCTURE ENTRANCE BANNER sign596.

• If the opening accommodates three or moreentrance lanes, one MUNICIPALITY PARK-ING STRUCTURE ENTRANCE sign 597should be centered above each entrance laneand below MUNICIPALITY PARKINGSTRUCTURE ENTRANCE BANNER sign596.

The preceding guidance is applicable whether theopening to the parking structure provides forentrance and exit or for entrance only.

Sign 597 should be internally illuminated fornight-time visibility.

5.8.4 MUNICIPALITY PARKINGSTRUCTURE EXIT SIGN 598

A MUNICIPALITY PARKING STRUCTUREEXIT sign 598 should be located outside andabove the opening allowing exit from the parkingstructure. MUNICIPALITY PARKING STRUC-Sign 597

Sign 595 and Sign 596

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TURE EXIT sign 598 should be located as fol-lows:

• If the opening accommodates only one exitlane, the sign should be centered above thelane.

• If the opening accommodates two exit lanes,one MUNICIPALITY PARKING STRUC-TURE EXIT sign 598 should be centeredbetween and above the two lanes.

• If the opening accommodates three or moreexit lanes, one MUNICIPALITY PARKINGSTRUCTURE EXIT sign 598 should be cen-tered above each lane.

Where an exit lane(s) is colocated with anentrance lane(s) at a single opening, MUNICI-PALITY PARKING STRUCTURE EXIT sign598 should be positioned below MUNICIPALI-TY PARKING STRUCTURE ENTRANCEBANNER sign 596 at the same level as theentrance lane’s MUNICIPALITY PARKINGSTRUCTURE ENTRANCE sign 597.

Sign 598 should be internally illuminated fornight-time visibility.

MUNICIPALITY PARKING STRUCTUREEXIT sign 598 is also used above exit doors onthe interior of parking structures. In this applica-tion, sign 598 should be located and positioned in

the same way that it would be on the exterior,except that it is mounted on the interior wall.

5.9 PEDESTRIAN UNDERPASS SIGN 599

PEDESTRIAN UNDERPASS Sign 599 guidespedestrians to the locations of entrances to pedes-trian underpasses. Sign 599 should be locatedwithin 5 meters of the entrance to a pedestrianunderpass and in a position to maximize its visi-bility for pedestrians from all angles. If one endof a pedestrian underpass has more than a singlepoint of entrance, and those points are locatedmore than 15 meters apart, a separate sign 599may be installed for each point of entrance. Inthis case, the signs should be located as close aspossible to the point of entrance.

The sign should be pole-mounted. It has a bluebackground with a white border and legend.

Sign 599

Sign 598

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6 PAVEMENT MARKINGS

6.1 GENERAL

Pavement markings are defined as markings orother devices applied to, embedded in, orattached to a pavement surface. Pavement mark-ings must function day and night as well as underadverse weather conditions. While pavementmarkings are an important and integral elementin the design of a traffic control scheme, careshould be taken not to overuse pavement mark-ings. Due to their nature and location, pavementmarkings are subject to continual and rapid dete-rioration and wear from roadway traffic. Toretain the conspicuousness and function of pave-ment markings, their maintenance and replace-ment is, by necessity, an ongoing and continualprocess with significant cost implications. Thus,pavement marking requirements should be con-sidered early in the planning and design of a proj-ect.

6.1.1 FUNCTION

Like traffic signs, pavement markings may beclassified with respect to the primary functionthat they serve:

• Regulatory.• Warning.• Guidance.

Regulatory pavement markings advise motoristsof actions they should or should not take.Disregard for a regulatory pavement markingrepresents an offense. For example, crossing of asolid no-passing line is illegal and offendingdrivers would be subject to citation.

Warning pavement markings advise motorists ofthe existence of hazardous or potentially haz-ardous conditions. A dividing line that separatestwo-way traffic warns motorists of the potentialhazard of a head-on collision with oncomingvehicles if that line is crossed. It is not necessar-ily a violation to cross that line when turning orpassing another vehicle, but the motorist iswarned to maintain caution.

Guidance pavement markings help motorists tounderstand the path that the roadway designerintends for their vehicle to follow. An example ofsuch is a guide line that may be used to mark outthe travel path through an intersection for vehic-ular turns that are unusual and otherwise difficultto understand.

It is important for designers to understand thefunctional significance of the pavement markingsso that their application will be consistent for theuse intended. The use of various classes andtypes of marking in combination with each otherand other traffic control devices is illustrated col-lectively in the figures in Chapter 8.

6.1.2 MARKING TYPES

Pavement markings can further be classified intothree basic types:

• Transverse lines.• Longitudinal lines.• Symbols.

Transverse lines and markings are those that areplaced at right angles or are significantly nonpar-allel to the longitudinal axis of the roadway. Ingeneral, the purpose of a transverse marking is toprovide a sense of limit across the normal, unim-peded forward movement of a vehicle. A give-way line is an example of a transverse pavementmarking. The give-way line crosses the forwardpath of a vehicle to advise a driver to stop or beprepared to stop his forward progress in case thesituation dictates such action. Because transverselines must be viewed obliquely from anapproaching vehicle, their widths must be sub-stantial to facilitate their detection.

Longitudinal lines run generally parallel to thelongitudinal axis of the line of vehicular travel ona roadway. In general, the purpose of a longitudi-nal line is to convey a continual message to thedriver of a moving vehicle over an extendedlength of roadway. A lane line is an example of alongitudinal line. It provides a continual messageto a driver demarcating the separation of twostreams of traffic moving in the same direction.Carelessly crossing a lane line puts one in jeop-

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ardy of a sideswipe collision with vehicles in theadjacent traffic stream.

Longitudinal lines can be characterized as fol-lows:

• Broken lines are permissive in character andmay be crossed by a vehicle with due cau-tion.

• Solid lines are restrictive in nature andshould not be crossed except in case of anemergency.

• Solid double lines convey the same messageas a single solid line, but with a greaterdegree of emphasis and conspicuousnessnecessitated by a particularly critical situa-tion.

• A double line solid on one side and broken onthe other conveys a message of restriction ofmovement across it from the solid-line sideand a permission of movement across it fromthe broken-line side.

• Double lines consist of two lines equal inwidth and separated by a gap equal to thewidth of the line.

• Discontinuities in longitudinal lines, whethersolid or broken, indicate by their absencelocations where turns, merges, or divergesare expected to occur.

Symbolic markings convey a roadway-orientedmessage to a motorist using a single or groupedset of discrete markings to represent the condi-tion present. A turn arrow is an example of a sym-bol marking, advising motorists by its presencewithin a lane, the direction of travel that shouldbe taken from that lane. In the context of thismanual, diagonal lines such as a chevron or hatchmarking are considered symbolic since they con-vey the same message symbolically to motoristsas would be given by chevron and/or hazardmarker signs. Worded markings, while not gener-ally recommended, are classified as symbolmarkings.

6.1.3 COLOR

Painted pavement markings should be eitherwhite or yellow. Raised pavement markersshould convey to motorists the same color mes-sage as the painted markings they replace or sup-

plement. An exception to this rule is that the backside of a reflectorized marker may be red, suchthat the red color is only visible by motoristsapproaching those markers from an incorrectdirection.

In general, the color of a marking should have thefollowing connotations:

• Transverse Markings.

- White should be used for regulatory mark-ings.

- Yellow should be used for all other mark-ings.

• Longitudinal Markings.

- Yellow is used for the longitudinal linesthat mark the left edge of all divided roadsand for both edges of one-wayroads.Yellow is also used to divide trafficflowing in opposite directions on rural,high-speed roads.

- White is used for the longitudinal lines thatmark the right edge of all roads and todelineate lanes flowing in the same direc-tion. White is also used to divide oppositetraffic directions on two-way, undivided,single-lange roads in low-speed, urban set-tings.

Table 6-1 describes the various road typesand the correct longitudinal-line applications.

• Symbols.

- White should be used for all symbol mark-ings.

6.1.4 CONFIGURATION

All broken longitudinal lines have been config-ured to fit within an eight-meter module. Whenmore than one longitudinal line is used within agiven cross-section of roadway, the modules ofeach line should be situated such that they aligntransversely with each other across the roadway.Intermittent solid lines should begin and end tobe compatible with the broken line module (seeTable 6-3).

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6.1.5 IMPLEMENTATION OF THISPAVEMENT-MARKINGGUIDANCE

The pavement marking configurations indicatedin the following sections are intended for use innewly constructed roadway projects. In suchareas, the pavement marking configurations andlocations should be followed as prescribed in thismanual. However, when pavement markings onexisting roadways are in need of upgrade ormaintenance, engineering judgment should beexercised in applying the requirements containedherein. The following guidelines should be con-sidered in such cases:

• When existing pavement markings are eitheridentical to or will be completely covered bynew markings as required by this manual, thenew markings should be reinstalled overexisting markings.

• When existing markings are in excess ofwhat is required by this manual (such asadditional lane arrows), the existing mark-ings may be retained but not maintained,being allowed to gradually fade from thepavement providing that their presence willnot create confusion.

• When existing markings are of a differentconfiguration than those required by thismanual the most appropriate of the followingactions should be taken:

- If the existing marking is well worn andwould be relatively inconspicuous in com-parison to the new pavement markings,then the new pavement markings may beapplied without regard to the existingmarkings (care should be taken in consid-ering the relative conspicuousnessbetween the new and old markings at alater point in time when the new markingshave been in service and begin to loosesome of their original conspicuousness).This does not apply to raised pavementmarkers.

- If practical to do so, existing conflictingmarkings should be completely removedfrom the pavement surface.

- If the roadway section is scheduled forfuture resurfacing, but such is far enoughin the future that intermediate pavementmarking maintenance is necessary, thenthe existing markings may be retained andmaintained even though they do not fullycomply with this manual.

6.2 REGULATORY MARKINGS

Regulatory pavement markings dictate actionthat must be taken by a driver when the markingsare encountered. Actions contrary to these mark-ings constitute a traffic violation subject toenforcement. Regulatory markings exist in trans-verse, longitudinal, and symbol types of pave-ment markings.

Table 6-1 Colors of Longitudinal Pavement Markings

Road Configuration Left Edge of Travel Roadway

Right Edge of Travel Roadway

Lane-Dividing Lines

1 one-way (single or multilane) yellow yellow1 white (if multilane) 2 two-way, undivided, single lane

in each direction yellow white

3 two-way, undivided, multilane in each direction

yellow white a. white (same direction) b. solid double yellow between directions

4 two-way, divided, multilane in each direction

yellow white white

Notes: 1 The Department recognizes that the MUTCD and other authorities specify a white right

edge of pavement marking in such roadway configurations, but in these cases prefers the use of yellow.

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6.2.1 STOP LINE MARKING 601

Marking 601 imposes a mandatory requirementthat a driver come to a full and complete stopimmediately behind that line and is always usedin conjunction with a STOP sign 301 or a redtraffic signal. In the event that the STOP sign ismissing or a traffic signal is unlighted due to tem-porary malfunction, the STOP LINE alone hasthe full significance of STOP sign 301. STOPLINE marking 601 should not be crossed withoutstopping except in the case of a green traffic sig-nal or when directed by a Traffic Police officer. Itis thus of critical importance that if a STOP signor traffic signal is intentionally removed fromservice that the associated STOP LINE beremoved from the pavement as well.

STOP LINE marking 601 should be a continuoussolid white line transverse and completely acrossthe full width of the traveled portion of the road-way that is controlled by a STOP sign or trafficsignal. The standard width of STOP LINE mark-ing 601 should be 300 millimeters. On high-speed rural roads where added conspicuousnessis desired its width may be increased to 500 mil-limeters. Marking 601 should be positioned onthe roadway at the location best suited for safe

stopping and a clear view of conflicting trafficconsistent with the fact that the provision of aSTOP control implies limited visibility. The pre-ferred position is one meter from the near edge ofthe intersecting roadway. However, the STOPLINE may be located within a range of 500 mil-limeters up to 10 meters from this edge to takeaccount of specific aspects of the intersectingroadway. For example, a larger setback may beneeded to accommodate turning vehicles whenone or both of the intersecting roadways are nar-row or the intersection is skewed. It should bepositioned not less than one meter in advance ofPEDESTRIAN CROSSING marking 603 whensuch is located at a signalized road junction andpreferably not less than three meters in advanceof a signalized midblock PEDESTRIANCROSSING (see Figures 6-1 and 6-2 and Section8.2).

6.2.2 GIVE WAY LINE MARKING 602

Marking 602 imposes a mandatory requirementthat a driver should, when in conflict, stop at thepoint marked by the line and yield right of way tovehicular and/or pedestrian traffic crossing hisintended path. Marking 602 should always beused in conjunction with GIVE WAY sign 302

9 m

9 m

9 mmin

L

L

L

No Passing Line 611

See Table 6-3for L values

Stop Line 601

No Passing Line 611

Dividing Line 652

Figure 6-1Use of No Passing Line 611 at Junction

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NO PASSING LINE 611

Detail 6-2-1: STOP LINE marking 601

NO PASSING LINE 611

Detail 6-2-2: GIVE WAY LINE marking 602

NO PASSING LINE 611

GIVE WAYLINE 602

3000min

500

500

250 min

Detail 6-2-3: PEDESTRIAN CROSSING marking 603

60003000

preferredmin

1000 preferred500 min

300(500)

1000 preferred500 min

300(500)

Figure 6-2Transverse Regulatory Pavement Markings

(see also Figure 6-3 and Figure 6-4)

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and GIVE WAY TO PEDESTRIANS sign 303. Inthe event that a GIVE WAY or GIVE WAY TOPEDESTRIANS sign is missing, the GIVE WAYLINE alone has the full significance of the GIVEWAY signs 302 or 303.

GIVE WAY LINE marking 602 should be a bro-ken white line transverse and completely acrossthe full width of the traveled portion of theapproach roadway that is controlled by a GIVEWAY sign 302 or GIVE WAY TO PEDESTRI-ANS sign 303. The standard width of a GIVEWAY LINE is 300 millimeters. On high-speedrural roads where higher conspicuousness isdesired, its width may be increased to 500 mil-limeters. The configuration of the GIVE WAYLINE should be a repeated pattern of 600 mil-limeters of line separated by 300 millimeters ofgap.

Marking 602 should be positioned on the road-way at the location best suited such that, if onapproach to a junction the driver sees that thisway is not clear of opposing traffic, he may stopat the GIVE WAY LINE and have a clear view ofapproaching crossroad traffic. It should be locat-ed not less than one meter (500 millimetersabsolute minimum) from the nearest edge of theintersecting roadway. When used in conjunctionwith a PEDESTRIAN CROSSING marking 603,the GIVE WAY LINE should be located inadvance a distance of 3 meters minimum and 6meters preferred (see Figures 6-1 and 6-2 andSection 8.2).

6.2.3 PEDESTRIAN CROSSINGMARKING 603

Marking 603 when used at a location not con-trolled by traffic signals imposes a mandatoryrequirement that a driver must yield right of wayto pedestrians crossing the roadway carrying thesame meaning as the GIVE WAY TO PEDES-TRIANS sign 303 whether that sign is present ornot. Regardless of its location, within marking603 pedestrians always have right of way overvehicles and vehicles must yield to pedestrianswithin the crossing. When used at a signal con-trolled crossing, marking 603 warns drivers of apedestrian crossing location with the likely pres-ence of pedestrians near the road and invokes a

requirement that the driver exercise a high degreeof care and caution in the vicinity.

PEDESTRIAN CROSSING marking 603 shouldbe a broken white line transverse and completelyacross the full width of the roadway and shoul-ders. The configuration of the line should be 500millimeters line and 500 millimeters gap. Thegap orientation should be aligned parallel withthe direction of vehicular travel at the crossing.The minimum width of line, measured perpendi-cular to the axis of pedestrian travel, should be 3meters. This width may be increased if large vol-umes of pedestrians are present. A width basis of0.5 meters for every 100 pedestrians per hourmay be used (see Figures 6-2, 8-4, and 8-7).

The use of PEDESTRIAN CROSSING marking603 should be carefully considered. An engineer-ing study should be made for their use away fromsignal-controlled intersections. PEDESTRIANCROSSING marking 603 may only be installedwith the approval of the Department.

6.2.4 NO PASSING LINE MARKING611

When used in place of or on the right side ofmarking 611, DIVIDING LINE marking 652imposes a mandatory requirement that driversshould not cross or drive on the left-hand side ofsuch marking (with the exception of left turns toor from private direct access to a property). It isused to demarcate sections of two-way roadwayswhere an extreme hazard could result if vehiclesare permitted to even temporarily use an oncom-ing traffic lane.

NO PASSING LINE marking 611 should be alongitudinal solid yellow line, running continu-ously on or near the centerline of the roadway. Itshould be 100 millimeters wide for posted speedsbelow 50 km/h and 150 millimeters wide forposted speeds above 50 km/h. It should be usedto delineate unsafe passing situations in areaswhere the barrier sight distances are restricted toless than the distances shown in Table 6-2. Insuch uses, marking 611 should be placed on theright side of DIVIDING LINE marking 652 forthe entire length of roadway that substandard bar-rier sight distances exist. NO PASSING LINE

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marking 611 should also be used for purposes oftraffic control in advance of any controlled junc-tion (signal, stop, give way or pedestrian) on atwo-way roadway. It should replace DIVIDINGLINE marking 652 starting at the distance givenin Table 6-3 as measured from the STOP LINEmarking 601, GIVE WAY LINE marking 602, orthe near edge of intersecting roadway. Marking611 should continue towards the junction untilintersecting those lines, other painted or curbedisland, or the nearest edge of the intersectingroadway.

6.2.5 CHANNELIZING LINEMARKING 612

When used in place of LANE LINE marking 654,marking 612 imposes a mandatory requirementthat drivers not cross that marking from eitherside. Marking 612 should only be used betweenstreams of traffic traveling in the same direction. It

is used to channelize one-way traffic within a lanein areas where lane changes would be hazardousdue to roadway configuration.

CHANNELIZING LINE marking 612 should bea longitudinal solid white line running continu-ously on the line dividing two lanes of travel inthe same direction. It should be 100 millimeterswide for posted speeds below 50 km/h and 150millimeters wide for posted speeds above 50km/h. It should be used in any situation wherethere is a significant safety or functional benefitthat can be achieved if drivers are required toremain in their current lane over some distance.Such situations would occur in advance of trafficsignals or roundabouts. Exclusive turn lanes andfreeway or other free-flow ramps where one ormore lanes are dropped from the main roadwaywill have application for marking 612. In suchcases a 200-millimeter line width should be used.When used in advance of a signalized junction or

Table 6-2 Use of No Passing Line 611 on Curves

Operating Speed (km/h)

Minimum Barrier Sight Distance (meters)

40 120 60 175 80 250

100 320 NOTES: 1. Barrier sight distance is defined as the distance that a driver with an eye height of 1.1

meters can view a 1.1-meter high object in the oncoming lane. NO PASSING LINE marking 611 should be used on horizontal or vertical curves to mark sections of two way roads where the actual barrier sight distance on a roadway is less than the minimum required.

2. Barrier sight distances are different than passing sight distances used in roadway design. Adequate passing sight distance defines the capability to safely begin and complete a passing maneuver. The barrier sight distance is representative of the distance necessary to abort a passing maneuver.

3. Engineering judgment must be applied in using a NO PASSING LINE. Longer lines than those resulting from application of the above minimums may be justified. When two sections of NO PASSING LINE are separated by less than the minimum barrier sight distance, for the appropriate operating speed, the two lines should be extended and joined.

Table 6-3 Use of No Passing Line 611 and Channelizing Line 612 at Junctions


Minimum Length (L) (meters)

30 9 40 18 60 27 80 36

100 54 NOTES: 1. See Figures 6-1, 6-2, 6-3, and Chapter 8. 2. Values of L shown are minimum. Greater values may be justified based on engineering

judgement. Increases should be made in multiples of 9 meters.

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a roundabout, marking 612 should be applied forthe same limits of minimum length as NO PASS-ING LINE marking 611 as given in Table 6-3(see Figures 6-3 and 8-2 to 8-7).

6.2.6 EDGE LINE MARKING 613

Marking 613 imposes a mandatory requirementthat drivers not cross that marking for purposesof driving or parking on the opposite side exceptin the case of an emergency. Marking 613 shouldbe used to define the edge of pavement whensuch is not safe or convenient to define by use ofa raised curb or barrier. It should also be used toseparate a traveled lane from a paved shoulderthat must remain accessible in case of emergency,but that must not be otherwise used for driving orparking.

EDGE LINE marking 613 should be a longitudi-nal solid white or yellow (depending on roadwayconfiguration) line running continuously alongthe right side of the outermost traffic lane of aroadway and a longitudinal solid yellow line run-ning continuously along the left side of the inner-most traffic lane of a divided (or one-way) road-way. Table 6-1 provides detailed guidance foredge line colors. EDGE LINE marking 613should be 150 millimeters wide for posted speedsless than 70 km/h and 200 millimeters wide forposted speeds more than 70 km/h. Since crossingof marking 613 is not permitted, care must betaken to provide discontinuities at points whereaccess is intended. If continuous access to alength of roadside area is intended, then marking613 should not be used. In such instances whenedge delineation is still desired, PARKINGENVELOPE LINE marking 620 should be used.

In addition to a regulatory function EDGE LINEmarking 613 performs other important safetyfunctions:

• Provides continuous demarcation of the edgeof the traveled way, reducing the tendency ofdrivers to drift off the road, especially at nightand/or under adverse weather conditions.

• Provides an indication of turn or exit pointsfrom the main road at points of discontinuityin the line.

• Where not otherwise prohibited, providesguidance to pedestrians and bicyclists.

Specially developed types of EDGE LINE mark-ing 613 which are designed to produce an audibleand/or vibratory effect when driven over may bespecified. Such an application may be warrantedif a problem occurs on a long section of rural roadwith drivers losing attention or becoming drowsyand drifting towards the edge of roadway (seealso Section 6.3.1).

6.2.7 LANE DIRECTION ARROWMARKINGS 614 TO 619(INCLUDING STRAIGHT, RIGHTTURN, LEFT TURN,STRAIGHT/RIGHT,STRAIGHT/LEFT, ANDRIGHT/LEFT)

Markings 614, 615, and 616 impose a mandatoryrequirement that drivers must travel only in thedirection indicated by the arrow if they are in thelane marked by the arrow. Drivers not wishing totravel in the direction indicated by the arrowmust move to an adjacent lane if not otherwiseprohibited from doing so. Markings 614, 615,and 616 indicate a single, mandated direction oftravel for a lane.

Markings 617, 618, and 619 impose a mandatoryrequirement that drivers must travel only in oneof the two directions indicated by the arrow fromthe lane in which the arrow is marked. Driversnot wishing to travel in one of the directions mustmove into an adjacent lane if not otherwise pro-hibited from doing so.

When any of the markings 614 to 619 are locatedadjacent to a CHANNELIZATION line marking612 drivers must stay in their lane and continuein the direction, or one of the directions, indicat-ed by the arrow.

RIGHT TURN ARROW marking 615 and LEFTTURN ARROW marking 616 should be used tomark lanes that are exclusively turn lanes at sig-nalized intersections. Markings 615 or 616should not be used to mark exit lanes at grade-separated junctions (although they may be usedat the terminal junctions of such exits).

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Detail 6-3-1: NO PASSING LINE marking 611 (variations shown)

Detail 6-3-2: CHANNELIZING LINE marking 612

Detail 6-3-3: EDGE LINE marking 613 (line is sometimes white; see Table 6-1 for guidance)

Detail 6-3-4: PARKING ENVELOPE LINE marking 620

Detail 6-3-5: PARKING LINE marking 621

100

500 1000

100

100

10001000

Direction of Travel

100 (150)

150(200)

100 (150)100 (150)100 (150)

DIVIDING LINE marking 652

100(150)(200)

100 (150)100 (150)100 (150)

Figure 6-3Longitudinal Regulatory Pavement Markings

(see also Figures 6-2 and 6-4)

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The above are offered as guidelines and are notintended to preclude the use of good engineeringjudgment. For example, advance arrows shouldnot be used if they may cause confusion due to anentering side road. Other arrow arrangements canbe used in a given situation if needed for clarity.However, overuse of arrows is generally indica-tive of confusing geometry that will unlikely beclarified by additional lane arrows. Arrow mark-ings should not be used on freeways or similarfree flowing roadways where overhead signs andlongitudinal lines should provide sufficient delin-eation.

STRAIGHT/RIGHT (or LEFT) ARROW mark-ing 617 (or 618) should not be used to indicatethe point where turning lanes are added to thebasic through lanes of a roadway. They alsoshould not be used to indicate direct turningpoints from a mainline lane onto a side road atmid-block locations.

Regulatory pavement arrow markings are illus-trated in Figure 6-4. Examples of the use ofLANE DIRECTION ARROWS 614 to 619 areillustrated in Figures 8-2 to 8-7.

6.2.8 PARKING ENVELOPE LINEMARKING 620

Marking 620 imposes a mandatory requirementthat drivers parking their vehicles within amarked area park such that no part of their vehi-cle encroaches upon the pavement area outside aparking envelope so marked. A driver who parkssuch that any part of his vehicle overhangs mark-ing 620 should be considered improperly parked.

PARKING ENVELOPE LINE marking 620should be a longitudinal broken white line 100millimeters wide. The configuration of thePARKING ENVELOPE LINE should be arepeated pattern of one meter of line separated bya one-meter gap. It should be located at the edgeof pavement adjacent to areas where parking ispermitted, but should not be used if the physicalspace available for parking is less than 2.2 meterswide (see Figures 6-3 and 8-1 to 8-3).

PARKING ENVELOPE LINE marking 620 isintended for use in areas of low-density parking

All LANE DIRECTION ARROW markingsshould be white in color. All LANE DIRECTIONARROW markings should be centered trans-versely within the lane to which they apply suchthat the transverse extremities of the marking areequidistant from the lane edge on each side.

All lanes at the approach to a signalized intersec-tion should have one arrow (one of markings 614,615, 616, 617, 618, or 619) positioned in eachlane in line with one another transversely. Thisprimary row of arrows should be located as closeto the junction as possible while still giving aclear indication of all adjacent lanes with respectto one another. In any case, the row of arrowsshould be positioned so as to be entirely withinthe limit of the CHANNELIZING LINE marking612. Additional LANE DIRECTION ARROWmarkings should be positioned in advance of thisrow of markings in accordance with the follow-ing guidelines:

• For additional exclusive turn lane(s) createdat a junction:

- At the point where the lane(s) are firstdeveloped to their full width (but not clos-er than 25 meters clear of the primaryarrow).

- At one intermediate point providing theclear spacing between arrows is not lessthan 25 meters.

• For basic lanes that are not exclusivelystraight-ahead only lanes:

- At 25 meters clear and at 55 meters clearin advance of the primary arrows, or

- In line transversely with additional exclu-sive turn-lane arrows.

• For straight-ahead-only basic lanes approach-ing a standard signalized intersection:

- No additional STRAIGHT ARROW mark-ing 614.

When LEFT TURN ARROW marking 616 isused to mark a midblock left-turn or U-turn lane,STRAIGHT ARROW marking 614 should not beused on the mainline.

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300 mm 300 mm

Detail 6-4-1:

Straight Arrow614

Right Turn Arrow615

Left Turn Arrow616

Detail 6-4-2:

300 mm

Straight/Right Arrow617

Straight/Left Arrow618

300 mm

Left/Right Arrow619

Figure 6-4Typical Regulatory Arrow Pavement Markings

(see also Figure 6-2 and 6-3)

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where the delineation of individual parkingspaces is not considered necessary. A secondarybenefit of the PARKING ENVELOPE LINE is toserve the function of EDGE LINE marking 613,by delineating the edge of pavement, but withoutthe prohibition of crossing that line for purposeof parking. The most common usage of thePARKING ENVELOPE LINE will be the mark-ing of on-street parking areas in residential com-munities and other such locales where parkingspaces are not in short supply and as such a moreregimented parking arrangement is not warrant-ed.

6.2.9 PARKING SPACE LINEMARKING 621

Marking 621 imposes a mandatory requirementthat drivers parking their vehicles within amarked parking space park such that their vehicleis wholly within the lines defining the limits ofthe parking space. A driver who parks such thatany part of his vehicle is on, over, or beyondmarking 621 (or an imaginary line connecting theends of a series of marking 621 lines) should beconsidered improperly parked.

PARKING SPACE LINE marking 621 should bea solid white line 100 millimeters in width. Itshould extend from the curb line (if a curb ispresent) and end at the edge of the designatedparking bay. For parallel parking space delin-eation the end of the PARKING SPACE LINEshould have a 500-millimeter long L-shape forend-marking of a parallel parking bay, and a 1000millimeter long T-shape for intermediate lines.Perpendicular and angled parking space mark-ings generally do not require end shapes since theends of the more closely spaced PARKINGSPACE LINES should clearly delineate the park-ing bay limits.

PARKING SPACE LINE marking 621 should beused to mark individual parking spaces in areaswhere parking space availability is at a premiumand the definition of parking spaces will give anorderly and more efficient usage of area availablefor parking. The PARKING SPACE LINE shouldalways be used to mark parking spaces that aresubject to payment for usage. These provisions

apply irrespective of the material used to surfacethe parking area to be marked.

A PARKING SPACE LINE marking 621 mayalso be used to designate zones within lay-bys oralong curblines that are designated as stoppingareas for certain classes of vehicles.

6.3 WARNING MARKINGS

Warning pavement markings advise motorists ofthe existence of hazardous or potentially haz-ardous conditions. These markings do not carry amandatory requirement for specific action.However, these markings do convey a messageof warning and a willful disregard of those warn-ings may constitute a violation when drivers failto maintain adequate and safe control of theirvehicle. Warning markings exist in transverse,longitudinal, and symbol types of pavementmarkings. VISIBILITY PAINTING marking 691and TEXT SYMBOL marking 695 also havewarning functions. See Sections 6.6.3 and 6.8.2,respectively, for discussion of those markings.Warning markings are illustrated in Figures 6-5to 6-7 and their application is further illustratedin the various figures in Chapter 8.

6.3.1 RUMBLE STRIPS MARKING650

Marking 650 may be used to advise motoriststhrough visibility, sound, and vibration of the pres-ence of a critical regulatory or warning devicewhen this marking is located within a traveled way.When marking 650 is used within a shoulder orother road side area they provide a warning to driv-ers that they are drifting off of the traveled roadway.

RUMBLE STRIPS marking 650 should be posi-tioned transversely to the direction of vehicletravel. When used within the traveled roadway,they should be formed of or topped with yellowthermoplastic material (for purposes of conspicu-ousness and to distinguish them from a STOPLINE marking 601) built up at least 5 millime-ters, but no more than 15 millimeters, above theroadway surface. The width, spacing, and num-ber of RUMBLE STRIPS used in a single instal-lation may vary to suit conditions as determinedappropriate by an engineering study. As a guide-

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Direction of Travel

=

=

=

=

20003800 for 60 km/h

5200 for 80 km/h

8000 for 100 km/h

300

NO PASSINGLINE 611

100(150)

3000 6000

20°

2870

1170

20°

Detail 6-5-1:RUMBLE STRIPS marking 650

Detail 6-5-2:SPEED HUMP marking 651

Detail 6-5-3: DIVIDING LINE marking 652

Detail 6-5-5: LANE ENDS ARROW 656

3000 6000

Detail 6-5-4: LANE LINE marking 654

100(150)(200)

Figure 6-5Warning Pavement Markings

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CHEVRON DIMENSIONS

Operating Speed(km/h)

W(millimeters)

S(meters)

t(millimeters)

406080

100

200300500

1000

1.01.52.55.0

150150200200

t t

45°

45°

Direction of Travel

W

TheoreticalNose

PhysicalNose

150

150

Detail 6-6-1: CHEVRON marking 657 Detail 6-6-2: HATCH marking 658

EDGE LINE marking 613 orCHANNELIZING LINE marking 612

EDGE LINE marking 613 orNO PASSING LINE marking 611

Detail 6-6-3

EDGE LINEMarking 613

Figure 6-6Combined Regulatory and Warning Pavement Markings as Painted Islands

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30m

40m

25m

35m

20m

25m

14m

16m

10m

60m

275m

245m

205m

180m

145m

125m

100m

86m

70m

60m

120km/h

DSY

100km/h

80km/h

60km/h

40km/h

30km/h

Junction or other transverse hazard

Y

Y/4

Y/4

Y/4

Y/4

300mm(typ)

DS

110

90

70

50

30

30

25

20

7.50

6.25

5.00

3.50

2.50

Y

14

10

Y/4

Design speed

110km/h

(DS)

DS 90km/h

DS 70km/h

DS 50km/h

DS 30km/h

Figure 6-7Guideline for Using Rumble Strip Marking 650 for Speed Reduction

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line, a basic rumble strip configuration is recom-mended to consist of five transverse yellowmarkings 300 millimeters wide spaced such thatat prevailing traffic speeds all five markings willbe traversed during an approximately one-secondperiod. They should be positioned within the firstone-third of the clear visibility distance to thesign of which they forewarn (see Figure 6-5).

RUMBLE STRIPS should not be used within atraveled way unless, after all other means of stan-dard traffic control devices have been evaluated,the Department agrees that their use is the onlyreasonable solution to an identified problem.Their use as such will generally not be permittedon new construction, but rather as a retrofit to aparticular problem area.

Sets of RUMBLE STRIPS markings 650, asdescribed above, may be specified in order toreinforce the need for drivers to significantlyreduce their speed. Such circumstances will com-monly occur on high speed and/or downhillapproaches to STOP or GIVE WAY control con-ditions. A typical requirement might involve aneed to reduce speed from around 120 km/h tothe order of 30 km/h a short distance from thepoint of control or a change of direction. Theprinciple to be used provides for a series of setsof five transverse markings spaced so that eachset will be traversed during an approximatelyone-second period at progressively decreasingspeeds. Each set of markings should in turn beseparated from the last and/or next set by a dis-tance without markings that will be transversedduring a period of 1 to 2 seconds. The configu-ration and number of sets of five markingsrequired for a specific site will be dictated by theapproach speed and the speed reduction required.Figure 6-7 illustrates a sequence of sets of RUM-BLE STRIPS marking 650 spaced according tothese principles. The number of sets and the over-all installation can be determined from the figure.Alternative designs for rumble strips must beapproved by Department.

The disadvantages of RUMBLE STRIPS withina traveled way are as follows:

• Their effect on small, lightweight vehiclessuch as motorcycles may be pronounced andundesirable.

• When used in built-up areas, residences andbusinesses may find the constant noise andvibration to be disturbing and a source of irri-tation.

• Most motorists do not need rumble strips tobe made aware of the situation being warned.However, all motorists are affected by driv-ing over them.

A more acceptable usage of RUMBLE STRIPSmarking 650 will be for use outside of traveledways. In such instances, drivers remaining with-in the traveled way are not affected by them, butrather they affect only those drivers who are trav-eling (illegally and/or accidentally) in areaswhere they should not be. One particular usefulapplication is on shoulders of freeways or otherroadways, especially in long, straight stretches ofrural roads. On such roadways drivers maybecome bored or sleepy and slowly drift into ashoulder area. The presence of RUMBLESTRIPS in the shoulder may assist a driver inregaining attention before completely leaving theroadway (see Section 6.2.6).

6.3.2 SPEED HUMP MARKING 651

Marking 651 should be used to warn motorists ofthe presence of a speed hump in the roadway.(The application, geometric design, and construc-tion of speed humps is subject to engineeringevaluation and selective usage.)

SPEED HUMP marking 651 should be a brokenyellow line transverse and completely across thefull width of the roadway and shoulders. Theconfiguration of the line should be 500 millime-ters line and 500 millimeters gap. The gap orien-tation should be aligned parallel with the direc-tion of vehicular travel. The minimum width ofline, measured perpendicular to the axis of thespeed hump should be two meters. The lineshould be positioned such that the whole of theline is visible to approaching traffic and not hid-den on the far side of the speed hump. When usedon two-way roadways where the hump is visiblefrom both directions of approach, the line may bewidened to provide a minimum of two meters ofvisible line from each approach direction (seeFigure 6-5).

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NO PASSING LINE marking 611 and/or CHAN-NELIZING LINE marking 612 should be usedon each approach to the speed hump for anappropriate distance as given in Table 6-3.

6.3.3 DIVIDING LINE MARKING 652

Marking 652 should be used to warn motoriststhat vehicles traveling on the other side of theline are traveling in the opposite direction.Motorists may cross marking 652 to pass anothervehicle, but only when it is safe to do so.

