Traffic Manual

Version 0.
0, Interim Edition 2003
TRAFFIC CONTROL DEVICES MANUAL
PREFACE TO VERSION 0.0 OF THIS MANUAL

The Abu Dhabi Traffic Control Devices Manual has been developed by the Abu Dhabi Municipality Road Department to provide guidance to consultants and contractors working on Department projects in the greater Abu Dhabi metropolitan area. To help ensure the conformity of traffic control devices within the UAE, this manual is based chiefly on the equivalent Dubai manual. Where appropriate, this draft also incorporates standards from the draft Gulf Cooperation Council traffic control devices manual and the Road Department's Standard Drawings. This interim edition of the manual is being distributed in limited numbers to a select audience for review, comment, and, in the case of consultants, immediate implementation. While this manual is substantially complete, there are items and chapters still under development and refinement. One figure in Chapter 3 is not included in this edition. Four figures in Chapter 5 are not yet completed or are pending policy decisions. Within the text, space has been reserved for these items and their absence is conspicuously noted. None of these figures are essential to use of the manual or successful implementation of its policies. Chapter 8, Typical Applications, and Chapter 9, Signals, are currently being prepared and are not included in this edition. In striving to develop the best, most appropriate manual possible, the Department encourages thorough review and constructive criticism of the standards, policies, and guidelines this interim edition describes.
Version 0.0, Interim Edition
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CHAPTER 1: GENERAL PROVISIONS 1.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-1 1.1.1 REQUIREMENTS AND PURPOSE OF TRAFFIC CONTROL DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-1 1.1.2 STANDARDIZATION OF APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . .1-1 1.1.3 APPROVAL FOR PLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-2 1.1.4 EXCESSIVE USE OF TRAFFIC CONTROL DEVICES . . . . . . . . . . . . . .1-2 1.1.5 ADVERTISING SIGNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-2 1.2 CLASSIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-2 1.2.1 ROUTE DESIGNATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-2 1.2.2 TRAFFIC CONTROL DEVICE CLASSIFICATION . . . . . . . . . . . . . . . . . .1-2 CHAPTER 2: TRAFFIC SIGNS GENERAL 2.1 UNIFORMITY OF ATTRIBUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-1 2.1.1 SHAPE CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-1 2.1.2 SIZE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-1 2.1.3 COLOR CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-3 2.1.4 LEGENDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-3 2.1.5 RETROREFLECTION AND ILLUMINATION . . . . . . . . . . . . . . . . . . . . .2-3 2.2 TRAFFIC SIGN PLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-5 2.2.1 LATERAL PLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-5 2.2.2 VERTICAL PLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-6 2.2.3 LONGITUDINAL PLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-6 2.2.4 OVERHEAD INSTALLATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-10 2.2.5 ORIENTATION ANGLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-10 CHAPTER 3: REGULATORY SIGNS 3.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1 3.1.1 FUNCTION AND OBJECTIVES OF REGULATORY SIGNS . . . . . . . . . .3-2 3.1.2 SUBCLASSIFICATION OF REGULATORY SIGNS . . . . . . . . . . . . . . . . .3-2 3.2 CONTROL SIGNS 3.2.1 STOP SIGN 301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-2 3.2.2 GIVE WAY (YIELD) SIGN 302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-3 3.2.3 GIVE WAY TO PEDESTRIANS SIGN 303 . . . . . . . . . . . . . . . . . . . . . . . .3-5 3.2.4 NO ENTRY SIGN 304 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-6 3.2.5 ONE WAY SIGNS 305, 306, AND 307 . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-6 3.3 MANDATORY SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-7 3.3.1 AHEAD ONLY SIGN 321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-7 3.3.2 TURN RIGHT (OR LEFT) ONLY SIGN 322 (OR 323) . . . . . . . . . . . . . . .3-7 3.3.3 TURN RIGHT (OR LEFT) ONLY SIGN 324 (OR 325) . . . . . . . . . . . . . . .3-7 3.3.4 PASS EITHER SIDE SIGN 326 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-9 3.3.5 KEEP RIGHT (OR LEFT) SIGN 327 (OR 328) . . . . . . . . . . . . . . . . . . . .3-10 3.3.6 ROUNDABOUT SIGN 329 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-10 3.3.7 U-TURN SIGN 330 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-11 3.4 PROHIBITORY SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-11 3.4.1 MAXIMUM SPEED LIMIT SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-11 3.4.1.1 MAXIMUM SPEED LIMIT SIGNS 339 TO 344 . . . . . . . . . . . .3-11 3.4.1.2 DUAL SPEED LIMIT SIGN COMBINATION AND DUAL MAXIMUM SPEED LIMIT SIGN 345 . . . . . . . . . . . . . . . . . . .3-13 3.4.2 NO LEFT (OR RIGHT) TURN SIGN 346 (OR 347) . . . . . . . . . . . . . . . . .3-15
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3.5
3.6
3.4.3 NO U-TURN SIGN 348 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-16 3.4.4 NO OVERTAKING SIGN 349 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-16 3.4.5 NO INFLAMMABLE GOODS SIGN 350 . . . . . . . . . . . . . . . . . . . . . . . .3-17 3.4.6 NO GOODS VEHICLES SIGN 351 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-17 3.4.7 NO PEDESTRIANS SIGN 352 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-17 3.4.8 NO CYCLISTS SIGN 353 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-18 3.4.9 NO HORNS SIGN 354 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-18 3.4.10 MAXIMUM HEIGHT LIMIT SIGN 355 . . . . . . . . . . . . . . . . . . . . . . . . . .3-19 3.4.11 QUALIFICATION PLATE SIGN 365 . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-19 PARKING CONTROL SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-20 3.5.1 NO STOPPING SIGNS 370, 371, 372, AND 373 . . . . . . . . . . . . . . . . . . .3-20 3.5.2 NO PARKING SIGNS 377, 378, AND 379 . . . . . . . . . . . . . . . . . . . . . . . .3-22 3.5.3 PAY-AND-DISPLAY PARKING SIGNS 383, 384, AND 385 . . . . . . . . . .3-22 3.5.4 PARKING FOR DISABLED PERSONS SIGNS 386, 387,, AND 388 . . . .3-23 3.5.5 PARKING TIME LIMIT SIGNS 389, 390, AND 391 . . . . . . . . . . . . . . . .3-23 3.5.6 BUS STOP SIGN 392 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-24 3.5.7 TAXI STAND SIGN 393 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-25 3.5.8 DROP-OFF PICK-UP ONLY SIGN 394 . . . . . . . . . . . . . . . . . . . . . . . . . .3-25 FREEWAY CONTROL SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-26 3.6.1 BEGINNING OF FREEWAY SIGN 398 . . . . . . . . . . . . . . . . . . . . . . . . . .3-26 3.6.2 END OF FREEWAY SIGN 399 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-26
CHAPTER 4: WARNING SIGNS 4.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-1 4.1.1 FUNCTION AND OBJECTIVES OF WARNING SIGNS . . . . . . . . . . . . . .4-2 4.1.2 SUBCLASSIFICATION OF WARNING SIGNS . . . . . . . . . . . . . . . . . . . . .4-2 4.2 ADVANCE WARNING SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-2 4.2.1 JUNCTION AHEAD SIGNS 401 TO 406 . . . . . . . . . . . . . . . . . . . . . . . . . .4-2 4.2.2 NO THROUGH ROAD SIGNS 407, 408, AND 409 . . . . . . . . . . . . . . . . . .4-4 4.2.3 MERGING TRAFFIC SIGNS 410 AND 411 . . . . . . . . . . . . . . . . . . . . . . . .4-5 4.2.4 RIGHT (OR LEFT) CURVE SIGN 412 (OR 413) . . . . . . . . . . . . . . . . . . . .4-5 4.2.5 BENDS AHEAD SIGN 414 AND 415 . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-6 4.2.6 TWO-WAY TRAFFIC SIGN 416 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-6 4.2.7 LANE ENDS SIGNS 417 AND 418 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-7 4.2.8 U-TURN AHEAD SIGN 419 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-8 4.2.9 ROUNDABOUT AHEAD SIGN 420 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-8 4.2.10 ROAD NARROWS AHEAD SIGN 421 TO 423 . . . . . . . . . . . . . . . . . . . . .4-8 4.2.11 DUAL CARRIAGEWAY ENDS AHEAD SIGN 424 . . . . . . . . . . . . . . . . . .4-9 4.2.12 MAXIMUM HEADROOM SIGN 425 . . . . . . . . . . . . . . . . . . . . . . . . . . .4-10 4.2.13 CHILDREN SIGN 426 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-10 4.2.14 PEDESTRIAN CROSSING AHEAD SIGN 427 . . . . . . . . . . . . . . . . . . . .4-11 4.2.15 STOP CONTROL AHEAD SIGN 428 . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-11 4.2.16 GIVE-WAY CONTROL AHEAD SIGN 429 . . . . . . . . . . . . . . . . . . . . . . .4-12 4.2.17 TRAFFIC SIGNALS AHEAD SIGN 430 . . . . . . . . . . . . . . . . . . . . . . . . .4-12 4.2.18 QUAYSIDE SIGN 431 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-13 4.2.19 DRAWBRIDGE AHEAD SIGN 432 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-13 4.2.20 ANIMALS AHEAD SIGN 433 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-13 4.2.21 LOW-FLYING AIRCRAFT SIGN 434 . . . . . . . . . . . . . . . . . . . . . . . . . . .4-14 4.2.22 SPEED HUMP AHEAD SIGN 435 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-14 4.2.23 TUNNEL SIGN 436 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-14
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4.4
4.2.24 FALLING ROCK SIGN 437 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-15 4.2.25 SLIPPERY SURFACE SIGN 438 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-15 4.2.26 GENERAL WARNING SIGN 450 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-15 HAZARD MARKER SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-16 4.3.1 HAZARD PLATE SIGNS 451 AND 452 . . . . . . . . . . . . . . . . . . . . . . . . . .4-16 4.3.2 SINGLE CHEVRON RIGHT (OR LEFT) SIGN 454 (OR 455) . . . . . . . . .4-17 4.3.3 MULTIPLE CHEVRON RIGHT (OR LEFT) SIGN 456 (OR 457) . . . . . .4-19 4.3.4 T-JUNCTION CHEVRON SIGN 458 . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-19 DIAGRAMMATIC SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-20 4.4.1 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 . . . . . .4-21 4.4.2 ADDITIONAL LANE AND LANES MERGE SIGNS . . . . . . . . . . . . . . .4-22 4.4.2.1 ADDITIONAL LANE SIGNS 480 AND 481 . . . . . . . . . . . . . . .4-22 4.4.2.2 JOINING LANE SIGNS 482 OR 483 . . . . . . . . . . . . . . . . . . . . .4-23 4.4.2.3 LANE MERGE SIGNS 490 AND 492 . . . . . . . . . . . . . . . . . . . .4-23 4.4.3 LANE USE CONTROL BY REGULATION . . . . . . . . . . . . . . . . . . . . . . .4-24 4.4.3.1 LANE USE CONTROL TRUCKS AND BUSSES SIGNS 484 AND 485 . . . . . . . . . . . . . . . . . . . . . . . . .4-24 4.4.3.2 LANE USE CONTROL DIRECTIONAL RESTRICTION SIGN 486 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-24
CHAPTER 5: GUIDE SIGNS 5.1 PRINCIPLES OF DIRECTIONAL GUIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . .5-1 5.5.1 METHOD OF PROVIDING GUIDANCE . . . . . . . . . . . . . . . . . . . . . . . . .5-1 5.1.2 CLASSIFICATION OF GUIDE SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . .5-1 5.1.3 ROUTE NUMBERING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-2 5.1.4 PRIMARY DESTINATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-2 5.1.4.1 CONTROL DESTINATIONS FOR EMIRATE ROUTES . . . . . . .5-4 5.1.4.2 CONTROL DESTINATIONS FOR NON-EMIRATE ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-4 5.1.4.3 OTHER LOCAL DESTINATIONS FOR NON-EMIRATE ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-4 5.1.5 SUPPLEMENTAL DESTINATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-5 5.1.6 COLOR CODING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-5 5.1.7 INFORMATION TO BE DISPLAYED ON SIGNS . . . . . . . . . . . . . . . . . . .5-6 5.1.8 DESTINATIONS NOT ELIGIBLE FOR DISPLAY ON GUIDE SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-7 5.1.9 TRAILBLAZING SIGNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-7 5.2 GENERAL STANDARDS FOR GUIDE SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . .5-8 5.2.1 LANGUAGE AND LETTERING STYLES . . . . . . . . . . . . . . . . . . . . . . . .5-8 5.2.2 AMOUNT OF LEGEND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-8 5.2.3 SIZE OF LETTERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-9 5.2.4 SIGN BORDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-11 5.2.5 INTERNAL SPACING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-13 5.2.6 ARROWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-13 5.2.6.1 CHEVRON ARROW TYPES 1 AND 2 . . . . . . . . . . . . . . . . . . .5-14 5.2.6.2 STACK SIGN ARROW TYPE 3 . . . . . . . . . . . . . . . . . . . . . . . .5-14 5.2.6.3 STACK SIGN ARROW TYPES 4 AND 5 . . . . . . . . . . . . . . . . .5-14
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5.3
5.4
5.5
5.6
5.2.6.4 STACK SIGN ARROW TYPE 6 . . . . . . . . . . . . . . . . . . . . . . . .5-14 5.2.6.5 DOWNWARD POINTING ARROW TYPE 7 . . . . . . . . . . . . . .5-17 5.2.6.6 UPWARD POINTING ARROW TYPE 8 . . . . . . . . . . . . . . . . . .5-17 5.2.6.7 MAP ARROW TYPE 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-17 5.2.7 ROUTE NUMBER EMBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-17 5.2.7.1 EMIRATE ROUTE EMBLEM . . . . . . . . . . . . . . . . . . . . . . . . . .5-18 5.2.7.2 ABU DHABI ROUTE EMBLEM . . . . . . . . . . . . . . . . . . . . . . .5-18 5.2.8 SUPPLEMENTAL DESTINATION SIGN SYMBOLS . . . . . . . . . . . . . . .5-19 ROUTE MARKER SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-19 5.3.1 USE OF ROUTE MARKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-19 5.3.2 EMIRATE ROUTE MARKER SIGN 501 . . . . . . . . . . . . . . . . . . . . . . . . .5-20 5.3.3 ABU DHABI ROUTE MARKER SIGN 502 . . . . . . . . . . . . . . . . . . . . . . .5-20 TRAILBLAZING SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-22 5.4.1 USE OF TRAILBLAZING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-22 5.4.2 AIRPORT TRAILBLAZER SIGN 503 . . . . . . . . . . . . . . . . . . . . . . . . . . .5-23 5.4.3 CITY CENTER TRAILBLAZER SIGN 504 . . . . . . . . . . . . . . . . . . . . . . .5-23 5.4.4 EMIRATE ROUTE TRAILBLAZER SIGN 505 . . . . . . . . . . . . . . . . . . . .5-23 5.4.5 ABU DHABI ROUTE TRAILBLAZER SIGN 506 . . . . . . . . . . . . . . . . . .5-24 5.4.6 SUPPLEMENTAL DESTINATION TRAILBLAZER SIGN 507 . . . . . . . .5-24 5.4.7 FREEWAY TRAILBLAZER SIGN 508 . . . . . . . . . . . . . . . . . . . . . . . . . .5-25 5.4.8 PARKING TRAILBLAZER SIGN 509 . . . . . . . . . . . . . . . . . . . . . . . . . . .5-25 AT-GRADE JUNCTION SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-25 5.5.1 TYPES OF AT-GRADE JUNCTION SIGNS . . . . . . . . . . . . . . . . . . . . . . .5-25 5.5.2 ADVANCE HORIZONTAL STACK SIGN 511 . . . . . . . . . . . . . . . . . . . . .5-26 5.5.2.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-26 5.5.2.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-26 5.5.2.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-26 5.5.2.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-26 5.5.3 ADVANCE VERTICAL STACK SIGN 512 . . . . . . . . . . . . . . . . . . . . . . .5-27 5.5.3.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-27 5.5.3.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-27 5.5.3.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-27 5.5.3.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-28 5.5.4 ADVANCE MAP SIGN 513 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-29 5.5.4.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-29 5.5.4.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-29 5.5.4.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-29 5.5.4.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-29 5.5.5 ADVANCE SUPPLEMENTAL SIGN 514 . . . . . . . . . . . . . . . . . . . . . . . . .5-31 5.5.5.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-31 5.5.5.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-31 5.5.5.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-31 5.5.5.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-31 5.5.6 CHEVRON DIRECTION SIGN 515 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-32 5.5.6.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-32 5.5.6.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-32 5.5.6.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-32 5.5.6.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-33 GRADE-SEPARATED JUNCTION SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-34 5.6.1 TYPES OF GRADE-SEPARATED JUNCTION SIGNS . . . . . . . . . . . . . .5-34
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5.7
5.8