DIVIDING LINE marking 652 should be a longi-tudinal broken yellow line running continuouslyon or near the centerline of the roadway. Its con-figuration should be a repeated pattern of 3 metersof line followed by 6 meters of gap. It should be100-millimeters wide for posted speeds below 50km/h and 150-millimeters wide for posted speedsabove 50 km/h. A DIVIDING LINE should beused on all two-way roadways with a travel widthof 5.5 meters or more. It may be used continuous-ly or intermittently on roads of lesser widths whenan engineering assessment determines that such isbeneficial for reason of safety.

DIVIDING LINE markings 652 should bereplaced or supplemented with a regulatory NOPASSING LINE marking 611 in circumstanceswhere warranted (see Sections 6.2.4 and 6.3.2)when crossing the DIVIDING LINE from one orboth sides is not permitted. Neither a DIVIDINGLINE nor a NO PASSING LINE should be usedwithin an intersection of two public roads wheretraffic is permitted to turn across an opposingdirection of travel (see Figure 8-1).

6.3.4 LANE LINE MARKING 654

Marking 654 should be used to warn motorists ofthe presence of two or more traffic lanes travel-ing on a roadway in the same direction. Motoristsmay cross marking 654 to change lanes, but onlywhen it is safe to do so.

LANE LINE marking 654 should be a longitudi-nal broken white line running continuously on aline separating two lanes of travel in the samedirection. Its configuration should be a repeatedpattern of 3 meters of line followed by 6 meters

of gap. It should be 100 millimeters wide forposted speeds below 70 km/h and 150 millime-ters wide for posted speeds above 70 km/h. ALANE LINE should be used on one-way travelways more than 6.0 meters in width. A LANELINE should not be used (or should be discontin-ued in a tapered section) to mark a lane that willbe less than 2.7 meters in width (see Figures 6-5and 8-2 to 8-16).

LANE LINE marking 654 should be replacedwith a regulatory CHANNELIZING LINE mark-ing 612 in circumstances where warranted (seeSections 6.2.5 and 6.3.2) in areas where changinglanes is not permitted.

Neither a LANE LINE nor a CHANNELIZINGLINE should be used within a junction. Whenguidance within a junction is required, GUIDELINE marking 680 should be used (see Section6.4.1).

6.3.5 LANE END ARROW MARKING656

Marking 656 should be used to warn motoriststhat a lane on a multilane roadway is endingahead and that they should move out of that lanein the direction indicated at the earliest opportu-nity that it is safe to do so.

LANE END ARROW marking 656 should con-sist of a white straight arrow oriented at a 20degree rotation to the longitudinal axis of thelane. The arrow should be centered in the lanesuch that its extremities are equidistant from thelane edge on each side (see Figures 6-5 and 8-7).

LANE END ARROW marking 656 is to be usedwhen a long-running lane on a multilane roadwayends. It should also be used at the end of a paral-lel-lane-type entrance ramp. It is not intended foruse on a tapered entrance ramp. The LANE ENDARROW should be repeated in a series of two orpreferably three markings. The last of the arrowsin the series should be positioned at the end of thelane just prior to the point where the lane beginsto decrease in width. The spacing between eachLANE END ARROW should be as given inTable 6-4.

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6.3.6 CHEVRON MARKING 657

Marking 657 should be used to provide warningto motorists of a divergence of traffic lanes trav-eling in the same direction.

CHEVRON marking 657 should consist of diag-onal white lines arranged in a chevron pattern asdepicted in Figure 6-6. The CHEVRON shouldpoint towards the oncoming traffic such that thesloping legs of the CHEVRON are seen to splitthe diverging streams of traffic, “pushing” themaway from one another. Marking 657 should berepeated within a gore area beginning at the the-oretical nose (painted nose) of an exit or diver-gence point and cease at the physical nose.CHEVRON marking 657 should not be usedwithin the gore area of converging streams oftraffic.

CHEVRON marking 657 should only be used inareas not intended for travel or parking andshould always be separated from a travel area byan EDGE LINE marking 613 or a CHANNELIZ-ING LINE marking 612.

6.3.7 HATCH MARKING 658

Marking 658 should be used to provide warningto motorists to stay clear of a physical danger thatis present adjacent to their travel lane.

HATCH marking 658 should consist of repeateddiagonal white lines situated as depicted inFigure 6-6. The dimensions and layout require-ments for the HATCH marking should be similarto those shown for the CHEVRON marking 657as shown in Figure 6-6. The HATCH markingsshould be oriented such that if they were raisedbarriers, they would deflect traffic back into thelane from which they came. A common usage ofHATCH markings is in a median or gore area thatseparates traffic that is moving in opposite direc-tions of travel. Such would be the case where a

two way roadway becomes divided and vice-versa. HATCH markings may be used to mark theshoulders of particularly dangerous curves, laneends, or roadside obstructions. However, thesesituations should be thoroughly evaluated by anengineering study and HATCH markings usedonly if it is determined that a significant hazardexists and that HATCH markings may signifi-cantly contribute to the delineation and warningof the hazardous or unusual conditions. In suchconditions consideration should be given to theuse of RUMBLE STRIPS marking 650. The rou-tine usage of HATCH markings should be avoid-ed.

HATCH marking 658 should only be used inareas not intended for travel or parking andshould always be separated from a travel area bya NO PASSING LINE marking 611 or EDGELINE marking 613.

6.4 GUIDANCE MARKINGS

Guidance pavement markings provide help tomotorists in understanding the path that they areintended to follow where the way may not be oth-erwise evident. Guidance pavement markings donot carry a mandatory requirement nor convey anexplicit message of warning. Only longitudinalbroken lines and TEXT SYMBOL marking 695(see Section 6.8.2) are used for guidance mark-ings. Guidance markings are illustrated in Figure6-8.

6.4.1 GUIDE LINE MARKING 680

Marking 680 may be used within a junction(intersection or roundabout) to provide guidanceto road users. Except in the case of roundabouts,usage of this marking is optional and should onlybe considered in instances of nonstandard or con-fusing geometry, including sheer junction size.

GUIDE LINE marking 680 should be a longitu-dinal broken white line that follows one or bothedges of the most efficient path (from the stand-points of safety and/or capacity) that a vehicleshould follow through an intersection. Its config-uration may vary to suit conditions but a recom-mended configuration is a repeated pattern of 500millimeters of line followed by 1500 millimeters

Table 6-4 Lane End Arrows Spacing


Spacing (meters)

40 60 80

100

24 32 40 48

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of gap. A GUIDE LINE should be 100 millime-ters wide.

The primary usage of GUIDE LINE marking 680will be:

• To provide turning guidance, particularly forleft-turning traffic, at wide intersections orwhere the intersecting roadways meet at anangle significantly different than 90 degreesand particularly when there is more than oneturning lane.

• To provide alignment guidance across a wideor complex junction when there is a shift inthe through-alignment across the junction,

• To mark circulation lanes within a round-about. In such instances a GUIDE LINEshould be used within the “shadow” of theroadway median islands (see Figures 8-5, 8-6, and 8-8).

The use of a GUIDE LINE within an intersectionshould be considered only in exceptional circum-stances. Because a GUIDE LINE will almostalways cross the path of one or more intersectinglanes of traffic, particular attention must be givento the appearance of the line(s) when viewed bydrivers other than those whom they are intendedto guide. Care must be taken to avoid the risk ofthe line(s) creating a confusing pattern that maymislead other drivers.

6.4.2 CONTINUITY LINE MARKING681

Marking 681 may be used to provide guidancefor through traffic at discontinuities in the pave-ment-edge delineation. Its use is optional andshould only be considered in instances where acurving roadway geometry and/or a long break inthe continuity of the edge of pavement delin-eation may be confusing or misleading to a driv-er.

CONTINUITY LINE marking 681 should be alongitudinal broken white line that follows theedge of the through-lane of traffic across an exitramp, a slip road exit, or an intersection. Its con-figuration should be a repeated pattern of 1 meterof line followed by 3 meters of gap. It should be150-millimeters wide for posted speeds below 70km/h and 200-millimeters wide for posted speedsabove 70 km/h. As a general rule a CONTINU-ITY LINE marking should not be extendedacross an entrance ramp on a freeway or a sliproad entrance. In such cases the convergence ofthe entering roadway edge line should provide aclear indication of the forward alignment of themainline (see Figure 8-16).

6.5 RAISED PAVEMENT MARKERS(RPM)

Raised pavement markers may be used to supple-ment or replace painted line pavement markingsto provide increased visibility and better delin-

Direction of Travel

Detail 6-8-1: GUIDE LINE marking 680

Detail 6-8-2: CONTINUITY LINE marking 681

100

150(200)

500 1500

1000 3000

Figure 6-8Guidance Pavement Markings

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eation. They are also effective at discouragingunnecessary lane changes. Examples of the use ofraised pavement markers are illustrated in Figure6-9.

6.5.1 GENERAL

There are two basic classifications of raisedpavement markers:

• Retroreflective (R).• Nonretroreflective (N).

Retroreflective markers house a colored lens ofretroreflective material that is designed to redi-rect a substantial portion of vehicular head light-ing back at a driver for improved nighttime long-range visibility.

Nonretroreflective markers do not exhibitretroreflective properties but do, under daylightor lighted conditions (street lights or headlights)display a white or yellow body color the same aspainted lines.

Retroreflective markers are used to supplementwhite or yellow painted lines or nonretroreflec-tive markers.

Nonretroreflective markers are used to replacewhite or yellow painted marking. Where roadwaylighting is not to a high standard, nonretroreflec-tive pavement markings should be supplementedby retroreflective pavement markings.

In Abu Dhabi, lane lines and channelizing lineson main, divided thoroughfares are typicallymarked with a combination of retroreflective andnonretroreflective raised pavement markers. Ontwo-way secondary and sector roads, channeliz-ing lines and no passing lines should be markedwith paint. Nonretroreflective and reflectiveraised pavement markers may also be used inmost other pavement marking applications whendeemed appropriate by the designer and with theapproval of the Department.

The following conditions may warrant the use ofraised pavement markers:

• Areas regularly subjected to fog, dust, orblowing sand resulting in reduced visibility.

• Areas of heavy traffic volumes that rapidlydeteriorate painted markings and that are dis-ruptive to regularly maintain.

• Isolated areas that have low geometric-road-way-design standards for the traffic condi-tions prevailing and that are not scheduled inthe near term for improvement.

• Isolated areas with documented high inci-dence of collision and/or low levels of lanediscipline by drivers, particularly in curvedor complex roadway geometry conditions.

• Long-term roadworks sites.• Freeways (all markings on freeways should

be supplemented by R markings).• Unlighted rural roadways.• Within nonweaving sections of roundabouts.

Under one or more of the following conditionsraised pavement markers are generally not rec-ommended for use:

• Low operating speeds.• Across the entrance and exit points of free-

way ramps and other intersecting connec-tions to major roadways.

• On roadways scheduled for resurfacing with-in three years.

6.5.2 RETROREFLECTIVE RPMMARKING R

When a standard pavement marking number isfollowed by the letter R it means that the markingbe supplemented by the use of retroreflectiveRPM (e.g., LANE LINE marking 654 R).

The following describe the use of RPM R in var-ious pavement marking applications:

• An RPM R should normally be used at 18-meter intervals (2 times the 9-meter markingmodule). Shorter spacing may be justified incertain instances.

• For broken lines, the RPM R should beplaced in line with the standard pavementmarkings, centered in the appropriate gaparea of the line.

• When an RPM R is used to supplement asolid line it should be placed 100-millimeters

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Detail 6-9-1: CHANNELIZING LINE marking 612R

Detail 6-9-2: CHANNELIZING LINE marking 612N

Detail 6-9-3: CHANNELIZING LINE marking 612N/R

Detail 6-9-4: EDGE LINE marking 613R (line is sometimes white; see Table 6-1 for guidance)

Detail 6-9-5: LANE LINE marking 654R

Detail 6-9-6: LANE LINE marking 654N/R

3000 3000 3000 3000 3000 30006000

18000

18000

18000

18000

3000 3000

Direction of Travel

White/Red RPM R

Yellow/Red RPM R

White RPM N

Figure 6-9Use of Raised Pavement Markers (RPMs)

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clear of and on the traffic side of the line(such as EDGE LINE marking 613 R).

• When traffic utilizes the line on both sides(such as a NO PASSING LINE marking 611R or CHANNELIZING LINE marking 612R) an RPM R may be placed on each side ofthe line. Alternatively, an RPM R may beplaced within the line. However, this willrequire masking the line at the RPM locationwhen the line is painted and each time it isrepainted, to prevent the RPM R from beingobscured by paint.

• When RPM N are used for a dashed line,RPM R should be placed as they would withpaint.

• Where RPM N are used in a solid line, anRPM R should be used in place of an RPM Nat the appropriate interval.

• When RPM R are used on more than one lon-gitudinal line on a roadway, they should besituated such that all RPM R are alignedtransversely across the roadway.

Only three colors of RPM R should be used:

• White (or clear) markers should be used inconjunction with all white-colored pavementmarkings as viewed by approaching drivers.

• Yellow markers should be used in conjunc-tion with all yellow-colored pavement mark-ings as viewed by approaching drivers. Whenused with a line having meaning to traffic inopposing directions, such as a DIVIDINGLINE marking 652 R, the RPM R should bebidirectional.

• Red color should only be used on the backside of markers on one-way or divided road-ways. This color should be viewable only todrivers entering or driving in the wrongdirection on such a roadway. The red color ofan RPM R should never be visible to legallyoperating traffic.

6.5.3 NONRETROREFLECTIVE RPMMARKING N

When a standard pavement marking number isfollowed by the letter N it means that the paintedmarking should be replaced by nonretroreflectiveRPM (e.g., LANE LINE marking 654 N). Whenretroreflective markers are used to supplement

nonretroreflective markers then both the R and Nletter designation should be used (e.g., LANELINE marking 654 R/N).

The RPM N should be used to replace and simu-late the painted part of a line. For broken linetypes, one RPM N should be placed at the pointwhere the painted segment would begin and oneRPM N should be placed at the point where thepainted segment would end. Other RPM Nshould then be spaced equidistant between thesesuch that the center-to-center spacing does notexceed one meter. For a solid line the RPM Nshould be spaced at one-meter intervals.

Only two colors of RPM N should be used:

• White markers should be used to replacewhite-colored painted markings.

• Yellow markers should be used to replaceyellow-colored painted markings.

6.6 CURB PAINTING

The application of paint to the top and face of acurb may be undertaken when authorized ordirected by the Department. The painting of acurb can provide increased visibility and betterdelineation than concrete-colored curbs. Curbpainting may also be used to supplement orreplace the use of NO PARKING signs. Becausecurb painting involves the use of paint near thepavement surface, and because its use and appli-cations are similar to pavement markings, curbpainting is considered to be pavement markingswithin the context of this manual.

6.6.1 GENERAL

Under certain circumstances the painting of curbfaces can play a significant role in regulating traf-fic with respect to parking and in warning trafficof the presence of a raised curb. To retain the con-spicuousness and function of a painted curb,maintenance is an ongoing and continual processcarrying with it a significant cost implication.

6.6.2 NO PARKING MARKING 690

Marking 690 is used to advise motorists of spe-cific areas along a curbline where parking is pro-

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hibited. The use of marking 690 imposes amandatory requirement on a motorist that he notpark his vehicle adjacent to a curbline so painted.

NO PARKING marking 690 should consist ofpainting the top and front face of a curb withalternating sections of black- and yellow-coloredpaint. The pattern and lengths of the sectionsshould be the same as described for VISIBILITYPAINTING marking 691. Painting of the curbshould extend from the point where the parkingrestriction begins and should be a continuous,solid marking to the point where the parkingrestriction ends.

Marking 690 may be used to supplement NOPARKING signs 377, 378, and 379 when such isrequired for additional emphasis of a no-parkingarea, or when geometry is such that the extent ofthe no-parking area is not clearly delineated bythe use of signs only. Marking 690 may also beused alone to delineate no-parking areas. Suchapplications will be most likely in cases whereno-parking areas are broken and interspersedamong areas where parking is permitted. In suchcases it may be difficult or impractical to regulateby signing and the use of curb painting may bemore appropriate.

It is not the intent of the Department that all curbsin Abu Dhabi where parking is prohibited bepainted with NO PARKING marking 690 (norsigned with NO PARKING signs 377, 378, and379). In areas where parking is clearly not per-mitted and motorists are complying with suchrestrictions, then no further parking prohibitionmeasures in the form of signs or curb painting isnecessary.

In locations where the engineer may wish to useNO PARKING marking 690 but no curbs are pres-ent, an EDGE LINE marking 613 should be usedand will have the same effect as marking 690.

6.6.3 VISIBILITY PAINTINGMARKING 691

Marking 691 is used to improve the visibility ofraised curbs and to warn motorists of the pres-ence of those curbs. The use of marking 691 hasno regulatory function and neither permits nor

prohibits the parking of vehicles adjacent tocurbs so marked.

VISIBILITY PAINTING marking 691 shouldconsist of painting the top and front face of a curbwith alternating sections of black- and white-col-ored paint. The length of a black section and thelength of a white section should be equal to eachother. When precast curbs are used, each section(or every two sections in the case of short curbsections) may be painted with alternating colorssuch that the length of each color will be in therange of 500 millimeters to 900 millimeters tomatch individual curbs. When short curbs areused around curves the adjacent length of mark-ing should be retained. Because of the strobo-scopic effect of viewing alternating painting froma moving vehicle, curbs or barriers with anexposed front face higher than 400 millimetersshould not receive marking 691 over a significantlength of roadway. Where such high curbs or bar-riers are used, VISIBILITY PAINTING marking691 should be limited only to discrete areaswhere added visibility is required.

The primary benefit of VISIBILITY PAINTINGmarking 691 is the delineation of curbs in turningareas such as intersections, roundabouts, and traf-fic separator islands. The use of marking 691 onlong stretches of straight curb on well-lightedroadways is of limited benefit from a traffic-safe-ty standpoint. While such sections may receiveVISIBILITY PAINTING, its use should beweighed against the initial and long-term costs ofdoing so.

6.7 OBJECT MARKERS

6.7.1 OBJECT MARKER DESIGN

Object markers are used to mark obstructionswithin or adjacent to the roadway. When used,these markers should consist of an arrangementof one or more of the following designs:

• Type 1• Type 2• Type 3

Type 1 markers consist of an all-yellow reflectivediamond panel 450 mm in size. A variant of this

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marker type incorporates nine yellow reflectorunits in the panel. Each reflector unit should havea dimension of approximately 75 mm mountedsymmetrically on a 450-mm diamond-shapedyellow panel. Type 1 markers may be larger ifconditions warrant (see Figure 6-10, Detail 1).

Type 2 is a striped vertical rectangle approxi-mately 300 mm by 900 mm in size with alternat-ing black and reflectorized yellow stripes slopingdownward at an angle of 45° toward the side ofthe obstruction on which traffic is to pass. Theminimum width of the yellow stripe should be 75mm. Type 2 object markers with stripes that beginat the upper right side and slope downward to thelower left side are to be designated as “right”object markers (see Figure 6-10, Detail 2).

Type 3 markers indicate the end of a roadway.When it is determined that markers should beplaced at the end of a roadway where there is noalternative vehicular path, a marker consisting ofnine red reflectors, each with a minimum dimen-sion of approximately 75 mm, mounted symmet-rically on a 450-mm red diamond panel; or a 450-mm diamond reflectorized red panel should beused. More than one marker or a larger markermay be used at the end of the roadway whereconditions warrant. The minimum mountingheight of this marker should be 1.20 m.Appropriate advance warning signs should beused (see Figure 6-10, Detail 3).

6.7.2 OBJECTS IN THE ROADWAY

Obstructions within the roadway should bemarked with a Type 1 or Type 2 object marker.

For additional emphasis, a large surface such as abridge pier may be painted with diagonal stripes,300 mm or more in width, similar in design to theType 2 object marker. The alternating black andreflectorized yellow stripes should be slopeddown at an angle of 45° toward the side of theobstruction that traffic is to pass. The minimummounting height should be 1.20 m.

Appropriate signs directing traffic to one or bothsides of the obstruction may be used in lieu of theobject marker. In addition to markings on the faceof an obstruction in the roadway, warning of

approach to the obstruction should be given byappropriate pavement markings.

Where the vertical clearance of an overheadstructure exceeds the maximum legal height of avehicle by less than 0.3 m, the clearance to thenearest 0.1 m on a regulatory sign should beclearly marked on the structure as well as on theadvanced warning sign.

6.7.3 OBJECTS ADJACENT TO THEROADWAY

Objects not actually in the roadway may be soclose to the edge of the road that a marker isrequired. These include guardrail ends, underpasspiers, bridge abutments, handrails, and culvertheadwalls. In some cases, a physical object maynot be involved, but other roadside conditionssuch as narrow shoulder drop-offs, gores, smallislands, and abrupt changes in the roadway align-ment may make it undesirable for a driver toleave the roadway. Type 2 object markers areintended for use at such locations. The insideedge of the marker should be in line with theinner edge of the obstruction.

Standard warning signs should also be used whereapplicable. Typical applications of markers forroadside obstructions are shown in Figure 6-11.

6.8 TEXT PAVEMENTMARKINGS

Text pavement markings may be used to supple-ment other pavement markings or signs onlywhen specifically authorized or directed by theDepartment.

6.8.1 GENERAL

The use of text pavement markings should bestrictly limited to situations where no otheroption to present or reinforce the required mes-sage to drivers is available. No specific applica-tions for such markings are anticipated. The pro-vision of such markings in this manual should notbe taken as an encouragement for their use.Rather, they are described herein to provide astandard should there be a requirement for suchin an isolated instance.

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6.8.2 TEXT SYMBOL MARKINGS 695

Markings 695 may be used to provide specificlocalized amplification of existing regulatory,warning, or guide road signs or pavement mark-ings.

TEXT SYMBOL markings 695 should be AbuDhabi Municipality standard Arabic and Englishfonts.

English text messages should use only upper caseletters and, if appropriate, numbers. Stencils fortext messages should be prepared based on 400-millimeter “x” height letters on their tile back-

grounds which are then distorted by stretchingfive times in the vertical direction while main-taining an unaltered width. The nominal height ofthe resultant Arabic aleph and the English uppercase letters should be 2800 millimeters. A TEXTSYMBOL message should be limited in length sothat it can be centered between parallel longitudi-nal pavement markings, or such a marking and acurbline, with a minimum clearance on each sideof 150 millimeters. When both Arabic andEnglish messages are required the English shouldbe placed above the Arabic (such that approach-ing drivers will see the Arabic message first). Theseparation between the Arabic and English text

Detail 6-10-1: Type 1

450 mm by 450 mm 450 mm by 450 mm

130mm

130mm

90mm

75-mm yellowreflectors

Yellow reflectivebackground

900 mm

170 mm

140 mm

70 mm

300 mm

45º

Detail 6-10-2: Type 2 Detail 6-10-3: Type 3

130mm

130mm

90mm

450 mm by 450 mm

75-mm redreflectors

Redbackground

Left object marker Right object marker


450 mm by 450 mm 450 mm by 450 mm

130mm

130mm

90mm

75-mm yellowreflectors

Yellow reflectivebackground

450 mm by 450 mm 450 mm by 450 mm

130mm

130mm

90mm

130mm

130mm

90mm

130mm

130mm

90mm

75-mm yellowreflectors75-mm yellowreflectors

Yellow reflectivebackgroundYellow reflectivebackground

900 mm

170 mm

140 mm

70 mm

300 mm

45º


900 mm

170 mm

140 mm

70 mm

300 mm

45º

Detail 6-10-2: Type 2 Detail 6-10-3: Type 3

130mm

130mm

90mm

450 mm by 450 mm

75-mm redreflectors

Redbackground


130mm

130mm

90mm

130mm

130mm

90mm

130mm

130mm

90mm

450 mm by 450 mm

75-mm redreflectors75-mm redreflectors

Redbackground

Left object marker Right object marker

Figure 6-10Object Markers

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Note:Delineators should be placed at a constant distance from the roadway edge except that, when an obstruction exists near the pavement edge, the line of delineators makes a smooth transition to the inside of the obstruction.

Edge of roadway

0.6 m to 2.0 m outside roadway edge or face of curb

Typical spacing60 m to 160 m

0.6 m to 2.0 m outside shoulder edge

Edge of shoulder

Guardrail

Delineators mounted above or immediately behind guardrail. These delineators are not at a constant distance from roadway edge because of the bridge rail.

Type 2 object marker

Bridge rail or obstruction

Note:Delineators should be placed at a constant distance from the roadway edge except that, when an obstruction exists near the pavement edge, the line of delineators makes a smooth transition to the inside of the obstruction.

0.6 m to 2.0 m outside roadway edge or face of curb

Typical spacing60 m to 160 m

0.6 m to 2.0 m outside shoulder edge

Edge of shoulder

Guardrail

Delineators mounted above or immediately behind guardrail. These delineators are not at a constant distance from roadway edge because of the bridge rail.

Type 2 object marker

Bridge rail or obstruction

Figure 6-11Typical Delineator Installation

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will be achieved by stacking the distorted respec-tive tiles.

6.9 DELINEATION

6.9.1 DELINEATORS

Road delineators are light-retroreflective devicesmounted in series at the side of the roadway toindicate the roadway alignment. Delineators areeffective aids for night driving and considered asguidance devices rather than warning devices.Delineators may be used on long, continuous sec-tions of highway or through short stretches wherethere are changes in horizontal alignment, partic-ularly where the alignment might be confusing orat pavement-width transitions. An importantadvantage of delineators in certain areas is thatthey remain visible when the roadway is wet.

6.9.2 DESIGN

Delineators should consist of reflector units capa-ble of clearly reflecting light under normalatmospheric conditions from a distance of 300meters when illuminated by the upper beam ofstandard automobile lights. Reflective elementsfor delineators should have a minimum area ofapproximately 100 cm². Double delineators con-sist of two reflector units, one mounted above theother. Elongated reflective units of appropriatesize may be used in place of the two reflectors.

6.9.3 CURB MARKINGS FORDELINEATION

Reflectorized, continuous yellow paint should beplaced on the curbs of intersection islands locat-ed in the line of traffic flow where the curb servesto channel traffic to the right or to the left of theisland. Reflectorized, continuous white paintshould be used when traffic may pass on eitherside of the divisional island.

Where the curbs of the islands become parallel tothe direction of traffic flow it is not necessary tomark the curbs unless a study indicates the needfor this type of delineation. Where these curbs aremarked, the colors should conform to the generalprinciples of pavement markings.

Curbs at openings in a continuous median islandneed not be marked unless individual study indi-cates the need for this type of marking.

6.9.4 DELINEATOR APPLICATION

Delineation is intended to be a guide to the vehi-cle operator as to the alignment of the highway.Whatever is needed to provide that guidance in aclear and simple way should be installed.

The color of delineators should, in all cases, con-form to the yellow or white color of edge lines.

Single delineators should be provided on theright side of expressway roadways and on at leastone side of interchange ramps. These delineatorsmay be provided on other classes of roads. Singledelineators may be provided on the left side ofroadways and should be provided on the outsideof bends on interchange ramps.

Where median crossovers are provided for offi-cial or emergency use on divided highways andthese crossovers are to be marked, a double-yel-low delineator should be placed on the left side ofthe through roadway on the far side of thecrossover for each roadway.

Red delineators may be used on the reverse sideof any delineator whenever it would be viewedby a motorist traveling in the wrong direction onthat particular ramp or roadway.

Delineators of the appropriate color may be usedto indicate the narrowing of a pavement. Thedelineators should be used adjacent to the laneaffected for the full length of the convergenceand should be so placed and spaced to show thewidth reduction. Delineation is not necessary forthe traffic moving in the direction of a widerpavement or on the side of the roadway where thealignment is not affected by the convergence. Ona highway with continuous delineation on eitheror both side, delineators should be carriedthrough the transition and a closer spacing maybe warranted.

Delineation is optional on sections of roadwaybetween interchanges where fixed-source light-ing is in operation.

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6.9.5 DELINEATOR PLACEMENTAND SPACING

Delineators, if used, should be mounted on suit-able supports so the top of the reflecting head isapproximately 1.20 m above the near roadwayedge. Delineators should be placed not less than1.0 m or more than 2.0 m outside the outer edgeof the shoulder, or if appropriate, in the line of theguardrail. Delineators may be mounted on theguardrail at a height less than 1.2 m.

Delineators should be placed at a constant dis-tance from the edge of the roadway. However,where a guardrail or other obstruction intrudesinto the space between the pavement edge andthe extension of the line of delineators, the delin-eators should be in line with or inside the inner-most edge of the obstruction. Typical delineatorinstallations are shown in Figure 6-11.

Normally, delineators should be spaced 60 m to160 m. When normal uniform spacing is inter-rupted by driveways, crossroads, or similar inter-ruptions, delineators falling within such areasmay be moved in either direction, a distance notexceeding one-quarter of the normal spacing.Delineators still falling within such areas shouldbe eliminated. On expressways, a normal delin-eator spacing is 100 m.

Double or vertically elongated delineators shouldbe installed at 30-meter intervals along accelera-tion and deceleration lanes.

Spacing should be adjusted on approaches andthroughout horizontal bends so that several delin-eators are always visible to the driver. Table 6-5shows suggested maximum spacing for delin-eators at bends.

6.10 BARRICADES ANDCHANNELIZING DEVICES

6.10.1 BARRICADES

Red-and-white barricades are to warn and alertdrivers of the terminus of a road, street, or high-way in other than construction or maintenanceareas. The stripes on the barricades should bereflectorized white and reflectorized red. These

devices may be used to mark any of the follow-ing type locations:

1. Roadway ends in a dead end or cul-de-sacwith no outlet.

2 A ramp or lane closed for operational pur-poses.

3. The permanent or semipermanent closure ortermination of a roadway.

A typical barricade is illustrated in Figure 6-12.

6.10.2 CHANNELIZING DEVICES

Traffic cones and tubular markers are sometimesused outside of construction and maintenanceareas for general traffic control purposes. Suchuses include adding emphasis to channelizinglines or islands.

These devices should be a minimum of 450 mmin height and made of materials to withstandimpact without damage to the devices or vehi-cles. Large-size devices should be used wherevermore conspicuous guidance is needed.

The color of cones and tube markers outside con-struction and maintenance areas should be thesame as the pavement marking these devices aresupplementing or substituting. These markers

Table 6-5 Suggested Maximum Spacing for

Highway Delineators on Bends Radius of Bend (R)

(meters) Spacing on Bend (S)

(meters) 15 30 45 60 75 90 120 150 180 210 240 270 300

6 7.5 9

10.5 12

13.5 16.5 19.5 21

22.5 24

25.5 27

Spacing for radii not shown may be interpolated from the table. The minimum spacing should be 6 meters. The spacing of the first delineator on a tangent adjacent to a bend should be 2S, the second, 3S, and the third 6S, but not to exceed 100 meters.

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Figure 6-12Barricades and Channelizing Devices

1100

mm

200

150

200

150

200

450

mm

min

imum

150

mm

75 m

m

75 m

m75

mm

100

mm

Barricade

Tubular Marker Traffic Cone

1100

mm

200

150

200

150

200

1100

mm

200

150

200

150

200

150

200

450

mm

min

imum

150

mm

75 m

m

75 m

m75

mm

100

mm

450

mm

min

imum

150

mm

75 m

m

75 m

m75

mm

100

mm

Barricade

Tubular Marker Traffic Cone

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should be kept clean and bright for maximum tar-get value. For nighttime use, the markers shouldbe reflectorized.

Two typical channelizing devices (a tube and acone) are illustrated in Figure 6-12.

6.11 CURB PAINTING ANDPAVEMENT MARKINGFOR FIRE HYDRANTS

6.11.1 CURB PAINTING FOR FIREHYDRANTS ALONGROADWAYS MARKING 695

Along roadways, curb painting is used in con-junction with NO STOPPING sign 370 and FIREHYDRANT SUPPLEMENTARY PLATE 590 toreinforce to motorists the prohibition againststopping in front of a fire hydrant.

In front of fire hydrants, curbstones should bepainted red for a length of 12 meters, six metersto either side of the fire hydrant and the firehydrant combination sign.

Curb painting for fire hydrants along roadways isillustrated in Figure 6-13.

6.11.2 CURB PAINTING AND PAVE-MENT MARKING FOR FIREHYDRANTS ADJACENT TOPARKING SPACES

Where a fire hydrant is located adjacent to aparking space, curb painting and pavement mark-ing is used in conjunction with NO STOPPINGsign 370 and FIRE HYDRANT SUPPLEMEN-TARY PLATE 590 to reinforce to motorists theprohibition against parking in that space.Curbstones should be painted red (marking 695)for the width (for perpendicular and diagonalparking) or length (for parallel parking) of theparking space. In addition, the parking spaceshould be “closed” with a 100-millimeter-wideline across its entrance. Diagonal hatch markings,100 millimeters wide, should run at one-meterintervals throughout the space.

Figure 6-14 illustrates curb painting and pave-ment markings for perpendicular, diagonal, andparallel parking spaces adjacent to fire hydrants.

Note that parking spaces need not be arranged tobe centered on a fire hydrant and that the hydrantmay be located anywhere within the curbedwidth or depth of the space. The parking spaceproviding the best street visibility and access tothe fire hydrant should be marked for no stop-ping. The fire-hydrant sign combination, howev-er, should be placed in the center of the curbedwidth or length of the prohibited parking space.

F. H. W. 14/1 NO. . .

12000 mmStandard curb painting Standard curb painting

Curb painted red

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Figure 6-13Curb Painting for Fire Hydrants Along Roadways Marking 695

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100 mm

100 mm

1000 mm (typical)

100 mm45° (typical)

Sign 590 withNO STOPPING sign 370

Curbstone painted redfor one parking space only

Fire hydrant

100 mm100 mm

100 mm



45°(typical)

Fire hydrant


100 mm

100 mm

100 mm

1000 mm (typical)


45° (typical)

90°(typical)

Standard curb painting

Figure 6-14Curb Painting and Pavement Marking for Fire Hydrants Adjacent to Parking Spaces

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7 ROADWORKSTRAFFIC CONTROL

7.1 GENERAL

Roadworks are defined as any roadway or utilityconstruction, maintenance, or repair worksoccurring within or near a road right of way.Incident areas (traffic accidents, spillage, etc.),police-control points (check points, traffic sur-veys, etc.), and special-event management (majorsports or cultural events) and other short-termdisruptions to normal roadway operations also fitwithin the functional definition of roadworkstraffic control.

When approaching a roadworks area, motoristsare faced with an unexpected, unusual, and fre-quently substandard driving situation. As a result,special care must be taken in implementing tem-porary traffic control measures in associationwith roadworks. Because roadworks are relative-ly short-term situations, traffic control in theseareas is often given scant consideration. Anunusual situation with an ill-conceived traffic-control scheme creates a doubly dangerous situa-tion. Such would never be tolerated as part of thepermanent operations nor should it be toleratedas part of the roadworks.

7.1.1 BASIC PRINCIPLES

The purpose of roadworks traffic control is toprovide safe and effective work areas and towarn, control, protect, and guide vehicular andpedestrian traffic. To accomplish this, the respectof the driver must be earned by the appropriate,prudent, and consistent use of temporary trafficcontrol devices. While each roadwork area mayhave unique elements, certain fundamental prin-ciples and procedures should be considered.

7.1.1.1 SAFETY

Traffic safety in a roadworks traffic control zoneshould be an integral and high-priority element ofevery roadway construction project from thedesign process until project construction is com-plete. Similarly, government and utility agenciesmust plan and conduct their maintenance and

utility works with the safety of motorists, pedes-trians, and workers foremost in their minds.

The same geometric and safety-design principlesthat apply to the design of permanent roadwaysshould also govern the design of temporary traf-fic control situations. Temporary traffic controlsituations must not be allowed to be interpretedas being synonymous with substandard trafficcontrol situations. If anything, the unusual and/ormore restrictive conditions found in roadworksareas can dictate the necessity of even higherstandards of safety. The aim should be to accom-modate traffic in roadworks areas using geomet-ric design considerations and traffic controldevices comparable to those found in a normalpermanent roadway operating at the speed antic-ipated in the roadworks zone.

7.1.1.2 UNIFORMITY

The standardization of devices is important forthe purpose of advising motorists of conditionswithin a roadworks traffic control area.