ADVANCE EXIT DIRECTION SIGN 551 . . . . . . . . . . . . . . . . . . . . . . . .5-35 5.6.2.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-35 5.6.2.2 APPLICATION AND LOCATION . . . . . . . . . . . . . . . . . . . . . .5-35 5.6.2.3 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-37 5.6.3 EXIT DIRECTION SIGN 552 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-40 5.6.3.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-40 5.6.3.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-40 5.6.3.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-40 5.6.3.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-40 5.6.4 ONGOING DIRECTION SIGN 553 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-44 5.6.4.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-44 5.6.4.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-44 5.6.4.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-44 5.6.4.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-44 5.6.5 GORE EXIT SIGNS 554 AND 556 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-47 5.6.5.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-47 5.6.5.2 APPLICATION AND LOCATION . . . . . . . . . . . . . . . . . . . . . . .5-47 5.6.5.3 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-47 5.6.6 SUPPLEMENTAL EXIT SIGN 557 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-48 5.6.6.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-48 5.6.6.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-48 5.6.6.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-48 5.6.6.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-48 GENERAL INFORMATION SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-49 5.7.1 DISTANCE SIGN 585 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-49 5.7.1.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-49 5.7.1.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-49 5.7.1.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-49 5.7.1.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-49 5.7.2 TEXT SIGN 588 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-50 5.7.2.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-50 5.7.2.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-50 5.7.2.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-50 5.7.2.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-50 5.7.3 SUPPLEMENTARY PLATE SIGN 589 . . . . . . . . . . . . . . . . . . . . . . . . . . .5-51 5.7.3.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-51 5.7.3.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-51 5.7.3.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-51 5.7.3.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-51 5.7.4 FIRE HYDRANT SUPPLEMENTARY PLATE SIGN 590 . . . . . . . . . . . .5-51 5.7.4.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-51 5.7.4.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-52 5.7.4.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-52 5.7.4.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-52 5.7.5 GENERAL SERVICE SIGN 591 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-52 5.7.5.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-52 5.7.5.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-52 5.7.5.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-52 5.7.5.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-53 MUNICIPALITY PARKING STRUCTURE SIGNS . . . . . . . . . . . . . . . . . . . . . . .5-53
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MUNICIPALITY PARKING STRUCTURE TRAILBLAZER SIGN 595 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-53 MUNICIPALITY PARKING STRUCTURE ENTRANCE BANNER SIGN 596 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-54 MUNICIPALITY PARKING STRUCTURE ENTRANCE SIGN 597 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-54 MUNICIPALITY PARKING STRUCTURE EXIT SIGN 598 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-55
CHAPTER 6: PAVEMENT MARKINGS 6.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-1 6.1.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-1 6.1.2 MARKING TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-1 6.1.3 COLOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-2 6.1.4 CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-2 6.1.5 IMPLEMENTATION OF THIS PAVEMENT-MARKING GUIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-3 6.2 REGULATORY MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-3 6.2.1 STOP LINE MARKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-4 6.2.2 GIVE WAY LINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-4 6.2.3 PEDESTRIAN CROSSING MARKING 603 . . . . . . . . . . . . . . . . . . . . . . .6-6 6.2.4 NO PASSING LINE MARKING 611 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-6 6.2.5 CHANNELIZING LINE MARKING 612 . . . . . . . . . . . . . . . . . . . . . . . . . .6-7 6.2.6 EDGE LINE MARKING 613 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-8 6.2.7 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 . . . . . . . . . . . . . . . . . . . . .6-10 6.2.9 PARKING SPACE LINE 621 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-12 6.3 WARNING MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-12 6.3.1 RUMBLE STRIPS MARKING 650 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-12 6.3.2 SPEED HUMP MARKING 651 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-16 6.3.3 DIVIDING LINE MARKING 652 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-17 6.3.4 LANE LINE MARKING 654 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-17 6.3.5 LANE END ARROW MARKING 656 . . . . . . . . . . . . . . . . . . . . . . . . . . .6-17 6.3.6 CHEVRON MARKING 657 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-18 6.3.7 HATCH MARKING 658 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-18 6.4 GUIDANCE MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-18 6.4.1 GUIDE LINE MARKING 680 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-18 6.4.2 CONTINUITY LINE MARKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-19 6.5 RAISED PAVEMENT MARKERS (RPM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-20 6.5.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-20 6.5.2 RETROREFLECTIVE RPM MARKING R . . . . . . . . . . . . . . . . . . . . . . .6-20 6.5.3 NONRETROREFLECTIVE RPM MARKING N . . . . . . . . . . . . . . . . . . .6-22 6.6 CURB PAINTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-22 6.6.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-22 6.6.2 NO PARKING MARKING 690 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-23 6.6.3 VISIBILITY PAINTING MARKING 691 . . . . . . . . . . . . . . . . . . . . . . . . .6-23 6.7 OBJECT MARKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-23 6.7.1 OBJECT MARKER DESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-23
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6.7.2 OBJECTS IN THE ROADWAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-24 6.7.3 OBJECTS ADJACENT TO THE ROADWAY . . . . . . . . . . . . . . . . . . . . . .6-24 6.8 TEXT PAVEMENT MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-24 6.8.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-24 6.8.2 TEXT SYMBOL MARKINGS 695 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-25 6.9 DELINEATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-27 6.9.1 DELINEATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-27 6.9.2 DESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-27 6.9.3 CURB MARKINGS FOR DELINEATION . . . . . . . . . . . . . . . . . . . . . . . .6-27 6.9.4 DELINEATOR APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-27 6.9.5 DELINEATOR PLACEMENT AND SPACING . . . . . . . . . . . . . . . . . . . .6-28 6.10 BARRICADES AND CHANNELIZING DEVICES . . . . . . . . . . . . . . . . . . . . . . .6-28 6.10.1 BARRICADES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-28 6.10.2 CHANNELIZING DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-28 6.11 CURB PAINTING AND PAVEMENT MARKING FOR FIRE HYDRANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-30 6.11.1 CURB PAINTING FOR FIRE HYDRANTS ALONG ROADWAYS MARKING 695 . . . . . . . . . . . . . . . . . . . . . . . . . .6-30 6.11.2 CURB PAINTING AND PAVEMENT MARKING FOR FIRE HYDRANTS ADJACENT TO PARKING SPACES . . . . . . . .6-30 CHAPTER 7: ROADWORKS TRAFFIC CONTROL 7.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1 7.1.1 BASIC PRINCIPLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1 7.1.1.1 SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1 7.1.1.2 UNIFORMITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1 7.1.1.3 FUNCTIONALITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-2 7.1.1.4 MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-2 7.1.2 TRAFFIC CONTROL ZONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-2 7.1.2.1 ADVANCE WARNING AREA . . . . . . . . . . . . . . . . . . . . . . . . . .7-4 7.1.2.2 TRANSITION AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-4 7.1.2.3 STABILIZATION AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-4 7.1.2.4 WORK AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-5 7.1.2.5 TERMINATION AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-5 7.1.3 DEPLOYING ROADWORKS DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . .7-5 7.2 TRAFFIC SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-6 7.2.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-6 7.2.2 REGULATORY SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-6 7.2.2.1 CONTROL SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-6 7.2.2.2 MANDATORY SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-11 7.2.2.3 PROHIBITORY SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-11 7.2.2.4 PARKING CONTROL SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . .7-11 7.2.2.5 FREEWAY CONTROL SIGNS . . . . . . . . . . . . . . . . . . . . . . . . .7-11 7.2.3 WARNING SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-12 7.2.3.1 ADVANCE WARNING SIGNS . . . . . . . . . . . . . . . . . . . . . . . . .7-12 7.2.3.2 HAZARD MARKER SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . .7-14 7.2.3.3 DIAGRAMMATIC WARNING SIGNS . . . . . . . . . . . . . . . . . . .7-14 7.2.4 GUIDE SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-16 7.3 CHANNELIZATION DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-17 7.3.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-17
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7.3.2
Page No.
7.4
PAVEMENT MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-17 7.3.2.1 PAINTED MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-18 7.3.2.2 RAISED PAVEMENT MARKERS . . . . . . . . . . . . . . . . . . . . . . .7-19 7.3.3 CONES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-19 7.3.3.1 TRAFFIC CONE DEVICE 7459 . . . . . . . . . . . . . . . . . . . . . . . .7-20 7.3.3.2 CONE DESIGN PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . .7-20 7.3.3.3 CONE APPLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-20 7.3.4 BARRIERS AND BARRICADES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-21 7.3.4.1 BARRICADE DEVICE 7460 . . . . . . . . . . . . . . . . . . . . . . . . . . .7-21 7.3.4.2 BARRIERS AND BARRICADE DESIGN PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-21 7.3.4.3 BARRIER AND BARRICADE APPLICATIONS . . . . . . . . . . . .7-24 7.3.5 DELINEATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-24 7.3.5.1 DELINEATOR SIGNS 7454 AND 7455 . . . . . . . . . . . . . . . . . . .7-24 7.3.5.2 DELINEATOR DESIGN PARAMETERS . . . . . . . . . . . . . . . . .7-25 7.3.5.3 DELINEATOR APPLICATIONS . . . . . . . . . . . . . . . . . . . . . . . .7-25 7.3.6 OBJECT MARKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-25 7.3.7 DRUM DEVICE 7461 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-25 7.3.8 ILLUMINATED DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-26 7.3.8.1 WARNING AND DELINEATION LIGHTS . . . . . . . . . . . . . . . .7-26 7.3.8.2 WARNING ARROW SIGN PANELS SIGN 7462 . . . . . . . . . . .7-26 7.3.8.3 ILLUMINATED DEVICE APPLICATIONS . . . . . . . . . . . . . . .7-28 7.3.9 FLOODLIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-29 OTHER FORMS OF TRAFFIC CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-29 7.4.1 HAND SIGNALING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-29 7.4.2 PILOT CAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-30 7.4.3 TEMPORARY TRAFFIC SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-30
CHAPTER 8: TYPICAL APPLICATIONS
CHAPTER 9: SIGNALS
LIST OF FIGURES 1-1 Classification of Traffic Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-3 2-1 Standard Sign Shapes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2 2-2 Lateral and Vertical Positioning of Regulatory and Warning Signs . . . . . . . . . . . . . . . . . . .2-8 2-3 Lateral and Vertical Positioning of Guide and General Information Signs . . . . . . . . . . . . . .2-9 2-4 Sign Orientation Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-10 3-1 Longitudinal Position of Stop Sign 301 and Give Way Sign 302 . . . . . . . . . . . . . . . . . . . .3-4 3-2 Use of One Way Signs 305, 306, and 307 with Signs 346 and 347 . . . . . . . . . . . . . . . . . . .3-8 3-3 Use of Maximum Speed Limit Signs 340 to 344 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-14 3-4 Dual Speed Limit Sign Combination (typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-15 3-5 No Stopping Sign Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-21 3-6 No Stopping with Time Limit Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-21 3-7 No Parking Sign Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-22
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3-8 3-9 3-10 3-11 4-1 4-2 4-3 5-1 5-2 5-3 5-4 5-5 5-6 5-7 5-8 5-9 5-10 5-11 5-12 5-13 6-1 6-2 6-3 6-4 6-5 6-6 6-7 6-8 6-9 6-10 6-11 6-12 6-13 6-14 7-1 7-2 7-3 7-4 7-5 7-6 7-7
Page No.
Pay and Display Parking Sign Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-23 Parking for Disabled Persons Sign Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-23 Parking Time Limit Sign Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-24 Examples of Sign Combinations in the Parking Group . . . . . . . . . . . . . . . . . . . . . . . . . . .3-25 Typical Hazard Plate Combinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-17 Examples of Applications of Sign 454 and Sign 455 . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-18 Typical Application of Multiple Chevron Signs 456 and 457 . . . . . . . . . . . . . . . . . . . . . .4-19 Route Numbering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-3 Principles of Legibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-12 Typical Guidesign Internal Spacing Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-14 Arrow-Type Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-15 Approved Supplemental Destination Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-20 Use of Route Marker Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-21 ADvance Direction Sign 551 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-36 Exit Direction Sign 552 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-41 Ongoing Direction Sign 553 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-45 Gore Exit Signs 554 and 556 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-47 Supplemental Exit Sign 557 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-48 Sign 590 with No Stopping Sign 370 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-52 General Services Iconic Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-54 Use of No Passing Line 611 at Junction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-4 Transverse Regulatory Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-5 Longitudinal Regulatory Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-9 Typical Regulatory Arrow Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-11 Warning Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-13 Combined Regulatory and Warning Pavement Markings as Painted Islands . . . . . . . . . . .6-14 Guidelines for Using Rumble Strip Marking 650 for Speed Reduction . . . . . . . . . . . . . . .6-15 Guidance Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-19 Use of Raised Pavement Markers (RPMs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-21 Object Markers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-25 Typical Delineator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-26 Barricades and Channelizing Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-29 Curb Painting for Fire Hydrants Along Roadways Marking 695 . . . . . . . . . . . . . . . . . . . .6-31 Curb Painting and Pavement Marking for Fire Hydrants Adjacent to Parking Spaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-32 Roadworks Zone Traffic Control Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-3 Regulatory Signs at Roadworks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-7 Warning Signs at Roadworks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-8 Diagrammatic Signs at Roadworks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-9 Guide Signs at Roadworks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-10 Examples of Directional Barricade Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-22 Examples of Nondirectional Barricade Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-23
LIST OF TABLES 1-1 Roadway Types by Functional Classification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-2 2-1 Regulatory and Warning Sign Sizes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-3 2-2 Traffic Sign Background and Legend Colors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-4 2-3 Lateral and Vertical Positioning of Traffic Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-7 3-1 Guidelines for Speed Limit Sign Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-13 4-1 Guidelines for Positioning Advance Warning Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-1
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4-2 4-3 5-1 5-2 5-3 5-4 5-5 5-6 6-1 6-2 6-3 6-4 6-5 7-1 7-2 7-3
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Junction Spacing Requirements for Signs 405 and 406 . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-4 Spacing on Curves for Signs 451, 452, 454, and 455 . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-16 Emirates Route Control Destinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-4 Locations Eligible for Supplemental Destination Signing . . . . . . . . . . . . . . . . . . . . . . . . . .5-5 Guide Sign Background Color Coding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-6 Information Eligible for Display on Guide Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-7 Places Not Eligible for Display on Guide Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-8 Recommended x height for Guide Signs (millimeters) . . . . . . . . . . . . . . . . . . . . . . . . .5-13 Colors of Longitudinal Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-3 Use of No Passing Line 611 on Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-7 Use of No Passing Line 611 and Channelizing Line 612 at Junctions . . . . . . . . . . . . . . . . .6-7 Lane End Arrow Spacing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-18 Suggested Maximum Spacing for Highways Delineators on Bends . . . . . . . . . . . . . . . . .6-28 Location of Roadworks Sign 7441 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-13 Recommended Cone Spacings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-21 Warning Arrow Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-27
GENERAL PROVISIONS
GENERAL
- establish road user right-of-way. Warning devices should be used to: - indicate potential hazards. - identify major changes in road characteristics. - 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.
1.1
1.1.1 REQUIREMENTS AND PURPOSE OF TRAFFIC CONTROL DEVICES