The color yellow has been designated as a uniquecolor reserved for use in roadworks areas. Alltraffic control devices within a roadworks areashould have yellow as their background color.Black and/or red border and/or symbols, in com-bination with yellow, should also be predominantwork area colors. The uniform application ofthese colors on traffic control devices throughouta roadworks area will provide motorists with avisual indication that they are approaching andnavigating a roadworks area where roadway con-ditions are not normal and that they should exer-cise additional caution.

Another aspect of uniformity is the standardiza-tion of the application of roadworks traffic con-trol devices. Often, traffic control in a roadworksarea is executed using traffic control devices thatare substandard or nonstandard in material,design, or placement. Principles describedthroughout this manual with respect to permanenttraffic signing are uniformly applicable to road-works signing. Only devices described or permit-ted in this manual should be used for roadworkstraffic control and they should be used in a uni-form and standardized manner.

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7.1.1.3 FUNCTIONALITY

Traffic movements in a roadworks area should beinhibited as little as possible. Traffic control for aroadworks area should be designed acknowledg-ing that motorists will reduce their speed only ifthey perceive a situation which warrants such.Therefore, reduced speed zones through a road-works area should be avoided whenever practi-cal, should be used only when dictated by geo-metric conditions, and should be applied withrealistic speed limits.

Lane drops, lane narrowing, sharp curves, orother abrupt or frequent geometric changesshould likewise be avoided. When such areunavoidable, adequate warning, delineation, andchannelization by means of pavement markings,signing, and other devices must be used to effec-tively provide motorists with clear and positiveguidance. These devices must be effective underthe anticipated conditions of traffic volumes, traf-fic speeds, and lighting conditions. In turn, thisrequirement will have an effect on the geometricdesign, which must provide sufficient space forstandard levels of temporary signing.

To reduce complex traffic operational conditionsto an acceptable level of simplicity, geometricchanges should occur in individual stages, eachof which requires only one basic driver action,with a stabilization area between each stage. Forexample, the closure of two lanes should be donein two individual transition areas. Likewise, alane closure should not end and a sharp horizon-tal curve begin at the same point, but should beseparated by a suitable stabilization area (seeSection 7.1.2). However in exceptional circum-stances a single taper as shown in Figure 8-24(Chapter 8) may be used.

A particular functional problem in roadworksareas is original pavement markings that conflictwith revised detour geometry. Permanent pave-ment markings that are inconsistent with tempo-rary travel paths and would misguide motoristsshould be removed on all but very short-termoperations. For short-term operations, existingmarkings may be left in place unless so doingcreates a definite hazard. No original pavementmarking should be left in place that may tend tolead drivers straight into a barrier or work area.

When inconsistent markings are retained, extraattention must be given to ensure motorists caneasily follow the detour geometry.

7.1.1.4 MAINTENANCE

Every work zone should be routinely inspectedunder varying traffic conditions and at differenttimes of day to ensure that the traffic controldevices are maintained so that they are clearlyvisible, properly located, clean and in goodrepair, and are operating safely and effectively.An important part of this inspection process mustinclude the immediate removal or covering ofany traffic control device which is no longer rel-evant.

This level of control can best be achieved byassigning an authorized site safety officer to eachwork site. The site safety officer at small sitesshould automatically be the gang foreman. At allsites the site safety officer must be accountablefor the original traffic management system andthe maintenance of this system to ensure the safe-ty of the workers, pedestrians, and the motoringpublic.

The site safety officer must have the skill andauthority to act to modify traffic control meas-ures or even halt construction in order to ensuretraffic and site safety. The site safety officer mustkeep a record of all accidents occurring at the sitein sufficient detail to permit analysis to improvesite traffic management.

7.1.2 TRAFFIC CONTROL ZONE

When traffic is affected by construction, mainte-nance, or utility operations, traffic control isneeded to safely guide and protect motorists,pedestrians, and workers. Although individualroadwork areas may have unique features, mostroadworks traffic control zones can be brokendown and considered as five distinct areas. Eacharea has a unique and important function as partof a complete roadworks traffic control zone.Figure 7-1 illustrates these five parts of a road-works traffic control zone.

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ROAD

WO

RK

ZONE

TERMINATION AREA

WORKAREA

STABILIZATIONAREA

TRANSITIONAREA

ADVANCEDWARNINGAREA

L

L = Length of Taper

D = Displacement in meters

S = Approach Speed in km/h

= Direction of Travel

GUIDELINES

0.5L or less

Varies

0.5L to L(2L if separating transitions)

For S < 70 km/h L=DS²/160

For S > 70 km/h L=DS/1.6

100m to 2km

REPRESENTATIVE TAPER LENGTHS

S D L

(km/h) (meters) (meters)

406080

100

4.04.04.04.0

4090

200250

Figure 7-1Roadworks Zone Traffic Control Areas

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7.1.2.1 ADVANCE WARNING AREA

This area is used to advise motorists that there aretemporary conditions ahead of them that requireparticular care. In some instances, a steppedreduction in the speed will be required within thisarea. These speed reductions should be indicatedat reasonable intervals (200 meters minimum)and occur in 20 kilometers per hour steps untilthe speed for which the traffic control has beendesigned is indicated. It is good practice to repeatthe final speed limit at least once.

The length of the advance warning area shouldrelate directly to measured approach speed. Arealistic distance must be allowed for speedreduction. High traffic volumes will be betterhandled if the standard length of this area is gen-erous, since more time is needed to comprehendthe sign messages and react to them under heavytraffic conditions. For posted approach speeds of100 kilometers per hour and moderately high tohigh traffic volumes, a base length for theadvance warning area of 1000 meters is required.For freeway conditions, especially in rural areas,a length for the advance warning area of 2000meters is preferred. If traffic volumes are lowand/or posted approach speed is 80 kilometersper hour or less, this length may be reduced to600 meters.

Urban sites will commonly have limited spacefor advance warning area signs. However, everyattempt should be made to provide adequateadvance signing. High-speed arterials shouldnormally have sufficiently long block lengths toallow advance warning areas in the range of 600to 300 meters. On lesser roads or in busy businessareas, shorter advance warning areas in the rangeof 150 to 75 meters should be used.Consideration should also be given to extendinglane closures and the relevant signing into thepreceding block and onto intersecting roads, asapplicable.

7.1.2.2 TRANSITION AREA

This is the area in which drivers are required totake action, such as:

• Shift position on the roadway without reduc-tion in the number of lanes.

• Merge two lanes into one (lane drop).• Cross the central median (crossover).• Enter a detour completely separate from the

road under construction.

The transition area must be clearly defined usingappropriate channelizing devices and should con-form to the layout depicted on the guidance signspreceding it. Complex transition situationsshould be broken down into a number of standardtransition situations. No signing for subsequenttransition conditions should be included in a tran-sition area, but rather should occur in the stabi-lization area separating the two transitions.

The length of a transition area will depend on theapproach speed of traffic and the amount ofalignment shift involved in the transition.

Minimum lengths should be determined by thefollowing formula:

Minimum lengths should be determined by thefollowing formula:

L= DS²/160 for S < 70 km/h

L= DS/1.6 for S > 70 km/h

L= Minimum required length of transition inmeters.

D= Required lateral displacement of vehicles inmeters.

S= Approach speed of vehicles to the roadworksarea traffic control zone in kilometers perhour (posted speed limit or 85th percentilespeed whichever is greater).

The alignment of the transition area should beeither a straight taper (in the case of a lane drop)or a reverse curve (in the case of an alignmentshift).

7.1.2.3 STABILIZATION AREA

The purpose of this area is to allow traffic flow tostabilize after negotiating a transition area beforereaching another change of condition or the workarea. If more than one transition area is requiredto achieve the final traffic configuration, the sign-ing for the second or subsequent transitionsshould be located within the intervening stabi-

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lization area(s). When the stabilization areaoccurs between a transition area and the workarea the stabilization area will also serve as abuffer between the inherently dangerous workarea and the transition area where loss of vehicu-lar control is most likely. The buffer space pro-vides a margin of safety for both traffic andworkers. If a driver does not see the advancewarning or fails to negotiate the transition, abuffer space provides room to stop before thework area. It is important that the buffer space befree of equipment, workers, materials, and work-ers' vehicles.

When a stabilization area separates two transitionareas, the length of the stabilization area shouldbe double the length of the longer of the two tran-sition areas being separated. When a stabilizationarea separates a transition area from the workarea, the length of the stabilization area should benot less than one half the length of the precedingtransition area, and preferably equal to the lengthof the preceding transition area when space per-mits.

7.1.2.4 WORK AREA

The work area is that portion of the roadwaywhich contains the work activity and is closed totraffic and set aside for exclusive use by workers,equipment, and construction materials. Workareas may remain in fixed locations or may moveas work progresses. This area must be adequate-ly defined by delineators in complex conditions.Where there is a risk to traffic or workers of vehi-cles entering the work area, temporary barriers ofa standard sufficient to prevent this are recom-mended to contain traffic within the designatedroadway. When traffic is relocated well awayfrom the work area little action is required alongits length other than to protect construction vehi-cles and employees.

7.1.2.5 TERMINATION AREA

This area involves the return of traffic flow tonormal flow conditions. In simple cases this canbe achieved by a relatively rapid taper of chan-nelizing devices. In this case, the length of thetermination area may be one-half of the comput-ed transition area length or less. In more complexconditions a reverse crossover may be required.

This should follow the same principles given fora transition area at the start of a site.

End roadworks signs and conventional speedlimit signs restoring the normal speed limit con-ditions should be erected together as soon as pos-sible after the end of the termination area.

7.1.3 DEPLOYING ROADWORKSDEVICES

One of the most critical periods during the life ofa roadworks operation is the initial deploymentof the roadworks traffic control devices. Thesteps listed below should be followed in thedeployment of traffic control devices at road-works:

1. A traffic control plan, with a level of detailappropriate for the complexity of the workinvolved, should be prepared, approved, andunderstood by all parties responsible for theroadworks on site.

2. All necessary traffic control devices andappurtenances identified in the traffic controlplan should be procured and assembled onsite prior to deployment.

3. All traffic control devices that can beinstalled without interference with existingtraffic operations should be deployed. Signserected that are not yet applicable, but thatmay be seen by drivers on roadways current-ly in use, should be covered to prevent con-fusion.

4. The deployment of the remaining traffic con-trol devices, which will result in a diversionof traffic from current travel paths, should bedone during hours of low traffic volumes.For major roadways this may require a late-night deployment.

5. Deployment should begin at the upstreamend of the advance warning area withadvance warning signs being uncovered orerected progressively towards the transitionarea. Next, channelizing devices, signs, andother traffic control measures should bedeployed from the start of the transition areaprogressively to the stabilization area,through the work area and on to the end ofthe termination area. To the maximum extentpossible, workmen and equipment should

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remain on the back side (away from the traf-fic) of channelization devices during deploy-ment.

6. Conflicting existing signs should be removedor covered.

7. Conflicting existing pavement markingsshould be removed and new temporary mark-ings installed (if conditions warrant, "stickdown" type temporary markings may berequired until the more permanent temporarymarking can be installed under traffic).

8. Following completion of deployment theroadworks zone should be immediatelyinspected by the site safety officer with anymisplaced devices or confusing situation cor-rected. A careful monitoring of the road-works zone by the site safety officer, espe-cially for the first few days of operation, isessential to detect and correct any difficultiesexperienced by drivers at various times of theday or night and under varying traffic condi-tions.

The removal of roadworks zone traffic controldevices should occur in generally the reverseorder of deployment, beginning at the termina-tion area and working back through the advancewarning area. Roadworks devices no longerneeded should be removed completely from theroadway and inapplicable roadworks signsremoved or covered. Conflicting temporarypavement markings should be removed from thepermanent roadways.

7.2 TRAFFIC SIGNS

7.2.1 GENERAL

Regulatory, warning, and guidance traffic signscomprise a major part of the temporary trafficcontrol devices used at roadworks sites.

If a traffic diversion is constructed fully in allrespects to normal geometric standards, normalregulatory, warning, and guidance signs may bespecified for the diversion. However, even insuch circumstances of geometric design it may beconsidered beneficial to use roadworks signs justto make drivers aware that the conditions aretemporary. If any of the geometric or other designparameters are below normal standards within

such a diversion, the signs must conform to theexclusive temporary color code reserved forroadworks signing and be positioned as indicatedin this chapter.

The following sections do not deal with individ-ual sign types unless the only application of aspecific sign is in a roadworks situation (e.g.,advance warning ROADWORKS sign 7441).The significance of a roadworks version of a nor-mal sign remains the same as indicated inChapters 3, 4 and 5. The signs are, however,illustrated in Figures 7-2 to 7-5 in their appropri-ate colors for use at roadworks.

For roadworks signs based on a normal, non-roadworks sign, the number "7" is added beforethe normal sign's number to indicate the road-works version of the sign. For example, sign 346prohibits left turns in a normal situation. Its road-works counterpart, sign 7346, prohibits left turnsin a roadworks situation. In this example, onlythe background color of the sign changes.

7.2.2 REGULATORY SIGNS

All subclasses of regulatory signs may be used atroadworks sites.

7.2.2.1 CONTROL SIGNS

Control signs commonly used at roadworks com-prise:

• STOP sign 301.• GIVE WAY sign 302.• GIVE WAY TO PEDESTRIANS sign 303.• NO ENTRY sign 304.• ONE WAY TRAFFIC signs 305, 306 and

307.

Any of these signs may be used at roadworks andwhen used should retain their normal colors asspecified for permanent applications.

STOP-SLOW SIGN 7308

Sign 7308 is a special variation of STOP sign301. At roadworks sites it can be used to controlalternating one-way streams of traffic through arestricted part of the roadworks site. A pair of

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301 302303

304

7399

7339 7340 7341 7342 7343 7346 7347

7348

7365

305 306 307 7308

7321 7322 7323 7324 7325

7329

732873277326

7349 7350 7351 7352 7353 7354

Roadworks Control Signs

Roadworks Mandatory Signs

Roadworks Prohibition Signs

344

7371-7373 7374-7376 7377-7379 7380-7382

Roadworks Parking Control Signs Roadworks Freeway Control Sign

7355

7356

Figure 7-2Regulatory Signs at Roadworks

7-8


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7407 7408 7409

7411 7412 7413 7414 7415 7416

7417 7418 7419 7420 7421 7422

7423 7424 7425 7427 7428 7429

7430 7435

7401 7402 7403

7441 7442 7443 7450

74567451 7452 7454 7455 7457

7458 74607461

Roadworks Advance Warning Signs (not all signs shown)

Roadworks Hazard Marker Signs and Devices

7459

Figure 7-3Warning Signs at Roadworks

7-9


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74727465 7466 7467 7468 7469 7470

7473 7474 7475 7476 7477 7478

7479 7480 7481 7482 7483

7484 7485 7486

7490 7491 7492

Roadworks Traffic Movement Affected by Obstruction Signs

Roadworks — Additional Lane Signs

Roadworks — Lane Control Signs

Roadworks — Lane Merge Signs

Figure 7-4Diagrammatic Signs at Roadworks

7-10


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7501

Roadworks Route Marker and Trailblazer Signs

7503 75087505

7515

Roadworks Direction Signs

Chevron Detour Sign7512

At-Grade Vertical Stack Sign (single)

7512At-Grade Vertical Stack Sign

7589Supplemental Plate

Figure 7-5Guide Signs at Roadworks

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flagmen may control traffic movement by alter-nately stopping and releasing traffic in opposingdirections using the STOP sign as a hand-held"paddle" on which the reverse side indicates themessage "SLOW" in black on a yellow back-ground.

Sign 7308, when displaying the STOP face,requires that a driver of a vehicle should stopsuch vehicle at the point indicated by the flag-men, AND, when displaying the SLOW face,requires that a driver of a vehicle should proceedslowly through the restricted work area untiladvised otherwise by an appropriate road sign.

7.2.2.2 MANDATORY SIGNS

All signs in this group may be used at roadworkssites, although TURN RIGHT (or LEFT)AHEAD ONLY sign 7324 (or 7325) and PASSEITHER SIDE sign 7326 are unlikely to be used.When used at roadworks the signs in this groupshould have a black on yellow color code so thatthe arrow and border are black on a yellow back-ground. It should be noted that the black border isset in from the outer edge of the sign to leave athin outer yellow border.

7.2.2.3 PROHIBITORY SIGNS

All signs in this group may be used at roadworkssites. The signs retain their red border, and slashwhere appropriate, and black symbols, but thebackground color should be yellow.

The use of the roadworks version of NO OVER-TAKING sign 7349 will be particularly relevanton two-lane, two-way roads during the periodwhen a new section of road has been surfaced butpavement markings are not yet in place.

The following prohibitory sign is not appropriateto a normal or "permanent" application and is tobe used exclusively for roadworks situations:

MAXIMUM WIDTH LIMIT SIGN 7356

Sign 7356 requires that drivers of vehiclesexceeding the indicated width should not proceedbeyond the sign.

MAXIMUM WIDTH LIMIT sign 7356 shouldbe located 25 to 50 meters in advance of the lim-ited-width structure, preferably on both the rightand left sides of the approach roadway. The widthindicated within the sign should be at least 200millimeters less than the minimum width meas-ured at the structure. The width should beexpressed on the sign to the next lowest one-dec-imal place of a meter.

7.2.2.4 PARKING CONTROL SIGNS

Temporary prohibitory NO STOPPING signs7371 to 7376 and NO PARKING signs 7377 to7382 in their various forms may be used at road-works or building construction sites in their tem-porary form using a yellow background. Whensuch roadworks signs are used any conflictingpermanent prohibitory or permissive parking signwhich is in position on the section of road shouldbe covered or temporarily removed. The use oftemporary roadworks permissive parking signs isunlikely to be warranted. It is more practical,when necessary, to modify the scope and extentof existing permissive parking signs and to sim-ply reposition these or to provide new signs.

Sign 7356

Sign 7308

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7.2.2.5 FREEWAY CONTROL SIGNS

END OF FREEWAY sign 7399 may be used, ifrequired, in a black on yellow form when road-works on a freeway are such that the freeway canno longer operate to the accepted standards of afreeway.

BEGINNING OF FREEWAY sign 398 shouldnot be used in a temporary roadworks form.When a freeway has temporarily been downgrad-ed during roadworks, a normal BEGINNING OFFREEWAY sign 398 should be located beyondthe end of the work area to indicate a return tonormal freeway operation.

7.2.3 WARNING SIGNS

All types of warning signs are particularly appro-priate in a roadworks environment, from the mostminor maintenance operation to the constructionof a new road or the rehabilitation of a freeway.The majority of signs covered in Chapter 4 maybe used in a temporary capacity with a yellowbackground. The most common of these are illus-trated in Figures 7-3 and 7-4.

The meaning of the various roadworks signsremains as stated in Chapter 4 although theirpositional application may vary from that for nor-mal warning signs. A number of signs which areappropriate to use at roadworks only, and there-fore to manufacture in the black on yellow colorcode only, are covered in detail in the followingsections.

7.2.3.1 ADVANCE WARNING SIGNS

Virtually all advance warning signs may be usedin a roadworks form. The most likely ones areillustrated in Figure 7-3. The following advancewarning signs are, however, unique to roadworksand not appropriate to a normal or "permanent"application.

ROADWORKS SIGN 7441

Sign 7441 warns drivers of vehicles that there areroadworks ahead and that they should prepare to

Sign 7399

Sign 7441

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reduce speed and/or proceed with cautionthrough the work area and its approaches.

ROADWORKS sign 7441 is the universal warn-ing sign for all levels of roadworks. It should becarried by every municipal, service agency, orcontractor's gang. Sign 7441 may also be dis-played within a high-visibility background as thefirst advance warning sign in a sequence of road-works signs preceding a major work site ordetour around such a site (i.e., at the start of anadvance warning area). In all situations exceptthe most minor work site, sign 7441 should beused in conjunction with a SUPPLEMENTARYPLATE sign 7589 mounted below the sign dis-playing the distance to the site.

On the basis that it is commonly used as the firstsign, or pair of signs, in a sequence of roadworkssigns, sign 7441 should be located at a distancefrom the start of any change in traffic conditionsresulting from roadworks, as indicated in Table7-1. A clear sight distance should be maintainedto the sign whenever possible.

When the approach speed to a roadworks site isover 60 km/h, sign 7441 should be placed on boththe right and left side of the carriageway on dual-carriageway roads.

At a major roadworks site, ROADWORKS sign7441 may be used more than once in a sequenceof signs within an advance warning area and itmay be used locally to specifically warn of thepresence of workers close to the roadway within

Table 7-1 Location of Roadworks Sign 7441

Typical Roadworks Condition

Approach Speed (85th percentile)

(km/h)

Required Speed Reduction

(km/h)

Distance Of (First) Sign 7441 From Start (1)

(meters)

100 or more 20 40 or more

1000 minimum 2000 minimum

80 20 or more 1000 preferred 600 minimum

1. Lane drop/deviation/major works

60 20(2) 600 preferred 300 minimum

2. Maintenance work off roadway 100 60

(3) (3)

600-300 200-100

3. Maintenance work on shoulder 100 60

20 (3)

600-300 300-200

100 20 40

800 1000 4. Mobile maintenance (with

adjustment if work requires a similar treatment to item 1) (4) 60 20

40 600 600

5. Temporary traffic signal or “STOP-SLOW” control

100 60

100 60

600 minimum 200-150

6. Community environment, local road narrowing, or service work

40-60 20 100 preferred 60-30 minimum

NOTES: 1. The “start” of the roadworks site means the point where a transition area begins, or if one is not

used, where the work area commences. 2. If the work situation is within a community the requirements given in item 6 may be considered more

appropriate. 3. The driver reaction required is one of “caution” and a preparedness to slow down if necessary,

rather than an immediate speed reduction. 4. Mobile maintenance operations require considerable care in the management of approaching traffic.

Lane drops or detours may prove essential to safe operation. The advance sign(s) for a mobile operation should move with the work so that they are never more than 2000 meters in advance of the work.

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a roadworks zone. It is recommended that sign7441 also be used at the end of a construction sitewhen traffic is returned to normal conditions, asa courtesy to drivers, with a SUPPLEMENTARYPLATE sign 7589 mounted below the sign dis-playing the message "END" in Arabic and inEnglish.

Sign 7441 should be pole mounted for all instal-lations covered by Table 7-1 or similar situations,with the exception of very short term or mobilework when the sign may be mounted on a mov-able stand.

FLAGMAN AHEAD SIGN 7442

Sign 7442 warns road users that there is a flag-man ahead and they should take note of his sig-nals and be prepared to reduce speed or stop ifrequired to do so.

FLAGMAN AHEAD sign 7442 may be used invery short-term situations (e.g., at an accident sitewithin a roadworks zone) or in more permanentconditions where the hazard is particularly severeor for traffic control purposes (see Section 7.4).

A SUPPLEMENTARY PLATE sign 7589 indi-cating the distance to the flagman should bemounted below the sign. The sign should belocated on the right side of the roadway at a dis-tance from the flagman as indicated in Table 4-1and with a clear sight distance. Sign 7443 may beused in place of sign 7442 when appropriate.

7.2.3.2 HAZARD MARKER SIGNS

In a similar way to the normal applications ofhazard marker signs, temporary versions of thesigns should be used extensively in roadworksareas to warn road users of the specific positionof hazardous obstructions. The signs are illustrat-ed in Figure 7-3.

HAZARD PLATE signs 7451 and 7452 and SIN-GLE CHEVRON signs 7454 and 7455 may bothbe used in addition to, or in place of, traffic conesto delineate curves and tapers within a roadworkszone. For such an application the signs and theirsupport materials should be manufactured fromplastic or similar deformable materials which aresuitable for the application of retroreflectivematerials (see Section 7.3.5).

7.2.3.3 DIAGRAMMATIC WARNINGSIGNS

This class of warning sign has great potential toassist drivers to negotiate roadworks sites safely.In general they are recommended for use inadvance of the start of a transition area in con-junction with appropriate SUPPLEMENTARYPLATE sign 7589. It is also recommended prac-tice to locate signs on both sides of a roadwayand, in addition, to repeat this treatment approxi-mately 200 meters closer to the transition area. Inthis way drivers are given a pictorial representa-tion of the approaching change in circumstancesup to four times before they actually reach thepoint of change.

Sign 7442

Sign 7443

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Typical of the conditions which occur at road-works sites and which may be depicted on tem-porary diagrammatic warning signs are:

• Lane drops or closures (only ONE lane dropper transition area or per sign).

• Diversions through a median island or onto aservice road or separately constructed detourroad.

• Pavement narrowing.• An indication of additional lanes ahead in

order to reduce the risk of impatient driversovertaking too soon in an unsafe manner.

• Additional lanes where these may not beexpected and may result in increased trafficfriction.

• Lane use control by goods vehicles withinroadworks.

• Lane merging conditions.

Signs appropriate to many of these conditions aredescribed in Chapter 4. The following signs areadditional examples which are appropriate to useat roadworks.

MEDIAN DETOUR SIGNS 7467 TO 7470

Signs 7467 to 7470 warn drivers of vehicles thatthe roadway they are traveling on will detourthrough a median or barrier, executing a reversecurve in the process.

MEDIAN DETOUR signs 7467 to 7470 may bewarranted and used under similar conditions tothose stated for signs 465 and 466 in Chapter 4.

A SUPPLEMENTARY PLATE sign 7589 indi-cating the distance to the median detour may bemounted below the sign.

REDUCED WIDTH OF ROADWAY SIGNS7474 TO 7478

Signs 7474 to 7478 warn drivers of vehicles thatthe roadway they are traveling on is reduced inwidth over a considerable distance and is bor-dered by a barrier or excavation.

REDUCED WIDTH OF ROADWAY signs 7474to 7478 may be warranted and used under similarconditions to those stated for signs 465 and 466in Chapter 4.

A SUPPLEMENTARY PLATE sign 7589 indi-cating the distance over which the hazard existsmay be mounted below the sign.

A representative selection of temporary diagram-matic warning signs is illustrated in Figure 7-4.When a new concept is considered for a sign facedesign, care must be exercised to adhere to thestandard design criteria given in Chapter 4.Alternative diagrammatic warning sign facedesigns must be approved by the Departmentprior to implementation.

Throughout the text of this section referenceshave been made to the use of SUPPLEMEN-TARY PLATE sign 7589. These signs are purelyinformation signs without a specific regulatory,warning or guidance function. They should,therefore, not be used on their own. Their func-tion is to clarify the point to which a regulatory orwarning sign applies (distance "to" or distance

Sign 7470Sign 7469

Sign 7475Sign 7474

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"for") or the degree of severity of the hazard(advisory speed) or to give other general infor-mation (end).

Because regulatory sign messages normallyapply from the point at which the sign is placed,the use of SUPPLEMENTARY PLATE sign7589 with regulatory signs is relatively infre-quent. It is also a basic principle governing theuse of regulatory signs that they should not nor-mally be used to "warn" of a regulation cominginto force up ahead. While this principle shouldalso apply to roadworks the likelihood that it maybe necessary to apply the principle with discre-tion is greater as a result of roadworks. When theneed to indicate the existence of a regulationahead arises, and this requires some action bydrivers before reaching the point of its applica-tion, it is recommended that a custom-designedsign be used rather than a supplementary plate.This should generally be a map or pictorial signand may include a regulatory sign.

In a roadworks environment SUPPLEMEN-TARY PLATE sign 7589 should be used with themajority of warning signs to enhance the clarityof their message for the following reasons:

• The visual clutter of roadworks sites makes itotherwise difficult to correlate the sign withthe situation ahead of which it is warning.

• Drivers are commonly subjected to more fre-quent messages affecting the driving task(not only from road signs) that may affecttheir ability to judge conditions accurately.

• When used on successive signs in a sequenceof signs to give drivers a sense of rate ofprogress or a "countdown" into the site.

SUPPLEMENTARY PLATE sign 7589 is notappropriate with hazard-marker warning signs,only with signs used in advance of a hazard suchas advance warning signs or diagrammatic warn-ing signs placed in advance of the conditions towhich they apply.

It is generally recommended that supplementaryplates for use with roadworks signs not be manu-factured in one piece with the relevant sign butare manufactured as separate signs and attachedto the same support as the sign they are supple-menting. This will allow the larger warning signs

to be reused many times when they have to berepositioned, simply by changing the supplemen-tary plates.

7.2.4 GUIDE SIGNS

Amended guide signs indicating destinationnames are only likely to be required at majorroadworks or where a diversion or detour is inplace as a result of roadworks.

In the simplest of cases, where the detour leadswithout any risk of misdirection back onto theoriginal road, CHEVRON DIRECTION sign7515 may be used. These signs should display theword "Detour" in Arabic and English. Sign 7515may be positioned strategically through thedetour, pointing to the right or left as appropriate,as the detour changes direction. It will thereforecommonly supplement roadworks cones, delin-eators, or SINGLE CHEVRON signs 7454 and7455. In such instances, advance signing usingappropriate diagrammatic warning signs, withoutdestination names, is likely to be adequate.

When a diversion or detour is such that driversmay be confused as to which direction to take inorder to reach their intended destination, existingdirection signs should be amended or replaced toconvey the correct messages. Under such circum-stances, when an existing sign still remains cor-rect in part, the alterations should be indicatedeither:

• By overlaying the altered destination mes-sage with the correct one using a temporaryplate with a yellow background and black let-tering, or

• By covering the incorrect message and erect-ing a separate additional temporary sign indi-cating the appropriate revised direction inblack legend on a yellow background.

If the route is altered to the extent that most or allof the directions on the sign are altered in someway, it is recommended that a new sign be usedin advance of the junction in accordance with thepositioning criteria given in Chapter 5. If there isany doubt about the geometric standard of thedetour or if the destinations are substantiallyrearranged, a new sign should be erected with a

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yellow background and black letters, arrows, andborders. Otherwise existing direction signs maybe retained. However, the mixed use of typicalguide signs and roadworks guide signs through-out the length of a detour may be confusing ordisorienting for drivers. If a detour is to be inplace for some time or if a detour is long, typicalguide signs should be replaced by roadworksguide signs throughout the length of the detour,regardless of whether the typical guide signsoffer accurate guidance and information.

In order to reduce costs of such relatively largetemporary direction signs to more acceptablelimits, the information displayed for temporarydirection may be limited to the display of theroute number shields only on temporary routemarker signs and temporary trailblazer signs (seeFigure 7-5).

7.3 CHANNELIZATIONDEVICES

7.3.1 GENERAL

Channelization devices are elements of the totalsystem of traffic control devices used at road-works sites to provide the safest possible envi-ronment for road users and workers. The functionof channelization devices is to alert road users toalterations in the roadway alignment or widthresulting from construction activities. Their use isparticularly relevant when such changes in align-ment create hazardous or potentially hazardouscircumstances for road users.

Channelization devices should be used withintransition areas, stabilization areas, work zonesand termination areas (see Figure 7-1). Theyshould be placed so as to provide a smooth andgradual change of alignment or width of road-way. They may also be used in small numbers ona very localized basis at small maintenance worksites.

The range of channelization devices availableincludes, but is not limited to, pavement mark-ings, cones, drums, barriers, barricades, delin-eators, and other individual illumination devices.All vertically positioned channelization devicesshould be constructed so that in the event that

they are impacted by a vehicle the damage to thevehicle is limited and the risk of injury to work-ers is minimized.

Many of the channelization devices listed aboveare used in multiples at regularly spaced inter-vals. When the construction project is of even afew hours duration the devices are likely to bedisturbed from their original alignment due tobeing struck, due to construction activities, andcommonly as a result of the air displacement ofpassing vehicles. Under such circumstances theywill quickly cease to perform their intended col-lective function of providing alignment guidance.Sections of channelization devices must thereforebe regularly patrolled and "repaired" either byrepositioning of devices or by replacement if thedevices are no longer capable of achieving theirindividual function.

When setting out a medium- to long-term sectionof channelization it is a recommended practicethat the required positions of movable channel-ization devices be marked on the road surfaceusing small paint marks. This will enable devicesto be repositioned or replaced with a minimumeffort and with minimum exposure of workers tothe hazards of passing traffic. This same spotmarking technique may be used for maintenanceoperations, which will go on for several days, butwhich are put in place every morning andremoved every evening.

7.3.2 PAVEMENT MARKINGS

Pavement markings comprise two specific typesof channelization device, namely:

• Flush markings normally applied in the formof paint or thermoplastic materials, or

• Raised markings.

There are two main factors related to pavementmarking that are relevant to their use withinroadworks sites:

• The need to maintain, modify, or removeexisting pavement markings during the road-works period, and

• The need for additional temporary pavementmarkings as part of the channelization treat-

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ment required to control the use of a road-works site.

The effect of both of these factors is very muchdependent on the duration of the work to beundertaken. Due to the relative difficulty ofremoving and applying pavement markings, par-ticularly when traffic still occupies the section ofroad, short-term modification may be costly toachieve. This factor must be born in mind at thetime that roadworks traffic control plans are beingprepared so that the need to remove and applytemporary pavement markings is minimized.

7.3.2.1 PAINTED MARKINGS

In terms of color, shape, and dimensions there areno differences between permanent and temporarypavement markings. The enhanced line-to-gapratio of broken line markings may be used toimprove the visual effect of temporary pavementmarkings, particularly when these are used withreduced geometric standards(see Chapter 6 fordetails).

Painted pavement markings have the limitationthat they may be obliterated or rendered ineffec-tive very easily due to:

• Heavy traffic volumes.• Resurfacing operations on an adjacent sec-

tion of road.• Wind-born dust and debris.• Adverse weather conditions.

Insofar as painted markings may be affected,short-term work is likely to be unplanned or reac-tive (e.g., a localized and urgent need to repair aservice or some similar circumstance). In con-trast, medium- to long-term work should involvesome degree of planning for pavement marking.

When construction or maintenance work lastingmore than one work shift necessitates modifiedvehicle paths through the work site, day and nightdrive-through checks should be made by thework supervisor or site safety officer to evaluatethe safety and effectiveness of the revised ortemporary pavement markings. This drive-through inspection should occur, if at all possible,before any new section of a detour or a modifiedroadway is opened to traffic. Revisions to road-

way alignment involving traffic shifts withinroadworks should not be undertaken if siteresources, in terms of manpower and/or equip-ment, are not available to achieve a safe andeffective result.

Irrespective of the duration of the work, suchinspections should take particular note of pave-ment markings which might inadvertently leaddrivers away from the intended path. If a barrieror barricade is placed across any lane line or cen-terline marking in such a way that any lane leadsstraight into the barrier, steps must be takenimmediately to remove this visual hazard. Forshort-term situations the relevant sections of roadmarking should be obliterated by using black,textured, pressure-sensitive tape. This tape can beapplied simply and quickly and can normally beremoved with little difficulty. This action shouldbe taken under appropriate circumstances evenfor work which will only last for four to eighthours. When a lane is temporarily closed to traf-fic the same technique should be adapted so thatthe lane line markings are hidden over the fulllength of the tapering section. The only accept-able alternative action is to use flagmen to warnand control approaching traffic, but if work is notcompleted by nightfall, attention must be paid tothis hazardous aspect of the existing markings.

There is otherwise likely to be little need fortemporary painted markings at short-term worksites of up to 72 hours duration. In such circum-stances adequate delineation can be achievedusing other channelizing devices to indicate mod-ified vehicle paths.

Subject to the ease with which paint markingequipment may be used within a detour, longertasks lasting up to two weeks may be marked,when necessary, using similar white pressure-sensitive marking tapes. (Where two-way trafficis in operation, yellow pressure-sensitive mark-ing tapes should be used.) For tasks of this dura-tion it will not normally be necessary to mark orremark edge lines.

For planned work that is expected to last morethan two weeks, painted markings on the varioustemporary alignments should be applied usingconventional equipment. Any redundant paintedmarkings must also be removed at this time,

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preferably by using high-pressure water blasting.This treatment leaves a minimum of pavementscars and completely removes old markings.Blacking out existing markings or using harsherremoval techniques is not recommended as thesemethods leave residual lines that, under adverselight conditions, can appear as clearly as a paint-ed marking, resulting in significant confusion fordrivers. If removal methods such as sand-blastingare used, care should be taken to avoid leavingthese residual or phantom lines.

The planning of medium- to long-term work,which will require regular and significant alter-ations to pavement markings, must take specificaccount of the need to mark, remove, and remarklines on a regular basis over a common section ofroadway. Minimizing this aspect of the workshould be an integral part of the preparation ofthe roadworks traffic control plans. The follow-ing factors should be given consideration:

• The use of short-life paint, which will notrequire much removal effort (e.g., a water-based paint).

• The use of pressure-sensitive tapes.• The use of removable raised pavement mark-

ers (see Section 7.3.2.2).