The Abu Dhabi Traffic Control Devices Manual establishes the basic guidelines and principles that dictate the design, application, and maintenance of traffic control devices. These devices, including traffic signs, pavement markings, and signals, are placed on, over, or adjacent to a public road and act to regulate, warn, or guide the traffic flow on that facility. In order to fulfill the duty of promoting safe and efficient vehicular movement, a traffic control device should meet these basic requirements: The device should fulfill an important need. The device should command attention. The device should convey a clear, simple meaning. The device should command the respect of motorists. The device should be positioned to give sufficient time for proper response.
The requirements and purposes of traffic control devices can be achieved through the proper design, application, placement, maintenance, management, and uniformity, as specified in this manual.
1.1.2 STANDARDIZATION OF APPLICATION

Traffic control devices applied in predictable ways can significantly improve the safety and operation of roadways. When nonstandard devices are used in nonstandard applications, road users may tend to disregard and disrespect the intended regulations or warnings. The need to standardize traffic control devices in Abu Dhabi has heightened due to the following factors: Road networks are becoming increasingly more complex. Traffic speeds and volumes are increasing. The number of visitors and, therefore, drivers unfamiliar with the city is increasing.
The basic purpose of traffic control devices is to provide visual information to the motorist. The information is conveyed in three ways to the road user: As regulations. As warnings. As guidance.
Therefore, traffic control devices are commonly categorized into three groups with the following specific purposes: Regulatory devices should be used to: - inform of traffic laws, regulations, and statutes. - instruct to take some physical action. - prohibit certain vehicular maneuvers. - permit certain vehicular maneuvers.
In an effort to standardize the application of traffic control devices, the following objectives must be achieved: Accuracy: Where the sign face accurately displays a relationship to the road conditions being experienced. Uniformity: Where the sign face, color, legend, symbol, etc., are designed such that the
1-1
motorist can reduce reading and comprehension times whereby the time available to take proper action is maximized. Consistency: Where like situations are signed and marked in a consistent or like manner. Continuity: Where the message is displayed continuously until the information provided is no longer relevant to the circumstances or the road conditions.
signs is recommended to reassure motorists of their location and route.
1.1.5 ADVERTISING SIGNING

Any signs or markings placed on the road system not having approval by the Abu Dhabi Municipality should be removed. Any signs or markings advertising or promoting a private company, their products, or services should be prohibited from the public road right of way unless specifically authorized.
1.1.3 APPROVAL FOR PLACEMENT

Traffic control devices should be placed only with the approval of the Abu Dhabi Municipality for the purpose of regulating, warning, and guiding traffic. The use of traffic control devices in any Municipal or privately owned semipublic area without proper approval should not be permitted. When given approval by the Abu Dhabi Municipality for the erection of specific devices, construction contractors, public utility companies, and police agencies are permitted to erect construction, maintenance, and other warning signs to protect the public provided that such signs, markings, and devices conform to the standards contained in this manual.
1.2
CLASSIFICATION
1.2.1 ROUTE DESIGNATION

A route designation system that includes a range of road classifications has been developed to assist in the consistent application of guidance and information signs. The local and regional road network has been defined by various road classifications, each with a distinct character, purpose, and level of access control. The road classifications in Abu Dhabi are listed and described in Table 1-1.
Table 1-1 Roadway Types by Functional Classification Roadway Type for Design Roadway Classification Urban Rural Freeway Freeway Primary Expressway Expressway Arterial Arterial (Main Roads) Secondary Primary Frontage Roads Secondary Sector Road Collector Local Primary Local Access Secondary
1.1.4 EXCESSIVE USE OF TRAFFIC CONTROL DEVICES

Due care should be taken to limit the number of traffic signs and markings used. Regulatory and warning signs should be used conservatively as these signs, if used excessively, tend to lose their effectiveness and road users could disregard their message. However, a frequent display of guide
1.2.2 TRAFFIC CONTROL DEVICE CLASSIFICATION

The traffic control devices included in the Abu Dhabi Traffic Control Devices Manual are traffic signs, pavement markings, and signals. Signs, markings, and signals are broadly grouped into three major categories: Regulatory.
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Warning. Guide.
A fourth group of signs and markings is that of roadworks devices. This group includes all of the three major categories of devices. The categories of typical traffic control devices are defined in Figure 1-1 with subclasses identified for each.
Typical Traffic Control Devices
Regulatory
Warning
Guide
Pavement Marking
Signals
Signs
Pavement Marking
Signals
Signs
Pavement Marking
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
ROADWORKS
Figure 1-1 Classification of Traffic Control Devices
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TRAFFIC SIGNS GENERAL
Traffic signs should be installed only when stipulated by the principles of this manual and/or when deemed warranted on the basis of a traffic engineering evaluation. Traffic signs are necessary to advise motorists of traffic regulations that apply at specific locations and/or at specific times and to warn of hazards that may not otherwise be self apparent. Traffic signs also provide motorists with information concerning routes, destinations and locations of interest. The standardization of traffic signs in their appearance, placement, and design simplifies the task of road users in finding, recognizing, and understanding signs and markings. It also aids road users, the Traffic Police, and the legal system in having a common interpretation of sign meanings and messages. The meanings and applications of specific standard traffic signs are described in detail in Chapters 3, 4, 5, and 7 of this volume. This chapter deals with the attributes and criteria of signs in general.
The RECTANGLE, with the long axis vertical, is used primarily for regulatory signs (primarily parking control and one-way signs). The shape is also used for diagrammatic warning signs and may occasionally be used for guide signs. The TRIANGULAR shape, with the point up, is used exclusively for advance warning signs such as a sign warning a driver of a curve ahead. The RECTANGLE, with the long axis horizontal, is the primary shape for direction and general information guide signs and as supplemental plates or qualification plates below other sign shapes. It is also used for the oneway regulatory sign. The POINTED RECTANGLE, with the long axis horizontal, is used exclusively for chevron signs.
Other shapes should not be used for sign panel outline shapes unless specifically approved by the Abu Dhabi Municipality Road Department.
2.1.2 SIZE
The size of a traffic sign is important for two primary reasons: Conspicuousness: A sign must be of sufficient size to command the attention of drivers against the background of the roadway environment. Legibility: The legend (text or symbol) of the sign must be of sufficient size to allow recognition and comprehension by drivers traveling at roadway design speeds.
2.1
UNIFORMITY OF ATTRIBUTES
Uniformity of attributes applies to shape, dimensions, color, legend, conspicuousness, and nighttime visibility of signs. The standardization of these attributes is necessary for an efficient and uniform signing system.
2.1.1 SHAPE CODE

Standard sign shapes are as shown in Figure 2-1 and their principal features are listed below: The OCTAGON shape is reserved exclusively for the STOP sign. The TRIANGULAR shape, with the point down, is reserved exclusively for the GIVE WAY (YIELD) sign. The CIRCULAR shape is reserved exclusively for regulatory signs such as speed limit signs.
For guide signs, which are largely text based, the sign sizes will vary widely depending on the amount of legend and the lettering size of the legend. Legibility is the primary factor controlling guide sign sizes. Sizing guide signs on the basis of legibility will generally ensure that a guide sign will be conspicuous. The parameters affecting guide sign sizing are discussed fully in Chapter 5 of this volume 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 for DIAGRAMMATIC WARNING signs.
Reserved exclusively for ADVANCE WARNING signs.
Primary shape for GUIDE signs including DIRECTION signs and GENERAL INFORMATION signs. Also used for ONE WAY sign and SUPPLEMENTARY PLATE or QUALIFICATION PLATE below other signs.
Reserved exclusively for CHEVRON DIRECTION signs.
Figure 2-1 Standard Sign Shapes
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For regulatory and warning signs, a standardization of size is possible and is in fact necessary. Regulatory and warning signs, which are more symbol oriented than text oriented, tend to be much smaller in size than guide signs. Because of their relatively small size, conspicuousness is an equally important factor as legibility in sizing regulatory and warning signs. Table 2-1 presents guidelines for selecting the appropriate sign sizes for regulatory and warning signs.
bols are approved for usage, especially on warning signs, a SUPPLEMENTARY PLATE sign 589 (see Section 5.7.3 of this manual) should accompany these signs for a period of up to three years, if deemed necessary, for public education. Standard text messages in Arabic and English should be used when an appropriate symbol is not available. Symbolic messages given in this manual should be used in preference to text messages whenever available. Otherwise, word messages should be as brief as possible. The Departments standard Arabic and English fonts should be used for text on all types of signs. Those standard fonts are included in Volume 2 of this manual. The height of the Arabic aleph character should be 1.4 times the height of the English x letter height. Numerical legends and their corresponding unit of measure should be displayed in English and Arabic except in the specific case of route numbers.
2.1.3 COLOR CODE

Table 2-2 establishes the background colors and legend colors to be used for traffic signs in Abu Dhabi. Central values and tolerance limits for colors in use are included in the specifications section found in Volume 2 of this manual. Sign background and legend colors or uses other than those listed in Table 2-2 are not permitted.
2.1.5 RETROREFLECTION AND ILLUMINATION

Traffic signs are generally required to function on an around-the-clock basis. It is thus necessary that they exhibit the same shape and color during both day and night hours. To accomplish this, all sign faces should be constructed using retroreflective sheeting.
2.1.4 LEGENDS
The legend of a traffic sign is the element that provides a sign with a unique and definitive meaning or message. The legend may be composed of a symbol, a text message, or both. Symbols used should be the same in appearance as those shown in this manual. When new symTable 2-1 Regulatory and Warning Sign Sizes1, 2 Recommended Recommended Regulatory Sign Size4, 5 Warning Sign Size6 (millimeter) (millimeter) 600 750 750 900 900 1200 1200 1500
Operating Speed3 (km/h) 40 60 80 100
Required Minimum Clear Visibility (meters) 50 60 80 100
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. Sizes for these signs are stipulated in Volume 2. 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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Table 2-2 Traffic Sign Backgrounds and Legend Colors1 Sign Class Background Color
Legend Color
Regulatory Control Red White Mandatory Blue White Prohibitory White Black Parking White Red/Green2 Freeway control Blue White Warning White Black3 Guide Emirates Routes direction Blue White4 Abu Dhabi roads direction Blue White4 Supplemental direction Brown White5 Street name signs local/collector roads Blue White Distance (Emirates Route) Blue White Parking Blue White Other Blue White Roadworks all signs except regulatory control Yellow Black3 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. Diagrammatic warning signs include red hazard areas. Hazard marker signs include red arrow shapes. 4. Route numbers and abbreviations within the route emblem shall be yellow. 5. Supplemental sign legends commonly include a black symbol on a white square background shape.
Retroreflective sheeting gains its name from the design characteristic of the sheeting whereby the sheeting is capable of capturing light coming from a vehicle headlight and reflecting a significant portion of that light back to the eye of the driver. This reflected light is what drivers see, allowing them to distinguish the shape, color, and ultimately the message of the sign. Since signs must be located outside of the travel path of a vehicle, the nighttime visibility of a sign is dependent upon the ability of the sheeting material to capture light striking the surface of the sign at an angle and reflect that light back at the same angle. This feature, called angularity, is one of the primary measures of the functionality of a retroreflective sheeting material. Type-MP highintensity microprismatic retroreflective sheeting has very favorable properties with respect to angularity and thus should be used for sheeting on all traffic signs of all types described in this manual unless otherwise specifically stated. A full description of retroreflective sheeting properties is contained in the specifications section found in Volume 2 of this manual.
A vehicle directs the largest percentage of its headlight output slightly below horizontal (and predominantly to the right), especially under low-beam operation. Thus, ground-mounted signs (particularly those on the right side of the roadway) will generally be well lit by vehicle headlights and will be capable of retroreflecting enough light to provide adequate nighttime conspicuousness and legibility. However, this is not usually the case for signs mounted overhead. Overhead signs are generally guide signs containing multiple pieces of information that must be viewed and understood by drivers traveling at relatively high speeds and/or under heavy traffic volumes and/or through complex interchange maneuvers. Thus these signs must be conspicuous and legible from a relatively long distance to provide adequate time for a driver to comprehend the messages being conveyed. Particularly on urban roadways, where driving is done with low beam headlights, the intensity of light from vehicles striking the sign face is too low to provide this long distance legibility.
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For this reason, all overhead signs should be illuminated except in cases where all of the following conditions are met: When the roadway is not lighted, and When the sign is visible from a distance of 370 meters or more, and When the horizontal curvature of the road approaching the sign has no less than a 250 meter radius.
approaching traffic or overhead close to the center of the travel lanes to which the signs apply. Under certain motoring conditions traffic signs can be placed on the left side of the road. These conditions are: Divided roadways and one-way roads where supplementary regulatory, warning, or guide signs are needed. Two-way roadways where sharp right curves exist. Multilane freeways where visibility of rightside signs is blocked (this can also be a warrant for the use of overhead signs, particularly guide signs). At roadworks, particularly for signs located within the advance warning area.
The standard means of illuminating overhead signs should be through the use of external illumination using mercury-vapor wide-beam floodlights. Specifications for standard lighting is contained in Volume 2 of this manual. Other means of external lighting, internal lighting, or legendoutline lighting will be permitted only on a special case demonstration basis when authorized by the Abu Dhabi Municipality Road Department.
Every sign location must be thoroughly checked to identify any possible visibility obstructions. Typical problem placement locations include: Downhill dips in the roadway. Crest vertical curves. Parked or stationary vehicles blocking visibility. Trees and other foliage blocking visibility. Proximity of other (existing) traffic signs in front of or behind the new sign under consideration.
2.2
TRAFFIC SIGN PLACEMENT
This section deals with the placement of groundmounted and overhead signs. Proper placement of traffic signs refers to the lateral, vertical, and longitudinal positioning that provides the necessary sign legibility for the passing motorists. Without proper placement the efforts to select, design, fabricate, and apply traffic signs are wasted. However, since no two roads are aligned and designed alike, the guidelines for sign placement given here are intended to be interpreted with a measure of flexibility. Sound engineering judgement on an individual project basis, following the general guidelines provided here, must be applied so that sign visibility and legibility are maximized. It should never be assumed that a poorly designed roadway can be corrected by providing superior traffic signing. The basic guidelines of sign placement must be considered early in the road design process. This applies particularly to the provision of guide signs and sequences of guide signs on multilane expressways and freeways and even more so to signs required within complex interchanges. Except as identified in this section, all traffic signs should be positioned on the right side of the roadway facing the
In addition, signs should be placed to avoid blocking or impeding the pedestrian or bicycle flow along sidewalks and trails. While traffic signs are placed to enhance the safety conditions of a roadway, they are fixed obstacles which can pose a hazard if struck by motorists. Therefore, the sign supports must be protected appropriately and the supports themselves should not be overdesigned. The specifications for sign posts and support structures are provided in Volume 2 of this manual.
2.2.1 LATERAL PLACEMENT

Since signs are a roadside hazard if struck, they should be placed at as great a distance from the pavement edge as practical. However, the further removed that signs are from the pavement edge the less conspicuous and legible they become to motorists. Every opportunity to position traffic
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signs behind crash barriers, guardrail, or other roadside safety barriers should be pursued. Figures 2-2 and 2-3 and Table 2-3 describe the requirements for lateral placement of signs.
tions that best guide the motorist to routes and destinations of interest. General guidelines for the longitudinal placement of signs are provided below: Most regulatory signs are placed where their message is applied. These sign messages typically refer to one point (e.g., a STOP sign) or remain in effect until another regulatory sign changes the requirement (e.g., a SPEED LIMIT sign). When regulatory signs are located in advance of the point of application of the regulation, an accompanying distance referring to the point of application should be displayed, normally with a SUPPLEMENTARY PLATE sign. Advance warning signs should be provided well in advance of the hazard or condition being signed. The motorist must recognize the message, determine the appropriate response, and adjust his speed accordingly prior to arriving at the hazard. The distance that an advance warning sign is located from the hazard therefore varies with the speed at which the hazard can be safely negotiated and with the speed of approach the greater the speed reduction required, the greater the longitudinal distance that the sign should be located in advance of the hazard. Table 4-1 in Chapter 4 gives detailed guidelines on these distances. Hazard marker signs should be located as close as possible to the hazard they are marking. Directional guide signs should be provided in advance of intersections, interchanges, and exits to allow the motorist to make the necessary decisions and actions. Detailed guidelines for advance distances and the sequencing order of freeway direction signs are provided in Chapter 5 and are illustrated in Chapter 8. On rural roads, a minimum longitudinal spacing between smaller signs of 75 meters to 80 meters is recommended. On urban roads, a minimum longitudinal spacing between smaller signs of 45 meters to 50 meters is recommended.
2.2.2 VERTICAL PLACEMENT

The vertical placement of a traffic sign should be determined as the least distance measured from the pavement or ground surface to the underside of the sign, taking account of cross fall or super elevation if the sign is positioned over the roadway. The mounting height of a traffic sign affects the following elements: The visibility of the sign. Pedestrian hazard of striking the underside of signs. The breakaway safety of the support structure.
Figures 2-2 and 2-3 and Table 2-3 describe the requirements for vertical placement of signs.
2.2.3 LONGITUDINAL PLACEMENT

Longitudinal placement is the element of sign positioning that is the least definable. Guidelines for the longitudinal placement are general and subject to the specific field and road conditions, particularly in urban areas. The longitudinal placement along a road depends on the sign type, criticality of message, and maneuver required. Traffic sign positions can, and should, be moved longitudinally 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 placed where the mandate/prohibition starts or applies. Regulatory signs may commonly be repeated along a section of road to improve driver awareness of the application of the regulations. Warning signs are placed sufficiently far in advance of the condition being indicated on the sign to allow adequate response time to the warning. Guide signs should be placed at regular posi-
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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 Maximum Remarks (millimeters) (millimeters) Freeway A 600 3000 Expressway B 3600 9000 Major Arterial C 2100 2500 See Notes 5, 6, and 7 Frontage 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 L 1800 4200 See Note 10 Arterial A 300 1000 Collector B 600 2000 Local 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 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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Parking Control Signs A B A
C X X
C Z/Y
Detail 2-2-1: Standard Regulatory Signs
B D Z/Y
D X
Detail 2-2-2: Standard Advanced Warning Signs E
A X E Z
B E Z
B E X
Detail 2-2-3: Hazard Warning Signs A A B X Z/Y

150 millimeters
Detail 2-2-4: Gore Hazard Marker
Detail 2-2-5: Diagrammatic Warning Signs
Figure 2-2 Lateral and Vertical Positioning of Regulatory and Warning Signs
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0.5 Median
Width
C X E Median
A X Lateral
Vertical Community Street Name Detail 2-3-1: Street Name and Action Direction Signs
A C X Z/Y
B D Z
Curbed
Uncurbed
Gore
Detail 2-3-2: Route Marker and Gore Exit Direction Signs
G E X F Z/Y
G B F
Curbed Detail 2-3-3: Guide and General Information Signs
Uncurbed
L H I X K Y J K X I
Gantry Detail 2-3-4: Overhead Direction Signs
Cantilever
Figure 2-3 Lateral and Vertical Positioning of Guide and General Information Signs
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On rural roads, a longitudinal spacing between larger signs of 150 meters to 300 meters is desirable. On urban roads, a minimum longitudinal spacing between larger signs of 90 meters to 175 meters is desirable. On freeways, a minimum longitudinal spacing of 200 meters between signs should be adhered to.
structures should be located directly over the affected travel lane(s). Overhead structures and signs are typically provided on freeways, multilane facilities, and heavily traveled roads. Overhead guide signs should be used when one or more of the following general conditions are present: All grade separated interchanges through roadways. All roadways with four or more lanes in one direction. All roadways with three or more lanes in one direction and with peak-hour design-year one-way traffic in excess of 1,000 vehicles per 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.
When there is competition from several signs for space along a road it is generally better practice to increase distances between signs rather than to reduce them in order to solve specific problems. However, when guide signs are involved, great care must be exercised in the vicinity of minor side-road junctions to ensure that confusion is not created as a result of a sign position. It is also often a better solution to a problem of smaller, closely spaced signs to mount the signs on a common support, particularly if, as may be the case with regulatory and warning signs, their messages are associated. In such a case the regulatory sign should be mounted above the warning sign. The minimum clearance requirement must be applied to the lower of the two signs. Site and field staff must be trained to recognize potential sign placement problems. They must have the authority initiative, and skill to adjust a sign position from that appearing on a drawing in order to overcome local difficulties without creating an undesirable or unsafe side effect.
2.2.5 ORIENTATION ANGLE

Ground-mounted traffic signs should be placed at approximate right angles to traffic that must read the message. Specifically, signs located less than 9.0 meters from the edge of pavement should be oriented at 93 to the line of approaching traffic. This slight rotation from true right angle eliminates many of the glare problems that can occur when retroreflective sheeting is used. For signs greater than 9.0 meters from the pavement edge an orientation of 87 to the line of approaching traffic is recommended. Figure 2-4 illustrates sign orientation in these two distance conditions.
Greater than 9.0m Edge of pavement
2.2.4 OVERHEAD INSTALLATIONS

Overhead traffic sign installations may be mounted to road bridges, overcrossing structures, or support structures. The signs placed on overhead
Less than 9.0m Edge of pavement
87
93
Figure 2-4 Sign Orientation Angle
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3
3.1
REGULATORY SIGNS
GENERAL
Regulatory signs are used to control the actions of road users. They indicate what road users must do and what they must not do. Failure to obey a regulatory sign, unless directed otherwise by a traffic officer, constitutes an offense. For this reason it is important that those who erect regulatory signs do so with a clear knowledge of other regulatory signs in the vicinity in order to avoid conflicting regulatory messages being presented to road users. Regulatory signs must be easy to understand, difficult to misinterpret, and easy to enforce without argument. To this end symbols are recommended whenever possible rather than words to pass on regulatory messages. The use of exclusive shapes for regulatory signs, such as the octagon for the STOP sign and the inverted triangle for the GIVE WAY sign, together with the reserved use of a circular shape for most other regulatory signs ensures that their function can be instantly recognized by road users. The significance or meaning of each individual regulatory sign is given in subsequent sections of this chapter. It should be clearly understood that a regulatory sign applies for 24 hours a day and to all road users approaching the sign. If it is required to modify either or both of these two factors the sign must be altered in some way. This can be achieved by either: Qualifying the meaning of the sign with a QUALIFICATION PLATE. Use of a variable message sign.
By showing that a specific class of vehicle is obliged or prohibited from taking some action while the rest of road users are not. For example, a TURN RIGHT ONLY sign required to apply to heavy vehicles but not other traffic should display a plate with the pictogram or symbol of a heavy vehicle below the TURN RIGHT ONLY sign. The only exception to the above rule is the NO U-TURN sign when required to indicate that the sign is applicable to heavy vehicles only. This case is further described in Sections 3.4.3 and 4.2.8.
It is also possible to add information to a regulatory sign that does not modify its application but simply gives road users additional information about its operation. Examples of such applications are: If a speed limit is reduced in the vicinity of a school the SPEED LIMIT sign may have a SUPPLEMENTARY PLATE sign 589 indicating SCHOOL. If an advance warning sign is considered necessary before the introduction of a regulatory sign and an appropriate warning sign is not available, a SUPPLEMENTARY PLATE sign 589 may be displayed below the regulatory sign indicating the distance to the start of the regulation. A second regulatory sign, without such a plate, must be placed at the point from which the regulation is to apply.
In order to maintain the clarity of message required of regulatory signs it is recommended that only one symbol should be used on a sign. If two messages are required, two signs should be used. There are many aspects of the control of road users and of the safe, good behavior of road users which apply throughout the road network. This makes it impractical to exercise the necessary control by means of erecting a large number of regulatory signs.
The use of a QUALIFICATION PLATE below a regulatory sign may qualify the meaning of the sign in any number of ways: By indicating the time(s) of the day that the sign is operational. For example, a NO STOPPING sign required to operate only during peak hours should display a plate with the appropriate times of the peak periods indicated below the NO STOPPING sign.
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3.1.1 FUNCTION AND OBJECTIVES OF REGULATORY SIGNS