The above factors are also relevant when paintmarkings are temporarily required on intermedi-ate surfacing levels during phases of construc-tion.

When a road construction project is complete andready for opening to traffic, all road markingsmust be in place in accordance with the road-marking design and the provisions of Chapter 6before the road is opened.

7.3.2.2 RAISED PAVEMENT MARKERS

Raised pavement markers used for temporaryapplications have the same functions as perma-nent markers, namely:

• To supplement other markings.• As vehicle positioning guides.• As a substitute for other markings.

Raised pavement markers may be used as a formof temporary marking to supplement painted

markings subject to the same rules regardingcolor and spacing as are given for permanentapplications in Chapter 6.

Permanent and temporary raised pavement mark-ers may be used to provide an audible warning todrivers that they are straying off the intendedvehicle path. This application may often be war-ranted at roadworks due to the common use ofreduced geometric standards. In such circum-stances raised pavement marker spacing shouldbe reduced over short localized distances ifappropriate. Permanent and temporary raisedpavement markers may also be used to increasethe visibility of longitudinal pavement markingsand thereby their alignment and the visibility ofgore areas when roadways split.

Temporary raised pavement markings may beused to completely replace longitudinal paintmarkings when the latter will be subject to con-siderable wear and it will be difficult to regularlymaintain them. Raised pavement markers used inthis manner can also be very effective in keepingvehicles in their own lanes (raised pavementmarkers should therefore not be used over sec-tions of detour where merging or weaving move-ments are required). When used in this mannerraised pavement markers should be spaced atapproximately one meter centers so that fourraised pavement markers will replace a threemeter paint marking.

Temporary raised pavement markers should beapplied to the road surface using an approvednon-hardening adhesive mastic to permit theirremoval for realignment and/or re-use as neces-sary. The approved adhesive must not only per-mit such removal but must also resist movementunder vehicle impact.

7.3.3 CONES

Traffic cones are a very visible type of trafficcontrol device used for channelization purposes.They have the capability to be deployed quicklyin emergency situations, a worker can carry sev-eral at a time with ease and they can be stored ina compact manner. When used at close spacingsthey can effectively delineate any type of tempo-rary alignment within a roadworks site.

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7.3.3.1 TRAFFIC CONE DEVICE 7459

Traffic device 7459 is a nondirectional devicewhich, by virtue of the number used at closelyspaced centers, warns road users of a short-termrealignment of a lane or roadway.

7.3.3.2 CONE DESIGN PARAMETERS

TRAFFIC CONES device 7459 should conformto the following design requirements:

• They should be conical in shape and manu-factured from a material capable of with-standing many impacts without sustainingdamage and without risk of damage to vehi-cles or injury to workers.

• They should have a hollow construction andbe capable of being stacked one inside theother to fit into compact spaces.

• The minimum height for use at minor worksand emergency or accident sites should be450 millimeters.

• The minimum height for use on arterial roadsand freeways should be 750 millimeters and1000 millimeters respectively.

• The nominal diameter of the cones at theirbase should be:

- 250 millimeters for a height of 450 mil-limeters.



• The color of all cones should be fluorescentred or red-orange.

• The base should be sufficiently heavy to bal-last the cone to withstand air buffeting fromvehicles passing at 60 km/h (the base may bedesigned to accept additional ballast such assandbags provided this is designed in such away that it does not create any additionalhazard).

• Any cone used during the hours of twilight,darkness and/or dawn should be fitted with ayellow sleeve of retroreflective material sothat this sleeve occupies approximately themiddle third of the height of the cone. Thissleeve should have a smooth sealed outer sur-face and should have the same effective colorby day and by night.

7.3.3.3 CONE APPLICATIONS

TRAFFIC CONES control device 7459 shouldbe the primary channelization device used todefine roadway alignment in the form of:

• Tapers, including lane drops.• Sharp curves.• Reverse curves, including median cross-

overs.• Reduced roadway width adjacent to the work

site.• Traffic islands, including traffic circles.• Localized hazard marking particularly at

minor work sites.

The traffic cones may be placed on one side orboth sides of a roadway. Table 7-2 gives the rec-ommended spacing between cones for variousapplications.

Cone spacing may be reduced if necessary toimprove visual effectiveness of temporary road-way alignments. Cone spacing should be set at 6meters when the work area is 200 meters or lessin length. Cone spacings in excess of 50 meterswill permit drivers to easily enter a work area andare not recommended. Spacings set in the upperrange may be reduced around curves with aradius in the range of 300 meters to 600 meters.

When cones are also intended to provide a visualrestriction or channelization of pedestrian move-ment, 1000-millimeter-high cones should be used

Device 7459

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and placed at two-meter maximum spacing. Suchcones should be physically interconnected byeither a purpose-made, rigid barricade panel orby nylon rope with yellow and red strips of plas-tic warning tape — "tiger tape" — securely fixedat third points between.

Precautions must be taken to ensure that conesremain in their intended position both from a safe-ty and from a site efficiency and effectivenesspoint of view. For long-term installations basesmay be fixed to the road surface with an approvednonhardening removable adhesive. When a moreadjustable installation is required, the base of thecone must be ballasted sufficiently to resist thebuffeting caused by passing vehicles.

The target value of cones used in a localizedmanner at roadworks sites may be increased byinserting a red flag in the top of one or morecones. Similarly lighting devices may be locatedon top of selected cones to enhance their con-spicuousness both by day and night.

Traffic cones used for channelization purposesmay be supplemented by more directional chan-nelizing devices such as delineators (see Section7.3.5).

7.3.4 BARRIERS AND BARRICADES

Barriers are permanent or temporary devicesplaced on or adjacent to the roadway at haz-ardous locations that are capable of physicallypreventing vehicles from leaving the traveled

way or from entering an area closed for road-works or other special operations.

Barricades are temporary portable devices usedto demarcate areas that are not open to traffic inthe form of vehicles or pedestrians. Such areascommonly include the stabilization area (orbuffer zone) in advance of a work area or local-ized minor excavations.

7.3.4.1 BARRICADE DEVICE 7460

Traffic device 7460 is a nondirectional barricadewhich warns road users, both pedestrians anddrivers, of a hazard in their path beyond whichthey should not proceed. The device may be usedto demarcate work areas, including footpaths andminor excavations to improve the conspicuous-ness of such areas during construction, mainte-nance, or repair and when it is not necessary tospecifically indicate a direction of movement.

7.3.4.2 BARRIER AND BARRICADEDESIGN PARAMETERS

The most commonly used types of barrier are thesteel W-section guardrail and the concrete barri-er. Both types may be used for temporary instal-lation during roadworks when safety require-ments match those specified for their normal per-manent application. The design parameters for

Table 7-2 Recommended Cone Spacings

Temporary Condition Center-to-Center

Cone Spacing (meters)

Transition Area Taper 1 in 10 or less 2 1 in 20 4 1 in 30 6 1 in 40 or more 8 Transition Area Crossover curve radius under 60 meters 1 curve radius over 60 meters 2-4 Stabilization or Work Area (assumed to be straight) 6-20 Long Straight Work Areas (including maintenance work areas) 20-50 Localized Minor Work Area 1-2

Device 7460

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temporary installations of these barriers shouldconform to those applicable to a permanentinstallation. Concrete barriers may, however, beused in a "portable" form in the sense that theyare placed on the road surface in a temporaryposition and may be moved about, using theappropriate equipment. When manufactured foruse in this manner, temporary concrete barriersshould be provided with some form of provenconnecting device. This may be as simple as pro-viding recesses near the top and bottom of eachend of a section of barrier to permit the use ofcoupling plates which will allow the barrier to bebolted together. Heavy vehicular impact withsuch connected portable concrete barriers mayresult in limited movement of one or more barri-ers. If zero deflection under impact is required,the portable barriers must be pinned to the roadsurface on which they are placed, in addition tobeing connected together longitudinally.

Barricades may be directional or nondirectional.Directional barricades should comprise a combi-nation of temporary MULTIPLE CHEVRONsigns 7456 and 7457 and KEEP RIGHT (orLEFT) sign 7327 (or 7328). The MULTIPLE

CHEVRON signs 7456 and 7457 should com-prise a minimum of three chevrons for unidirec-tional barricades and six chevrons (three rightplus three left) for bidirectional barricades.Optionally, one or more KEEP RIGHT (or LEFT)signs 7327 (or 7328) may be mounted on top of aunidirectional barricade for additional directionalvisual impact. The height of the MULTIPLECHEVRON sign should be 400 millimeters forapproach speeds of 60 km/h or less and 600 mil-limeters for higher approach speeds. The barri-cade should be mounted so that the lower edge isat least 1200 millimeters above ground level inorder to be clearly seen above any other channel-ization devices such as traffic cones.

BARRICADE control device 7460 should be200-millimeters, 300-millimeters, or 400-mil-limeters high and five modules long, givinglengths of 1000 millimeters, 1500 millimeters or2000 millimeters.

The various types of barricades are illustrated inFigure 7-6 and Figure 7-7.

SIGN 7327

SIGN 7327

SIGN 7456SIGN 7457

SIGN 7458

SIGN 7328

Detail 7-6-3: T-Junction (Road Closed Ahead) Barricade(directional)

Mandatory Signs 7321 to 7328 SHALL NOT be used with SIGN 7458

Detail 7-6-1: Minimum Barricade, Left(directional)

Detail 7-6-2: Enhanced Barricade, Right(directional)

Figure 7-6Examples of Directional Barricade Devices

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2.0 meterminimum

200 mm to300 mm

150 m

m

150

mm

45º

500 mm

2 meters minimum

2.0 meterminimum

200 mm to300 mm200 mm to300 mm

150 m

m

150

mm

150 m

m

150

mm

45º45º

500 mm

2 meters minimum 2 meters minimum

1 meter minimum2 meters maximum

150

mm

150 m

m

45º

200 mm to300 mm

1.0 meterminimum

Type ofsupportvaries

1 meter minimum2 meters maximum

150

mm

150 m

m

150

mm

150 m

m

45º45º

200 mm to300 mm200 mm to300 mm

1.0 meterminimum

Type ofsupportvaries

Figure 7-7Examples of Nondirectional Barricade Devices

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7.3.4.3 BARRIER AND BARRICADEAPPLICATIONS

The primary temporary application of barriers asdescribed above is to prevent vehicles leaving thetraveled way or from entering the work area.Their use should be determined by engineeringanalysis but is likely to be particularly relevantunder the following circumstances and whenhigh volumes of traffic are present:

• When a roadway is diverted from its normalpath through a small radius curve (barriersmay be required on one or both sides of theroadway).

• To replace a wide median when this has to beeliminated to reduce road cross-section widthas part of the roadworks.

• To separate opposing streams of traffic on aspecially constructed detour roadway.

• To protect vulnerable roadside featuresagainst the risk of vehicle impact.

In the majority of the above situations, a tempo-rary barrier will also act as a channelizationdevice. In order that it can satisfy this function itshould be light in color or conspicuously marked.A barrier may be used in conjunction with otherchannelization devices such as traffic cones ordelineators. When used at a sharp change ofdirection it is recommended that the alignment ofthe barrier be made clear by means of SINGLE orMULTIPLE DELINEATOR signs 7454 to 7457mounted on or above the barrier at recommendedintervals (see Section 7.3.5). Warning lights maybe used (see Section 7.3.8).

The W-section guardrail (or other similar steelguardrails) does not lend itself to frequent reposi-tioning and should therefore only be consideredfor medium- to long-term installation (six weeksor more).

The introduction of short sections of temporarybarrier should be avoided if possible. The risk ofvehicular impact on the end of an introduced bar-rier should be mitigated by whatever means pos-sible. Temporary guardrail must be provided withthe same standard of end treatment as is specifiedfor permanent installations. Approach ends ofportable concrete barriers should be offset fromthe path of approaching traffic by 6 meters or

more and should taper from the edge of the trav-eled way at a rate of 1 in 6 or preferably 1 in 10.If such a treatment is not possible the end of thebarrier must be offset as much as possible and betapered over at least three sections of barrier (6meters) to a height of not more than 200 mil-limeters. The offset end must then be protectedby some informal form of “crash cushion” suchas sandbags or tires.

Barricades should be provided behind all tapersformed by cones or delineators at major road-works sites when the approach speed of traffic is60 km/h or more. For any taper of 100 meters ormore in length, two barricades should be provid-ed at approximately one-quarter and three-quar-ters of the distance along the taper (see Section8.4). Barriers may be used in a similar way at anyother part of a deviation or detour when a shift intraffic alignment is required and space is avail-able to accommodate the signs.

The use of barriers at minor works is not gener-ally warranted unless same specific circumstancesuch as poor sight distance or competition fromadvertising lighting is making visibility of thework area difficult for drivers. However, it maybe necessary to protect a localized excavationfrom encroachment by vehicles or pedestrians. Inthis case the use of nondirectional BARRICADEdevice 7460 may be appropriate.

7.3.5 DELINEATORS

Delineators are channelization devices whichmay be used to delineate a temporary roadwayalignment. It is their function to impart a strongdirectional message, either to the right or to theleft.

7.3.5.1 DELINEATOR SIGNS 7454 AND7455

Signs 7454 and 7455 are temporary versions ofhazard marker signs called DELINEATORSwhich, due to their ability to impart a directionalmessage, warn road users of a hazard in their pathon a medium- to long-term realignment of a laneor roadway and indicate the direction of move-ment necessary to avoid the delineated hazard.

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7.3.5.2 DELINEATOR DESIGNPARAMETERS

Temporary DELINEATORS signs 7454 and7455 should conform to the dimensions given forsigns 454 and 455. The minimum size of aDELINEATOR sign is 400 millimeters by 400millimeters. Larger sizes may be used providedsufficient space is available to accommodate thesign.

7.3.5.3 DELINEATOR APPLICATIONS

Delineators should be used to demarcate achange in alignment in exactly the same way asSINGLE CHEVRON RIGHT (or LEFT) signs454 (or 455) as described in Section 4.3.2. Theymay be used on their own or to supplement otherchannelization devices such as traffic cones orbarriers that do not give a directional message.The signs should normally be located on the out-side of a sharp curve although they may be usedon both sides of a curve particularly when areverse curve is being signed.

When used with traffic cones, delineators shouldbe mounted on separate supports (i.e., notattached to the cones) and at such a height thatthey are clearly visible above the top of thecones. They should be spaced according to Table4-3 although in cases of very sharp temporaryalignment it may be beneficial to reduce thesespacings. Care should be taken to ensure that alldelineators are mounted at a common heightabove the road surface so that when seen by driv-ers as a series of signs they indicate changes invertical elevation as well as horizontal alignment.Delineator signs 7454 and 7455 may also be usedabove and behind sections of temporary guardrailused on curving alignments. They should be usedwith portable concrete barriers when these areplaced around curves. In this case the signsshould be attached to the vertical face of the bar-

riers, as close to the top as possible, or theyshould be securely mounted on top of the barri-ers.

Signs 7454 and 7455 should not be used individ-ually as hazard markers. The temporary versionof HAZARD MARKER signs 7451 or 7452should rather be used for this purpose.

7.3.6 OBJECT MARKERS

Object markers may prove useful in a roadworkstraffic control situation. As the use of objectmarkers in a roadworks situation is the same as ina typical application, instructions and guidancefor their use is the same as covered in Section 6.7.

7.3.7 DRUM DEVICE 7461

Drums are cylindrical containers used for chan-nelization or delineation. Drums should have aminimum height of at least 800 mm and a mini-mum diameter of at least 500 mm. The markingson each drum should consist of at least two hori-zontal reflecting yellow and two red bands thatcompletely encircle the drum. Each such bandshould be between 100 mm and 200 mm in widthand if there are nonreflectorized bands betweenthe horizontal red and yellow stripes, they shouldbe a maximum of 50 mm wide. Only plastic

Sign 7454 Sign 7455

100-200 mm

100-200 mm

100-200 mm

100-200 mm

May benonreflective

Minimum totalheight: 800 mm

Warning light(optional)

Device 7461

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drums should be used. The red and yellow bandsshould be reflectorized with a material that has asmooth, sealed outer surface, which will haveapproximately the same color both day and night.

Drums should not be weighed with rocks, con-crete, asphalt, sand, or any other substance to theextent that they become hazardous to motorists ifstruck. Generally, no more than 250 mm of sandor similar material in the bottom of a drum willbe sufficient to prevent it from being moved bythe wind and passing vehicles. Each drum shouldhave drain holes in its bottom to release accumu-lated water.

Where drums are placed in the roadway, advancewarning signs should also be used.

During the hours of darkness, warning or delin-eation lights may be placed on drums in the man-ner described in Section 7.3.8.1. Arrow signsmay be mounted on the top of drums where nec-essary.

7.3.8 ILLUMINATED DEVICES

Despite the highest levels of attention to the safe-ty aspects of road construction and maintenanceactivities circumstances do occur which driverscannot be expected to anticipate and thereforedetect a hazard. This is particularly the case atnight when drivers' vision and field of view issharply reduced.

Under these conditions it is often desirable tosupplement retroreflective signs and channeliza-tion devices with illuminated devices. These cantake a number of forms, the most appropriate ofwhich are:

• Flashing yellow warning lights.• Steady-burn yellow warning lights.• Yellow warning arrow panels.

7.3.8.1 WARNING AND DELINEATIONLIGHTS

Yellow warning lights should consist of aportable, enclosed, lens-directed, battery-operat-ed light which should be capable of being illumi-nated to flash or operate in a steady-burn mode.

These lights are intended for use on maintenanceand construction work with warnings signs, bar-ricades, drums, reflecting panels, or otherdevices.

Three types of light are available, namely:

• Low-intensity flashing warning light (ITEType A).

• High-intensity flashing warning light (ITEType B).

• Steady-burn light (ITE Type C).

(NOTE: The Institute of TransportationEngineers [ITE] purchase specification for flash-ing and steady-burn warning lights is to be usedwith respect to color, size of lens, flash-rate, andminimum "on-time" when calling for the supplyof warning lights).

Warning and delineation lights should beattached by vandal-resistant fasteners to warningand channelization devices. When the lights areplaced on barricades, they should be mountedwith the bottom of the lens approximately 1meter above the ground.

Flashing and steady-burn yellow warning lightsshould have a minimum mounting height to thebottom of the lens of 1000 millimeters above theroad surface. Type A lights must also be capableof sustaining 24-hour operation with a low rate offailure and should be visible on a clear night froma distance of 900 meters. Type B lights should bevisible on a sunny day, without the sun beingdirectly on or behind the light, from a distance of300 meters. The higher-intensity light may needto be fitted with a dimming device for use duringnight-time.

7.3.8.2 WARNING ARROW PANELSSIGN 7462

Yellow warning arrow panels should conform tothe general requirements given in Table 7-3. Theminimum legibility requirements given in thetable are based on the concept of conforming todecision sight distance requirements and requiresdriver comprehension on a sunny day or a clearnight.

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The arrow panels should be rectangular, solidlyconstructed, and finished in a semi-matt blackmaterial. The panels may be mounted on fixedsupports or on a trailer or vehicle. The minimumheight to the underside of the sign from the roadsurface should be 2.2 meters although it is rec-ommended that vehicle-mounted panels be posi-tioned as high as is practical.

Warning arrow panels should also conform to thefollowing requirements:

• They should be capable of being dimmed to50 percent of their rated lamp voltage.

• The lamp flash rate should be between 25and 40 flashes per minute.

• The minimum lamp "on-time" should be 50percent for arrows.

• The lamp (or lenses) should be recessed orprovided with a screening hood to prevent"phantom" effects caused by sunlight strikingthe lamps (or lenses).

Warning arrow panels should be capable of vari-able operation so that any of the following modesmay be selected:

• Left flashing arrow.• Right flashing arrow.• Left and right flashing arrows.• A general caution indication involving the

use of four or more lamps in a nondirection-al pattern.

Recent advancements in display technologieshave paved the way for light emitting diode(LED) panels to be widely used in traffic-relateddisplay signs. LEDs are diodes that have beenspecially designed to emit light rather than heatduring their operations. The long duration lifeprovided by LED-based technology as well as itsinherent low power consumption requirementsconsiderably reduce the operating and mainte-nance costs of the LED-based panel and dramat-ically improves the visual display technology.The LED panel is typically provided with anelectronic photo sensor device to reduce the lightoutput intensity automatically at night.

Table 7-3 Warning Arrow Panels

Type Minimum Size Minimum Number of Panel Lamps

Minimum Lamp Candlepower

Minimum Legibility Distance

1 600 mm x 1200 mm 12 1000 800 m 2 750 mm x 1500 mm 13 7000 1200 m 3 1200 mm x 2400 mm 15 8800 1600 m

Sign 7462 (typical)

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7.3.8.3 ILLUMINATED DEVICEAPPLICATIONS

Steady-burn warning lights (ITE Type C) areappropriate for supplementing other forms ofchannelization device, if, after a drive-throughinspection of the site it is considered that theretroreflective devices used need furtherenhancement either by night or by day. Steady-burn warning lights may, for instance, be used inconjunction with traffic cones to delineate thetraveled way through detour tapers or curves. Therecommended rate of use is one light to everysecond cone (or at spacings equal to double theappropriate cone spacings if used with a continu-ous barrier; see Table 7-2).

Low-intensity flashing warning lights (ITE TypeA) may be used to continually warn drivers of thecommencement of a hazardous or potentiallyhazardous area when they must exercise particu-lar care. They may be used in conjunction withadvance warning signs, barriers, or cones locatedon the approach to a roadworks site. They shouldnot be used for delineation purposes because aseries of flashing lights may in fact make theintended vehicle path less obvious. Long lines ofuncoordinated but closely spaced flashing lightsmay also create random fluctuating light patternswhich could be distracting to drivers.

High-intensity flashing warning lights (ITE TypeB) may be used in similar circumstances to low-intensity lights to identify the most serious ofhazards. Their use is particularly appropriatewhen a hazard is sufficiently severe that it needsto be identified to drivers in daylight.

In certain circumstances, yellow rotating beaconsmay be used as an alternate form of ITE Type Aor Type B flashing warning lights. The light froma rotating beacon is not directed, but is transmit-ted in all directions. As such. use of rotating bea-cons should be limited to vehicle-mounted appli-cations (since changing vehicle positions relativeto traffic may make a unidirectional flashing lightineffective) or at fixed locations where misdirect-ed light is screened such that uninvolvedmotorists are not distracted.

The application of warning lights during short-term maintenance activities, other than on the

maintenance vehicles, is likely to be limitedalthough they may be beneficial at longer-termfixed local maintenance sites.

Warning arrow panels should also be used tosupplement other traffic control devices used forchannelization purposes. While warning arrowpanels cannot be expected to solve difficult traf-fic problems by themselves, they may be effec-tive in reinforcing the intention of the otherdevices. Their use is particularly appropriate inthe following circumstances:

• To provide long-range warning of a tempo-rary change in direction of a road, particular-ly at the end of a long, straight approach.

• To similarly give long-range warning to driv-ers of a lane closure in support of standarddiagrammatic warning signs.

• To provide a high-visibility sign for slow-moving maintenance operations when thewarning arrow panels should be mounted ona separate vehicle that is running at the rearof the moving train of maintenance vehicles.The vehicle carrying the arrow should also beequipped with other appropriate signs andwith vehicle flashing lights.

The most likely benefit to be achieved by using along-range device such as the warning arrowpanel is that drivers will tend to change lanes inthe required direction (indicated by arrow) earli-er than they might otherwise do so, resulting inimproved merging of the parallel traffic streams.If this is a requirement of the site under consider-ation, use of a warning arrow panel is warranted.The panel should be positioned in a safe position,preferably behind other delineation devices, atthe start of the taper or other change in direction.Warning arrow panels can be particularly effec-tive on high-volume, high-speed roads when traf-fic tends to obscure many of the other channel-ization devices.

Type 1 arrows are appropriate to low-speed urbanstreets whereas Type 2 is appropriate for interme-diate speeds and for moving maintenance opera-tions on high-speed roads. Type 3 arrow panelsshould be specified for high-volume, high-speedtraffic flows through construction sites (see Table7-3).

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7.3.9 FLOODLIGHTING

From time-to-time, the work area of a roadworkszone will be floodlighted to permit constructionwork to occur during hours of darkness. Suchmay be particularly the case with maintenanceactivities executed at nighttime to take advantageof low traffic volumes.

Care must be taken to ensure that the placementof floodlights do not result in light shining direct-ly toward approaching traffic, creating glare inthe eyes of drivers. If floodlighting is used with-in a roadworks zone the site safety officer shouldcheck the adequacy of its placement. This is bestdone by driving the roadworks zone in eachdirection of travel to observe any floodlightingglare problems.

Roadways in a roadworks zone should be illumi-nated for all high-speed or high-volume road-ways or in areas with difficult geometry.Generally, the illumination of a roadworks areashould conform to the same lighting criteriaapplicable for the permanent roadway it is locat-ed on. The requirements of the Department forthe permanent roadway should equally apply tothe roadworks zone.

7.4 OTHER FORMS OFTRAFFIC CONTROL

It is the nature of road construction and mainte-nance sites that they cannot always work in afree-flow condition of vehicular and pedestrianmovement.

At some stage localized traffic control maybecome necessary when a major part of the sitewidth needs to be occupied by workers andequipment. It should be the primary function ofany form of traffic control involving the occa-sional stopping of traffic that it move vehiclesand pedestrians as safely and effectively as pos-sible through or around the work area while at thesame time protecting workers and equipment.

When considering the use of the forms of trafficcontrol mentioned below it is essential that goodpublic relations be pursued through the variousnews media by publicizing the existence of the

controls and the reasons for their use. It is alsoessential that the workers involved in the trafficcontrol are well trained in their tasks.

7.4.1 HAND SIGNALING

Hand signaling devices such as STOP-SLOWpaddles, red flags, or warning lights may be usedmanually to control traffic through restrictedwork zones.

STOP-SLOW sign 7308 should be at least 600millimeters wide. It should be fitted with a rigidhandle and should be made of light-weight rigidor semirigid material. The sign should be retrore-flective for use at dusk, night, or dawn. STOP-SLOW control may be used to control construc-tion vehicles as they enter the traffic stream with-in a roadworks site, or it can be used to controlone-way movement within a site or alongsidemaintenance operations such as resealing or chip-and-spray activities. The control requires twooperators equipped with paddles, one at each endof a section. The actions of the operators shouldbe controlled by means of hand-held two-wayradios when the site is lengthy. One of the opera-tors should be nominated to be in charge of theoperation. The use of STOP-SLOW paddles on aone-way section of road requires the allowanceof a clearance period during which both operatorsshould display a STOP indication. On long sites,operators should communicate with each otherregularly and should identify the last vehicle toenter the section if the ends of the section are notinter-visible.

Red or fluorescent red flags, a minimum of 600millimeters square, made of a durable and clean-able material may be used to control traffic in asimilar manner by means of standard "STOP"signals. Red flags may also be used by a singleflagman in a localized emergency situation towarn traffic of another form of control ahead, orto take particular care and be prepared to stop ifnecessary. Flagmen are responsible for trafficsafety and have a high degree of contact with themotorist. In selecting personnel to operate asflagmen, site safety officers should look for thefollowing qualities:

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• Good physical condition including sight andhearing.

• Average intelligence.• Mental alertness.• An ability to communicate with the public in

a courteous but firm manner.• A neat appearance.• A strong sense of responsibility for the safe-

ty of the public and site staff.

Flagmen must wear high-visibility clothing influorescent red or yellow. At night they shouldwear a retroreflective vest or jacket of yellow,white, or in a patterned combination of these col-ors. Notwithstanding these requirements, caremust also be taken to ensure that the clothing offlagmen contrasts with their working environ-ment and other colors may be necessary.

Flagmen must be sited sufficiently far in front ofa STOP position that drivers have enough time inwhich to stop when required. They should standon the shoulder adjacent to the lane being con-trolled or in the closed lane, well clear of the trav-eled way, within the protection of barricades ifpossible. Advance warning FLAGMAN AHEADsign 7442 (or STOP-SLOW CONTROL AHEADsign 7443, as appropriate) must be in positionbefore the flagging operation starts. Under nocircumstances should a flagman stand in a run-ning traffic lane. Flagmen should not allow otherworkers to congregate around their station. Theyshould, as part of the their duties, be aware ofother workers in their vicinity who may be indanger if a driver fails to obey his signal, andshould be able to issue an audible warning tothem. At night, flagman stations must be ade-quately illuminated.

7.4.2 PILOT CAR

A pilot car can be used to guide a group of vehi-cles through a work area or detour. It is especial-ly effective when the route is relatively long, haz-ardous, complicated, or frequently changed. Theoperation of the pilot car must be coordinatedwith the flaggers at each end of the section, as inthe case of the flag-carrying car.

Sufficient room must be provided for the pilot carto turn around at each end of the section. The

driver of the last vehicle in the group followingthe pilot car should be given a small red flag tohand to the flagger at the other end of the section.The pilot car should be light weight and easy tohandle. The name of the contractor or contractingauthority should be prominently displayed on thevehicle. The pilot car sign should be visible fromthe rear of the vehicle. A flashing yellow beaconmay be mounted on the top of a pilot car for addi-tional identification.

Two or more pilot cars may be needed to guidetwo-way traffic through a complex or hazardousdetour.

7.4.3 TEMPORARY TRAFFICSIGNALS

Temporary traffic signal installations may be usedin a similar manner to the hand signals describedin Section 7.4.1 to control alternating one-waytraffic at a location within a roadworks site notnormally subjected to such control.

The equipment used should conform to all stan-dards and specifications normally imposed forthe supply and installation of permanent trafficsignals except that the switching may be speci-fied to be manually operated or vehicle-actuatedvia temporary induction loops. The timing equip-ment should be capable of being calibrated tooffer sufficiently long all-red intervals betweendirectional switching to permit traffic to clear thecontrolled section before the release of an oppos-ing flow.

Typical applications of such temporary trafficsignals include:

• One-way through sections of roadway adja-cent to the work area (including maintenanceoperations).

• At temporary junctions on a detour or devia-tion with temporary "haul" roads used byconstruction vehicles and plant.

Any long one-way section of roadway operatedin this way must be carefully checked to ensurethat vehicles cannot enter or leave the sectionanywhere between the end control points.

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Temporary advance warning TRAFFIC SIGNALAHEAD signs 7430 should be located in advanceof each traffic signal. If traffic signals are used tocontrol a haul road, sign 7430 should also beplaced on the haul-road approaches. If the signalson any approach are not visible from an adequatestopping-sight distance, the advance warningsigns should be equipped with flashing warninglights.



8-1

8 TYPICALAPPLICATIONS

8.1 GENERAL

The purpose of this chapter is to provide graphi-cal representations of how regulatory signs,warning signs, guide signs, pavement markingsand roadworks devices are used in various typicalroadway situations. The figures that make up thischapter are largely graphical and illustrative innature. Specific dimensions for placement of thetraffic control devices are generally not shown soas to discourage manual users from designingfrom Chapter 8 alone. Guidance for the design ofvarious traffic control devices should be obtainedas appropriate from other chapters in this Manualand used with discretion relative to the actual cir-cumstances and configuration being confrontedby the designer.

In each of the figures, color representations ofeach pavement marking and sign are shown toaid the manual user in visualizing the relation-ships of the various elements. For each figure inthis chapter, a cross-referenced section includesnotes with comments, directions, exceptions, orinformation that is pertinent to the situationdepicted by the figure.

The configurations and guide signs shown on thefollowing applications are hypothetical and donot necessarily represent actual locations in AbuDhabi. They are intended solely to represent typ-ical signing for a given configuration of roadwayor junction. Signing and pavement marking posi-tionings shown represent preferred locations. Tothe maximum extent possible, signing locationsshould be considered in the geometric design of aroadway with provisions made in the roadsidedesign to accommodate these signs. When sign-ing existing configurations the locations indicat-ed should be followed to the maximum extentpossible, but some variation may be foundunavoidable.

In general, the signing shown in the followingapplications are considered minimum (unlesssigns are indicated as being optional). While it isdesirable to minimize the number of signs used,

signs in addition to those shown may be warrant-ed and should be included if necessary for thesafety and welfare of the public.

8.2 AT-GRADE JUNCTIONS

This section illustrates typical combined applica-tions of the use of regulatory signs, warningsigns, guide signs and pavement markings for at-grade junctions. Where relevant to the situationbeing illustrated traffic signals are also indicated.There is a great deal of scope for variation in geo-metric detail with the majority of applicationsillustrated. This section should not be seen as aguideline for geometric design. Similar but dif-ferently detailed geometric layouts should besigned and marked according to the illustratedprinciples.

8.2.1 ROAD JUNCTIONS INCOMMUNITY AREAS

Figure 8-1 depicts several representative config-urations of situations found on local access roadswithin a community. The sizes of signs and pave-ment markings are shown in a relative scale andare based on a speed limit of 40 kilometers perhour.

NOTES:

1. Join adjacent sections of NO PASSINGLINE marking 611 when less than 32 metersapart.

2. Break in NO PASSING LINE marking 611 atjunctions should be a minimum of 8 meters,centered on intersecting road centerline.

3. Paint all curbs within junctions and on curveswith VISIBILITY PAINTING marking 691.The use of VISIBILITY PAINTING marking691, as illustrated, is intended to help identi-fy junctions under limited or adverse lightingconditions. In general, therefore, the sectionsof marked curbs illustrated should not beconnected unless the unmarked sectionbetween is less than 8 meters in length.

4. The use of MULTIPLE CHEVRON signs456, 457 and 458 is optional. These signsshould not be used unless lighting, back-ground, or geometry obscure the presence ofa termination or change in direction of the

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690(900x900)

690(900x900)

690(900x900)

690(900x900)

Figure 8-1Road Junctions in Community Areas

8-3



roadway alignment. Ordinarily the change inroadway direction will be evident as a resultof pavement markings otherwise required;curb painting; and/or street lighting.

5. See Chapter 3, Section 3.2.2 for determina-tion of use of STOP sign 301 versus GIVEWAY sign 302.

6. Recommended setbacks for STOP LINEmarking 601 and GIVE WAY LINE marking602 are typically one meter as shown.Greater setbacks may be required to accom-modate left turning traffic depending onintersection geometry. The absolute mini-mum setback should be 500 millimeters.

8.2.2 ARTERIAL MIDBLOCK U-TURNAND LOCAL ROAD T-JUNCTION

Figure 8-2 depicts two typical situations on a 6lane dual carriageway. One situation is a mid-block U-turn located away from an intersectingroadway and intended solely for the purpose ofmaking U-turns (Figure 8-3 depicts a similar sit-uation on a four-lane dual carriageway where amidblock U-turn and left turn are combined). Theother situation is a local road T-junction with anarterial. The junction depicted in this figure isonly provided with radii on the corners. (Figure8-3 shows a similar configuration, but with shorttapers to facilitate turning.) The sizing of signsand pavement markings are shown in a relativescale and are based on a speed limit of 60 kilo-meters per hour on the divided road and 40 kilo-meters per hour on the intersecting road.

NOTES:

1. Advance warning for midblock U-turnsshould be posted and the distance to the pointof U-turn displayed.

2. Appropriate ADVANCE SUPPLEMENTALsign 514 may be used only when an approvedsupplemental destination is in the vicinity(see Chapter 5, Section 5.1.5).

3. When geometry dictates that long vehiclesare not permitted to make a U-turn, a NOGOODS VEHICLES sign 351 with a QUAL-IFICATION PLATE sign 365 indicating themaximum length of vehicle permitted to U-turn should be used. Sign 351 should be

located at a point as close as possible afterthe turn lane becomes fully developed. If thegeometry is such that any sized vehicle maymake a U-turn, then sign 351 is omitted and,apart from STOP sign 301, no further signingis required.


5. Paint curbs with VISIBILITY PAINTINGmarking 691 only in relation to the U-turnlane and its opening in the median, and theimmediate vicinity of the side road junction.

6. LANE LINE marking 654 should not bemarked within the vehicle swept area at theU-turn.

7. Geometric design should clearly indicate theprohibition of opposing traffic entering themedian opening. In situations where geome-try does not clearly make that evident appro-priate regulatory signs may be utilized to pro-hibit such entries.

8.2.3 ARTERIAL MIDBLOCK LEFTTURN AT LOCAL ROAD T-JUNCTION

Figure 8-3 depicts a situation on a four-lane dualcarriageway where left turns through a medianopening from a divided road are permitted ontoan intersecting local road. The sizes of signs andpavement markings are shown in a relative scaleand are based on a speed limit of 60 kilometersper hour on the divided road and 40 kilometersper hour on the intersecting road. Figure 8-2shows similar circumstances for a six-lane dualcarriageway.

NOTES:

1. ADVANCE WARNING sign 419 for a mid-block left turn should be posted and the dis-tance to the point of left turn displayed.

2. Under these circumstances a U-Turn wouldnot normally be permitted due to right turn-ing traffic from the junction opposite.Therefore a NO U-TURN SIGN 348 shouldbe posted 25 meters in advance of the turningpoint. If however, geometric conditions war-rant a limited U-Turn movement permissiblethen long vehicles will be prohibited from

8-4



KEY:

Optional Sign*

5 Note NumberSee Section 8.2.2

4

7

6

654 R or 654 N/R

620(100)

Figure 8-2Arterial Midblock U-Turn and Local Road T-Junction

8-5



Optional SignNote NumberSee Section 8.2.3

365(900)

612 or 612 N

654 R or 654 N/R

5

7

620(100)

Figure 8-3Arterial Midblock Left Turn at Local Road T-Junction

8-6



making U-Turns at such locations by place-ment of a U-TURN AHEAD sign 419 with aQUALIFICATION PLATE sign 365, depict-ing a goods vehicle with a red diagonal barrunning from the top right hand corner to thebottom left hand corner of the sign, limitingthe restriction to only goods vehicles andbusses etc., over a prescribed length (gener-ally 6 meters).

3. A bus lay-by is shown. Taxi lay-bys shouldbe treated similarly. In general, private vehi-cles are prohibited from stopping in theseexclusive lay-bys in order to keep them freefor use by buses or taxis respectively. Ininstances where it is wished to allow privatevehicles to use a lay-by for drop-offs, the lay-by should be divided into two segmentsusing a PARKING LINE marking 621. Thefirst segment is reserved for buses by postinga BUS STOP sign 392. The following seg-ment is posted with a NO PARKING sign379 which allows any vehicle (private, taxior bus) to stop but not park within the desig-nated area.

4. When a U-turn is permitted, EDGE LINEmarking 613 should be set back because ofthe two-lane carriageway if necessary toallow vehicles to make a U-turn withoutcrossing that line.

5. GIVE WAY sign 302 is required in the con-figuration illustrated since the right turn doesnot have a full acceleration taper. In instanceswhere median U-Turns are permitted, then aSTOP sign 301 should be used instead, sincethe junction already has one STOP sign 301(at the median turn). If a full designed accel-eration taper is provided then neither a GIVEWAY sign not STOP sign would be used atthe right turn.

6. LANE LINE marking 654 should not bemarked within the U-turn/Left Turn junctionarea.

7. Geometric design should clearly indicate theprohibition of opposing traffic entering themedian opening. In situations where geome-try does no clearly make that evident appro-priate regulatory signs may be utilized to pro-hibit such entries.

8.2.4 SERVICE ROADCONNECTIONS TO ANARTERIAL

Figure 8-4 depicts a number of typical situationsthat are commonly found on service roads adja-cent to arterial roadways. The sizes of signs andpavement markings are shown in a relative scaleand are based on a speed limit of 60 kilometersper hour on the main road, 40 kilometers per houron secondary roads, and 25 kilometers per houron service roads (same sizing as 40 kilometersper hour). This figure also illustrates a typicalmid-block signalized pedestrian crossing.

NOTES:

1. PARKING TIME LIMIT signs 389 and 391are shown to illustrate one possible applica-tion of parking control signs. A variety ofother applications is also possible.

2. ONE WAY sign 306 is shown in this situationto indicate that the service road is one way inthe direction stipulated, but to not inhibitdrivers from entering the main road with amore or less straight ahead movement.

3. NO PARKING marking 690 may be used insituations such as this where vehicles mayhave a tendency to illegally park, but where asign prohibiting parking would be difficult tosite to give a proper indication of intentand/or the restricted areas are small.

4. NO ENTRY sign 304 is shown in thisinstance since sight restrictions inhibit visi-bility of a ONE WAY sign 306 from the sideroad.

5. PEDESTRIAN CROSSING marking 603 isspecifically used in this situation as an addedsafety precaution because of sight distance.With the building lines near the side road asillustrated, crossing pedestrians would be dif-ficult to see until they are actually in theroad. The use of PEDESTRIAN CROSSINGmarking at other pedestrian crossing pointsmust be considered on a location-by-locationbasis. In general, on service roads wherepedestrians can be in the road at any place forpurposes of accessing parked cars, the instal-lation of painted crossings is generally notwarranted.

8-7



KEY :Optional Sign

Traffic Signal

*


4

5

7 Typical

654 R or654 N/R

654 R or 654 N/R

Figure 8-4Service Road Connections to an Arterial

8-8



6. A mid-block signalized pedestrian crossing isshown crossing the main roadway and serv-ice roads. Priority control on the main road-way should be by traffic signal. Pedestrianpriority on the service roads is provided byGIVE WAY TO PEDESTRIANS sign 303.

7. VISIBILITY PAINTING marking 691should be used in the vicinity of all serviceroad connections to and from the main road-way and at junctions between side roads andthe main roadway and service roads. Formore detail see Figures 8-1 to 8-3.

8.2.5 LARGE ROUNDABOUT

Figure 8-5 depicts a representative configurationof a full size roundabout. The sizes of signs andpavement markings are shown at a relative scaleand are based on a speed limit of 60 kilometersper hour on the approach roads. Signing is shownonly for one approach. Other approaches are sim-ilar (see Figure 8-6 for details relevant to signal-ization).

NOTES:

1. ADVANCE HORIZONTAL STACK sign511 may be required in place of ADVANCEVERTICAL STACK sign 512. See Chapter2, Section 2.2.4 for criteria and Figure 8-6 fora typical example. Such advance signsshould be located as far in advance of theroundabout as possible and practical (up to250 meters), subject to other criteria given inChapter 5.

2. Appropriate TRAILBLAZER sign orADVANCE SUPPLEMENTAL sign 514may be used only when an approved trail-blazing or supplemental destination is in thevicinity. See Chapter 5 for guidance onapproved destinations. In general, aCHEVRON DIRECTION sign 515 shouldnot be used for a supplemental destination.

3. MULTIPLE CHEVRON RIGHT sign 456should be used only if the visible presence ofthe roundabout is not clear to approachingdrivers due to geometry or surroundings.

4. LANE ARROWS shown are indicative only.Actual arrows used in each lane should bebased on traffic-engineering analysis of thejunction.

5. If street lighting poles are present and locat-ed symmetrically with respect to eachapproach, preference should be given tomounting STREET NAME sign 516 thereon.

6. Paint all curbs within junction and vicinitywith VISIBILITY PAINTING marking 691(not shown in Figure 8-5). As a guidelinemarking 691 should commence at approxi-mately the same point as marking 612.

7. If the exit leg of a junction enters or is adja-cent to a community the name of the com-munity may be displayed on a TEXT sign588 on the right side of the road at a suitabledistance before the first local street junctionserving the community.

8. The free right turn has been illustrated for thesituation where it intersects the crossroadwithout a fully developed acceleration lane.If a full acceleration lane is present then atreatment as shown in Figure 8-7 should beused.

9. Depending on the length of the right turn lanethe positioning of signs 508 (or 514) and 512(or 511) may require adjustment. Noneshould be located after the start of the turnlane taper and the distances between signscarefully controlled. Preferred spacing is 50meters minimum.

8.2.6 LARGE SIGNALIZEDROUNDABOUT

Figure 8-6 depicts a representative configurationof a signalized roundabout. The sizes of signs andpavement markings are shown at a relative scaleand are based on a speed limit of 60 kilometersper hour on the approach roads. Signing is shownonly for one approach. Other approaches are sim-ilar.

NOTES:

1. Figure 8-6 should be read in conjunction withFigure 8-5 and Section 8.2.5. Figure 8-6 is anadaptation to illustrate the effects of signaliz-ing the junction shown in Figure 8-5.

2. The free right turn has been illustrated for thesituation where it intersects the crossroadwithout a fully developed acceleration lane.If a full acceleration lane is present then a

8-9



Note NumberSee Section 8.2.5

603(3000)

603(3000)

Note: This figure illustrates traffic control device principles for one approach direction only. Application of devices for otherapproaches and configurations should be done based on the illustrated principles and using good engineering judgement.

427(900)

654 R or 654 N/R

612 or 612 N

614/615

329(900)

420(900)

Figure 8-5Large Roundabout

8-10




603(3000)

613(150)

612 or 612 N

612 or 612 N

614/615

427 (900)With Flasher

654 R or 654 N/R

613(150)

601(300)


329(900)

420(900)

Figure 8-6Large Signalized Roundabout

8-11



treatment as shown in Figure 8-7 should beused.

3. Depending on the length of the right-turnlane the positioning of signs 430, 514 and511 (512) may require adjustment. Noneshould be located after the start of the turn-lane taper and the distances between signsshould be carefully controlled. Preferredspacing is 50 meters minimum.

4. TRAFFIC SIGNALS AHEAD sign 430 maybe used for a period of three to six monthswhen traffic signals are installed on an exist-ing unsignalized roundabout.

5. The preferred location of the CHEVRONDIRECTION sign 515 is on the channelizingisland formed by the free right-turn lane. Ifinsufficient space is available on the islandsign 515 may be placed on the right side ofthe road at the beginning of curve. In suchcase a PASS EITHER SIDE sign 326 shouldbe located in the island.

6. CHANNELIZATION LINE marking 612 forthe right-turn lane is one standard length(L=27 meters for 60 kilometers per hour; seeChapter 6, Table 6-3) measured from thecurve point of the turning lane.


8. If the exit leg of a junction enters or is adja-cent to a community the name of the com-munity may be displayed on a TEXT sign588 on the right side of the road at a suitabledistance before the first local street junctionserving the community.

8.2.7 SIGNALIZED INTERSECTION

Figure 8-7 depicts a representative configurationof a signalized junction. The sizes of signs andpavement markings are shown at a relative scaleand are based on a speed limit of 60 kilometersper hour on the approach roads. Signing is shownonly for one approach. Other approaches are sim-ilar.

NOTES:

1. ADVANCE HORIZONTAL STACK sign511 should be located as far from the inter-section as possible and practical (up to 250

meters). If should be located no closer to theintersection than the beginning of taper forthe left or right turn lane if a closer sitingmust be used.

2. Appropriate ADVANCE SUPPLEMENTALsign 514 may be used only when an approvedsupplemental destination is in the vicinity(see Chapter 5, Section 5.1.5).

3. The preferred location of the CHEVRONDIRECTION sign 515 is on the channelizingisland formed by the free right turn lane. Ifinsufficient space is available in the islandsign 515 may be placed on the right side ofthe road at the beginning of curve. In suchcase a PASS EITHER SIDE sign 326 may belocated in the island.

4. Intersection is shown with pedestrian cross-ings. This may not be required in all locationsand would thus be omitted when not applica-ble.

5. Configuration shown assumes design of ade-quate acceleration lanes for free flow mergecondition.

6. CHANNELIZATION LINE marking 612 forthe development of the left-turn lane isshown at double the standard length (2L=54meters for 60 kilometers per hour). This isdue to the left-turn lane being a dual lane andthe need for traffic to enter the lanes furtherfrom the intersection. The CHANNELIZA-TION LINE for the right-turn lane is onestandard length (L=27 meters for 60 kilome-ters per hour; see Chapter 6, Table 6-3) meas-ured from the curve point of the turning lane.

7. Paint all curbs within junction and vicinitywith VISIBILITY PAINTING marking 691(not shown). Marking 691 should commencebefore the start of any added turn lane andterminate after the junction beyond the end ofany merge lanes.

8.2.8 FREEWAY CROSSROAD WITHSMALL ROUNDABOUTS

Figure 8-8 depicts a representative configurationof a junction at the terminal end of a freewaygrade separated interchange. The junction repre-sented is a dual roundabout configuration on anundivided crossroad with assumed speed of 60kilometers per hour. Figures 8-5, 8-6, or 8-7 maybe referred to for applicable signing and pave-

8-12



5 m min

365 (Truck)

612 or 612 N

654 R or 654 N/R

330 (750)

348 (750)

612 or 612 N

6

7

KEY :

Optional Sign

Traffic Signal

*

ALT


Alternate SignPosition


Figure 8-7Signalized Intersection

8-13




398(600x800)

399(600x800)

1

4

1

1

5


Figure 8-8Freeway Crossroads with Small Roundabouts

8-14



ment markings if other junction configurationsare used at an interchange terminal end. Signingis shown only for traffic coming from the bottomof the figure and from the left of the figure.Signing for other approaches is similar.

NOTES:

1. See Figure 8-11 for positioning of signs 399and 512 on the exit ramp. The position ofsign 398 on the entrance ramp is similar.

2. Double roundabouts create two separatepoints of decision for traffic which must useboth roundabouts to reach their destination.Therefore, pairs of ADVANCE VERTICALSTACK sign 512 are required to navigatedrivers through the junction one decision at atime. The second sign in the series must bepositioned where geometry best permits.This example shows placement within theroundabout. If clear distance between theroundabout pair exceeds about 75 meters,then placement of the sign between theroundabouts is preferred.

3. Typically NO ENTRY signs 304 are notrequired on exits from roundabouts due toramp-end geometry. However, where there iseven a remote possibility of drivers enteringa freeway traveling in the wrong direction,resulting in almost certain serious conse-quences, the posting of a pair of NO ENTRYsigns is justified.

4. Paint all curbs within junction and vicinitywith VISIBILITY PAINTING marking 691(not shown).

5. MULTIPLE CHEVRON RIGHT sign 456should be used only if the visible presence ofthe roundabout is not clear to approachingdrivers due to geometry or surroundings.

8.2.9 FREEWAY CROSSROAD AT ASIGNALIZED DIAMONDINTERCHANGE

Figure 8-9 depicts a representative configurationof a junction between a dual carriageway cross-road and a freeway in the form of a signalizedgrade-separated diamond interchange. The junc-tion type is subject to wide variations in geomet-ric treatment. The example illustrated assumes adual-carriageway numbered-arterial crossroad

with a speed limit of 60 kilometers per hour.Signing is only shown for traffic coming from thebottom of the figure and from the left of the fig-ure. Signing for other approaches is similar.

NOTES:

1. See Figure 8-11 for positioning of signs 399and 512 on the exit ramp. The position ofsign 398 on the entrance ramp is similar.

2. The potentially most dangerous aspect of adiamond interchange is the possibility ofvehicles entering a freeway in the wrongdirection from an exit ramp. Subject to thedetail of the geometry of the junctionsbetween ramps and the crossroad, pairs ofNO ENTRY sign 304 are recommended toinhibit wrong way entry to a ramp. These NOENTRY signs 304 should be mounted on thetraffic signal posts. In addition to NOENTRY sign 304, other applicable signs (NORIGHT TURN sign 347 and AHEAD ONLYsign 321) as well as LANE DIRECTIONARROWS (on the crossroad and ramps) andred RPM R markers on the ramps should allbe employed to reinforce the NO ENTRYmessage

3. CHEVRON signs 515 at the action points forthe turns onto the freeway may also need tobe relocated if the junction islands are notlarge enough to accommodate them, or if vis-ibility of them is likely to be obstructed byother signs, such as NO ENTRY sign 304 andSTOP sign 301.

4. Paint all curbs within the vicinity of the rampterminal junctions with VISIBILITY PAINT-ING marking 691 (not shown).

5. As a result of the potential for crossroad traf-fic to mistakenly turn left too soon and entera freeway exit ramp, care must be taken indeciding upon the configuration and place-ment of the ADVANCE VERTICAL STACKsign 512. If the diamond ramps are widelyseparated then it is preferable to direct leftturning traffic straight through the first halfof the diamond junction. A single stackADVANCE VERTICAL STACK sign maythen be used to direct the left turning traffic ifsuch can be suitably located. Otherwise, theCHEVRON DIRECTION sign 515 at theturn point must be relied upon to direct theleft turning traffic.

8-15



See Section 8.2.9

3


612 or 612 N

Figure 8-9Freeway Crossroad at a Signalized Diamond Interchange

8-16



8.2.10 MINI ROUNDABOUT

Figure 8-10 depicts a representative configura-tion of a junction between two intersecting singlecarriageway roads in the form of a mini round-about. The junction is subject to wide variationsin geometric treatment. The example illustratedassumes a standard crossroad junction betweentwo local roads.

NOTES:

1. A mini roundabout configuration will not,under normal circumstances be used at thejunction of numbered routes. Therefore noguide signing applications are shown inFigure 8-10.

2. Where the median of a roundabout is notraised and curbed, two EDGE LINE mark-ings 613 spaced 150 millimeters apart shouldbe used to delineate the mini roundabout.

3. GIVE WAY sign 302 along with GIVE WAYmarking 602 will be used in the same manneras shown for a Large Roundabout in Figure8-5.

4. ROUNDABOUT sign 329 should be mount-ed on the same post and directly below GIVEWAY sign 302 to direct drivers to travel in acirculatory fashion through the junction aswith a standard roundabout configuration.

5. ROUNDABOUT AHEAD sign 420 is shownon only one leg of the roundabout to empha-size that its use is not necessary in all situa-tions, but is determined based on engineeringjudgement and site distances.

8.3 GRADE-SEPARATEDJUNCTIONS

This section deals principally with sequences ofguide signs for a range of typical freeway grade-separated interchanges. Basic pavement markingarrangements for typical free-flow exit condi-tions are also illustrated.

The principles illustrated are equally applicableto isolated grade separated junctions on non-free-way routes. Details of the terminal treatment oftypical off-ramp and on-ramp situations are cov-ered in Section 8.2.

8.3.1 FREEWAY WITH ONE-LANEEXIT, NO LANE DROP

Figure 8-11 depicts the configuration of a singlelane exit ramp. As depicted the lane used to exitthe freeway is a lane which is shared betweenongoing traffic and exiting traffic. (See Section8.3.2 for the treatment for a two-lane exit.) Figure8-11 is presented based upon an interchangelocated on an Emirate Route that is a freeway. Itis also applicable for non-freeway exits and/orexits on Abu Dhabi Routes. The sizes of signsand pavement markings are shown at a relativescale and are based on a speed limit of 100 kilo-meters per hour.

NOTES:

1. For a simple access type interchange on anuncomplicated alignment, an EXTRA FOR-WARD ADVANCE EXIT DIRECTION sign551 is not required nor is a second ONGO-ING DESTINATION sign 553 required atthe exit point.

2. Appropriate SUPPLEMENTAL EXIT sign557 may be used only when an approved sup-plemental destination is in the vicinity (seeChapter 5, Section 5.1.5). Sign 557 is typi-cally ground mounted but may be mountedoverhead if determined appropriate.

3. The spacing of retroreflective RPM markingR for EDGE LINE marking 613R should bereduced to four meters within the gore area.

4. Omit FREEWAY END sign 399 when notapplicable such as on a freeway-to-freewayramp at a systems interchange.

5. The specific significance of the manner ofdisplay of the various signs is that for a fullwidth display there is a Type 7 arrow cen-tered over each lane and the ADVANCEEXIT DIRECTION signs 551 are locatedover the right side lane which is also avail-able to ongoing traffic. If a second lane isdeveloped on the off-ramp, the ADVANCEEXIT DIRECTION sign 551 and the EXITDIRECTION sign 552 should only show onearrow. The second lane should not be markeduntil approximately 100 meters beyond the552 signs.

6. ADVANCE EXIT DIRECTION sign 551would not normally be required for an

8-17



See Section 8.2.10

603

329 (600)

329 (600)

302 (750)

302 (750)

302 (750)

302 (750)

329 (600)

329 (600)

420 (750) *

456(400x1200)

456(400x1200)

456(400x1200)

456(400x1200)

3

5

4

Figure 8-10Mini Roundabout

8-18



50 mmin

R/2250 mmax

0 m

500 m

1000 m

(100 km/h)654 R or654 N/R

See Section 8.3.1

6

5

Figure 8-11Freeway with One-Lane Exit, No Lane Drop

8-19



uncomplicated alignment. However, site spe-cific geometry, such as a merging collector-distributor (C-D) road after FORWARDADVANCE EXIT DIRECTION sign 551,will at times require ADVANCE EXITDIRECTION sign 551 to be used.

8.3.2 FREEWAY WITH TWO-LANEEXIT, ONE LANE DROP

Figure 8-12 depicts the configuration of a twolane exit ramp from a freeway with one lanebeing dropped at the exit and the second being anoptional exit lane. As depicted the dropped lanecan only be used to exit the freeway. The adjacentlane is shared between ongoing traffic and exist-ing traffic (see Section 8.3.1 for the treatment fora single exit lane.) Figure 8-12 is presented basedupon an interchange located on an Emirate Routethat is a freeway. It is also applicable for non-freeway exits and/or exits on Abu Dhabi Routes.The sizes of signs and pavement markings areshown at a relative scale and are based on a speedlimit of 100 kilometers per hour.

NOTES:

1. For a simple access type interchange on anuncomplicated alignment, an EXTRA FOR-WARD ADVANCE EXIT DIRECTION sign551 is not required nor is a second ONGO-ING DESTINATION sign 553 required atthe exit point.

2. Appropriate SUPPLEMENTAL EXIT sign557 may be used only when an approved sup-plemental destination is in the vicinity (SeeChapter 5, Section 5.1.5). Sign 557 is typi-cally ground mounted but may be mountedoverhead if determined appropriate.


4. Omit FREEWAY END sign 399 when notapplicable such as on a freeway-to-freewayramp at a systems interchange.

5. See Chapter 6, Table 6-3 for appropriate min-imum value of L. For lane drops on roadwayswith posted speeds in excess of 70 kilometersper hour, a 200-millimeter wide CHANNEL-IZING LINE marking 612 should be used.

6. The specific significance of the manner ofdisplay of the various signs is that for a fullwidth display there is a Type 7 arrow cen-tered over each lane. In this instance thenumber of lanes prior to the exit is four andthe number after the exit is three. For thisreason the shared exit and ongoing lane is thesecond lane from the right in advance of theexit and the right side lane drops at the exit.It is necessary to display two exit arrows onthe ADVANCE EXIT DIRECTION signs551 and the EXIT DIRECTION sign 552.There are therefore only two ongoing lanesindicated on ONGOING sign 553.

7. ADVANCE EXIT DIRECTION sign 551would not normally be required for anuncomplicated alignment. However, site-spe-cific geometry, such as a merging C-D roadafter FORWARD ADVANCE EXIT DIREC-TION sign 551, will at times requireADVANCE EXIT DIRECTION sign 551 tobe used.

8.3.3 INTERCHANGE WITH A C-DROAD

Figure 8-13 depicts an interchange in the form ofa cloverleaf with a C-D road. Figure 8-13 is pre-sented based upon a single-lane exit (not a lanedrop). The sizes of signs are shown at a relativescale and are based on a speed limit of 100 kilo-meters per hour. Regulatory and warning signsand pavement markings are not shown.

NOTES:

1. EXTRA FORWARD ADVANCE EXITDIRECTION sign 551 and/or secondONGOING DIRECTION sign 553 at the exitpoint may be added if interchange complexi-ty and location warrants (see Chapter 5,Section 5.6.4).

2. Second EXIT DIRECTION sign 552 isshown located in advance of the overpassrather than at the theoretical gore (paintednose) to prevent overpass from obscuring thedrivers view of the sign. If the interchange islarge and the distance between the front sideof the overpass and the exit to the loop rampexceeds 150 meters it may be beneficial toprovide a second ADVANCE EXIT DIREC-

8-20



250 m

(100 km/h)

500 m

1000 m

553 (x=300) 551 (x=300)

551 (x=300)

0 m

50 mmin

R/2250 mmax

654 R or654 N/R

654 R or654 N/R

See Section 8.3.2

6

7

Figure 8-12Freeway with Two-Lane Exit, One Lane Drop

8-21



1000 m

500 m

0 m

See Section 8.3.3

Figure 8-13Interchange with a C-D Road

8-22



TION sign 551, displaying the appropriatedistance, prior to the structure with an EXITDIRECTION sign 552 located at the theoret-ical nose. The EXIT DIRECTION sign forthe second exit is displayed with an "EXIT"(Lane Drop) panel even though correspon-ding ADVANCE EXIT DIRECTION signsdo not have the "EXIT" (Lane Drop) panels.This is due to the short auxiliary lane devel-oped between the entering and exiting loopramps and the need to advise entering driversto leave that lane or be forced to exit.

3. If by design the speed limit on the C-D roadis reduced to less than 100 kilometers perhour, sign letter size for signs on the C-Droad may be reduced accordingly.

4. See Figure 8-11 for pavement markings forthis configuration.

5. If the exit lane configuration is different theEXIT DIRECTION sign 552 may need to bevaried to indicate more than one lane and/ora lane drop situation.

6. It is a basic principle of the guide signingsystem that there should never be morearrows displayed at one point across theroadway than there are lanes on the road.

7. ADVANCE EXIT DIRECTION sign 551would not normally be required for anuncomplicated alignment. However, site spe-cific geometry, such as a merging C-D roadafter FORWARD ADVANCE EXIT DIREC-TION sign 551, will at times requireADVANCE EXIT DIRECTION sign 551 tobe used.

8.3.4 FREEWAY SYSTEMSINTERCHANGE WITH TWOCLOSELY SPACED EXITS

Figure 8-14 depicts a systems (freeway to free-way) interchange with two closely spaced exitsdirectly from the mainline. Figure 8-14 is pre-sented based upon successive single lane exits,neither of which are lane drops. The sizes ofsigns are shown at a relative scale and are basedon a speed limit of 100 kilometers per hour.Regulatory and warning signs and pavementmarkings are not shown.

NOTES:

1. The EXIT DIRECTION sign for the secondexit is displayed with an "EXIT" (Lane Drop)panel even though correspondingADVANCE EXIT DIRECTION signs do nothave the "EXIT" (Lane Drop) panels. This isdue to the short auxiliary lane developedbetween the entering and exiting loop rampsand the need to advise entering drivers toleave that lane or be forced to exit.

2. The sign positioning for second EXITDIRECTION sign 552 is subject to whetherthe approach is at an overpass or an under-pass (see Section 8.3.3).

3. It is a basic principle of the guide signingsystem that there should never be morearrows displayed at one point across theroadway than there are lanes on the road.

8.3.5 FREEWAY SYSTEMSINTERCHANGE WITH A TWO-LANE EXIT AND RAMP SPLIT

Figure 8-15 depicts a systems (freeway to free-way) interchange with a two lane exit that splitsshortly after the exit point. Figure 8-15 is pre-sented based upon the ramp split not being a lanedrop (two lanes continue to left destination andone lane exits from the ramp to right destination)and being located less than 500 meters from thefirst exit. The sizes of signs are shown at a rela-tive scale and are based on a speed limit of 100kilometers per hour. Regulatory and warningsigns and pavement markings are not shown.

NOTES:

1. When the distance between the exit and theramp split exceeds about 500 meters, consid-eration should be given to including anADVANCE EXIT DIRECTION sign 551between the exit and the ramp split.

2. It is a basic principle of the guide signingsystem that there should never be morearrows displayed at one point across theroadway than there are lanes on the road.The display shown at the theoretical nosemust therefore be positioned so that the exitsign arrows are fully over developed exitlanes.

8-23



2000 m

1000 m

500 m

0 m

See Section 8.3.4

Figure 8-14Freeway Systems Interchange with Two Closely Spaced Exits

8-24



2000 m

1000 m

500 m

0 m

See Section 8.3.5

Figure 8-15Freeway Systems Interchange with a Two-Lane Exit and Ramp Split

8-25



8.3.6 FREE-FLOW RAMPCONDITIONS

Figure 8-16 depicts pavement marking condi-tions that are not otherwise covered in an inci-dental manner in other figures in this chapter.Pavement marking sizes are based on a speedlimit of 100 kilometers per hour. The retroreflec-tive version of pavement markings are shown fora freeway condition. For non-freeway conditionsthe standard version of the markings may beused.

NOTES:


2. When the length of the auxiliary lane exceeds1000 meters, the entrance and exit rampsshould be treated independently. If the auxil-iary lane is 600 meters to 1000 meters inlength, then it should be marked as shown. Ifthe auxiliary lane is less than 600 meterslong, the CHANNELIZATION LINE mark-ing 612R at the exit should be replaced by asection of ENHANCED LANE LINE mark-ing 655R of at least equal length.

8.4 ROADWORKS

The figures in this section represent typicaldetails appropriate to the layout of a traffic con-trol zone as described in Chapter 7, Section 7.1.2,and general arrangements of typical applicationsof these details. Local site conditions will varysignificantly but it is extremely important thatwhenever possible all sites be signed accordingto the basic principles given in Chapter 7, Section7.1.2, and that the sequences of traffic controlzones conform to the provisions of Figure 7-1 inChapter 7. Adherence to these principles willgive the best chance that the site will functionwith safety and that traffic flow will be main-tained even under fairly severe congestion.

Roadworks signs may be sized in accordancewith Table 2-1, Regulatory and Warning SignSizes (in Chapter 2), when roadworks geometryequals or exceeds standard roadway design crite-ria. However, since roadworks configurations

usually involves substandard geometry, the useof signs sized one size greater than those given inTable 2-1 is recommended (up to the maximumsizes listed).

Diagrammatic signs and high-visibility back-ground signs should have minimum sizes as fol-lows (exclusive of SUPPLEMENTARY PLATEsign 7589):

• Speeds 60 kilometers per hour or less: 1200mm by 1600 mm.

• Speeds over 60 kilometers per hour: 1800mm by 2400 mm.

See various sections of Chapter 7 for sizing ofcones, barricades, and other roadworks trafficcontrol devices.

8.4.1 TYPICAL TAPER DETAIL —TRANSITION AREA

Figure 8-17 depicts a left-lane closure on a multi-lane roadway. If two lanes are being closed, eachlane should be closed using a separate taper andthe respective tapers should be separated by asuitable stabilization area between them. Right-lane closures are treated similarly (see alsoFigure 8-24).

NOTES:

1. High-speed signing option should be used forall but minor and/or short-term roadworksites. The number of KEEP RIGHT signs7327 or KEEP LEFT signs 7328 (with orwithout MULTIPLE CHEVRON BARRI-CADE device 7456) placed within a tapershould be increased as taper lengths becomelonger. Engineering judgment should beused, but in general the spacing betweensigns should not exceed 50 meters (or thetaper length divided by 4 for longer tapers).

2. For length of taper and spacing of cones seeChapter 7, Figure 7-1 and Table 7-2 respec-tively.

3. Cones should be spaced at taper spacing forthe first 25 to 50 meters of the stabilizationarea. Thereafter spacing may be increased asindicated in Chapter 7, Table 7-2.

8-26



Detail 8-16-1: Tapered On-Ramp

654 R or 654 N/R

Detail 8-16-2: Free-Flow Weaving Section

Weaving Section (1000 meters maximum)

5 m min

Detail 8-16-3: Deceleration Lane with Taper

2

1

KEY:

L: See Table 6-3

W: Lane Width Design

Note Number See Section 8.3.6

Figure 8-16Free-Flow Ramp Conditions

8-27



7327(1200)

7327(1200)

7327(1200)

7327(750)

7327(1200)

7456(600x1800)

7456(600x1800)

3

1

StabilizationArea

TransitionArea

AdvanceWarningArea

7327(750)

High SpeedSigning

MinimumSigning

7418(900)

7466 (1200 x 1800)

Flashing Light

Direction of Travel

KEY:


7459

7589(200m)

7589(600m) 7589(600m)

7441(900)

7589(800m) 7589(800m)800m

7466 (1200 x 1800)

7418(900)

7441(900)

800m

7466 (1200 x 1800)

Figure 8-17Typical Taper Detail — Transition Area

8-28



4. On roadways with shoulders the line of conesdelineating the taper should be extended for-ward into the advanced warning area to taperout the shoulder.

5. Existing pavement markings that conflictwith the configuration of the roadworksshould be removed on long-term roadworkssites or covered using a black traffic tape onshort-term roadworks sites.

8.4.2 TYPICAL CROSSOVER DETAIL— TRANSITION AREA

Figure 8-18 depicts a traffic crossover situationthat would be used to bypass a closed section ofone side of a dual-carriageway roadway. A simi-lar configuration would be used with a right-handcurve to leave the main carriageway and enter aseparately constructed temporary roadway.

NOTES:

1. Length of transition area should at minimumbe equal to the length of equivalent taper cal-culated as per Chapter 7, Figure 7-1 based onthe total displacement of the crossover.

2. Opposing traffic streams should be separatedfrom each other by a BARRIER device onlong-term and/or high-speed roadworks sites.When BARRIERS are used, care should betaken at end treatments to remove the leadingend of the BARRIER at least six meters lat-erally from oncoming traffic.

3. A CHANNELIZING LINE marking 612 isrecommended throughout the length of thecrossover unless high geometric standardsare achievable.

4. Conflicting existing pavement markingsshould be removed and new markings placedto define temporary lanes and alignments.

8.4.3 TYPICAL TAPER DETAIL —TERMINATION AREA

Figure 8-19 depicts a typical roadworks termina-tion configuration.

NOTES:

1. Termination taper rates may be 50 percent orless of an equivalent transition taper with

cone spacing appropriate to the taper ratesgiven in Chapter 7, Table 7-2.

2. Cones should be spaced at taper spacing forthe last 25 to 50 meters of the stabilizationarea.

3. When a roadworks site has required a reduc-tion in speed limit over an extended area thenormal roadway speed limit should be postedafter the termination area. The speed limitshown in this example is illustrative only.The speed limit posted should be that of theroadway in the absence of the roadworks.

8.4.4 SHORT WORK SITE — TWO-WAY TRAFFIC

Figure 8-20 depicts a situation wherein a portionof a two-way single carriageway serving lightvolumes of local traffic must be partially closedfor short-term maintenance or repairs, but stillretains open a portion of the carriageway suffi-ciently wide to carry two-way traffic.

NOTES:

1. For long term construction or if in an areawith significant traffic volumes, a treatmentsimilar to that shown in Figure 8-18 shouldbe considered.

2. If sufficient width is not available for twovehicles then the roadway should be closedto traffic in one direction and that trafficdetoured (see Figure 8-22). Alternatively, foroperations of one-day duration or less, two-way traffic may be controlled by one or twoflagmen using a STOP-SLOW sign 7308.

3. See Figure 8-17.4. See Figure 8-19.

8.4.5 WORK SITE CLOSE TO SIDEROAD

Figure 8-21 depicts a situation wherein a worksite is located near to a side road junction. Theconfiguration illustrated depicts a work siteahead of the junction but is equally applicable fora work site occurring just beyond a junction. Thesigning shown illustrates an urban situation on aroadway posted at 80 kilometers per hour.

8-29



7441(200)


Figure 8-18Typical Crossover Detail — Transition Area

8-30



Direction of Travel

KEY:


Figure 8-19Typical Taper Detail — Termination Area

8-31



0 m

0 m

50 m

100 m

150 m

50 m

100 m

150 m

5.5 m min

Figure 8-20Short Work Site — Two-Way Traffic

8-32



Direction of Travel

KEY:


0 m

200 m

400 m

600 m

800 m

6

Figure 8-21Work Site Close to Side Road

8-33



NOTES:

1. The use of high-visibility backgrounds anddiagrammatic warning signs is recommendedfor roadways posted at 80 kilometers perhour and above. A sign size of 1800 by 2400(excluding SUPPLEMENTARY PLATE sign7589) is recommended for these signs.

2. See Figure 8-17. In an urban area speedreductions may be necessary to allow shorter,slow speed tapers to be used. This conditionis illustrated.

3. Existing STOP sign 301 may be retained ifsuitably positioned. If GIVE WAY sign 302exists, it should be temporarily removed andreplaced by a STOP sign.

4. Provide a revised STOP LINE marking 601at a one-meter setback (or as appropriate)using white traffic tape. Remove existingSTOP LINE or temporarily cover with blacktraffic tape.

5. Existing pavement markings that conflictwith the configuration of the roadworksshould be removed on long-term roadworkssites or covered using a black traffic tape onshort-term roadworks sites.

6. See Figure 8-19.

8.4.6 ROAD CLOSURE DETOUR

Figure 8-22 depicts a situation wherein a sectionof roadway within a community roadway systemmust be completely closed to traffic. In such acase it is desirable to guide traffic, which wouldotherwise be using the temporarily closed road-way, around the closure. The signing illustrated isappropriate for the situation shown. Many varia-tions are possible depending on the roadway lay-out and road closure location.