It is the function of regulatory signs to supplement the rules of the road to further control the actions of road users, when necessary, in the sense that road users should take, or not take, specific actions as indicated by such signs. It is the function of regulatory signs to indicate the existence of general laws or regulations made in the interests of road safety, such as by SPEED LIMIT signs. Alternatively, regulatory signs may control traffic movement by means of STOP or GIVE WAY signs or traffic signals in the interests of good traffic order and operational efficiency. It can also be the function of a regulatory sign to indicate a change in the general levels of control existing for road users to a different level of control. NO OVERTAKING, NO PARKING, or other restrictions are examples of this. In erecting regulatory signs, the road authority must seek the objective of only providing so many regulatory signs as is necessary, with adequate levels of enforcement, to ensure the safe and orderly movement of traffic. The provision of too many regulatory signs will result in a disrespect for the signing system by road users and a failure to achieve the desired objective. It should be the objective of any specific regulatory sign to transfer the required message to the intended road users as clearly and as quickly as possible with a minimum effect on the complexity of the driving task. In order to achieve this objective, regulatory signs must be of adequate size and must be correctly positioned to attract the attention of road users.
Prohibitory signs indicate prohibited action or objects. Parking control signs regulate parking and stopping. Freeway control signs indicate limits of roads classified as freeways.
Many of the signs in these classes may also be used at roadworks. The roadworks signs universally use a black symbol on a yellow background with the exception of any control signs used at roadworks which retain the colors shown in the following sections. All classes of regulatory sign apply on a 24-hour basis unless otherwise indicated by a secondary message (see Section 3.1). Signs in all classes may also have a SUPPLEMENTARY PLATE sign 589 located below the regulatory sign. In working with regulatory signs it often helps to consider the way in which the function of an individual sign message is indicated. This function can be considered as exercising control or restriction in one of three ways as follows: 1. By imposing a restrictive limit, e.g., an upper 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 function in that they are used to allocate priority right-ofway or direction of movement.
3.1.2 SUBCLASSIFICATION OF REGULATORY SIGNS

In order to assist the understanding of the different functions of different types of regulatory sign the class is further subdivided: Control signs assign priority right of way or direction of travel. Mandatory signs indicate actions that must be taken.
3.2.1 STOP SIGN 301

Sign 301 requires that the driver of a vehicle should come to a full and complete stop with such vehicle at the STOP LINE pavement marking 601 and that the driver should not proceed until it is safe to do so. STOP signs should not be used unless engineering judgment indicates that one or more of the following conditions exist:
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STOP signs should not be erected at intersections where traffic control signs are operating. The conflicting commands of two types of control devices are confusing. If traffic is required to stop when the operation of the stop-and-go signals is not warranted, the signals should be put on flashing operation with the red flashing light facing the traffic that must stop. Where two main highways intersect, the STOP sign or signs should normally be posted on the minor street to stop the lesser flow of traffic. Traffic engineering studies, however, may justify a decision to install a STOP sign or signs on the major street, as at a three-way intersection where safety considerations may justify stopping the greater flow of traffic to permit a left-turning movement. Portable or part-time STOP signs should not be used except for emergency purposes. Also, STOP signs should not be used for speed control. STOP sign 301 should be located on the right side of the intersecting side street between 3 and 15 meters in advance of the near-side edge of the crossroad (see Figure 3-1). A second STOP sign 301 should be similarly located on the left side of the roadway when the side street is a one-way street with two or more lanes, and a central island or median exists. A STOP sign 301 should not be used at a junction having a traffic signal or a GIVE WAY sign 302 controlling another approach. STOP sign 301 should have a red background with a white border and white legend.
Sign 301
1. Intersection of a less important road with a main road where application of the normal right-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 accident record indicates a need for control by the STOP sign. Prior to the application of these warrants, consideration should be given to less restrictive measures, such as GIVE WAY sign 302 (Section 3.2.2), where a full stop is not necessary at all times. Periodic reviews of existing installations may be desirable to determine whether, because of changed conditions, the use of less restrictive control or no control could accommodate traffic demands safely and more effectively. STOP signs should never be used on the through roadways of expressways. Properly designed expressway interchanges provide for the continuous flow of traffic, making STOP signs unnecessary even on the entering roadways. Where atgrade intersections are temporarily justified for local traffic in sparsely populated areas, STOP signs should be used on the entering roadways to protect the through traffic. STOP signs may also be required at the end of diverging roadways at the intersection with other highways not designed as expressways. In most of these cases, the speeds will not warrant any great increase in the sign sizes.
3.2.2 GIVE WAY (YIELD) SIGN 302

Sign 302 requires that the driver of a vehicle should yield right-of-way at a GIVE WAY pavement marking 602 to all traffic on the roadway intersecting the roadway on which he is traveling, where such traffic is so close as to constitute a danger or potential danger. The driver should also give way to pedestrian and bicycle traffic crossing his path at that point.
3-3
Centerline
3000 Minimum (See Note 4)
Curb Radius Per Design
300 Minimum 600 Preferred
15000 Maximum
Sign 301/302 (See Note 3) Acceptable Sign Placement Area Envelope (See Note 2)
3000 Maximum
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 orientation is required. 4. The 3000 minimum dimension may be increased to 5000 when a conflict with a community street name sign would occur. Figure 3-1 Longitudinal Position of Stop Sign 301 and Give Way Sign 302
The GIVE WAY sign may be warranted: 1. At the entrance to an intersection where it is necessary to assign right-of-way and where the safe approach speed on the entrance exceeds 15 kilometers per hour. 2. On the entrance ramp to an expressway where an acceleration lane is not provided. 3. At intersections on a divided highway where the median between the roadways is more than 30 feet wide. At such intersections, a STOP sign may be used at the entrance to the first roadway of the divided highway and a
GIVE WAY sign may be placed at the entrance to the second roadway. 4. Where there is a separate or channelized right-turn lane, without an adequate acceleration lane. 5. At any intersection where a special problems exists and where an engineering study indicates the problem to be susceptible to correction by use of the GIVE WAY sign. GIVE WAY signs generally should not be placed to control the major flow of traffic at an intersection. However, GIVE WAY signs may be installed to control a major traffic movement
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Sign 302
where a majority of drivers in that movement are making right turns. At such an intersection, GIVE WAY signs should not be erected on more than one approach. GIVE WAY signs should not be used on the through roadways of expressways. They may be used on an entering roadway without an adequate acceleration lane, but in a well-designed interchange, the sign would interfere with the free merging movement, and it should not be used under those circumstances. GIVE WAY sign 302 should be located on the right side of the intersecting side street between 3 and 15 meters in advance of the near side edge of the crossroad (see Figure 3-1). A second GIVE WAY sign 302 should be similarly located on the left side of the roadway when the street is a one way street with two or more lanes and a central island or median. A GIVE WAY sign should not be used at a junction having a STOP sign controlling another approach. A GIVE WAY sign should not be used at at-grade junctions when these are provided with appropriately designed full acceleration lanes. GIVE WAY sign 302 should have a white background with a broad red border.
Sign 303
Sign 303 should be used in conjunction with PEDESTRIAN CROSSING pavement marking 603 and GIVE WAY pavement marking 602. GIVE WAY TO PEDESTRIANS sign 303 should be used in advance of all marked pedestrian crossings which are not otherwise controlled by STOP sign 301, GIVE WAY sign 302 or traffic signals. GIVE WAY TO PEDESTRIANS sign 303 should be located on the right side of the roadway 3 meters in advance of GIVE WAY pavement marking 602. GIVE WAY pavement marking 602 should be at least 3 meters and preferably 6 meters in advance of PEDESTRIAN CROSSING pavement marking 603. A second GIVE WAY TO PEDESTRIANS sign 303 should be provided on the left side of the roadway when a median island or other central island is provided in advance of the pedestrian crossing. GIVE WAY TO PEDESTRIANS sign 303 should have the following color pattern: The upper, GIVE WAY sign should have a white background with a broad red border. The lower sign, indicating pedestrians, should have a red background with a white icon and border.
3.2.3 GIVE WAY TO PEDESTRIANS SIGN 303

Sign 303 requires that the driver of a vehicle should yield right-of-way to pedestrians crossing the roadway or waiting to cross the roadway.
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3.2.4 NO ENTRY SIGN 304

Sign 304 indicates to drivers of vehicles that entry is prohibited to all vehicular traffic.
Sign 305
Sign 304
Sign 306
NO ENTRY sign 304 should be used to prohibit wrong way entry to a roadway when confusion may exist as to the direction of travel of traffic in the roadway (see Section 3.2.5, ONE WAY signs 305, 306, and 307 ). NO ENTRY sign 304 should be located on the right and left sides of a one-way roadway. NO ENTRY sign 304 should be oriented at 90 degrees to the direction of wrong way travel. Sign 304 should have a red background with a white legend and a thin white border.
Sign 307
3.2.5 ONE WAY SIGNS 305, 306, AND 307

Signs 305, 306, and 307 indicate to drivers of vehicles that the only permitted direction of travel, in the road or portion of road on which they are erected, is in the direction indicated by the arrow on the sign. Signs 305, 306, and 307 may be displayed to indicate directions straight ahead, to the right, or to the left. ONE WAY signs 305, 306, and 307 should be used in preference to NO ENTRY sign 304 in networks of intersecting one-way streets. ONE WAY signs 306 and 307 should be used to indicate to drivers of vehicles that the direction of
travel in streets intersecting the one in which they are traveling is in one direction towards them and to inhibit the possibility of wrong way entry to such streets. ONE WAY sign 305 may also be used to indicate that a street is a one-way street in a straight ahead direction (this practice is intended to make drivers aware that when they return to such a street from a private property or a parking area that they must turn only in one direction, it being impractical to indicate the direction of travel at all points of access along a one-way street). When used to indicate the direction of travel in an intersecting street ONE WAY signs 306 and 307 should be located on both sides of the intersecting street so that both signs can be seen clearly by drivers traveling in the through street. When used to indicate the direction of travel within a one-way roadway ONE WAY sign 305 should be located on the right side of single-lane one-way streets and on both sides of one-way
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streets with two or more lanes. If necessary, additional signs should be strategically sited with respect to local accesses from properties or parking areas (see Figure 3-2). ONE WAY signs 305, 306, and 307 are the one exception to the general color code for the control group of regulatory signs. ONE WAY signs 305, 306, and 307 should have a blue background with 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 in place of or in addition to ONE WAY signs to delineate a one-way road system. Specific approval should be obtained from the Abu Dhabi Municipality Department for one-way system signing.
in a street at a junction, other directions of travel at the junction may be chosen. AHEAD ONLY sign 321 indicates that drivers have no other choice but to proceed straight ahead. A 600-millimeter sign 321 may be mounted on the post below a traffic signal when appropriate. A typical example for the use of AHEAD ONLY sign 321 would be at a signal-controlled crossroad intersection with a free right turn and a dedicated left turn lane or lanes separated from the through route by a splitter island. In this instance, if the driver is located in one of the through lanes the AHEAD ONLY movement is the only available option and should be signed accordingly. AHEAD ONLY sign 321 should have a blue background with a white icon and a thin white border.
3.3
MANDATORY SIGNS
3.3.2 TURN RIGHT (OR LEFT) ONLY SIGN 322 (OR 323)
Signs 322 (or 323) require that the driver of a vehicle should proceed only to the right (or to the left - the arrow direction being reversed) at the junction. TURN RIGHT (or LEFT) ONLY signs 322 (or 323) should be located on the far side of a roadway facing drivers to which they apply. Signs 322 (and 323) should have a blue background with a white legend and a thin white border.
The signs in this group have the function that they are used to indicate to road users actions that they must take or that are mandatory.
3.3.1 AHEAD ONLY SIGN 321

Sign 321 requires that the driver of a vehicle should proceed only straight ahead in the direction indicated by the arrow on the sign. AHEAD ONLY sign 321 should be located on the right side of a two-way roadway and on the left side of a one-way roadway. The function of the AHEAD ONLY sign 321 differs from that of the ONE WAY sign 305 in that, while the ONE WAY sign may indicate the mandatory direction
3.3.3 TURN RIGHT (OR LEFT) AHEAD ONLY SIGN 324 (OR 325)
Signs 324 (or 325) require that the driver of a vehicle should proceed only to the right (or to the left the arrow direction being reversed) at the junction ahead. TURN RIGHT (or LEFT) AHEAD ONLY signs 324 (or 325) should be located on the right side of a two-way roadway and on the left side of a one-way roadway at a distance of approximately 50 meters from the junction to which it applies. Signs 324 (or 325) should normally only be provided when the alignment of the approach to the junction is such that the layout of the junction is
Sign 321
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307
347 301 301
346
346
301
301
307
* Optional subject to traffic volumes
306
Access to property or parking
305
305 306
307
346
301 305 305
301 347
See Section 3.2.5 Note
Figure 3-2 Use of One Way Signs 305, 306, and 307 with Signs 346 and 347
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Sign 322
Sign 325
not readily obvious. A 600-millimeter sign 324 (or 325) may be mounted on the post below a traffic signal where appropriate. Signs 324 (and 325) should have a blue background 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 that he may pass to either side of an obstruction in the roadway, such as a traffic island. PASS EITHER SIDE sign 326 should be located on a traffic island, near the nose of the island, so that there is a minimum clearance of 300 millimeters between the curbs and the sign. The most common application of sign 326 will be at entrances to service roads and right turns.
Sign 323
Sign 324
Sign 326
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NOTE: The use of PASS EITHER SIDE sign 326 in Abu Dhabi is only to indicate that a driver may pass either side of an island or other obstruction. In other countries, similar signs indicate that in passing either side, the driver will reach the same destination. Care must be exercised to ensure that drivers in Abu Dhabi are not confused as to the meaning of this sign as it applies locally. PASS EITHER SIDE signs 326 should have a blue background with a white icon and a thin white border.
3.3.5 KEEP RIGHT (OR LEFT) SIGN 327 (OR 328)

Signs 327 (or 328) indicate to the driver of a vehicle that he should pass to the right (or to the left, the arrow direction being reversed) of an obstruction in the roadway. KEEP RIGHT (or LEFT) signs 327 (or 328) should be located as near as possible to the leading edge of the obstruction so that there is at least a clearance of 300 millimeters from the closest path of vehicles. Use of signs 327 (or 328) most commonly applies to traffic islands or refuges in two-way roadways or at the beginning of median island when a single two-way carriageway widens to become a dual carriageway. If such a condition occurs on a vertical curve it may be effective to mount two type 327 (or 328) signs one above the other. Signs 327 and 328 should have a blue background with a white icon and a thin white border.
Sign 327
Sign 328
3.3.6 ROUNDABOUT SIGN 329