NOTES:

1. CHEVRON DIRECTION signs 7515 withthe destination name "Detour" are providedfor the guidance of traffic disrupted by theroad closure (These signs do not require driv-ers to turn in the direction indicated). If theroad closure involves a numbered route, thenthe route number emblem and control desti-nation of the route may be used on sign 7515.

2. The road closure is shown with a fixed barri-cade at one end and a movable barricade atthe other end. The movable barricade may beoffset sufficiently to allow vehicular access.Barricade lengths and arrangements will varyto suit conditions at a particular site.

3. Flashing warning lights should be affixed tothe barricades to provide additional emphasisof the road closure to approaching throughdrivers.

4. NO LEFT (RIGHT) TURN signs 7346 and7347 may be placed as appropriate for thebenefit of drivers who may intend to turn leftor right onto the roadway now closed. Thesesigns should be omitted if the barricade clos-ing the roadway provides sufficient notice todrivers.

8.4.7 MAINTENANCE WORK

Figure 8-23 depicts a situation whereby a mobilework team, usually a maintenance operation,must occupy a portion of one of the carriagewaysof a multilane roadway. If maintenance opera-tions are static and/or long term, then roadworkstraffic control treatment should follow a conven-tional approach. Figure 8-23 depicts a right-lanemaintenance operation. Left-lane operations arehandled similarly.

NOTES:

1. ROADWORKS sign 7441 should be placed600 meters in advance of the start of the workfor the day. As work progresses, all advancesigns should be moved forward so that themaintenance operation is never more thanthree kilometers ahead of the ROAD-WORKS sign.

2. All maintenance vehicles working on or nearthe roadway should be equipped with flash-ing yellow warning lights.

3. The primary maintenance vehicle and theshadow vehicle should be equipped with asuitable high-visibility rear panel. The designof the rear panel may vary to suit the vehicleconfiguration, but should have the generalarrangement as shown. Included on the rearpanel should be a changeable KEEP RIGHT(or LEFT) sign 7327 and 7328 that can be

8-34



Figure 8-22Road Closure Detour

8-35



0 m

300 m

600 m

(For 3 km)(For 3 km)

Figure 8-23Maintenance Work

8-36



positioned to direct approaching traffic topass on the intended side.

8.4.8 TYPICAL TWO-LANE TAPERDETAIL — TRANSITION AREA

Figure 8-24 depicts the closure of two lanes on amultilane roadway by a single taper extendingover the two closed lanes. This practice is notgenerally recommended as it is likely to result ina greater than normal risk of accidents on theapproach to the taper. The practice is also verylikely to result in traffic congestion on theapproach even under moderate flows.

In spite of the recommendations above there willbe times when such a taper has to be provided,usually in an emergency. The need for the use ofa two-lane taper is likely to stem from a lack ofnecessary advance length to provide for the pre-ferred two separate tapers with an intermediatestabilization area (see Figure 8-17 and Chapter 7,Figure 7-1).

NOTES:

1. Spacing between the KEEP RIGHT signs7327 (or KEEP LEFT signs 7328) should notexceed 50 meters (or the taper length dividedby 4 for long tapers). The minimum signingoption is only appropriate for very short-term(under 24 hours) or short-term (up to 72hours) installations.

2. For length of taper and spacing of cones seeChapter 7, Figure 7-1 and Table 7-2 respec-tively.

3. Cones should be spaced at taper spacing forthe first 25 to 50 meters of the stabilizationarea. Thereafter spacing may be increased asindicated in Chapter 7, Table 7-2.

4. On roadways with shoulders the line of conesdelineating the taper should be extended for-ward into the advance warning area to taperout the shoulder.

5. Existing pavement markings that conflictwith the configuration of the roadworksshould be removed on long-term works sites.

8.4.9 MINOR-ROAD SINGLE-LANEOPERATION

Figure 8-25 depicts a short-term roadwork situa-tion where half of a minor, low-volume commu-nity road is closed to construct a utility crossing.This detail may be invoked only when traffic vol-umes are extremely light, the intervisibility ofconflicting traffic is not obstructed by the con-struction or other sight obstructions, and theroadway is opened fully to traffic at the end ofeach work day. If any of these conditions are notmet, a complete closure of the roadway isrequired with a detouring of affected traffic (seeFigure 8-22). Alternatively, traffic may be manu-ally controlled/coordinated by flagmen eachusing a STOP/SLOW sign 7308, or through theuse of temporary traffic signals.

When the construction activity it situated near ajunction, the give-way control should remain onthe side road, regardless of which half of the car-riageway is blocked. When the constructionactivity is located well away from a junction thegive-way control should regulate the trafficwhose lane is blocked by construction.

8.5 SCHOOL ZONE

Figure 8-26 depicts typical applications for aschool zone. School zones should be establishedon all streets where school children enter or exita school or a school compound, on foot, directlyonto the street. Where the side of a school orschool compound does not have a gate or doorleading directly onto the street, no school zoneshould be established on the adjacent street. If agate or door exists but is not used by children onfoot or if the gate or door is buffered from thestreet by a frontage road or closed parking lot, noschool zone should be established.

NOTES:

1. If warranted, a school zone should be estab-lished for, at a minimum, the entire length ofthe school compound facing the zone and, ata maximum, up to 150 meters past the schoolboundary in either direction. The extent towhich a school zone extends beyond theschool boundary up to 150 meters should be

8-37



2

4

5

3

Figure 8-24Typical Two-Lane Taper Detail — Transition Area

8-38



Figure 8-25Minor-Road Single-Lane Operation

8-39



determined by the engineer on site, depend-ing on prevailing approach speeds and visi-bility.

2. To warn drivers that they are approaching aschool zone, an advance warning sign,shown as installation A, should be placed 100meters in advance of the school zone.

3. The beginning of a school zone should bemarked with installation B. Installation Bincludes a 30-kilometer-per-hour speed-limitsign with a supplemental plate indicatingschool. Both signs are bilingual in Englishand Arabic.

4. The beginning of a school zone should alsobe communicated with nonreflective raisedpavement markings. These markings are tobe installed in three rows, staggered, in a0.50-meter width perpendicular to the trafficdirection. If the street is not divided, thepavement markings should extend acrossboth lanes at either end of the school zone. Ifthe street has a median separating trafficdirections, the pavement markings need onlybe placed where traffic will enter the school

zone. There is no need to place pavementmarkings at the end of a school zone in astreet divided by a median.

5. The end of a school zone should be markedby Installation C.

6. A school zone should be marked for bothdirections of traffic, even if the street isdivided by a median. If there is a fence in themedian preventing pedestrians from crossingoutside of a crosswalk, the lane of the streetnot adjacent to the school should not bemarked for a school zone.

Local traffic and pedestrian conditions mayrequire different applications or solutions formarking school zones. Engineers are expected toexercise their professional judgement on site, inthe spirit of these general guidelines and with thepurpose of protecting school children from trafficconditions.

Installation A Installation CInstallation B

End School Zone100 Meters Start School Zone

A B

B AC

C

SCHOOL

4

6

5

1

23

Note NumberSee Section 8.5

Figure 8-26School Zone



9-1

9 SIGNALS

9.1 GENERAL

9.1.1 INTRODUCTION

A traffic control signal is defined as a power-acti-vated traffic control device by which traffic iswarned or is directed to take some specificaction, such as stop or proceed.

The functions of traffic signals are:

• To organize control conflicting traffic move-ments (including pedestrians and bicycles).

• To warn of possible danger.• To assist tidal flow of traffic.

Standards for traffic control signals are importantbecause traffic control signals need to attract theattention of every road user. This includes thoseusers who are older, those who suffer impairedvision but are within legal driving requirements,those who may be fatigued or distracted, andthose who, for whatever reason, are not expectingto encounter a signal at a particular location.Standards for traffic control signals are alsoimportant because signals need to functionautonomously and reliably under a wide range ofconditions and must effectively communicatetheir message to drivers in sunlight and in dark-ness, in adverse weather, and in visually complexsurroundings.

This chapter contains a number of required andrecommended procedures and techniques relatedto traffic signals in Abu Dhabi. These includemethods of analysis and design, operational pro-cedures, and examples of design and installation.

9.1.2 DEFINITIONS

The following technical terms, when used in thischapter, are defined as follows:

Accessible pedestrian signal: A device thatcommunicates information about pedestrian tim-ing in nonvisual format such as audible tones,verbal messages, and/or vibrating surfaces.

Actuated operation: A type of traffic controlsignal operation in which some or all signal phas-es are operated on the basis of actuation.

Actuation: Traffic-demand initiation of a changein or extension of a traffic signal phase throughthe operation of any type of detector.

Approach: All lanes of traffic moving towardsan intersection or a mid-block location from onedirection, including any adjacent parking lane(s).

Average day: A day representing traffic volumesnormally and repeatedly found at a location, typ-ically a weekday when volumes are influencedby employment or a weekend when volumes areinfluenced by entertainment or recreation.

Backplate: A thin strip of material that extendsoutward from and parallel to a signal face on allsides of a signal housing to provide a backgroundfor improved visibility of the signal indications.

Beacon: A highway traffic signal with one ormore signal sections that operates in a flashingmode.

Conflict monitor: A device used to detect andrespond to improper or conflicting signal indica-tions and improper operating voltages in a trafficcontroller

Controller assembly: A complete electricaldevice mounted in a cabinet for controlling theoperation of a highway traffic signal.

Controller unit: That part of a controller assem-bly that is devoted to the selection and timing ofthe display of signal indications.

Crosswalk: a) That part of roadway at an inter-section included within the connections of thelateral lines of the sidewalks on opposite sides ofthe highway measured from the curbs or in theabsence of curbs, from the edge of the traversableroadway, and in the absence of a sidewalk on oneside of the roadway, the part of a roadway includ-ed within the extension of the lateral lines of thesidewalk at right angles to the centerline. b) anyportion of a roadway at an intersection or else-where distinctly indicated for pedestrian crossingby lines or other markings on the surface.

9-2



Cycle: One complete sequence of signal indica-tions.

Dark mode: The lack of all signal indications ata signalized location. (The dark mode is mostcommonly associated with power failures, rampmeters, and beacons.)

Detector: A sensing device used for determiningthe presence or passage of vehicles or pedestri-ans.

Emergency vehicle traffic control signal: Aspecial traffic control signal that assigns theright-of-way to an authorized emergency vehicle.

Flasher: A device used to turn highway trafficsignal indications on and off at a repetitive rate ofapproximately once per second.

Full-actuated operation: A type of demand-based traffic control signal operation in which allsignal phases function on the basis of actuation.

Highway traffic signal: A power-operated trafficcontrol device by which traffic is warned ordirected to take some specific action. Thesedevices do not include power-operated signs,illuminated pavement markers, barricade warn-ing lights, or steady-burning electric lamps.

Intersection: The area embraced within the pro-longation or connection of the lateral curb lines,or if none, the lateral boundary lines of the road-ways of two highways that join one another at, orapproximately at, right angles, or the area withinwhich vehicles traveling on different highwaysthat join at any other angle may come into con-flict. The junction of an alley or driveway with aroadway or highway does not constitute an inter-section.

Interval: The part of a signal cycle during whichsignal indications do not change.

Interval sequence: The order of appearance ofsignal indications during successive intervals of asignal cycle.

Lane-use control signal: A signal face display-ing signal indications to permit or prohibit the

use of specific lanes of a roadway or to indicatethe impending prohibition of such use.

Louver: A device that can be mounted inside asignal visor to restrict visibility of a signal indi-cation from the side or to limit the visibility ofthe signal indication to a certain lane or lanes.

Major street: The street normally carrying thehigher volume of vehicular traffic.

Minor street: The street normally carrying thelower volume of vehicular traffic.

Pedestrian change interval: An interval duringwhich the flashing UPRAISED HAND (symbol-izing DON'T WALK) signal indication is dis-played.

Pedestrian clearance time: The time providedfor a pedestrian crossing in a crosswalk, afterleaving the curb or shoulder, to travel to the cen-ter of the farthest traveled lane or to a median.

Pedestrian signal head: A signal head, whichcontains the symbols WALKING PERSON(symbolizing WALK) and UPRAISED HAND(symbolizing DON'T WALK) that is installed todirect pedestrian traffic at a traffic control signal.

Permissive mode: A mode of traffic control sig-nal operation in which, when a CIRCULARGREEN signal indication is displayed, left orright turns may be made after yielding to pedes-trians and/or oncoming traffic.

Platoon: A group of vehicles or pedestrians trav-eling together as a group, either voluntarily orinvoluntarily, because of traffic signal controls,geometrics, or other factors.

Preemption control: The transfer of normaloperation of a traffic control signal to a specialcontrol mode of operation.

Pretimed operation: A type of traffic controlsignal operation in which none of the signalphases function on the basis of actuation.

Priority control: A means by which the assign-ment of right-of-way is obtained or modified.

9-3



Protected mode: A mode of traffic control signaloperation in which left or right turns may bemade when a left or right GREEN ARROW sig-nal indication is displayed.

Pushbutton: A button to activate pedestrian tim-ing.

Ramp control signal: A highway traffic signalinstalled to control the flow of traffic onto a free-way at an entrance ramp or at a freeway-to-free-way ramp connection.

Red clearance interval: An optional interval thatfollows a yellow change interval and precedesthe next conflicting green interval.

Right-of-way (assignment): The permitting ofvehicles and/or pedestrians to proceed in a lawfulmanner in preference to other vehicles or pedes-trians by the display of signal indications.

Roadway network: A geographical arrangementof intersecting roadways.

Semiactuated operation: A type of traffic con-trol signal operation in which at least one, but notall, signal phases function on the basis of actua-tion.

Signal coordination: The establishment of timedrelationships between adjacent traffic control sig-nals.

Signal face: The front part of a signal head.

Signal head: An assembly of one or more signalfaces together with the associated signal hous-ings.

Signal housing: That part of a signal section thatprotects the light source and other required com-ponents.

Signal indication: The illumination of a signallens or equivalent device.

Signal lens: That part of the signal section thatredirects the light coming directly from the lightsource and its reflector, if any.

Signal phase: The right-of-way, yellow change,and red clearance intervals in a cycle that areassigned to an independent traffic movement orcombination of movements.

Signal section: The assembly of a signal hous-ing, signal lens, and light source with necessarycomponents to be used for providing one signalindication.

Signal system: Two or more traffic control sig-nals operating in signal coordination.

Signal timing: The amount of time allocated forthe display of a signal indication.

Signal visor: That part of a signal section thatdirects the signal indication specifically toapproaching traffic and reduces the effect ofdirect external light entering the signal lens.

Signal criteria: A threshold condition that, iffound to be satisfied as part of an engineeringstudy, should result in analysis of the traffic con-ditions or factors to determine whether a trafficcontrol signal or the improvement is justified.

Speed limit sign beacon: A beacon used to sup-plement a SPEED LIMIT sign.

Steady (steady mode): The continuous illumina-tion of signal indication for the duration of aninterval, signal phase, or consecutive signal phas-es.

Stop beacon: A beacon used to supplement aSTOP sign, a DO NOT ENTER sign, or aWRONG WAY sign.

Traffic control signal (traffic signal): Anyhighway traffic signal by which traffic is alter-nately directed to stop and permitted to proceed.

Visibility — limited signal face or signal sec-tion: A type of signal face or signal sectiondesigned to restrict the visibility of a signal indi-cation from the side, to a certain lane or lanes, orto a certain distance from the stop line.

Walk interval: An interval during which theWALKING PERSON (symbolizing WALK) sig-nal indication is displayed. When a verbal mes-

9-4



sage is provided at an accessible pedestrian sig-nal, the verbal message is “WALK” sign.

Warning beacon: A beacon used only to supple-ment an appropriate warning or regulatory signor marker.

Yellow change interval: The first interval fol-lowing the green interval during which the yel-low signal indication is displayed.

9.1.3 ADVANTAGES ANDDISADVANTAGES OF TRAFFICCONTROL SIGNALS

Traffic control signals assign the right-of-way tothe various traffic movements and thereby pro-foundly influence traffic flow. A traffic controlsignal that is properly designed, located, operat-ed, and maintained will have one or more of thefollowing advantages:

• It may reduce the number of some types ofaccidents, particularly right-angle accidents.

• It will result in more orderly movement oftraffic.

• It will give drivers and pedestrians saferopportunities to cross a street.

• It may increase the number of vehicles safe-ly going through the intersection.

• Under favorable conditions, the operation ofadjacent signals or groups of signals may becoordinated to permit the continuous or near-ly continuous movement of traffic along astreet or on a street grid.

• It may be used to interrupt heavy traffic atintervals to permit other traffic to cross.

An improper or unjustified traffic control signalcan result in one or more of the following disad-vantages:

• It may cause unnecessary delay to traffic. • It may cause an increase in accidents (partic-

ularly rear-end collisions)• Increased use of less adequate routes as road

users attempt to avoid the traffic control sig-nals.

• Excessive disobedience of the signal indica-tions.

• The installation of a traffic control signalshould be considered only if the good effectsoutweigh the bad effects.

9.1.4 AREA OF CONTROL

A traffic control signal should control traffic onlyat the intersection or midblock location at whichit is placed. The selection and use of traffic con-trol signals should be based on an engineeringstudy of roadway, pedestrian, bicyclist, and otherconditions (warrants) in comparison to the mini-mum conditions under which installing trafficcontrol signals might be justified.

Adequate roadway capacity should be providedat signalized locations in order to reduce theinherent delays resulting from alternating assign-ment of right-of-way at intersections controlledby traffic control signals.

9.1.5 TYPES OF TRAFFIC CONTROLSIGNALS

Traffic control signals at a specific intersectionmay be either pretimed or traffic actuated. A pre-timed signal is a type of traffic control signal inwhich the cycle, phasing, intervals, and indica-tions are predetermined and do not vary. They arerepeated until changed manually or by a controlmechanism such as a clock or master controller.A traffic-actuated signal is a type of traffic signalin which the length of most intervals and thecycle, and in some types the sequence of phasing,are varied by the demands of traffic.

The timing, intervals, sequence, and phasing ofpretimed traffic control signals are generally pre-determined but can be changed by time clock orother automatic control. In traffic-actuated equip-ment, these features are constantly varied by traf-fic demand.

Both types of control may be included in a sys-tem composed of traffic signal controllers at sev-eral intersections whose operation is coordinatedfor efficient traffic flow. The critical features ofthe position, visibility, and permissible sequenceof signal indications are the same for all types oftraffic control signals.

9-5



9.1.6 PORTABLE TRAFFICCONTROL SIGNALS

A portable traffic control signal should be usedonly when a signal is needed for a short timeemergency situation or for a work area (typicallyless than 30 days). It should be used only whenan engineering study shows a signal is required.A portable traffic control signal should not beused if a flagman or police officer can economi-cally and safely direct traffic. A portable trafficcontrol signal should not be used at a schoolcrossing.

When used, a portable traffic control signalshould meet all of the physical, display, andoperational requirements in this Part. “SIGNALAHEAD” signs should always be used on theapproaches to a portable traffic control signal.

9.2 TRAFFIC CONTROLSIGNAL INDICATIONS

9.2.1 MEANING OF VEHICULARTRAFFIC CONTROL SIGNALINDICATIONS

Uniformity in the design features that affect thetraffic to be controlled is especially important forsafe and efficient traffic operations. Engineeringjudgment should be used to determine the properphasing and timing for a traffic control signal.Since traffic flows and patterns change, phasingand timing should be re-evaluated regularly andupdated accordingly.

9.2.1.1 GREEN TRAFFIC SIGNALINDICATION

Green traffic signal indications should have thefollowing meanings:

• Traffic, except pedestrians, facing a GREENDISK (or Green Signal Face) indication mayproceed straight through an intersection orturn right or left. However, signs, pavementmarkings, or roadway design may prohibit orprevent one or more of those movements.Drivers should yield the right-of-way tovehicles and pedestrians already lawfullywithin the intersection or adjacent crosswalk.

• Traffic, except pedestrians, facing a GREENARROW indication, shown alone or in com-bination with another indication, may cau-tiously enter the intersection only to make themovement specified by the arrow or by theother indication. Drivers should yield theright-of-way to vehicles and pedestriansalready lawfully within the intersection oradjacent crosswalk.

• Pedestrians facing a GREEN DISK indica-tion may proceed across the roadway withinthe crosswalk, unless prohibited from doingso by a pedestrian signal.

9.2.1.2 YELLOW TRAFFIC SIGNALINDICATION

Yellow traffic signal indications should have thefollowing meanings:

• Traffic, except pedestrians, facing a steadyAMBER DISK or AMBER ARROW indica-tion is warned that the movement which hadbeen allowed by the corresponding greenindication is being terminated.

• A steady AMBER DISK or AMBERARROW indication tells pedestrians thatthere is no longer sufficient time to cross theroadway before a red indication is shown.

• A flashing AMBER DISK indication is typi-cally used in the Emirate of Abu Dhabi toindicate a permissible right turn movementand mid-block pedestrian crossings.

9.2.1.3 RED TRAFFIC SIGNALINDICATION

Red traffic signal indications should have the fol-lowing meanings:

• Traffic, except pedestrians, facing a steadyRED DISK or RED ARROW indicationshould stop at the marked stop line beforeentering the intersection. Traffic shouldremain standing until an indication to pro-ceed is shown, except as otherwise providedfor. If a marked stop line does not exist, thestop should be made before entering thecrosswalk. If a marked crosswalk does notexist, the stop should be made before enter-ing the intersection.

9-6



• Pedestrians facing a steady RED DISK indi-cation alone should not enter the roadwayunless permitted to do so by a pedestrianindication.

9.2.2 USE OF TRAFFIC CONTROLSIGNAL INDICATIONS

9.2.2.1 NONFLASHING INDICATIONS

A RED DISK indication is used as follows:

• It should be shown when it is intended to pro-hibit traffic (except pedestrians directed by apedestrian signal) from entering an intersec-tion or other controlled area. A traffic signaloperated pedestrian crossing between inter-sections is an example of such a controlledarea.

• It should not be shown with a right or leftGREEN ARROW indication, which is theonly other illuminated indication in that face(except as provided in Section 9.3.2). Itshould not be shown with the right or leftAMBER ARROW change indication, whichfollows a GREEN ARROW indicationshown alone.

• It should be shown with a right or leftGREEN ARROW indication when traffic isallowed to turn but is not allowed to proceedstraight ahead. It should also be displayedwith the AMBER ARROW indication, whichfollows the GREEN ARROW indication inthis case.

An AMBER DISK indication is used as follows:

• It should be shown when it is necessary toinform approaching traffic the right-of-wayis about to change, except when an AMBERARROW indication is required (Section9.2.2.4)

• It should be used instead of the AMBERARROW indication following a GREENARROW indication shown alone, when theindications are visible only to traffic whichthese signals control.

A GREEN DISK indication is used as follows:

• It should be shown only when traffic facingthe signal is permitted to proceed in anydirection which is lawful and practicable.However, this restriction may be modified bysigns prohibiting specific movements, usual-ly at stated times.

• It should not be shown at the same time totwo traffic movements whose paths wouldcross or otherwise conflict.

9.2.2.2 ARROW INDICATIONS

AMBER ARROW and GREEN ARROW indica-tions should normally be used in the followinglocations:

• At an intersection with a one-way street.• Where some movements are prohibited or

are physically impossible.• Where there is a separate, sheltered lane

intended only for specific traffic movement.• Where some of the vehicular movements on

an approach do not begin or end at the sametime as other vehicular movements. This ruleapplies only when signal indications for turn-ing vehicles are visible to other traffic on thatapproach. A RED ARROW indication mayalso be used.

• An AMBER ARROW indication should beused only to show a change in the right-of-way granted by a GREEN ARROW indica-tion. This is required when the indicationsare visible to all traffic on the approach.When GREEN ARROW and GREEN DISKindication terminate at the same time, only aAMBER DISK indication should be shown.

• An AMBER ARROW indication should notbe displayed when any conflicting movementhas a green or amber indication.

• A GREEN ARROW indication should be dis-played only when the path of the vehiclesproceeding in the direction of the arrow:

- Does not conflict with the path of othervehicles moving lawfully in response toother green or amber signal indications,and

- Does not cross a crosswalk to whichpedestrian WALK indications are beingshown at the same time.

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9.2.2.3 PROHIBITED COMBINATIONSOF TRAFFIC CONTROLSIGNAL INDICATIONS

The following combinations of traffic signalindications should not be shown simultaneouslyon any one signal face:

• GREEN DISK with AMBER DISK• Straight-through GREEN ARROW with

RED DISK.• RED DISK with AMBER DISK• GREEN DISK with RED DISK.

The above combinations should not be simulta-neously displayed on different signal faces onany one approach, unless the following are true:

• One of the signal faces controls only trafficin a lane intended only for turning vehiclesand is identified as a left or right turn signal,or

• One of the signal faces controls only the traf-fic in a lane intended only for turning vehi-cles, and

- The indications on that signal face areonly a RED DISK (or a RED ARROW),AMBER ARROW and GREEN ARROW,and

- At least the RED DISK indication is visi-ble only to traffic it controls.

• Or, as an alternative to the above, the signalindications are screened, covered, louvered,positioned, or designed so the combination ofindications is not confusing to approachingdrivers.

None of the following traffic signal indicationsshould be used:

• A straight-through AMBER ARROW.• More than two arrow indications illuminated

at the same time.• The combination of a AMBER DISK indica-

tion and an AMBER ARROW indication nor-mally should not be shown. Where possible,only the AMBER DISK should be shownexcept in those unusual situations whereelimination of the AMBER ARROW causes

traffic signal controller design and operatingproblems.

9.2.2.4 INDICATIONS THAT MAYFOLLOW OTHER INDICATIONS

Each color, type, and combination of steady(nonflashing) traffic control signal indication inany one signal face may only be followed by theshowing of an approved steady “following” dis-play. The approved “following” displays are list-ed in Table 9-1 for normal operation. Additional“following” displays allowed when the signal ispreempted by an emergency vehicle or a train,are shown in Table 9-2. No other “following” dis-plays may be used.

9.3 DESIGN AND LOCATIONOF VEHICULAR TRAFFICCONTROL SIGNALINDICATIONS

9.3.1 SIZE AND DESIGN OFTRAFFIC SIGNAL LENSES

All traffic control signal lenses, including pedes-trian signals, should be circular. The circularlenses should be antiphantom and should have avisible diameter closely approaching 300 mil-limeters. The lenses should be red, yellow(amber), or green in color.

The following traffic control signal equipmentshould meet or exceed the Department’sStandard Specifications and Standard Drawings.

• Lenses, with respect to color, light transmit-tance, and arrow design.

• Reflectors, with respect to reflectivity.• Complete optical units, with respect to hori-

zontal and vertical light distribution.• Wiring, housing, visors, and hardware, with

respect to the pertinent electrical andmechanical characteristics.

Arrow indications should be pointed verticallyupward to show a straight through movement.Arrow indications should be pointed horizontallyto indicate a turn at approximately right angles.When the angle of the turn is substantially differ-

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Table 9-1 (page 1 of 2) Permissible Sequential Traffic Control Signal Indications

Existing Indication(s) Permissible Following Indications in the Same Signal Face

Use Only At “T” Intersections

Notes: a. The practicality of some sequences depends on holding opposing traffic movements by appropriate signal indications.b. Other arrangements may be feasible as the need arises.

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Table 9-1 (page 2 of 2) Permissible Sequential Traffic Control Signal Indications

Existing Indication(s) Permissible Following Indications in the Same Signal Face

Notes:a. The practicality of some sequences depends on holding opposing traffic movements by appropriate signal indications.b. Other arrangements may be feasible as the need arises.

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Note: The practicality of some sequences depends on holding opposing traffic movements by appropriate signal indications.

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ent from a right angle, the arrow should be point-ed at an angle which will approximately equalthat of the turn.

Each arrow lens should show only one arrowdirection. The arrow indication should be theonly illuminated part of the lens, which is visible.

In no case should letters, numbers, or symbols bedisplayed as part of a vehicular traffic control sig-nal indications.

9.3.2 NUMBER AND ARRANGEMENTOF INDICATIONS IN A TRAFFICCONTROL SIGNAL FACE

The indications in each traffic control signal faceshould be arranged in a vertical straight line.

The relative positions of indications within a sig-nal face should be as follows:

RED DISKAMBER DISKGREEN DISK

orLeft turn RED ARROWLeft turn AMBER ARROWLeft turn GREEN ARROW

The RED DISK indication should always be atthe top of a vertical signal arrangement. Whenused, an AMBER DISK indication should alwaysbe located between the red indications and allother indications.

Each signal face should have at least three indi-cations but not more than five with the followingexceptions:

• A single GREEN ARROW indication shouldbe used alone to permit a continuous move-ment.

• Pedestrian signal faces, which have two indi-cations.

One or more indications in a signal face may berepeated for safety or increased effectiveness. Forinstance, two red indications may be placed inadjacent vertical locations in a signal face with

three other indications. However, this shall bedone only when other improvements have notproduced satisfactory results.

In Abu Dhabi there are two permissible arrange-ments of indications in traffic signal faces asshown in Figure 9-1.

9.3.3 ILLUMINATION OF TRAFFICCONTROL SIGNAL LENSES

Each traffic signal lens should be illuminatedseparately.

An unobstructed, illuminated vehicular trafficcontrol signal indication should be sufficientlybright to be clearly visible for a distance of atleast 400 meters under normal atmospheric con-ditions. See Section 9.6 for visibility of pedestri-an signal indications.

Signal dimmers should be provided for the ambersignal sections. The dimmer should allow the sig-nal lamp to operate at full intensity under day-light conditions and to reduce proportionally to25 ±5 percent of full intensity at night. A dimmershould not control more than one amber sectionfor each direction.

9.3.4 VISIBILITY AND SHIELDING OFSIGNAL FACES

Every signal head and its supports should bedesigned so each signal face may be aimed inde-pendently of any other signal face.

Figure 9-1Typical Arrangements of Indications on Signal Faces

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Every signal face should be aimed so its indica-tions will have maximum visibility to the trafficit is intended to control. Each signal face shouldnormally be aimed at a point approximately onemeter above the approach roadway, substantiallyin advance of the stop line. The distance from thestop line to this point should be approximatelythe distance traveled by a vehicle while the driv-er reacts to the signal indication and stops. Thisdistance is shown in Table 9-3. An upgrade on theapproach to a signal will reduce the requiredvehicle stopping distance, while a downgradewill increase that distance. When the approachgrade is about 5 percent or more, it would bedesirable to adjust the minimum visibility dis-tances shown in Table 9-3 to compensate for therequired decrease or increase in stopping dis-tance.

It is important that signal indications not be visi-ble to drivers who are not controlled by thoseindications. For this reason, visors should be usedaround all signal lenses. Visors also reduce “sunphantom” which gives an unlighted lens the falseappearance of being lighted when it is facing alow sun. The visor should be 1.27 millimetersthick and not less than 22.86 centimeters inlength.

The control of the visibility and effectiveness ofsignal indications can be improved by shielding,long visors, and louvers, and by special opticaldesign. Where streets intersect a small angle,these devices should be used to limit the visibili-

ty of the signal indications as much as practicableto the drivers the signals control. However, visorsexceeding 300 millimeters in length should onlybe used on signal heads which are rigidly sup-ported so that they do not swing.

Street, commercial, and advertising lightingbehind and in line with traffic signal indicationsmay seriously interfere with signal visibility andeffectiveness. Backplates (a strip of thin materialsuch as sheet aluminum or sheet plastic extend-ing outward approximately 127 millimeters par-allel to the signal face on all sides of the signalhousing) are available. Backplates should beused on all signal heads placed over the roadway.Backplates should also be used on all other signalheads located where background colors andlights would interfere substantially with theeffectiveness of the traffic signal indications. Thefront surface of backplates, the inside surfaces ofvisors, and the entire surface of louvers and finsshould have a flat dull black finish. A backplatemay have a white or silver border.

9.3.5 NUMBER AND LOCATION OFSIGNAL FACES

The primary consideration in the placement ofsignal faces is the visibility and effectiveness ofthe indications. Drivers approaching a signalizedintersection or other area, should be given a clearand unmistakable indication of whether theyshould stop, proceed, turn right or turn left. Themost important physical conditions affecting vis-ibility of the signal indications are the lateral andvertical angles of a driver's view toward a signalface. These angles are determined primarily bythe height, distance beyond the intersection, andlateral placement of the signal face. Other con-siderations include the design of the vehicle, thecurvature and gradient of the approach roadway,and the height of the driver's eyes above the road-way.

The visibility, location, and number of signalfaces for each approach to an intersection orother signalized area should be as follows:

• A minimum of two signal heads should beprovided for through traffic. These facesshould normally be continuously visible

Table 9-3 Required Advance Visibility of

Traffic Control Signal Indications

85 Percentile Speed (km/h)

Minimum Visibility Distance (meters)

30 50 40 65 50 85 60 110 70 135 80 165 90 195

100 230 110 265 120 295

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from a point at least the distances shown inTable 9-3 in advance of and to the stop line.However, it is not usually desirable to allowmotorists to see the indications of anothertraffic control signal which must be locatedless than the distances shown in Table 9-3beyond a signal. On an approach that doesnot continue beyond the intersection, at leastone (and preferably both) of the turningmovements from that approach should havesignal indications placed in accordance withthis paragraph.

• The optical axis of signal indications shouldbe aimed directly at the point on the approachwhich is at the distance shown in Table 9-3from the stop line. If sight distance along anapproach is less than given in Table 9-3, theindication should be aimed at the point on theapproach where the indication will firstbecome visible.

• Physical obstructions to signal visibility,such as tree limbs, parked vehicles, horizon-tal or vertical roadway curvature, buildings,etc., should be removed when practicable.

• Physical conditions may prevent driversfrom having a continuous view of at least twosignal indications for the distance stated inTable 9-3. In such cases an advance warningsign should be erected to warn approachingtraffic. The sign should also be erected inadvance of signals in rural areas, the first sig-nal encountered when entering a municipali-ty, or wherever signals may be unexpected.This sign may be supplemented by a HazardIdentification Beacon.

• Separate signal faces should be used whenturning movements protected from conflict-ing movements are allowed by GREENARROWS.

• A single face is permissible for the control oftraffic in a lane intended only for turning traf-fic. Two signal heads should be providedwhere more than one lane turns, or where theturning traffic is the major movement fromthe approach. An additional face should alsobe used when the required indication cannotbe placed in an effective location. This signalface or faces should be in addition to the twosignal faces required for through traffic.Signal indications for turning traffic shouldbe adjusted to have as little visibility as prac-ticable from the through traffic lanes. Where

the signal indications will be visible tothrough traffic, identification as a left (orright) turn signal should be placed near eachsuch signal face.

• Except where physically impractical, at leastone and preferably both of the signal facesshould be located within the approved areashown in Figure 9-2. In only rare exceptionswill the width of the intersecting streets orother conditions make it physically impracti-cable for the faces to be in that area.Boundaries of the approved area are definedby the following limits:

- Two lines parallel to the center line of theintersected street, one 12 meters and theother 35 meters beyond the stop line.

- Two lines intersecting at the center of thefull width of the approach lanes at thestop line. Each line makes an angle ofapproximately 20” with the center of theapproach extended, one to the right andthe other to the left.

• Where conditions require the nearest signalface to be more than 45 meters beyond thestop line.

- Lense size should be 300 millimeters, and- A supplementary post-mounted “near-

side” signal face should be placed on theright-hand side of the approach roadwayas near as practicable to the stop line.

• Signal faces beyond the far-side curb of theintersected street should be as nearly straightahead of the approaching driver as practica-ble, considering physical conditions and themeans chosen for supporting the signalheads.

• A signal face may be located on the near side,immediately in advance of an intersection atthe right side, on a median island, or at bothlocations. Such signals should be mounted onthe top of the supporting post or by a shortbracket attached to it. The signal face shouldbe as near as practicable to the stop line.

• The lateral separation of the two signal facesshould be not less that 2.5 meters measuredhorizontally between the centers of the faces.

• Signal faces for an approach should controltraffic on all lanes of that approach, except

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9-15



lanes intended only for “protected” turningor other special traffic movements.“Protected” movements are those which donot conflict with other movements occurringat the same time. Signal faces are notrequired for each lane of an approach to asignalized area.

• A signal face controlling a turning or specialtraffic movement should be located as near aspracticable in line with the path of that move-ment. Such a signal face should be in a posi-tion where it will be readily visible to driversit controls.

• Signal faces, in addition to those requiredelsewhere in this section, may be used.However, these signal faces should be usedonly when a study has shown the signals areneeded to improve signal visibility inadvance of or at the intersection.

• Left turn arrows should be used in signalfaces located on the near right-hand side ofan approach.