Sign 329 requires that the driver of a vehicle should proceed only in a counterclockwise direction at the roundabout ahead. ROUNDABOUT sign 329 should be located below GIVE WAY sign 302 in advance of the entry to a roundabout when, on the approach concerned, it may not be obvious that the junction ahead is a roundabout. In such circumstances sign 329 may be used in addition to advance warning ROUNDABOUT AHEAD sign 407.
Sign 329
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Sign 407 should be located as indicated in Chapter 4. ROUNDABOUT sign 329 should have a blue background with a white icon and a thin white border.
are indicated in circular signs which include a diagonal slash.
3.4.1 MAXIMUM SPEED LIMIT SIGNS

3.4.1.1 MAXIMUM SPEED LIMIT SIGNS 339 TO 344
3.3.7 U-TURN SIGN 330

Sign 330 notifies the driver of a vehicle that he may make a U-turn. Signs 339 to 344 prohibit drivers of vehicles from exceeding the maximum speed limit indicated in kilometers per hour by means of a number on such a sign. In Abu Dhabi, the following speed limits should be in effect unless otherwise posted:
Sign 330
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 344 should be provided after the point of access from another roadway or when: There is a change in speed limit along a specific route. There is a reduction in speed limit between intersecting roadways of like types. The road environment that would be the criterion for the speed limit cannot be easily identified by drivers. The distance between postings exceed those indicated in Table 3-1.
U-TURN sign 330 should be located at the end of the traffic median on the near side of the possible U-turn road configuration. At signalized intersections, it should be attached to the traffic signal post supporting the signals for traffic coming from the opposite direction. In Abu Dhabi, U-TURN sign 330 is often used with a NO TRUCKS supplementary plate mounted below. U-TURN sign 330 should have a blue background with a white icon and a thin white border.
The sign numbers apply as follows: Sign 339: 30 km/h (see Chapter 8 for guidance 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.
3.4
PROHIBITORY SIGNS
The signs in this group have the function to indicate to road users actions that they must not take, or which are prohibited. Prohibitions may apply in the form of limits, or to certain actions or objects. Maximum limits such as speed or height limits are indicated in circular signs without a diagonal slash. Prohibitions on actions or objects
The following guidelines and comments should be considered as being applicable to general or
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30
Sign 339 Sign 342
Sign 340
Sign 343
Sign 341
Sign 344
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Situation In Which Sign Is To Be Provided Parking Area or Service Road Urban Single Carriageway Urban Dual Carriageway Rural Roads
Table 3-1 Guidelines for Speed Limit Sign Location Sign Location Warrants For Additional Signs1 After Point Of Access within 10 meters Not applicable within 50 meters Not applicable - Above 60 km/h2, 4 km between postings - 60 km/h2, 2 km between postings within 50 meters - Below 60 km/h2, 1 km between postings within 100 meters - 100 km/h2, 10 km between postings - 80 km/h2, 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.
average conditions. Specific circumstances may warrant a variation in application when the principles involved should be applied with engineering judgment. When the provision of a MAXIMUM SPEED LIMIT sign is warranted, signs should be located as indicated in Table 3-1. Figure 3-3 illustrates the typical use of MAXIMUM SPEED LIMIT SIGNS 340 TO 343. A MAXIMUM SPEED LIMIT sign should also be provided when a change in maximum speed limit occurs along a route. It is not uncommon that a decrease in maximum speed limit may be as much as 40 km/h (e.g., from 100 km/h down to 60 km/h). In such a situation, an appropriate MAXIMUM SPEED LIMIT sign should be provided for each 20 km/h decrease in speed limit so that the maximum decrease in speed limit posted at any one time is 20 km/h. The minimum distance between successively decreasing speed limit signs should be 500 meters. It is not necessary to post maximum speed limits on major roads after minor joining access roads, except in the unlikely event that with roads of equal status the one being entered has a lower maximum speed limit than drivers would have reason to expect. MAXIMUM SPEED LIMIT signs 339 to 344 should have a white background, a black legend, and a thick red border.
3.4.1.2
DUAL SPEED LIMIT SIGN COMBINATIONS AND DUAL MAXIMUM SPEED LIMIT SIGN 345
Many Abu Dhabi roadways have one speed limit for cars and another, lower speed limit for trucks and other heavy vehicles. Signing for these conditions should be done using a dual speed-limit sign combination or with a dual speed limit sign combination complemented by DUAL MAXIMUM SPEED LIMIT sign 345. All roadways with dual speed limits should be signed using a sign combination as shown in Figure 3-4. The combination is made up of two maximum speed limit signs mounted on a single pole, one above the other, with a truck qualification plate mounted at the bottom, below the sign indicating the speed limit for trucks. The sign indicating the speed limit for cars should be mounted above the sign indicating the speed limit for trucks and other heavy vehicles. On roadways with dual speed limits, dual speed limit sign combinations should be located as would normal speed limit signs, in accordance with the distances specified in Table 3-1. In some conditions, it may be advantageous to complement dual speed limit sign combinations with DUAL MAXIMUM SPEED LIMIT sign 345. This sign takes the appearance of a typical
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RESERVED FOR FIGURE 3-3, TYPICAL USE OF MAXIMUM SPEED LIMIT SIGNS
Figure 3-3 Use of Maximum Speed Limit Signs 340 to 344
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quently as deemed useful. When used, DUAL MAXIMUM SPEED LIMIT sign 345 should be evenly interspersed with dual speed limit sign combinations. Good engineering judgement should be exercised in determining the location and frequency of DUAL MAXIMUM SPEED LIMIT sign 345 in a dual speed limit zone, but its frequency should not exceed the guidelines in Table 3-1.
3.4.2 NO LEFT (OR RIGHT) TURN SIGN 346 (OR 347)

Signs 346 (or 347) indicate to drivers of vehicles that they should not turn to the left or right, as the case may be, at the junction or entrance where the signs are displayed. Signs 346 (or 347) should be located on the side of the roadway towards which the illegal turn
Figure 3-4 Dual Speed Limit Sign Combination (typical)
Sign 345 (typical)
guide sign in color and shape. However, its large size and the limited information on it precludes the potential for confusion on the part of drivers and clearly emphasizes the respective speed limits of the two different types of vehicles. DUAL MAXIMUM SPEED LIMIT sign 345 is to be ideally located in wide, open areas adjacent to the roadway. DUAL MAXIMUM SPEED LIMIT sign 345 should be considered a complement to but not a substitute for dual speed limit sign combinations, and thus its placement in a dual speed limit zone should not affect the placement or frequency of dual speed limit sign combinations. Dual speed limit sign combinations should first be correctly positioned according to the guidelines in Table 3-1; DUAL MAXIMUM SPEED LIMIT sign 345 should be added subse-
Sign 346
Sign 347
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would be made, not more than 25 meters in advance of the point where the prohibition applies. Signs 346 or 347 should only be used in situations where the left (or right) turn would, under normal circumstances, be expected by drivers to be available. Their use is generally not necessary when roadway geometry clearly indicates that turns are not intended at the location under consideration. A 600 millimeter sign 346 (or 347) may be mounted on the post below a traffic signal where appropriate. Signs 346 and 347 should have a white background, a black icon, a thick red diagonal line, and a thick red border.
ings or where there is a conflict with pedestrian movements. NO U-TURN sign 348 may be made specific to a time of day by means of a QUALIFICATION PLATE sign 365 mounted below the sign. A 600millimeter sign 348 may be mounted on the post below a traffic signal where appropriate. NO UTURN for specific vehicle types is the one exception to this rule and is further explained in Section 4.2.8. NO U-TURN sign 348 should have a white background, 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 from overtaking another vehicle traveling in the same direction within the next 500 meters.
3.4.3 NO U-TURN SIGN 348

Sign 348 indicates to drivers of vehicles that they should not perform a U-turn at the junction or break in the median island ahead.
Sign 349
Sign 348
NO U-TURN sign 348 should be located not more than 25 meters in advance of the point to which the prohibition applies. The sign may be repeated at the point of prohibition. Sign 348 may be required when the parallel carriageway is too narrow to accept safe U-turns or when such a movement cannot safely be accommodated due to limitations in traffic signal tim-
NO OVERTAKING sign 349 may be used in addition to NO PASSING LINE pavement marking 611 when this is likely to be ineffective due to adverse conditions or other factors. Sign 349 should be located on the left side of the road. If the overtaking message is required for a distance in excess of 500 meters the sign should be repeated at 500 meter intervals. NO OVERTAKING sign 348 should have a white background, a black icon, a thick red diagonal line, and a thick red border.
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3.4.5 NO INFLAMMABLE GOODS SIGN 350

Sign 350 prohibits the driver of a vehicle transporting inflammable goods, including inflammable gases in portable cylinders, from proceeding beyond the sign.
3.4.6 NO GOODS VEHICLES SIGN 351

Sign 351 prohibits drivers of goods vehicles from proceeding beyond the sign.
Sign 351 Sign 350
NO INFLAMMABLE GOODS sign 350 may be used in advance of any area, such as a tunnel, where transported inflammable goods represent a particular hazard. The sign should be located on the right of the roadway at the point from which the prohibition is required to apply. This position should permit vehicles carrying inflammable goods to take an alternative route. In practice it is likely that other prohibitions may apply at such places. It is recommended that all necessary prohibitory signs be displayed on a custom designed backing board with a white background color and a thin red border of the style used for diagrammatic warning signs. It is also recommended that a similar combined sign be displayed in advance of the exit or turn onto the alternative route with an appropriate explanatory text message such as Alternative Route 150 m. NO INFLAMMABLE GOODS sign 350 should have a white background, a black icon, a thick red diagonal line, and a thick red border. The detail of the flame within the truck icon on the legend should be red and yellow.
NO GOODS VEHICLES sign 351 should be located on the right side of the roadway at the point from which the prohibition is required to apply. This point should be chosen where an alternative route is available to drivers of goods vehicles. NO GOODS VEHICLES sign 351 may be made specific to a particular time of day rather than for the full 24-hours by means of a QUALIFICATION PLATE sign 365, indicating the applicable time period or periods, mounted below the sign. In a similar way the NO GOODS VEHICLES sign 351 may be made applicable to goods vehicles exceeding a specific weight by the mounting of QUALIFICATION PLATE below the sign which displays the weight limit in the form 10 T where the unit T refers to a metric tonne. Where appropriate this weight limit may be replaced by a length limit such as 6.0 m. NO GOODS VEHICLES sign 351 should have a white background, a black icon, a thick red diagonal line, and a thick red border.
3.4.7 NO PEDESTRIANS SIGN 352

Sign 352 prohibits pedestrians from proceeding beyond the sign.
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NO CYCLISTS sign 353 may be displayed in any position where it is required to prohibit cyclist movement or access. If pedestrian movement or access is not otherwise prohibited, cyclists may proceed provided they dismount and walk their bicycles. Sign 353 should be used with a size of 300 millimeters unless a larger size is warranted for conspicuousness. Sign 353 should have a white background, a black icon, a thick red diagonal line, and a thick red border.
Sign 352
3.4.9 NO HORNS SIGN 354

Sign 354 prohibits the driver of a vehicle from sounding the horn or other audible device of his vehicle within 75 meters of the sign.
NO PEDESTRIANS sign 352 may be displayed in any position where it is required to prohibit pedestrian movement or access, normally across a roadway. Such places may include specific parts of a roadway or junction which pedestrians otherwise might expect to be able to use, but which are considered unsafe due to the traffic management arrangements of the road or junction. Sign 352 should be used with a size of 300 millimeters unless a larger size is warranted for conspicuousness. NO PEDESTRIANS sign 352 should have a white background, a black icon, a thick red diagonal line, and a thick red border.
3.4.8 NO CYCLISTS SIGN 353

Sign 353 prohibits cyclists from proceeding beyond the sign.
Sign 354
NO HORNS sign 354 may be used in the vicinity of hospitals or other places where it is considered necessary to limit traffic noise. Sign 354 should be located on the right side of the roadway at the point where the prohibition is required to apply. Additional signs may be placed at 150 meter intervals if the prohibition is required over some distance. Sign 352 should have a white background, a black icon, a thick red diagonal line, and a thick red border.
Sign 353
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3.4.10 MAXIMUM HEIGHT LIMIT SIGN 355

Sign 355 prohibits drivers of vehicles exceeding the indicated height from proceeding beyond the sign.
3.4.11 QUALIFICATION PLATE SIGN 365

Sign 365 provides a secondary message that qualifies or restricts the primary message of another regulatory sign. Sign 365 is never used alone and is always mounted directly below the regulatory sign that it qualifies. The background color, border color, and message color of sign 365 should
Sign 355
MAXIMUM HEIGHT LIMIT sign 355 should be located 25 to 50 meters in advance of any limited height structure that has a minimum clearance of less than 4.2 meters, preferably on both the right and left sides of the approach roadway. The height indicated within the sign should be at least 100 millimeters less than the actual minimum clearance measured under the structure. The height should be expressed on the sign to the next lowest one decimal place of a meter. The maximum legal height for a vehicle in Abu Dhabi is 4.2 meters. Sign 355 must not be used as an advance warning sign. The sign should always be preceded by an advance warning MAXIMUM HEADROOM sign 425 (See Chapter 4). Sign 355-4.2 should be located on both sides of the road at all Emirates Route border crossings into Abu Dhabi Emirate and on all exit roads from cargo-handling seaports. MAXIMUM HEIGHT LIMIT sign 355 should have a white background, a black legend, and a thick red border.
Sign 365
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correspond to those of the associated regulatory sign with which it is mounted (this also applies to roadworks versions of regulatory signs). Ordinarily, regulatory signs apply 24 hours a day, 7 days a week and are relevant to all vehicles passing that sign. QUALIFICATION PLATE sign 365 is used when the regulatory message is intended to apply to only certain times or days, and/or to only certain types or classes of vehicles. Thus, a QUALIFICATION PLATE sign 365 may contain textual messages or symbols such as, but not limited to, the following: 08:00 TO 20:00. 8 m. Except Friday. Truck (symbol). 10 T.
text and arrow. Prohibitory and permissive parking control signs may be mounted side-by-side on sections of street where a stopping or parking prohibition changes to permitted parking. If there are no time or payment controls over the use of a parking area it is not necessary to erect parking control signs. Not all numbered signs are illustrated. Examples are shown in Figures 3-5 to 3-8.
3.5.1 NO STOPPING SIGNS 370, 371, 372, AND 373