• Right turn arrows should not be used in sig-nal faces in the following locations:

- On the far left-hand side of an intersec-tion.

- On a signal mounted on a median islandon the far side of an intersection.

• At signalized locations between intersec-tions, at least one signal face should be overand in line with the roadway of eachapproach. The other signal face should bemounted at the right-hand side of the road-way at a height of between 2.5 and 3 meters.On streets and highways having multi-laneapproaches, an additional signal face shouldbe installed at the left-hand side of theapproach or on a median island of adequatewidth. In all other respects, the requirementsfor a signal between intersections should bethe same as for a signal at an intersection.

• Pedestrian signal indications should be usedwhere warranted as stated in Section 9.6.

• Standard approved signal head locations andindications for common and typical situa-tions are shown in Figures 9-3 to 9-6. Otherarrangements are possible within the generalrules given herein. The meanings of theterms “permissive,” “protected,” and “pro-tected/permissive” will be found in the

Glossary. A protected period is “leading”when it precedes the GREEN DISK indica-tion on the same street. It is said to be “lag-ging” if it follows that GREEN DISK indica-tion.

9.3.6 HEIGHT OF SIGNAL FACES

A signal face is most visible when directly in thedriver's line of sight. Intersection approachgrades, lateral offset of the signal, vehicle designand driver position affect signal visibility. A sig-nal should be as low as possible and yet give ade-quate vertical clearance over the roadway. Unlessthere are vertical clearance problems, all signalarrays should be vertical. The vertical arrayshould be used for signals not over the roadway.

The bottom of the housing of a signal face placedon a median island on the near side of an inter-section approach should not be less than 1.25meters and not more than 2.5 meters above thetop of the median island.

The bottom of the housing of signal face sup-ported over a roadway should not be less than 5.5meters nor more than 6.5 meters above the pave-ment below the signal.

Typical mast arm and bracket mountings of sig-nals are shown in Figures 9-7 and 9-8.

9.3.7 DESIGN AND LOCATION OFTRAFFIC CONTROL SIGNALSUPPORTS ANDCONTROLLER CABINETS FORSAFETY

Proper visibility of traffic signal faces is the pri-mary consideration in the location of traffic sig-nal supports. In the interest of safety, signal sup-port should be places as far as practicable fromthe edge of the traveled way without adverselyaffecting the visibility of the signal.

Supports for post-mounted signal heads and alsosignal heads at the side of a street should beplaced not less than 0.5 meter back from the faceof a curb. If there is no curb the supports and sig-nal heads should be placed not less than 0.5 meterback from the edge of the shoulder.

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9-17



9-18



9-19



9-20



9-21



9-22



Supports for mast arm pole-mounted signal headsshould be placed in the most suitable roadwaymedian facing the controlled approach

A signal should not obstruct a crosswalk.

Supports for post-mounted signal heads shouldbe designed to readily break off, bend, or slipwhen hit by a vehicle, to minimize injury to thevehicle's occupants or damage to the vehicle.Where the speed of vehicles is less than 65 km/hand there is a vertical curb 25 cm or more inheight, a “breakaway” support is not required. Nopart of the concrete base of a breakaway signalsupport should extend more than 10 cm above theground level at any point.

Vehicles should be protected from the base of anon-breakaway (rigid) signal pole such as is usedto support a signal over the roadway. Guardrail ora suitable device to deflect or stop vehicles with-out serious injury to the occupants should be pro-vided. However, this protection is not required ifthe support is located where it is unlikely to be hitby an out-of-control vehicle, or where the speedof vehicles is normally less than 65 km/h.

Each controller cabinet should have a main doorequipped with a keyed tumbler lock of the type incurrent use for this purpose in Abu Dhabi. Anauxiliary door should be mounted on the maindoor. This door should be equipped with a lockoperable by a different key. The door should giveaccess to the manually flash, main power andcontroller power switches, and the manual con-trol cord or phase change switches.

Overhead (mast arm) indications should be usedon intersection approaches where:

• More than 15 percent of the traffic isapproaching at speeds in excess of 80 kph.

• On any approach where there are three ormore approach lanes.

• Where physical conditions prevent driversfrom having a continuous view of at least twosignal indications.

9.4 SIGNAL USE CRITERIA

The need for traffic signals may be determinedfrom the criteria set out below. These are a guideonly and all other relevant factors should betaken in to account and proper engineering judg-ment exercised. These criteria alone should notbe used to justify an installation. Their sole func-tion is to separate locations where traffic signalsare likely to be effective or ineffective.

To access priorities where all factors appearequal, cost-benefit techniques should be used.Various traffic models and computer simulationprograms are available which permit detailedanalysis of the benefits and effects of varioustraffic control options available at a site.

9.4.1 FACTORS TO BECONSIDERED

Several factors (warrants) should be consideredbefore a decision is made whether or not to installa traffic control signal:

• The number of vehicles entering the intersec-tion and major turning movements by thesevehicles.

• The number of pedestrians crossing eachapproach to the intersection.

• The length of time traffic is congested at theproposed traffic control signal location.

• The number and type of accidents at the loca-tion.

• Physical features such as sight distances,grade, or width of street area.

• The interruption to the smooth flow of traffica traffic control signal would cause.

• The possibility of using a less restrictive con-trol device.

Traffic control signals should not be installedunless one or more of the signal criteria in theManual are met. These criteria should be appliedwhether a pretimed or a traffic-actuated signal isbeing considered.

If a decision is made to install a traffic controlsignal, future traffic needs should be consideredin its design and installation.

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Traffic studies of existing signalized intersectionsshould be made at reasonable intervals. If a studyindicates the criteria for existing traffic controlsignals are no longer met, the operation of thesesignals should be discontinued.

9.4.2 ENGINEERING DATAREQUIREMENTS

A traffic engineering study should be made of anintersection or other problem location before adecision is made to (or not to) install a trafficcontrol signal. The study should obtain at leastthe following data:

• On a day representative of average trafficvolumes, the number of vehicles entering theintersection in each hours from eachapproach during the 7 consecutive hours ofgreatest total traffic. The vehicles turningright, going straight through and turning leftshould be separately recorded. (Typical traf-fic count forms for his purpose are illustratedin Figures 9-9 and 9-10.)

• The number of pedestrians crossing the inter-section in each crosswalk during the samehours the vehicles are counted. (A typicalpedestrian count form is illustrated in Figure9-11.)

• A diagram of the intersection for at least 50meters in each direction on each approach.(See Figure 9-12 for the information to beshown on this condition diagram.)

• A collision diagram showing the accidentsduring the last 12-month period for whichaccident data is available. (See Figure 9-13for the data to be shown on this diagram.)

• The speed of vehicles on the intersectionapproaches not controlled by STOP signs.From this data the speed at or below which85 percent of the vehicles were being drivencan be calculated. (A form for recordingvehicle speeds and calculating the 85-per-centile speed is shown in Figure 9-14.)

Data on the types of vehicles entering the inter-section is not required but may be helpful in eval-uating the problems at some intersections. Such avehicle classification count should be made dur-ing two separate periods, each of two hours dura-tion, when traffic volumes are highest. Preferably

one period should be in the morning and the otherin the afternoon or evening. However, the hourswhen traffic volumes are greatest will be thedetermining factor. Each vehicle should berecorded as a heavy truck, a passenger car or lighttruck, or a bus. The number of each of these threeclasses of vehicles entering the intersection dur-ing each 15 minutes period of each of the two-hour periods should be recorded. (The formshown in Figure 9-9 can be used for this purposeby subdividing each group of three boxes andrecording a class of vehicle in each subdivision.)

When planning a signal installation, it is neces-sary to provide adequate roadway width toaccommodate the volume of vehicles on eachapproach. Frequently, this can be accomplishedby prohibiting parking for a sufficient distanceback from the intersection to provide a right-turnlane or by widening the roadway. On eachapproach, at least two lanes for moving traffic,one for through traffic, and one for right or leftturn traffic, should be provided unless it is phys-ically impossible to do so.

Information obtained from the traffic engineeringstudies should be compared with the criteria setforth below to determine if signals are warranted.

9.4.3 CRITERION 1 — MINIMUMVEHICULAR VOLUME

Principally the volume of traffic on the intersect-ing streets may indicate the desirability of a traf-fic control signal. This criterion is met under thefollowing conditions:

• When large traffic volumes (more than 500)exist for each hour of any seven hours of anaverage day.

• When the volumes of traffic are at least equalto those in Table 9-4.

• An “average day” is any day, (other than aFriday) when the traffic volumes entering theintersection are representative of those nor-mally and repeatedly found at that location.

• The volumes given in the last two columns ofTable 9-4 must occur during the same hours.

• The higher volume minor street approach(fourth column, Table 9-4) may be one of theapproaches during some of the eight hours

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Figure 9-9Vehicle Volume Count Field Data Form

Abu Dhabi Municipality

Traffic Survey Vehicle Volume Count Tally Sheet

Date: __________

Project Name: _____________________________

Location: _____________________ Intersection____________________________ and __________________________

Weather: ______________________ Road Condition: _____________________ Observers: _______________________

From: ________ On: ________________

From: ________ On: ________________

From

: ___

____

_ O

n: _

____

____

____

___

From

: ___

____

_ O

n: _

____

____

____

___

Day: ________ Time: ________ To: ________

Rural: ________ City: ________

U-Turn

Left Through Right

U-TurnLeftThroughRight

U-

Turn

Left

Thro

ugh

Rig

ht

U-Turn

LeftThrough

Right

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Abu Dhabi Municipality

Crosswalk Field Sheet Pedestrian Count

Adults Children

Adults Children

Adul

tsCh

ildre

n

Adul

tsCh

ildre

n

Time: ________ To: ________

Project: _________

Location: _______________________

Date: ________

Observer: ____________

(Street Name)

(Stre

et N

ame)

Figure 9-11Pedestrian Count Field Data Form

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Figure 9-12Condition Diagram

Driveway

Street Light

Fire Hydrant

Traffic Signal

Pedestrian Signal

No Parking

No Parking

No Parking

No Parking

11

11

3

3

3

3

3

3

3

3

3

2

2

2

2

2

2

2

2

Building Building Building

Building

Building

Building

Building

Building

Building

Building

1 2 3

3 3

3

3

3 3

2.5

9.0

15.0

3

0.2%

3.651.8 3.65 3.65

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Figure 9-13Typical Collision Diagram

SYMBOLSNUMBER OF ACCIDENTS TYPES OF COLLISIONS SHOW FOR EACH ACCIDENT

Non Involved Vehicle

Backing Vehicle

Moving Vehicle

Street Name

5/6/2000

3/10/2001

2/8/1999

22/6/1999

20/12/1999

20/12/200012/03/2001

10/9/2002

15/2/1999

11/11/2000

Time, Day, and Date1 -

2 -

3 -

Weather and RoadSurface, if UnusualCondition Existed

Night, if BetweenDusk and Dawn

Right Angle

Left Turn

Out of Control

Rear End

Head On

Side Swipe

Injury Accident

Fatal Accident

Fixed Object

Parked Vehicle

Pedestrian

COLLISION DIAGRAM

Intersection: ______________________________________ and ___________________________________________

Period from: ______________________________________ to: ___________________________________________

City: ______________________________ Prepared by: ___________________________________________

Total Accidents

Injury or Fatal

Property Damage Only12

3

15

Airport Road Delma Street

Abu Dhabi AK

Airport Road

Del

ma

Str

eet

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and the opposite approach during otherhours.

This criterion is also met if the traffic volumes atthe intersection are 70 percent or more of thoseshown in Table 9-4 when:

• The speed of 15 percent of the traffic on themain street is 65 km/h or more, whether theintersection is in an urban area or rural area,or

• The intersection is in an area with frequentbuildings ( a built-up area) in a city or villagehaving a population of less than 10,000, andit is not near a larger city or village.

9.4.4 CRITERION 2 —INTERRUPTION OFCONTINUOUS TRAFFIC

The desirability of a traffic control signal may beindicated by large numbers of vehicles on themajor street. This may result in unreasonabledelay and hazard to traffic on the intersectingstreet. This criterion is met under the followingconditions:

• When large traffic volumes exist on themajor street for each hour of any 7 hours ofan average day.

• The volumes of traffic are at least equal tothose in Table 9-5.

• An “average day” is any day (other than aFriday) when the traffic volumes entering theintersection are representative of those nor-mally and repeatedly found at that location.


• The higher volume minor street approach(fourth column, Table 9-5) may be one of theapproaches during some of the 8 hours, andthe opposite approach during other hours.

This criterion is also met if the traffic volumes atthe intersection are 70 percent or more of thoseshown in Table 9-5 when:

• The speed of 15 percent of the traffic on themain street in 65 km/h or more whether theintersection is in an urban area or a rural area,or

• The intersection is in an area with frequentbuildings ( a built-up area) in a city or village

Table 9-4 Minimum Vehicular Volumes for Criterion 1

Number of Lanes for Moving Traffic on Each Approach

Major Street Minor Street

Vehicles per Hour on Major Street (total of

both approaches)

Vehicles per Hour on Higher-volume Minor Street Approach (one

direction only)

1 1 500 150

2 or more 1 600 150

2 or more 2 or more 600 200

1 2 or more 500 200


Number of Lanes for Moving Traffic on Each Approach

Major Street Minor Street

Vehicles per Hour on Major Street (total of

both approaches)

Vehicles per Hour on Higher-volume Minor Street Approach (one

direction only)

1 1 750 75

2 or more 1 900 75

2 or more 2 or more 900 100

1 2 or more 750 100

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having a population of less than 10,000 and itis not near a larger city or village.

A traffic control signal should not be installedunder this criterion if its installation would seri-ously disrupt the flow of traffic in an existing orpotential progressive signal system. (SeeGlossary for meaning of “progressive signal sys-tem.”)

Figure 9-15 is an example of a traffic count madeto determine if the minimum vehicular volumesfor Criterion 2 were met.

9.4.5 CRITERION 3 — MINIMUMPEDESTRIAN VOLUME

A traffic control signal may be consideredbecause many pedestrians wish to cross a busystreet. Large volumes of traffic on a street maynot permit pedestrians sufficient time to crosssafely. This criterion may be met under the fol-lowing conditions.

• When large vehicle (more than 500) andpedestrian volumes (more than 150) exist for

• The vehicle and pedestrian volumes are atleast equal to those in Table 9-6.

• An “average day” is any day (other than aFriday) when the traffic volumes entering theintersection are representative of those nor-mally and repeatedly found at that location.


• One of the crosswalks may carry the greatestpedestrian volumes during some of the eighthours and the other crosswalk during otherhours.

This criterion is also met if the vehicular orpedestrian traffic volumes at the intersection are70 percent or more of those shown in Table 9-6when:

• the speed of 15 percent of the traffic on themajor street is 65 km/h or more, or

• the intersection is in an area with frequentbuildings (a built-up area) in a city or villagehaving a population of less than 10,000 and itis not near a larger city or village.

Traffic control signals installed when this criteri-on is satisfied should be equipped with pedestri-an signal indications.

If a signal is installed at an intersection more than600 meters from the nearest signal, it is recom-mended to be traffic actuated with pedestrianpushbuttons at each end of each crosswalk acrossthe major street.

Traffic control signals may be installed when thiscriterion is met at locations between intersec-tions, provided the crosswalk is 50 or moremeters from another crosswalk or intersection. Ifthe signal is within a progressive signal system, itshould be coordinated with that system. In suchcases, curbside parking should be prohibited forat least 30 meters before the crosswalk and 10meters beyond it.

9.4.6 CRITERION 4 — SCHOOLCROSSING

When children wish to cross a street, adequategaps are needed between vehicles for the childrento cross safely. However, adequate gaps may notoccur frequently enough. This criterion is satis-fied when the number of adequate gaps is less

Table 9-6 MInimum vehicular and Pedestrian Volumes for Criterion 3

Type of Roadway Vehicles per Hour on

Major Street (total of both approaches)

Pedestrians per Hour Crossing the Major Street on the

Crosswalk Having the Greatest Number of Pedestrians

No Pedestrian Refuge Island in the Street 600 150

Having a Raised Island at Least 1.25 m Wide in the Middle of the

Approach 1000 150

9-32



9-33



than the number of minutes in the time period ofthe day during which children with to cross.Generally, this period should not be less than 15minutes.

When traffic control signals are installed wherethis criterion but no other criterion is satisfied,the following actions are also required:

• Pedestrian signal indications should be pro-vided for each crosswalk which has been des-ignated for school children. Pedestrian signalindications may be provided for other cross-walks.

• A school crossing signal at an intersectionshould be fully traffic actuated. Signals in aprogressive signal system may have pretimedcontrol or, if traffic-actuated, should be coor-dinated with the system.

• At school crossings between intersections,the signal should be pedestrian-actuated. Ifwithin a progressive signal system, it shouldbe coordinated with that system. At such sig-nalized locations, parking should be prohibit-ed for at least 30 meters in advance of thecrosswalk and 10 meters beyond the cross-walk.

• A school crossing signal should not beinstalled within 150 meters of another trafficcontrol signal, and should be located at least30 meters and preferably further from thenearest intersection.

9.4.7 CRITERION 5 —PROGRESSIVE MOVEMENT

When the indications of a traffic control signalchange from red to green, the vehicles proceed-ing ahead on the green signal form a group.These vehicles usually stay in the group for 500meters or more. The movement of traffic groupsthrough a progressive signal system is more effi-cient than random movement of individual vehi-cles through the system.

Progressive signal systems control the speed oftraffic. A vehicle which is driven at a high rate ofspeed between signals would arrive at the secondsignal before the green indication is shown. Iftraffic control signals are far apart, the vehicleswithin a group disperse traffic. Thus, it may be

desirable to install a traffic control signal at anintersection between signals which are quite farapart. This will help to preserve the efficientgrouping of vehicles and regulate vehicle speed.

The Progressive Movement criterion may beapplicable when all three conditions exist.

• The adjacent signals are more than 800meters apart.

• A traffic engineering study shows that thevehicles do not remain in groups.

• Vehicle speeds are considerably above a safespeed.

A traffic control signal should normally not beinstalled if this criterion is satisfied when theresulting distance from that traffic signal to anyadjacent signal would be less than 300m.

9.4.8 CRITERION 6 — ACCIDENTEXPERIENCE

A traffic control signal may reduce the number ofcertain types of accidents occurring at an inter-section, although the signal will cause moredelay to drivers. It may also cause an increase inother types of accidents. The accident experiencecriterion is satisfied when all of the followingconditions are met:

• Other remedies such as improved signing,pavement markings and parking restrictionswere tried but, no reduction in the number ofaccidents occurred.

• Five or more accidents involving pedestrians,or right angle or left turn vehicle collisions,each of which caused personal injury or con-siderable property damage were reported tothe police within a 12-month period.

• The number of vehicles and pedestrians atthe intersection is not less than 80 percent ofthe requirements in Criteria 1, 2, or 3.

• The installation of a signal will not seriouslydisrupt the smooth flow of traffic in a pro-gressive signal system.

Any traffic control signal installed solely on theAccident Experience criterion should be trafficactuated. It may be semi traffic actuated whenequipped with devices which provide proper

9-34



coordination (if installed at an intersection with-in a coordinated system). It normally should befully traffic actuated if installed at an isolatedintersection.

Accident studies have shown the installation of atraffic control signal will significantly reduce thenumber of right angle collisions at an intersec-tion. Right angle collisions are usually severe. Atraffic control signal often will increase the num-ber of rear-end collisions that are usually muchless severe. Another type of accident which maybe reduced by a traffic control signal is oneinvolving pedestrians and vehicles.

When considering the removal of an existingtraffic control signal, an analysis should be madeof the accidents occurring at the intersection. Thetype and number of accidents that may occur ifthe signal were removed should be estimated.The vehicular and pedestrian volumes shouldalso be considered. A thorough analysis of theexisting and projected conditions at the intersec-tion should indicate whether the signal should beremoved or permitted to remain.

9.4.9 CRITERION 7 —COMBINATION OF CRITERIA

A traffic control signal may occasionally be jus-tified when no single criterion is met. When atleast 80 percent of the traffic volume required byparagraph No. 1or 2 (as appropriate) of two ormore of the first three Criteria (1, 2, and 3) aremet, a traffic control signal may be justified.

Before a signal is installed under this criterion,there should be adequate trial of other remediessuch as improved signing, pavement markings,and parking restrictions. A signal should beinstalled only if other remedies do not correct theproblems.

9.4.10 CRITERION 8 — SHORT PEAKPERIOD TRAFFIC VOLUMECRITERION

A traffic control signal may be indicated where,during only 1 or more hours of an average day,minor street traffic experiences unreasonabledelay or hazard. There are two methods of deter-

mining when this criterion is met. One is by usingthe major street and minor street traffic volumes.The other is by measuring the delay to minorstreet traffic.

The volume criterion may be applied by plottingon Figure 9-16 or 9-17 (whichever is appropri-ate):

• The total traffic volume on the major streetand

• Τhe number of vehicles entering the intersec-tion on the higher volume minor streetapproach. (Note: Figure 9-17 is to be used incommunities with a population of less than10,000, or the speed limit on the major streetis 65 km/h or more.)

If the point plotted on the graph falls above thecurve corresponding to the number of approachlanes, the criterion is met.

This criterion also applies when the followingconditions are met:

• During the peak traffic period traffic on aside street (controlled by a STOP sign) expe-riences a total delay per hour of:

- Four or more vehicle hours for a single-lane approach, or

- Five or more vehicle hours for a two-laneapproach.

• The volume on the side street approach dur-ing the same hours is

- One hundred or more vehicles per hourfor a single-lane approach or

- One hundred and fifty vehicles per hourfor a two-lane approach.

• The total traffic entering the intersection onall approaches during the same hours is

- Eight hundred or more vehicles per hourfor intersections with four or moreapproaches, or

- Six hundred and fifty vehicles per hourfor intersections with three approaches.

9-35



18001700400 600 700 800 900 11001000 1200 1300 1400 1500 1600500

100

200

300

400

500

600

**

Major Street — Total of Both Approaches — VPH

Min

or S

treet

— H

igh-

volu

me

Appr

oach

— V

PH

150 VPH applies as the lower threshold for a minor-streetapproach with two or more lanes and 100 VPH applies as the lowerthreshold volume for a minor-street approach with one lane.

*

Lanes per Approach:

One on both streets.

Two or more on one streetand one on the other street.

Two or more on both streets.

**

400300 600 700 800 900 11001000 1200 1300500

100

200

300

400

Lanes per Approach:

One on both streets.

Two or more on one streetand one on the other street.

Two or more on both streets.

Major Street — Total of Both Approaches — VPH

Min

or S

treet

—

High

-vol

ume

Appr

oach

— V

PH

100 VPH applies as the lower threshold for a minor-streetapproach with two or more lanes and 75 VPH applies as the lowerthreshold volume for a minor-street approach with one lane.

*

Figure 9-16Peak Hour Volume Criteria

Figure 9-17Peak Hour Volume Criteria (less than 10,000 population or above 65 km/h)

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9.4.11 CRITERION 9 — ESTIMATE OFTRAFFIC ON STREET TO BECONSTRUCTED

This criterion may be used only to evaluate theneed for a traffic signal at a newly constructedintersection, created or revised by a highway con-struction project, or at the driveway of a newcommercial or residential development.

The anticipated traffic volume is estimated as ofthe date the intersection is opened to traffic, or:

• Within 2 years from the date of opening of ahighway construction project, or

• Within 6 months from the date of the openingof a new commercial or residential develop-ment.

This criterion is met when the estimated averagedaily traffic volume on the major street and onthe higher volume minor street or drivewayapproach to the intersection equals or exceeds thevolumes of traffic shown in Table 9-7.

This criterion is also met if the traffic volumesare estimated to be 70 percent or more of thoseshown in the Table 9-7 when:

• Τhe speed of 15 percent of the traffic on themain street is 65 km/h or more, whether theintersection is in an urban area or a rural area,or

• The intersection is in an area with frequentbuildings (a built-up area) in a city or villagehaving a population of less than 10,000, andit is not near a larger city or village.

9.4.12 SELECTION OF PRETIMED ORTRAFFIC-ACTUATEDCONTROL

Pretimed traffic control signals are generally themost appropriate type for the following condi-tions:

• A repeated, predictable traffic volume pat-tern.

• An intersection in the built-up area of a cityor village.

Unless an intersection is or will be in a coordi-nated signal system, traffic-actuated signals maybe used in place of pretimed signals. Traffic-actu-ated signals are also appropriate for the followingconditions:

• When the volume of traffic low, changes fre-quently through the day, or is greater first onone approach and then on others.

• When the side street vehicles are numerousonly during a few peak hours per day, andthose are the only hours when considerabledelay is experienced on the side street.

• When only the pedestrian or accident criteri-on is used.

• When the signal will not be installed at anintersection.

• When the signal will be at an isolated loca-tion, that is two kilometers from the nearestsignalized intersection.


Number of Lanes for Moving Traffic on Each Approach Average Daily Traffic

Major Street Minor Street Major Street (both approaches)

Minor Street (one approach)

1 1 10000 3000 2 or more 1 12000 3000 2 or more 2 or more 12000 4000

1 2 or more 10000 4000 1 1 15000 1500

2 or more 1 18000 1500 2 or more 2 or more 18000 2000

1 2 or more 15000 2000

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9.4.13 PEDESTRIAN ACTUATION OFTRAFFIC CONTROL SIGNALS

Pedestrian detectors (usually pushbutton switch-es at the ends of crosswalks) should be installedwith a traffic-actuated traffic control signal whenpedestrians would have to wait an unreasonablelength of time for a vehicle actuation to givethem an opportunity to cross.

Pedestrian detectors should be installed with atraffic-actuated traffic control signal if pedestri-ans would not have sufficient time to cross theintersection during a green signal indication forvehicles.

9.4.14 SIGNAL CRITERIA ANALYSISFORM

Figure 9-18 shows a convenient form used tosummarize the data, which determine if one ormore of the traffic signal criteria are met.

9.5 TRAFFIC CONTROLSIGNAL OPERATION

9.5.1 VEHICLE CHANGE ANDCLEARANCE INTERVALS

The exclusive function of the steady yellow inter-val is to warn traffic that a change in the right-of-way assignment will occur. The vehicle changeinterval should be long enough to allow driversapproaching the indication at a legal speed tostop before entering the intersection.

A vehicle change interval should be followed bya short red clearance interval to allow vehicleswhich have entered the intersection to leavebefore conflicting vehicle movements enter it.

The length of vehicle change and clearance inter-vals depends on the speed and type of approach-ing traffic, the width of the intersected street, andthe gradient (negative or positive) of theapproach.

The vehicle change interval should not be lessthan three seconds nor more than seven seconds.Drivers will violate a yellow interval which is too

long. The exclusive function of the yellowchange interval should be to warn traffic of animpending change in the right-of-way assign-ment. The change intervals for a particular inter-section should be selected on the basis of itsphysical and traffic characteristics by using Table9-8 or the formula:

Vehicle Change Interval = T + 0.91V_______6.56A + 0.644G

Where:A = Max. deceleration rate (m/s2), typically 3.048.T = Reaction time, typically one second.G = Gradient of approach.V = Speed of vehicle (km/h).

The vehicle red clearance interval should notexceed nine seconds. A vehicle may enter anintersection immediately before the end of theyellow change interval. It must be allowed toleave the intersection before conflicting trafficenters. The clearance intervals for a particularintersection should be selected on the basis of itsphysical and traffic characteristics for the initialtiming of the signal controller by using Table 9-9or the formula:

T (sec.) = 3.6 (W + C + L)______________V

Where:W = Street width in meters.C = Distance from stop line to near side of crossstreet.L = Length of the vehicle.V = Speed of vehicle (km/h).

Change and clearance intervals should be provid-ed between the termination of a GREENARROW indication and the showing of aGREEN indication to any conflicting trafficmovement. The change interval is shown by aAMBER ARROW indication. This may be fol-lowed by a RED indication if that movement isno longer permitted.

9-38



X X

X X X X

X X

X X

X X

X X

X X

X X

X X

Traffic Signal Criteria Analysis Form Calc: AK Date: 17 Feb. 2003

City: Abu Dhabi Route: Chk: AHS Date: 19 Feb. 2003

Major St.: Khaleej Al Arabi Critical Approach Speed: 65 km/h Lanes: 3

Minor St.: Delma Critical Approach Speed: 65 km/h Lanes: 3

70% Vol. 100% Vol.

Critical Speed of Major Street Traffic > 65 Km/H . . . . . . . . . . . . . . . . . Yes No

In Built-Up Area or Isolated Community of < 10,000 Pop. . . . . . . . . . Yes No

Applicable Minimum Volume Requirements: 70% 100%

Criterion 1 — Minimum Vehicular Volume 100% Satisfied Yes No

Minimum Requirements (80% Shown in Brackets) 80% Satisfied Yes No

100% 70% 100% 70% Hour

Approach Lanes 1 2 or More 1600 1700 1500 1300 1200 700 1400 1100

Both Approaches Major Street 500 (400)

350 (280)

600 (480)

420 (336)

628 619 594 558 532 511 507 484

Highest Approach Minor Street 150 (120)

105 (84)

200 160)

140 (112)

71 52 62 39 70 46 49 79

Note: Heavier of Left-Turn Movement From Major Street Included When LT -Phasing is Proposed.

Criterion 2 — Interruption of Continuous Traffic 100% Satisfied Yes No


100% 70% 100% 70% Hour

Approach Lanes 1 2 or More 1600 1700 1500 1200 700 1400 1100 900

Both Approaches Major Street 750 (600)

525 (420)

900 (720)

630 (504)

628 619 594 532 511 507 484 455

Highest Approach Minor Street 75 (60)

53 (42)

100 (80)

70 (56)

71 52 63 70 46 49 79 108

Note: Heavier of Left-Turn Movement From Major Street Included When LT -Phasing is Proposed.

Criterion 3 — Minimum Pedestrian Traffic 100% Satisfied Yes No


Hour

Median 100% 70%

No Median 600 (480)

420 (336)

Both Approaches Major Street Volume Raised 10 cm

Median 1000 (800)

700 (560)

Pedestrians on Highest-Volume X-Walk Crossing Major Street

150 (120)

105 (84)

If Midblock Signal Proposed Minimum Requirement Distance to Nearest Established X-Walk Fulfilled

50 Meters N/E __________ M S/W __________ M Yes No Criterion 4 — School Crossings Not Applicable See School Crossings Warrant Sheet

Figure 9-18 (page 1 of 2)Completed Traffic Signal Criteria Analysis Form

9-39



Figure 9-18 (page 2 of 2)Completed Traffic Signal Criteria Analysis Form

X

X

X

X

X

X

X

X

X

X

X

X

X

X

ü

ü

ü

ü ü

ü

9-40



Table 9-8 Vehicle Change Interval (seconds)

Gradient on Approach 85th Percentile Approach Speed

(km/h) -8% -6% -4% -2% 0 +2% +4% +6% +8% 30 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 40 3.5 3.3 3.1 3.0 3.0 3.0 3.0 3.0 3.0 50 4.1 3.8 3.6 3.4 3.3 3.1 3.0 3.0 3.0 60 4.7 4.4 4.1 3.9 3.7 3.6 3.4 3.3 3.2 70 5.3 5.0 4.7 4.4 4.2 4.0 3.8 3.7 3.5 80 5.9 5.5 5.2 4.9 4.6 4.4 4.2 4.1 3.9 90 6.5 6.1 5.7 5.4 5.1 4.8 4.6 4.4 4.3

100 7.0 6.6 6.2 5.9 5.6 5.3 5.0 4.8 4.6 120 7.0c 7.0b 7.0a 6.8 6.5 6.1 5.8 5.6 5.3

Notes: a. Add 0.3 seconds to clearance interval shown in last column of Table 9-9 (when approach gradient is -4%).

b. Add 0.8 seconds to clearance interval shown in last column of Table 9-9 (when approach gradient is -6%).c. Add 1.4 seconds to clearance interval shown in last column of Table 9-9 (when approach gradient is -8%).

After the signal is functioning, it should be adjusted for actual local operating conditions. The length of the interval can frequently be shorter than initially calculated.

Table 9-9 Vehicle Red Clearance Interval (seconds)

85th Percentile Vehicle Approach Speed km/h Cross Street Width (meters) 30 40 50 60 70 80 90 100 110 120

9 2.5 1.9 1.5 1.3 1.1 0.9 0.8 0.8 0.7 0.6 12 2.9 2.2 1.7 1.4 1.2 1.1 1.0 0.9 0.8 0.7 15 3.2 2.4 1.9 1.6 1.4 1.2 1.1 1.0 0.9 0.8 18 3.6 2.7 2.2 1.8 1.5 1.4 1.2 1.1 1.0 0.9 21 4.0 3.0 2.4 2.0 1.7 1.5 1.3 1.2 1.1 1.0 25 4.4 3.3 2.7 2.2 1.9 1.7 1.5 1.3 1.2 1.1 28 4.8 3.6 2.9 2.4 2.1 1.8 1.6 1.4 1.3 1.2 31 5.2 3.8 3.1 2.6 2.2 1.9 1.7 1.5 1.4 1.3 34 5.5 4.1 3.3 2.8 2.4 2.1 1.8 1.7 1.5 1.4 37 5.9 4.4 3.5 2.9 2.5 2.2 2.0 1.8 1.6 1.5 40 6.2 4.7 3.7 3.1 2.7 2.3 2.1 1.9 1.7 1.6 43 6.6 5.0 4.0 3.3 2.8 2.5 2.2 2.0 1.8 1.7 46 7.0 5.2 4.2 3.5 3.0 2.6 2.3 2.1 1.9 1.8 55 8.0 6.0 4.8 4.0 3.4 3.0 2.7 2.4 2.2 2.0 60 8.6 6.5 5.2 4.3 3.7 3.2 2.9 2.6 2.4 2.2

Notes: Add the following values to the Vehicle Clearance Intervals when the approach gradient is:-4% add 0.3 seconds-6% add 0.8 seconds-8% add 1.4 seconds

9-41



9.5.2 PREVENTION OFUNEXPECTED TRAFFICCONFLICTS

Signal indications, allowing unexpected crossingor merging of the paths of vehicles with the pathsof other vehicles and pedestrians, should not begiven except when all of the following three con-ditions exist:

• The crossing or merging involves only slighthazard, and

• Serious traffic delays can be materiallyreduced.

• Drivers and pedestrians making the conflict-ing movements are effectively warned of theconflicts.

Warning may be given by signs or the use of anappropriate traffic signal indication.

A LEFT GREEN ARROW signal indicationshould not be shown when drivers obeying itwould intersect the path of pedestrians crossingin response to a walk indication.

9.5.3 PROTECTIVE FAIL-SAFECIRCUITRY

Traffic signal controllers installed shall, throughinternal or external electrical circuitry, determineif green signal indications are being given to con-flicting traffic movements. If such indications arebeing given, the signal should immediately betransferred to the flashing mode described inparagraph 9.05 F7. The signal should stay in thismode until the fault is corrected, and the signal ismanually restored to normal operation. An alarmshould also be generated at the traffic controlcenter, where applicable, to alert the operator ofsuch conflict.

9.5.4 SEQUENCE OF TRAFFICCONTROL SIGNALINDICATIONS (OPERATINGPLANS)

The safe and efficient operation of a signalizedintersection is dependent upon providing the bestsequence and timing of signal intervals and phas-es.

A pretimed signal controller or system generallydoes not change the sequence in which indica-tions or phases occur. However, in traffic-actuat-ed controllers and traffic-adjusted signal systems,both the sequence and timing of intervals andphases can change each cycle. Whether or not thesequences change frequently, they must beplanned and controlled to prevent unsafe andconflicting indications and movements.

Every controller or control system should bedesigned and operated for safe and efficient func-tioning. In the normal operation of a traffic con-trol signal, the indications on a specific signalface should be followed by one of the approvedindications or combinations of indications givenin Table 9-1. No unauthorized “following” indi-cations may be shown. The authorized indicationprogression in the case where the operation of atraffic control signal is preempted by a train oremergency vehicle may be taken from eitherTable 9-1 or Table 9-2.

A signal installation should comply with the fol-lowing requirements:

• An arrow indication should never directvehicles across the path of pedestrians whohave a Walk indication.

• When a green vehicular indication or apedestrian Walk indication is terminated, itshould be followed by a change and a clear-ance interval.

• If a GREEN DISK indication is to continuewhen a GREEN ARROW indication begins,(called a lagging left turn), opposing or con-flicting vehicular movements should first bestopped. This should be done by displaying ayellow change indication followed by a redclearance indication for the conflictingmovements. The GREEN ARROW indica-tion may be shown.