Sign 370 prohibits the driver of a vehicle from stopping his vehicle at any time along the section of road beyond such a sign, subject to compliance with a traffic signal, the direction of a traffic officer, or to avoid a collision. The action of NO STOPPING sign 370 should cease automatically when a driver leaves the roadway on which it is provided unless he comes under the control of another NO STOPPING sign on the roadway which he enters. The use of NO STOPPING sign 370 is appropriate on high speed roads such as major arterials which have limited points of access. Sign 370 should be located on the right side of such multilane one-way roadways within 150 meters of a point of entry to the roadway and in such a way that the sign is at right angles to the normal direction of travel. NO STOPPING sign 370 should not be used indiscriminately but should be limited to situations where: The stopping of vehicles will pose a severe safety or capacity problem, and There is a situation whereby a significant number of drivers are stopping their vehicles, and Where another form of regulatory sign or pavement marking would not otherwise make stopping illegal.
When it is desired to add to a regulatory sign information that does not qualify the message of the sign, a SUPPLEMENTARY PLATE sign 589 should be used.
3.5
PARKING CONTROL SIGNS
The signs in this group apply to the control and regulation of stopping and parking. The signs in the group are available to clarify stopping or parking controls in complex environments or to indicate circumstances where limited or part-time restrictions operate for part(s) of a day or apply to specific classes of vehicle. The group includes circular prohibition signs, which are commonly contained within a rectangular background. The prohibitory meaning of the sign is not affected by its manner of display. The reason for placing the sign within a rectangular background is to provide a suitable base to display relevant secondary information which limits the application of the sign in some way. Parking control signs may be prohibitory signs or permissive signs. Prohibitory parking control signs use a red border, text, and arrow whereas permissive parking signs, which may still contain a restrictive element in their message (e.g., a maximum duration of stay), use a green border,
Thus, the use of sign 370 should generally not be included in new designs, but rather as a retrofit when a particular stopping problem has been identified.
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QUALIFICATION PLATE sign 365 should be used to convey regulatory limits with messages such as the following: For 1000 m. On Bridge. In Thru Lanes. End.
Signs 371, 372 and 373 require that the driver of a vehicle should not stop his vehicle at any time along a section of road within 40 meters of such a sign, subject to compliance with a traffic signal, the direction of a traffic officer, or to avoid a collision. Signs 371, 372, and 373 should include an arrow to indicate the direction of application of the restriction from the sign. NO STOPPING signs 371, 372, and 373 should be located on the right and/or left side of the
roadway, as appropriate, with the sign face parallel to the curbline or edge of roadway. The maximum distance between signs to give adequate coverage to a full section of nonarterial urban roadway should be 80 meters. When a stopping prohibition is to be applied to a section of roadway for a distance less than 80 meters two NO STOPPING signs 371 and 373 should be used, one at each end of the section of roadway. The range of arrow variations with signs 371, 372, and 373 is illustrated in Figure 3-5. NO STOPPING signs 371, 372, and 373 may be made specific to a particular time of day, rather than the full 24 hours, by indicating within the sign face the applicable time period or time periods. Alternatives, with their specific sign numbers, are illustrated in Figure 3-6.
Sign 370
Sign 371 Figure 3-5 No Stopping Sign Variants
Sign 372
Sign 373
: :
: :
Sign 374
Sign 375 Figure 3-6 No Stopping with Time Limit Displays
Sign 376
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3.5.2 NO PARKING SIGNS 377, 378, AND 379

Signs 377, 378, and 379 require that the driver of a vehicle should not park his vehicle at any time along a section of road within 40 meters of such a sign. Signs 377, 378, and 379 should include an arrow to indicate the direction of application of the restriction from the sign. NO PARKING signs 377, 378, and 379 should be located on the right and/or left side of the roadway, as appropriate, with the sign face parallel to the curbline or edge of roadway. The maximum distance between signs to give adequate coverage to a full section of urban roadway should be 80 meters. When a parking prohibition is to be applied to a section of roadway for a distance less than 80 meters two NO PARKING signs 377 and 379 should be used, one at each end of the section of roadway. NO PARKING signs 377, 378, and 379 may be made specific to a particular time of day, rather than the full 24 hours, by indicating within the sign face the applicable time period or time periods. The manner of display should be as illustrated in Figure 3-6, with the substitution of the NO PARKING disc for the NO STOPPING disc and the use of specific sign numbers 380, 381 and 382. The range of arrow variations with signs 377, 378, and 379 is illustrated in Figure 3-7.
3.5.3 PAY-AND-DISPLAY PARKING SIGNS 383, 384, AND 385

Signs 383, 384, and 385 indicate to drivers of vehicles using the parking area designated by the sign that they should pay the appropriate tariff at the designated payment point and should affix the ticket/notice received on the inside of the windscreen of the vehicle so that it can be observed from outside the vehicle. PAY-AND-DISPLAY PARKING signs 383 and 385 should be located at each end of a row of parking bays served by a PAY-AND-DISPLAY payment point, with the sign face parallel to the curbline or edge of roadway. The arrows on the signs will indicate the point from which the PAY-AND-DISPLAY criteria applies, and will generally point towards the payment point. PAYAND-DISPLAY PARKING sign 384 should be located at intermediate intervals between PAYAND-DISPLAY PARKING signs 383 and 385 only when the row of parking bays is considered to be of sufficient length as to warrant the provision of additional PAY-AND-DISPLAY payment points. If it is necessary to advise drivers of time limits applicable to the parking area this should be done using appropriate PARKING TIME LIMIT signs 389, 390, and 391 in addition to signs 383, 384, and 385 in a manner similar to the examples in Figure 3-11. The range of PAY AND DISPLAY PARKING signs 383, 384, and 385 is illustrated in Figure 3-8.
Sign 377
Sign 378 Figure 3-7 No Parking Sign Variants
Sign 379
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Sign 383
Sign 384 Figure 3-8 Pay and Display Parking Sign Variants
Sign 385
3.5.4 PARKING FOR DISABLED PERSONS SIGNS 386, 387, AND 388
Signs 386, 387,and 388 indicate to drivers of vehicles that the parking area designated by the sign is reserved for use by disabled persons only and that it should not be used by other drivers. When a single PARKING FOR DISABLED PERSONS sign 387 is required for a single parking bay it should be located on the sidewalk approximately in the center of the length or width of the parking bay. In such an application the arrow is omitted as detailed in Volume 2 of this
manual. In other applications, signs 386 and 388 should be displayed in a similar manner to that described for NO PARKING signs 377 and 379 (see Section 3.5.2). Sign 387 should be used only to identify a single parking bay. The range of PARKING FOR DISABLED PERSONS signs 386, 387, and 388 is illustrated in Figure 3-9.
3.5.5 PARKING TIME LIMIT SIGNS 389, 390, AND 391

Signs 389, 390, and 391 indicate to drivers of vehicles using the parking area designated by the
Sign 386
Sign 387 Figure 3-9 Parking for Disabled Persons Sign Variants
Sign 388
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sign that there are time limits to their use of the parking area. The time limit may apply in one or both of two ways: To the maximum duration of the parking period. To the times of day that parking is permitted. Signs 389, 390, and 391 should include an arrow to indicate the direction of application of the time restrictions indicated on the sign (see Figure 3-10). PARKING TIME LIMIT signs 389, 390, and 391 should be displayed in the same manner as NO STOPPING signs 374, 375, and 376 and NO PARKING signs 377, 378, and 379 with regard to position and frequency. In an area where mixed prohibition (signs 377, 378, and 379) and permissive (signs 383 to 391) signs are used prohibition and permissive signs may be mounted next to each other with arrows pointing in appropriate directions. The messages of the PARKING TIME LIMIT signs 389, 390, and 391 may be varied. The duration of stay limit or the time of day limit may be omitted if one or other is not appropriate to the circumstances of the parking area. Figure 3-11 illustrates some of the sign combinations possible within this group of signs.
3.5.6 BUS STOP SIGN 392

Sign 392 indicates to drivers that the section of roadway designated is reserved for the stopping or standing of buses. BUS STOP sign 392 should be located at the edge of the sidewalk so that it can be seen by pedestrians and bus drivers (mounted perpendicular to the curb). It should be positioned near the end of the loading area and indicate the position for the driver to stop and passengers to queue. BUS STOP sign 392 should have a white background. The icon should be offset on a blue background and the horizontal dividing lines should be blue. Both Arabic and English text should be red.
Sign 392
Sign 389
Sign 390 Figure 3-10 Parking Time Limit Sign Variants
Sign 391
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Sign 380
Sign 381
Sign 382
Sign 381
Sign 390
Sign 388
Sign 389
Sign 391
Sign 371
Figure 3-11 Examples of Sign Combinations in the Parking Group
3.5.7 TAXI STAND SIGN 393

Sign 393 indicates to drivers of vehicles that the section of roadway designated is reserved for the stopping or standing of taxis only, and that such section of road should not be used by other vehicles. The space reserved by TAXI STAND sign 393 should not be used for the unattended parking of taxis. Taxis may only stand in the space while waiting for fares.
Taxi stand locations must be approved by the Traffic Police. TAXI STAND sign 393 should have a white background. The icon and the horizontal dividing lines should be blue. The border and the Arabic and English text should be red.
3.5.8 DROP-OFF PICK-UP ONLY SIGN 394

Sign 394 indicates to drivers of vehicles that the section of roadway designated is reserved for
Sign 393
Sign 394
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dropping off or picking up passengers. These sections of roadways may be used by any type vehicle, public or private. The space reserved by sign 394 should not be used for the unattended parking of any vehicle. Sign 394 is also generally used near the beginning of the loading area at bus stops, allowing other vehicles to use the bus stop for drop-off and pick-up. Approval should be obtained from the Road Department before installing Sign 394 in a bus stop. DROP-OFF PICK-UP ONLY sign 394 should have a white background. The car-and-person icon and the horizontal dividing lines should be blue. The border, the prohibition icon, and the Arabic and English text should be red.
Freeway rules invoked by sign 398 should mean that, except in case of emergency, no person should: Operate a nonmotorized vehicle on or near the 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.
3.6
FREEWAY CONTROL SIGNS
The BEGINNING OF FREEWAY sign 398 should be located on the right side within the first third of the length of all freeway on-ramps and on the right side, and left side when a median island is available, when a non-freeway roadway becomes a freeway in a straight-ahead situation. Sign 398 should have a blue background with a white icon and border.
The signs in this group indicate to road users which roads are classified as freeways. In doing so they make road users aware of the application, and removal, of the particular Rules of the Road relevant to the use of freeways.
3.6.2 END OF FREEWAY SIGN 399

Sign 399 indicates to the drivers of vehicles that a freeway is about to end and that the relevant freeway rules are no longer applicable. END OF FREEWAY sign 399 should be located on the right side within the final third of the length of all freeway off-ramps. When a freeway ends, but continues as a non-freeway road, sign 399 should be located on the right side, and if a median island is available, on the left side of the
3.6.1 BEGINNING OF FREEWAY SIGN 398

Sign 398 indicates to drivers of vehicles that a dual carriageway freeway begins and that the various controls and prohibitions become effective beyond the sign.
Sign 398
Sign 399
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roadway. It should be noted that if it is required that some of the prohibitions provided for on the freeway be retained, specific prohibition signs should be erected accordingly beyond sign 399. END OF FREEWAY sign 399 should have a blue background with a white icon and border. The diagonal slash should be red.
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4
4.1
WARNING SIGNS
GENERAL
Warning signs are used to make drivers aware of hazardous or potentially hazardous conditions in the roadway which drivers might not otherwise expect to see due to the nature of the hazard, the hazard being hidden or partially hidden, or due to the drivers workload at the time. Advance warning signs have a unique triangular shape and the warning message is given in the majority of instances by a symbolic representation of the hazard or potential hazard. In order to maintain the credibility of warning signs they should only be used when a need has been established or a warrant satisfied. If warning signs are used automatically to warn of fully visible everyday road features, those warning signs which really are important are likely to be less effective. Most warning signs are located in advance of the hazard to which they refer. To be effective as a class, warning signs must be positioned consistently. The location of warning signs should, in part, be related to the speed with which the hazard can be negotiated. This in turn relates to the difference between the speed at the hazard and the speed when viewing the sign. Table 4-1 gives
guidelines for the positioning of advance warning signs. Distances in Table 4-1 are based on standard traffic-engineering stopping-sight distance equations (distance needed to reduce speed from approach speed to safe operating speed at hazard). It is also important that there be an adequate clear visibility distance to the warning sign. The availability of this distance must be checked at the time of installation of the sign. Clear visibility distance cannot be assumed to exist simply because it appears to be available from reading a plan of a section of road. Engineers need to exercise professional judgement on site to ensure drivers have adequate clear visibility to a warning sign. Likewise, sound engineering judgement is required for placement of warning signs used to alert drivers to temporary road conditions or particularly hazardous conditions. In either of these situations, distances from the sign to the hazard may need to be increased or decreased from the guidelines in Table 4-1. It may also be the case that multiple warning signs are needed to effectively alert drivers to a single hazard. Engineers should consider either of these options during initial installation and prepared to review this decision in the future if deemed warranted.
Approach Speed (km/h)
30 40 50 60 70 80 Note 2 90 65 100 100 110 130 120 175 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.
Table 4-1 Guidelines for Positioning Advance Warning Signs Posted Speed at Hazard (km/h) <20 30 40 50 60 70 Preferred Distance of Sign from Hazard (meters) Note 1 Note 2 25 Note 1 Note 2 75 60 Note 1 Note 2 125 110 100 50 Note 2 150 140 125 110 50 Note 2 175 160 150 125 100 60 200 185 175 150 140 75 250 230 200 180 175 125 275 250 225 210 190 160 300 275 250 230 210 190
80
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The function of each individual warning sign is given in subsequent sections of this chapter. If a warning sign is required for which there is no symbol GENERAL WARNING sign 450 should be used in conjunction with a SUPPLEMENTARY PLATE sign 589 (see Section 4.2.26). SUPPLEMENTARY PLATE sign 589 may be attached below an advance warning sign to enhance the message of the sign (see section 5.7.5).
which they relate. Consistent with this function they have a unique triangular shape in order to attract the attention of drivers sufficiently early for their message to be effective. Advance warning signs are therefore not appropriate to mark or identify the point location of the hazard. Hazard marker signs should be used for such a purpose (See Section 4.3).
4.2.1 JUNCTION AHEAD SIGNS 401 TO 406