• A signal indication sequence may allow a leftturn to be made only on GREEN ARROW.Such a sequence should be used only whenleft turning vehicles have a lane separatefrom, and in addition to, lanes for throughtraffic.

• “Protected” turning movements are allowedby GREEN ARROW indications shownwhen other traffic movements do not conflictwith the turning movements. It is easier for

9-42



drivers to turn left when they are protected bythe signal from conflicting movements thanwhen they are not protected. However, pro-tected turns frequently reduce the efficiencyand capacity of an intersection. Therefore,signal-operating plans should provide forprotected turning movements typically atintersections where the left turn volume islarge or where left turn accidents have beenfrequent.

Many sequences of signal phases are possible.The sequence of phases sometimes affects thesequence of indications within a phase. The mostcommonly used sequences of signal phases andindications (operating plans) are given in the fol-lowing paragraphs. If an engineering studyshows a different phase sequence is desirable,that sequence should comply with all standardsherein.

• The standard four phase traffic signal isshown in Figure 9-19.

• The standard sequence of traffic signal indi-cations and phases is shown in Figure 9-20.Figure 9-20 also shows the standard number-ing for traffic signal indications. It should beused whenever practicable. It is particularlyapplicable to the intersection of two streetswhere all drivers who wish to turn left can doso within two signal cycles. The standardsequence which includes pedestrian signalindications is shown in Figure 9-21.

• A left turn movement may be “permissive,”“protected/permissive,” or “protected/pro-hibited.” A permissive left turn is one whichmay be made whenever a GREEN DISK isdisplayed (unless prohibited by a regulatorysign). In a protected/permissive left turn, theGREEN ARROW indication is displayedwith the GREEN DISK indication. This tellsmotorists no oncoming traffic from the oppo-site direction (or other movements) will con-flict with turning traffic during the GREENARROW left turn phase. However, duringthe display of the GREEN DISK indicationalone without the GREEN ARROW, vehiclesturning left must yield the right-of-way tovehicles entering from the opposite approachon the GREEN indication. The term “pro-tected/prohibited” also means no movementswill conflict with turning traffic during the

GREEN ARROW phase. However, left turnsare prohibited when the GREEN ARROWindication is not being shown to thatapproach. The GREEN ARROW indicationmay be displayed with or independent of theGREEN DISK indication for a protected/per-missive left turn.

• A left turn movement may be allowed to takeplace throughout the green phase (permissivephasing), at the beginning or at the end of thegreen phase. When allowed at the beginningof the green phase, it is called a leading leftturn interval. When allowed at the end of thegreen phase it is called a lagging left interval.

• A leading left turn is usually preferable to alagging left turn because the risk of accidentsis less when the turn is leading. Before aleading left turn begins, all traffic is stoppedbecause the cross street green phase has ter-minated. Therefore, there are no conflictingmovements, and the likelihood of accidentsinvolving the vehicles turning on the leadingGREEN ARROW decreases. A lagging leftturn from only one approach usually isaccompanied by a GREEN DISK on thesame approach. Traffic on the oppositeapproach, (which has a RED DISK indica-tion) may not stop because it is watchingother traffic. Generally, a lagging left turnshould be simultaneous on both oppositeapproaches with both through movementsbeing stopped.

• A left turn movement from a street may beallowed from only one of its approaches tothe intersection or from opposite approachessimultaneously. The latter is called a two-direction simultaneous left turn. Straightthrough and right turning vehicles should beprohibited from entering the intersection atthis time.

• When Walk and Don't Walk indications areused, the GREEN ARROW interval must becoordinated with the pedestrian indications(see Section 9.5.2).

• The signal operating plans for several typicalintersection designs are illustrated in the fol-lowing figures:

- Figure 9-22: LeadingProtected/Permissive Left Turn FromOne/Approach

- Figure 9-23: Permissive Left Turn on

9-43



GREEN DISK from Opposite Approaches- Figure 9-24: Leading

Protected/Permissive Left Turn fromOpposite Approaches

- Figure 9-25: Leading Protected/ProhibitedLeft Turn from One ApproachIntersection with One-Way Street

- Figure 9-26: Intersection of Two DividedStreets with Service Roads

- Figure 9-27: Intersection of Two DividedHighways Having Left-Turn Bays in theMedian

- Figure 9-28: “T” Intersection with aService Road Along the Principal Street

- Figure 9-29: “T” Intersection with a Left-Turn Bay and Continuous Traffic on thePrincipal Street

• Right turns normally involve considerablyless potential conflict than left turns. Also,right turn intervals seldom are needed. Thesame general principles may be applied toright turns as to left turns in those caseswhere a right turn interval is required.

• Signal controllers and systems should bedesigned to provide interval and phasesequences which meet the requirements ofthis section. The newest types of controllersand systems, where most equipment use dig-ital technology, have great flexibility in thetiming and sequence of intervals and phases.In the case of pretimed equipment, operationmay be specified by detailing all indicationsin proper sequence.

• Figure 9-20 illustrates one manner in which thesequence of signal phases, intervals and indica-tions may be shown. This method is particular-ly satisfactory for pretimed signals in which thesequence of phases does not change.

• Figures 9-30A and 9-30B illustrate a mannerin which the desired operation of a traffic-actuated signal may be shown. Modern traf-fic-actuated controllers may be designed andoperated by traffic demand to vary thelengths of intervals and change the sequencesin which the intervals occur.

- Figure 9-30A shows a simple intersectionof two streets, each with a curbed medianand left-turn bays. Vehicle detector loopsand signal faces are shown, as well aspedestrian signal faces. Left turns from

north to east and from south to west mayoccur only on the GREEN ARROW indi-cation (protected/prohibited left turns).Left turns from east to south and fromwest to north may occur both on theappropriate GREEN ARROW and on theGREEN DISK indication on thoseapproaches (protected/permissive leftturns). Some of the explanatory notes inFigure 9-31B also apply to Figure 9-30.

- Figure 9-30B is a diagram of the eightphases (each interval is considered to be aphase) in the signal sequence. Throughand left turn movements are given sepa-rate phases. It is assumed right turns maybe made on the GREEN DISK indication.

Figure 9-31 has two parts.

- Part A is a table showing for each phasethe other phases (non conflicting phases)which could simultaneously be shownwith it and the phases (called conflictingphases) which would have movements inconflict with the phase having the greenindication.More than one phase (for example Phases1 and 5, or 3 and 8) may occur simultane-ously, if the appropriate detectors areactuated.However, phases occurring simultaneous-ly must be on the same side of the “barri-er line.” Also, no more than two phasesper ring may occur simultaneously.Exceptions to these limitations occurwhen “overlapping” phases are present,but the complexity of this phasingrequires more space than is available inthis Manual. The terms “ring” and “barri-er” come from the characteristics of thesolid-state circuitry used in these con-trollers.

- Part B is a table, with explanatory notes,showing the signal indications used in thechange and clearance intervals followingeach phase.

The signalization of the intersection of the rampsand the crossroad at a diamond interchange is aspecial case. Several standard types of phasesequences are used. Some of the most useful ofthese are shown in Figures 9-32 to 9-35. Traffic

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Sequence of Signal Indications Using a Pretimed Controller

Indication in All Signal Faces

Figure 9-19Standard Four-Phase Traffic Signal — Without Pedestrian Signals

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N

V1

V12

V11

Cross street

V10V9

V8

V7

V6

V5

V4

V3

V2

Standard signal numberingsequence is shown.



Figure 9-20Signal Operating Plan No. 1 — Standard Signal Operating Plan — Without Pedestrian Signals

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N

V1V12

V10V9

V7

V6

V3

The standard numberingsystem for pedestrianindications is shown in this figure.

V11

V8

V2

V5

P1 P2

P3P4

P5

P6P7

P8

W

W

W W


Indicates flashing signal.

Figure 9-21Signal Operating Plan No. 2 — Standard Signal Operating Plan — With Pedestrian Signals

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W

W

W

W W


Indications on Each Signal Face


Figure 9-22Signal Operating Plan No. 3 — Leading Protected/Permissive Left Turn From One Approach — With Pedestrian Signals

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W

W

W W



Figure 9-23Signal Operating Plan No. 4 — Permissive Left Turn On Green Disk From Opposite Approaches —

With Pedestrian Signals

9-49



W

W

W W



Figure 9-24Signal Operating Plan No. 5 — Leading Protected/Permissive Left Turn From Opposite Approaches —

With Pedestrian Signals

9-50



W

W

W

W

W

W



Figure 9-25Signal Operating Plan No. 6 — Leading Protected/Prohibited Left Turn From One Approach Intersection With

One-Way Street — With Pedestrian Signals

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Figure 9-26Signal Operating Plan No. 7 — Intersection of Two Divided Streets With Service Roads — Stop or Signal Control on

the Service Roads — Without Pedestrian Signals

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W

W

WW



Figure 9-27Signal Operating Plan No. 8 — Leading Protected/Prohibited Left Turn From Two Approaches — LeadingProtected/Permissive Left Turn From Two Other Approaches — Intersection of Two Divided Streets With

Left-Turn Bays — With Pedestrian Signals

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V1 V2

V3V4

V5

V6V7

V8

V9

V10

V10

V11

V12

V13V14

Figure 9-28Signal Operating Plan No. 9 — “T” Intersection With a One-Way Service Road Along the Principal Street —

Without Pedestrian Signals

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Figure 9-29Signal Operating Plan No. 10 — “T” Intersection With Left-Turn Bay — Continuous Traffic on the Principal Street

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V1

V6

V16

P4 P3

P2P1

V15

V14

V13

V12

V11

V10

V9 V8V7

V5

D2

D4D5

D3

D13

D7 D8

D6

D9

D11

D10

D14

D1

V4V3V2

D12

All detectors call and extend theirassociated phases.

Detectors D2 and D3 are callingdetectors only and are disconnectedduring phase 2.

Detectors D1, D6, D9, and D12 operatein the nonlocking mode. All otherdetectors operate in the locking mode.

Figure 9-30AIntersection Plan — Traffic-Actuated Signal With Pedestrian Signals

Figure 9-30BMovements During Each of the Phases

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Phase Having Green

Nonconflicting Phase Allowed to Time Concurrently

Phases in Conflict with Phase Having Green

1 5 or 6 2, 3, 4, 7, 8

2 5 or 6 1, 3, 4, 7, 8

3 7 or 8 1, 2, 4, 5, 6

4 7 or 8 1, 2, 3, 5, 6

5 1 or 2 3, 4, 6, 7, 8

6 1 or 2 3, 4, 5, 7, 8

7 3 or 4 1, 2, 5, 6, 8

8 3 or 4 1, 2, 5, 6, 7

Figure 9-31ATable of Conflicting and Nonconflicting Phases

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9-58



Phase 1

Phase 3

Phase 2

Figure 9-32Three-Phase, Lead-Lag Diamond Interchange Ramp Signal Sequence

Notes:

May be either pretimed, if it can be included in a coor-dinated system, or may be traffic actuated.

Is not recommended where vehicles turning left off oframps or frontage roads are numerous.

Is generally not suitable for an urban location.

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Phase 1

Phase 3

Phase 2

Phase 4

Figure 9-33Four-Phase Diamond Interchange Ramp Signal Sequence

Notes:

Very good when there is much ramp traffic and moreon one ramp than the other.

Minimizes the need for provision for vehicles stoppedon the cross street awaiting an opportunity to turn left.

Must be pretimed.

Is not as efficient as the four-phase, two-overlapsequence.

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Phase 1Overlap

Phase 1

Phase 4

Phase 2

Phase 3

Phase 3Overlap

Figure 9-34Four-Phase, Two-Overlap Diamond Interchange Ramp Signal System

Notes:

Must be pretimed.

Makes efficient use of green time. More efficient thanany other system.

Is especially effective at interchanges where the spac-ing between ramp terminals is short and left-turn stor-age is limited.

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Phase 1

Phase 3

Phase 2

Figure 9-35Three-Phase, Lag-Lag Diamond Interchange Ramp Signal System

Notes:

Has high traffic capacity when there is a large numberof cross-street vehicles and relatively few left turns.

Can use a shorter cycle than other phasing.

Especially good when ramps are 120 m to 150 mapart along the main road.

The phasing can readily be produced by a standardthree-phase, traffic-actuated controller.

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estimates should be made prior to signalization,and the most appropriate phase sequence shouldbe adopted initially. Studies should be made aftersignalization, and one of the other phasesequences should be used if better results couldbe obtained with it.

9.5.5 COORDINATION OF TRAFFICCONTROL SIGNALS

Both pretimed and traffic-actuated signals within800 meters of one another along a major route orin a network of major routes should normally beoperated in coordination to minimize unneces-sary delay and accidents.

Coordination may be accomplished by wiresbetween the signal controllers in the system, withone controller (or a central master controller)designed to send impulses at intervals to regulatethe operation of the other controllers. As a tem-porary measure, pretimed signals may be coordi-nated by using a common cycle length and set-ting the time relationships (offsets) by stopwatch.Coordination usually cannot be maintainedacross boundaries between signal systems whichoperate on different cycle lengths.

A time-base coordination unit at each controllermay be used for coordinating traffic control sig-nals. No wires are needed between controllers.The time-base coordinator is essentially an accu-rate and stable clock which may be independentof the power mains. Each time-base unit can beset to regulate the cycle, splits, and offset of itsassociated controller. Because of the timing sta-bility of the time-base coordinator, the time rela-tionships of the signals in the system do notchange over long periods of time. Time-basedcoordinators are available which can be pro-grammed for a time period of a week or a fullyear.

Until recently, coordination was usually accom-plished by a master controller that supervised theoperation of local controllers at individual inter-sections. The availability of computerized equip-ment has made possible more complex and effi-cient coordinated control of signal networks.Much useful information on this subject is avail-able in periodicals, handbooks, and manufactur-

ers literature, and should be consulted if a coor-dinated network is anticipated.

9.5.6 FLASHING OPERATION OFTRAFFIC CONTROL SIGNALS

All traffic control signal installations should haveelectrical mechanisms which will flash the signalindications when activated by a manual or auto-matic switch. It should be possible to remove thesignal timer without affecting the flashing of theindications. During flashing operation, the indi-cations should be flashed at a rate of not less thanone-half nor more than two-thirds of the totalflash cycle.

Automatic changes (by time clock or remote con-trol) from flashing to stop-and-go operationshould be made when a green indication is shownin both direction on the major street. Where thereis no such green indication for both directions,the change should be made at the beginning ofthe green interval for the greatest traffic move-ment on the major street.

Automatic changes from stop-and-go to flashingoperation should be made at the end of the peri-od during which the red indication is shown inboth directions on the major street.

The operation of the manual “flash” switch or the“fail-safe” conflict monitor (see Section 9.5.3),should cause the immediate change from stop-and-go to flashing operation. Restoring the man-ual “flash” switch to the “automatic” position oroperation of the conflict monitor reset switchshould cause the immediate change from flashingto stop-and-go operation.

A short, steady all-red interval should be given toall minor street approaches before changing fromflashing red to green on a minor approach.

There is usually period of four or more consecu-tive hours of the night when the volume of trafficis much less than in the day-time. During suchperiods, when traffic is less than 50 percent of thevolume criteria in Section 9.4 of this chapter (orless than 120 vehicles per hour), a pretimed sig-nal may be placed on flashing operation. Traffic-actuated signals should normally not be placed

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on flashing operation during such times of lowertraffic. At such times, a properly adjusted andmaintained traffic-actuated signal will not causeunnecessary delay to traffic and will providesafer traffic movement than would flashing oper-ation. In Abu Dhabi, placing a signal on flashingmode requires a prior authorization of theDepartment.

When the Department approves that a traffic con-trol signal be placed on flashing operation mode,the following signal indications should normallybe displayed:

• Flashing yellow in all indications facing traf-fic on the main street or highway.

• Flashing red in all indications facing trafficon the minor or cross streets. At some inter-sections, traffic volumes on the main andcross streets may be nearly equal and acci-dents may be displayed in the indications fac-ing main street traffic and also those facingcross street traffic.

A traffic control signal indication that is suffi-ciently bright to be effective in the day time maybe too bright at night. Therefore, except in urbanareas with bright surroundings and on high speedrural roads, indications may be automaticallydimmed at night. The dimming device shouldreduce the light output of each signal indicationproportionally as the ambient light level decreas-es. The reduction should be not more that 50 per-cent and not less than 30 percent of the light out-put at full rated voltage.

9.5.7 CONTINUITY OF OPERATIONOF TRAFFIC CONTROLSIGNALS

A traffic control signal installation, except as pro-vided below, should at all times be operatedeither as a stop-and-go device or as flashingdevice.

• Before being placed in operation, duringmajor reconstruction, or a seasonal shut-down, a signal may not be operating. In suchcases, the signal faces should be covered,turned away from the street, or removed toclearly indicate the signal is not in operation.

• When a traffic control signal installation isbeing operated as a stop-and-go device, atleast one indication in each signal faceshould be illuminated.

• When a traffic control signal installation isbeing operated as a flashing device, at leastone indication in each signal face should beflashed.

• The indication of traffic control signals foremergency vehicle entrances do not have tobe steadily illuminated or flashed exceptwhen those signals are activated.

A GREEN ARROW indication used alone to per-mit a continuous movement should be constantlyilluminated when other indications in the signalinstallation are flashed.

9.5.8 CONTROL PREEMPTION BYPRIORITY TRAFFIC

Special classes of traffic (emergency vehicles,trains, transit vehicles, and certain official vehi-cles) may require priority over other traffic.Equipment is available to allow such traffic tomodify the timing, sequence, or display of trafficsignal indications. Change and clearance inter-vals and displays should be provided when a pri-ority vehicle causes a change in the normal tim-ing, sequence or signal display. Priority controlmay be established over one signal or over all orparts of an entire signal system.

The indications of signals under priority controlshould allow traffic to continue to move as nor-mally as possible without delay or hazard to pri-ority vehicles. Long all-red or flashing signalsequences should not be used.

9.5.9 MAINTENANCE OF TRAFFICCONTROL SIGNALS

Proper and reliable operation of traffic controlsignals involves regular and emergency mainte-nance. This includes maintenance to reduce thelikelihood of the failure of any signal componentand prompt repair or replacement of malfunc-tioning signal units.

Traffic signal equipment occasionally fails tofunction properly. If a breakdown or failure of the

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equipment occurs, control should be reestab-lished in one of the following ways:

• Automatic or manual transfer to a predeter-mined flashing mode.

• Manual traffic direction by proper authority.• Temporary erection of other traffic control

devices.

Traffic control signals have complex electricaland electronic equipment. Special training andskills are needed to provide the maintenance nec-essary to keep the signals operating properly andto restore the signals to operation after an equip-ment failure occurs. Types of work include thefollowing:

• Routine preventative maintenance and iden-tification of problems with controllers andassociated equipment.

• Cleaning and replacement of signal lamps ona schedule that will minimize interruption ofsignal operation due to lamp failure.

• Maintenance of an adequate stock of replace-ment control equipment and spare parts.

The appearance and effectiveness of an installa-tion should be maintained by scheduled cleaningand adjustment of signal lenses and reflectors andby painting signals and supports. Yellow postsshould be used for post-mounted signal heads.The signal head housings, insides of visors, entiresurface of louvers, and surface of backplatesshould have a dull black or dark green finish.Backplates may have a white border.

To provide efficient and safe operation of anintersection, the traffic signal control equipmentmust be operated in accordance with its predeter-mined timing schedule. Timing changes shouldbe made only by authorized persons. A writtenrecord should be made of all timing changes,inspections and other work done on any signal,and a copy should be placed in the cabinet. Acopy of the timing plan and wiring schemeshould also be kept in the cabinet. Also, a copy ofall records should be maintained by the localauthority.

9.5.10 VEHICLE SENSORS

Traffic-actuated signal control is generally moreefficient than pretimed control at intersectionswhich are not part of a signal system. However,the efficiency of traffic-actuated signal control isgreatly affected by the type, placement, andmaintenance of the vehicle detectors used withthe signal.

It is best to use detectors capable of registeringthe presence of a vehicle at the detector as well asthe passage of the vehicle over the detector.

Sensors (or the associated controller) may haveone or more of the following characteristics, allof which add to the usefulness of the detector.

• Presence mode, which means the detectorgives an indication as long as a vehicle isover the detector.

• Pulse mode, in which the detector gives onlya short (pulse) indication when a vehicle oraxle passes over it.

• Holding or nonholding mode. In the holdingmode, the detector actuation is held after thevehicle leaves the detector until the actuationis released by the detector or controller. Inthe nonholding mode, the detector actuationis discontinued by the detector or the con-troller when the vehicle leaves the detector.

• Delay timing, which means the detector doesnot transmit the vehicle actuation to the con-troller for a predetermined adjustable time.

• Extension timing, which means the detectorprolongs the transmission of an actuation tothe controller after the passage of a vehicle.

At some locations, total entering traffic on themajor street is more than twice the traffic on theminor street. In such cases, the detectors on theminor street should be placed closer to the stopline than those on the major street.

On low-volume minor streets, vehicles enteringthe street from driveways between a detector andthe stop line do not register their presence andmay not receive the green light for a considerabletime. In such cases, an additional detector shouldbe placed between the stop line and the nearestdriveway. Any vehicle crossing this detector will

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register their presence and call for the right-of-way and will not be unnecessarily delayed. Thiswill require a reduction in the length of the vehi-cle extension timing on that approach. As analternative, the controller can be designed torespond only to the first impulse in each cyclefrom the detector farthest from the intersection.

At traffic-actuated signals, detectors are requiredin separate turning lanes to secure the right-of-way for vehicles in those lanes. Turning vehiclescan frequently complete the turn and leave theintersection on the GREEN DISK signal indica-tion. Thus, the right-of-way does not have to betransferred to the turning lanes causing unneces-sary delay to other traffic. Therefore, detectorsand associated equipment for such lanes shouldbe designed to register the need for right-of-wayonly when a vehicle is present in the lane.

Detectors should be placed where vehicles trav-eling away from the intersection will not affectthe controller. On narrow two-way roadways thismay require a special type of directional detectorwhich will be actuated only by vehicles goingtoward the intersection.

9.5.11 USE OF SIGNS WITH TRAFFICCONTROL SIGNALS

STOP signs should be used with traffic controlsignals except:

• When the signal indication flashes red at alltimes.

• When a minor street or driveway with littletraffic enters the intersection or controlledarea.

• When the signal must be operated for a con-siderable time in the flashing mode. In thatcase, STOP signs may be desirable to supple-ment the flashing red signal indications.

• When the signal installation is temporarilywithout electrical power, and STOP signsmust be erected on some or all of theapproaches.

9.5.12 OPERATION OF TRAFFICCONTROL SIGNALS BY HANDCONTROL

A mechanism should be provided to permitauthorized personnel to operate the signal manu-ally to control traffic. This should include therequired switch to transfer from automatic tohand operation, and a push button switch on aone-meter electrical cord for the purpose ofchanging the signal indications.

When a traffic signal is being operated by handcontrol, the lengths of the yellow change inter-vals and red clearance intervals, if used, shouldbe controlled by the signal timing mechanism.

Properly timed and maintained traffic control sig-nals are efficient in moving traffic through anintersection. Hand control of a signal in a pro-gressive signal system will interrupt the smoothflow of traffic through the system. The temporaryimprovement in traffic flow at that intersectionwill be offset by a decrease in efficiency for thesystem as a whole. It is recommended that signalsbe manually controlled only for special, tempo-rary events.

9.6 PEDESTRIAN SIGNALINDICATIONS

9.6.1 MEANING OF PEDESTRIANSIGNAL INDICATIONS

Pedestrian signal indications are used to givepedestrians better information for safe crossingthan can be given by the vehicular indicationsalone. These indications consist of the green fig-ure of a walking man, symbolizing permission towalk (WALK) and a representation of a red-col-ored hand, symbolizing prohibition of walking(DON'T WALK) (see Figure 9-36). Another per-missible combinations would be a white figure ofa walking man and a red figure of standing man,respectively.

The meanings of pedestrian signal indicationsare:

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• The hand symbol (when steadily illuminated)means pedestrians facing the signal shouldnot enter the roadway.

• The walking man symbol (when flashing)means pedestrians should not start to crossthe roadway. However, any pedestrian whohas partly completed crossing the roadwayshould proceed to a sidewalk or to a safetyisland.

• The walking man pedestrian indicationmeans pedestrians may cross the roadwaywithin the crosswalk limits in the direction ofthe indication.

9.6.2 USE OF PEDESTRIAN SIGNALINDICATIONS

Pedestrian signal indications should be installedin conjunction with vehicular traffic control sig-nals under any of the following conditions:

• When a traffic control signal is installedbecause either the Pedestrian Volume or theSchool Crossing Criterion is met.

• When it is necessary to give vehicles a signalindication to stop them from crossing thepath of a pedestrian movement. A signalindication is then necessary to tell pedestri-ans when they may walk.

• When vehicular signal indications are notsufficiently visible to pedestrians, particular-ly on one-way streets or at a “T” intersection.

• At officially designed school crossings atintersection signalized under any criterion.

• At wide intersections where pedestrians mustmake the crossing in stages.

Pedestrian signal indications are desirable wher-ever it is necessary to assist pedestrians, particu-larly at complex or large intersections. These sig-nals show the periods of the signal cycle whenpedestrian crossing has the least vehicular inter-ference. Normally, pedestrian indications neednot be placed at intersections where few pedestri-ans cross the major street.

9.6.3 DESIGN OF PEDESTRIANSIGNAL INDICATIONS

Pedestrian indications should be adequatelybright and legible to be effective under all normalatmospheric conditions. These indications shouldattract attention and be readable by pedestrians(day and night) at all distances from three metersto the full width of the area to be crosses.

Lenses for pedestrian indications should be roundin shape, displaying either the red hand symbol orthe green walking man symbol. The signal indi-cations should be internally illuminated.

When illuminated, the walking man symbolshould be green on a black background.

When illuminated, the hand symbol should bered on a black background.

When not illuminated, pedestrian indicationsshould not be readily distinguishable by pedestri-ans from the far end of the crosswalk.

Symbols at least 150 millimeters high should beused if the distance from the near curb to thepedestrian signal indication is 35 meters or less.Where that distance is more than 35 m, the sym-bols should be at least 225 millimeters in height.

When pedestrians are required to cross the streeton two or more stages, optically programmedWalk-Don't Walk pedestrian signal indications orsymbols should be utilized. These indicationsshould be installed so that the pedestrian willview only the indication which applies to him.

Figure 9-36Pedestrian Signal

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9.6.4 LOCATION OF PEDESTRIANSIGNAL INDICATIONS

Pedestrian signals should be mounted with thebottom of the housing not less than two metersnor more than three meters above the sidewalklevel.

For each direction on each crosswalk, pedestrianindications should be in the normal line of visionof pedestrians. The preferred location of thepedestrian signal face is at the end of each cross-walk. The indications should be positioned andadjusted for maximum visibility at the far end ofthe crosswalk. The pedestrian indication shouldbe located within three meters of the extension ofthe crosswalk lines.

Pedestrian signal heads may be mounted sepa-rately or on the same support as the vehicular sig-nal heads. Vehicular and pedestrian signal headson the same support should be separated by aspace of not less than 150 millimeters when bothsignal heads face in the same direction.

Pedestrian signal heads and indications shouldmeet the specifications of the Emirate of AbuDhabi with respect to color, lens transmittance,light distribution, and physical characteristics.

9.6.5 PEDESTRIAN PUSHBUTTONDETECTORS

Pedestrian detectors should be installed at anytraffic-actuated signal for any crosswalk havingpedestrian indications except as described inSection 9.6.6. Detectors and indications shouldbe omitted for a crosswalk if it is closed.

Pedestrian detectors (usually buttons which mustbe pushed by pedestrians) should be locatedwithin easy reach of pedestrians at each end ofeach crosswalk where pedestrian actuation isrequired. The position of the pushbutton withrespect to the crosswalk should clearly show it isintended for pedestrians using that crosswalk.

Detectors should be mounted on a strong supportat a height of from 1 to 1.2 meters above the side-walk. Small signs should be mounted above or asa part of each detector to explain their purpose

and use. Additional pushbutton detectors may beneeded on median islands where a pedestrianmight seek refuge from traffic.

9.6.6 PEDESTRIAN SIGNAL PHASESAND INTERVAL TIMING

Pedestrians should be assured of sufficient timeto cross the roadway during the pedestrianchange/clearance period at a signalized intersec-tion where pedestrian indications are used. Somepedestrians, particularly the very young, old, orhandicapped, walk more slowly than other pedes-trians. The length of the pedestrian change/clear-ance interval must be adjusted to accommodatethose differences in walking speed where young,old, handicapped pedestrians frequently cross.

Pedestrian pushbutton control of traffic-actuatedsignals gives pedestrians sufficient crossing timeby extending the green time given to vehicles.Even where traffic signals are pretimed it issometimes desirable to provide pedestrian push-buttons. Often pedestrian detectors are installedfor crosswalks across the major street, but notacross the minor street. In those cases, pedestrianactuation extends the minor street vehiculargreen time which will usually reduce the majorstreet green time. Where pedestrian actuation isnot practical, and pedestrians or often present, thevehicular green time should provide at least theminimum crossing time needed by pedestrians.

The minimum Walk interval, when the greenwalking man indication is shown, should be notless than the minimum time required to cross thestreet at walking speed. The minimum Walkinterval is typically three to seven seconds.Additional time, if needed, should be added tothe clearance period. The Walk indication may beshown for the vehicular green period minus thetime required for the pedestrian change/clearanceindication. However, the length of the Walk peri-od need not equal the time required for pedestri-ans to walk completely across the street, as theycan complete their crossing during thechange/clearance period. At traffic-actuated sig-nals, the standing man indication should beshown unless there has been a pedestrian actua-tion.

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A pedestrian change/clearance interval shouldalways be provided where pedestrian signal indi-cations are used. This interval should be longenough to allow a pedestrian to walk across theentire roadway or to a median island before vehi-cles crossing his path receive a green indication.The normal walking speed is assumed to be 1.25meters per second.

Pedestrian indications should always be dis-played when the traffic signal is operating as astop-and-go device. Pedestrian indicationsshould not be illuminated when the traffic controlsignal is operating as a flashing device. Whenpedestrian pushbuttons are provided, the buttonsshould be operating at any time the pedestrianindications are operating.

9.7 FLASHING BEACONS

9.7.1 HAZARD IDENTIFICATIONBEACONS

A hazard identification beacon is a traffic signalgiving a flashing AMBER DISK indication. Ahazard identification beacon may have one ortwo yellow indications. If there are two, the indi-cations should be flashed alternately. The beaconshould be used only to supplement an appropriatewarning or regulatory sign.

Typical uses for hazard identification beaconsinclude the following:

• Warn of obstructions in or immediately adja-cent to the roadway.

• Call attention to and increase the effective-ness of warning signs.

• Provide warning for crosswalks, especiallythose not at an intersection.

• Warn of intersections, particularly whereaccidents have been recorded.

• Supplement and call attention to regulatorysigns, except for stop, give-way and entry-prohibited signs. If a beacon is needed forthose three signs, it should be red.

Hazard identification beacons should be operatedonly during those hours when the hazard or regu-lation exists.

The hazard or other condition warranting a haz-ard identification beacon will usually determineits location and the sign used with it.

A hazard identification beacon should be supple-mented by a suitable sign when used on anobstruction in the roadway. In addition, the areaof the obstruction should be illuminated.

A 300-millimeter lens should be used only with asign larger than the standard size.

9.7.2 SPEED LIMIT SIGN BEACON

Speed limit sign beacons are intended for usewhere signs alone have not been effective in con-trolling speed. The beacons are required withmechanically or electrically changeable speedlimit signs. Too frequent use of the beacons,however, may reduce their effectiveness.

A speed limit sign beacon is a signal having oneor two AMBER DISK lens sections. If one lens isused, it should have a visible diameter of not lessthan 200 millimeters. If two lenses are used, thelenses should have visible diameter of not lessthan 150 millimeters. The two lenses should beilluminated alternately. If the sign is higher thanit is wide, one lens should be at the top of the signand the other at the bottom. If the sign is longerhorizontally than it is high, the lenses may be atthe left and right of the sign. A 300-millimeterlens may be used only with a speed limit signlarger than the standard size.

A speed limit sign beacon may be used with astandard speed limit sign which shows anunchanging message. It may also be used withspeed limit sign on which the indicated speedlimit may be changed mechanically, electrically,or by hand.

A changeable message speed limit sign beaconmay be controlled by a seven-day programmabletime clock or other reliable means so the beaconoperates only during those hours and days whenthe regulation is in effect.

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9.7.3 INTERSECTION CONTROLBEACON

Intersection control beacons have flashingAMBER DISK or RED DISK indications in eachface. These beacons are used at intersections towarn and control one or more directions of trav-el. More than one indication may be needed onsome approaches to provide adequate visibility.

Intersection control beacons are used at intersec-tions where traffic control signals are not war-ranted, but accident experience indicates a spe-cial hazard. Only the following combinations ofsignal indications should be used:

• Amber indications on one route (normallythe major route) and red on all otherapproaches, or

• Red on all approaches to the intersection.This is permissible only where an all-waystop is warranted.

A STOP sign in the normal, approved locationshould be used with flashing red intersection con-trol beacon. Intersection advance Warning signsare normally used on approaches having a flash-ing yellow beacon. Flashing yellow beaconsshould never face two or more vehicle move-ments which cross or otherwise conflict.

Two-hundred millimeter lenses are customarilyused in intersection control beacons. Three-hun-dred millimeter lenses may be used where hightraffic volume or speed necessitate greater visi-bility and effectiveness.

If two or more indications are shown to any oneapproach, these indications should be flashedsimultaneously.

9.7.4 STOP SIGN BEACON

A stop sign beacon is a signal with one or twoflashing RED DISK indications used with aSTOP sign.

The lens of a stop sign beacon should have a vis-ible diameter of not less than 200 millimeters.Where greater effectiveness is needed, two sepa-rate beacon and sing installations may be made.

One should be on the right side of the approachand one overhead or on the left of the approach.This will usually be more effective than a beaconwith a 300-millimeter lens. If two lenses are usedwith a STOP sign, the lenses should be placedabove and below the sign, and should be alter-nately illuminated. The standard beacon shouldhave one lens. Two-lens beacons should only beused where accident experience shows single-lens beacons have not been effective.

9.7.5 DESIGN AND OPERATION OFFLASHING BEACONS

Flashing beacons usually consist of one or moresections of a traffic control signal head. Except asmodified by this section, the physical and opticalcharacteristics of beacons should comply withthe requirements for traffic control signal heads.

The lens in each beacon, except the speed limitsign beacon, should have a visible diameter ofnot less than 200 millimeters.

When illuminated, the indication of the beaconshould be clearly visible as a full disk in thedirection it is aimed. Unless it is physicallyobstructed, the indication should be visible for adistance of at least 400 meters under all normallighting and atmospheric conditions.

All beacons should be flashed at a rate of not lessthan 50 nor more than 80 times per minute. Theilluminated period of each flash should not beless than one-half more than two-thirds of thetotal cycle. The mechanism that causes the bea-cons to flash should be equipped with filteringdevices for suppression of radio frequency elec-trical interference.

When a 1,750-lumen lamp is used in a 300-mil-limeter yellow flashing beacon, the indicationmay be excessively bright at night. Therefore,except in urban areas with bright surroundingsand on high speed rural roads, a device should beused to automatically reduce the light output ofthe beacon at night proportionally as the ambientlight level decreases. The reduction should be tonot more than 50 percent and not less than 30 per-cent of the light output at full rated voltage.

9-70



Flashing beacons, except for intersection controlbeacons, are generally used with signs. If so,these beacons must be separated by 300 to 400millimeters from the nearest edge of the sign (thislimitation does not apply to school-zone speedlimit beacons). If the beacon is too close to thesign, its brilliance will seriously interfere withthe legibility of the sign at night.

Flashing beacons should never be mounted onpedestals in the roadway. A flashing beacon maybe placed on a pedestal on a traffic or pedestrianisland, but the support should be of breakawaydesign.

The installation for the sign will usually establishthe location, height, and lateral clearance of thecombined sign and beacon. The beacon alone orwith an accompanying sign may be over theroadway. In such cases, the clearance above thepavement should not be less than 5.8 meters normore than 6.5 meters. The sign and flashing bea-con should be in the same vertical plane.

adm traffic control devices manual 0-1_2004r

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