Signs 401 to 406 warn drivers of vehicles of a junction ahead. CROSSROAD AHEAD sign 401, SIDE ROAD AHEAD signs 403 and 404 and STAGGERED SIDE ROAD AHEAD signs 405 and 406 are specifically for use on a major road to indicate the presence and layout of the junction ahead. TJUNCTION AHEAD sign 402 may be used on a major or minor road although its use on major roads is not likely to be common. Signs 401 to 406 should be located on the right side of the roadway at a distance from the junction as indicated in Table 4-1 and with a clear sight distance to the sign. A SUPPLEMENTARY PLATE sign 589 indicating the distance to the junction to the nearest 20 meters should be attached below all signs 401 to 406. Signs 401 to 406 should be considered for use in an urban area only when all of the following conditions apply: The junction is not controlled by traffic signals. There are no advance direction signs. With the exception of T-JUNCTION AHEAD sign 402, there are no STOP or GIVE WAY signs or road markings on the major road approach. No other means is available to improve the identification of the junction from an adequate distance to allow drivers to safely negotiate a turn. That is,there are no road markings, gore signing, or street name signs.
4.1.1 FUNCTION AND OBJECTIVES OF WARNING SIGNS

It is the function of warning signs to alert drivers to hazardous or potentially hazardous conditions on or adjacent to the roadway. This function may be exercised in the form of an advance warning of a hazard ahead or by marking the actual physical hazard. The objective of warning signs is to transfer the desired warning message to road users as clearly and as quickly as possible with a minimum impact on the driving task and in so doing to create the safest practical road environment for users. In order to achieve this objective warning signs must be of adequate size and must be correctly positioned to attract the attention of road users in time for them to take the required action. By providing warning signs the design engineer must have as an objective the creation of an adequate level of road safety while using the fewest possible signs.
4.1.2 SUBCLASSIFICATION OF WARNING SIGNS

In order to clarify the different functions of warning signs the class is further subdivided as follows: Advance warning signs. Hazard marker signs. Diagrammatic signs.
4.2
ADVANCE WARNING SIGNS
The signs in this group should all be used in advance of the hazard or potential hazard to
Version 0.0, Interim Edition 4-2
Signs 405 and 406 should only be used when the distance between the staggered side roads is less
Sign 401
Sign 402
Sign 403
Sign 404
Sign 405
Sign 406
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than that given in Table 4-2. If the distance exceeds the value shown, two type 403 or 404 signs should be used, the signs being located in accordance with Table 4-1. STAGGERED JUNCTION AHEAD signs 405 and 406 should be located at the distance given in Table 4-1 in advance of the first of the two side road junctions.
Table 4-2 Junction Spacing Requirements for Signs 405 and 406 Operating Speed Distance Between (8th Percentile) Junctions (km/h) (meters) Up to 45 <60 45 to 65 <150 65 to 85 <200 <300 $85
Sign 407
It is also appropriate to consider the use of CROSSROAD AHEAD sign 401 and T-JUNCTION AHEAD sign 402 on the minor road approach to a rural junction, particularly if the road alignment is not straight on the approach to the junction. For such an application the width of both legs of the symbol on CROSSROAD AHEAD sign 401 should be sized similarly to that for T-JUNCTION AHEAD sign 402. Signs 401 to 406 should have a white background, a black icon, and a thick red border.
Sign 408
4.2.2 NO THROUGH ROAD SIGNS 407, 408, AND 409

Signs 407 to 409 are to warn drivers of vehicles that the road indicated on the sign is not available to through traffic, i.e., the road is a dead-end road or is closed to through traffic for some reason. NO THROUGH ROAD signs 407 to 409 should be located on the right side of the roadway at a distance from the junction as indicated in Table 4-1 and with a clear sight distance. Signs 407 to 409 should only be used when it is not otherwise obvious that the road concerned is not a through road. The use of sign 409 is appropriate in advance of a crossroad when the straight ahead leg of the junction is not a through road.
Sign 409
NO THROUGH ROAD signs 407, 408, and 409 should have a white background and a thick red border. The icon should be black and red, with black representing the road and a red stump representing the end of the throughway.
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4.2.3 MERGING TRAFFIC SIGNS 410 AND 411

Signs 410 and 411 are to warn drivers of vehicles of a junction ahead where two streams of traffic traveling in the same direction, and of equal priority, are required to merge into one stream.
Sign 411 need only be used when the angle between the two merging roadways makes it difficult to position sign 410 so that it may be viewed from both roadways. Signs 410 and 411 should not be used if the traffic on the joining roadway is subject to stop or give way control. MERGING TRAFFIC signs 410 and 411 should have a white background, a black icon, and a thick red border.
4.2.4 RIGHT (OR LEFT) CURVE SIGN 412 (OR 413)

Signs 412 and 413 warn drivers of vehicles that there is a curve in the road ahead to the right (or left) which requires caution. RIGHT CURVE sign 412 should be located on the right side of the roadway at a distance from the start of a right-hand curve as indicated in
Sign 410
Sign 412 Sign 411
MERGING TRAFFIC sign 410 should be located on the right side of the through roadway at a distance from the junction of the roadways as indicated in Table 4-1, subject to adequate clear sight distance being available. MERGING TRAFFIC sign 411, if required, should be located on the right side of the joining roadway at a distance from the junction of the roadways as indicated in Table 4-1, subject to adequate clear sight distance being available.
Sign 413
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Table 4-1 and with a clear sight distance to the sign. A SUPPLEMENTARY PLATE sign 589 indicating the recommended speed at which the curve may be safely negotiated should be attached below sign 412. Sign 413 should be used similarly for a left-hand curve. RIGHT (or LEFT) CURVE sign 412 (or 413) should be used in advance of a horizontal curve that can only be negotiated comfortably by reducing speed by one tenth or more of the operating speed of traffic on the preceding straight. Sign 412 (or 413) should not be used on roadways with a basic posted speed less than 60 kilometers per hour, except for exceptional circumstances. RIGHT (OR LEFT) CURVE sign 412 (or 413) should have a white background, a black icon, and a thick red border.
Sign 414
4.2.5 BENDS AHEAD SIGNS 414 AND 415

Signs 414 and 415 warn drivers of vehicles that there are sharp reverse direction curves in the road ahead. BENDS AHEAD signs 414 and 415 should be located on the right side of the roadway at a distance from the start of the first curve as indicated in Table 4-1 and with a clear sight distance. A SUPPLEMENTARY PLATE sign 589 indicating the recommended speed at which the curves may be safely negotiated should be attached below signs 414 and 415. The symbol direction must always be specified so that it is correctly oriented for the first curve or bend to be entered, e.g., left before right (414) or right before left (415). BENDS AHEAD signs 414 and 415 should only be displayed when: The bends can only be negotiated comfortably by reducing speed by more than one tenth of the operating speed of traffic on the preceding straight, and/or The length of the straight between curves is less than 120 meters, or The nature of the reverse curves is not obvious to approaching drivers.
Sign 415
BENDS AHEAD signs 414 and 415 should have a white background, a black icon, and a thick red border.
4.2.6 TWO-WAY TRAFFIC SIGN 416

Sign 416 warns drivers of vehicles in a one way roadway that the roadway ahead carries traffic in both directions. TWO-WAY TRAFFIC sign 416 should be located on the left side of a one way roadway at a distance from the start of the two way roadway as indicated in Table 4-1 and with a clear sight distance to the sign. A second sign 416 may be mounted on the right side of the roadway for additional emphasis. A SUPPLEMENTARY PLATE sign 589 indicating the distance to the start of two-way traffic may be attached below
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Sign 416
Sign 417
sign 416. The sign may be repeated once the twoway section of roadway is fully developed if additional emphasis is needed. TWO-WAY TRAFFIC sign 416 should be used when a one way roadway or carriageway becomes a two way roadway. This condition commonly occurs at the end of a dual carriageway. The sign is therefore commonly used with DUAL CARRIAGEWAY ENDS AHEAD sign 424. TWO-WAY TRAFFIC sign 416 should have a white background, a black icon, and a thick red border.
4.2.7 LANE ENDS SIGNS 417 AND 418

Signs 417 and 418 warn drivers of vehicles that the right-hand or left-hand lane ends ahead. LANE ENDS signs 417 and 418 should be located on the right side of the roadway on two-way roadways. Whenever possible a sign should be located on the left side as well, particularly when the lane on the left side of a one way carriageway is ending ahead. Signs 417 and 418 should not be used if the reduction in road width does not result in a reduction in the number of lanes. In such instances the appropriate ROAD NARROWS AHEAD sign 421, 422, or 423 should be used. Signs 417 and 418 should be located as indicated in Table 4-1 in advance of the lane reduction taper and clear sight distance to the signs should be available.
Sign 418
A SUPPLEMENTARY PLATE sign 589 indicating the distance to the start of the lane reduction taper should be attached below signs 417 and 418. LANE ENDS sign 417 and 418 should be provided in advance of any lane drop situation on an arterial road that is not clearly demarcated by overhead guide signs. If necessary the larger diagrammatic warning LANE DROP signs 465 and 466 may be specified for improved conspicuity on arterial roads, and should be used for high speed freeway or expressway locations. LAND ENDS signs 417 and 418 should have a white background, a black icon, and a thick red border.
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4.2.8 U-TURN AHEAD SIGN 419

Sign 419 warns drivers of vehicles that they are permitted to make a U-turn at the junction or median opening ahead.
ahead be located in advance of the median opening for a U-turn from the opposite direction. U-TURN AHEAD sign 419 should have a white background, a black icon, and a thick red border.
4.2.9 ROUNDABOUT AHEAD SIGN 420

Sign 420 warns drivers of vehicles of a roundabout ahead.
Sign 419
U-TURN AHEAD sign 419 should be located on the median island of a dual carriageway roadway on the left side of the roadway at a distance from the junction or median opening as indicated in Table 4-1 and with a clear sight distance to the sign. A SUPPLEMENTARY PLATE sign 589 indicating the distance to the point where a U-turn is permitted should be attached below sign 419. U-TURN AHEAD sign 419 should be provided in advance of median openings provided specifically for U-turns or at which U-turns are permitted. U-TURN AHEAD sign 419 should not be provided in situations where the availability of a U-turn is apparent or can be accurately anticipated by a driver (e.g., as almost all signalized intersections in Abu Dhabi allow U-turns, no UTURN AHEAD sign 419 is necessary in advance of a signalized intersection). Subject to the distance available, in particular between opposing U-turns through a median island, U-TURN AHEAD sign 419 may be located further from the point of U-turn than the distance given in Table 4-1 in order to reassure drivers that an opportunity to U-turn exists ahead. The distance given on the supplementary plate must reflect such an adjustment in position and indicate the actual distance to the U-turn. Under no circumstances should sign 419 for a U-turn
Sign 420
ROUNDABOUT AHEAD sign 420 should be located on the right side of the roadway at a distance from the roundabout as indicated in Table 4-1 and with a clear sight distance to the sign. A SUPPLEMENTARY PLATE sign 589 indicating the distance to the junction to the nearest 20 meters should be attached below sign 420. An additional sign may be placed on the left side of a one-way carriageway. Sign 420 should only be considered for use when it is not obvious at the distance given in Table 41 that there is a roundabout ahead. ROUNDABOUT AHEAD sign 420 should have a white background, a black icon, and a thick red border.
4.2.10 ROAD NARROWS AHEAD SIGNS 421 TO 423

Signs 421 to 423 warn drivers of vehicles that the roadway ahead narrows from the right side (421), the left side (422) or from both sides (423).
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narrowing situations at roadworks when the extent of the narrowing is less than a full lane width. If the road width reduction results in a reduction in the number of lanes, then LANE ENDS signs 417 and 418 should be used instead. Signs 421 to 423 should be used when the width of a roadway is reduced on the left or right, or both sides, at a quicker rate than would be the case by a standard design taper. ROAD NARROWS AHEAD signs 421 to 423 should have a white background, a black icon, and a thick red border.
Sign 421
4.2.11 DUAL CARRIAGEWAY ENDS AHEAD SIGN 424

Sign 424 warns drivers of vehicles that the one way roadway forming part of a dual carriageway road on which they are traveling is about to become a single carriageway roadway carrying two way traffic.
Sign 422
Sign 424
Sign 423
ROAD NARROWS AHEAD signs 421 to 423 should be located on the right side of the roadway on two way roadways and, where practical, on both sides of one way roadways. The normal application of these should be for temporary road
DUAL CARRIAGEWAY ENDS AHEAD sign 424 should be located on the left and right hand sides of a one way roadway which is about to become part of a single carriageway roadway, at a distance from where the two carriageways forming the dual carriageway come together as indicated in Table 4-1 and with a clear sight distance to the sign. A SUPPLEMENTARY PLATE sign 589 indicating the distance to the start of the two way roadway should be attached below sign 424.
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DUAL CARRIAGEWAY ENDS AHEAD sign 424 may be used with TWO WAY TRAFFIC sign 416. When both signs are used sign 416 should be located as indicated in Table 4-1 and sign 424 should be positioned in advance of sign 416 so that clear sight distance is maintained to sign 416. DUAL CARRIAGEWAY ENDS AHEAD sign 424 should have a white background, a black icon, and a thick red border.
and sign 425 should be located in advance of the structure in such a position that the driver of an over-height vehicle may turn off onto an alternative route. In such instances it may be necessary to provide a custom designed information sign, incorporating sign 425, advising drivers of overheight vehicles of the alternative route. Unless specified otherwise by the Department, the height to be indicated on sign 425 should be 200 millimeters less than the actual minimum clearance measured under the structure, further rounded down to the nearest one decimal point of a meter. The maximum legal height of a vehicle in the United Arab Emirates is 4.2 meters. MAXIMUM HEADROOM sign 425 should have a white background, a black icon, and a thick red border.
4.2.12 MAXIMUM HEADROOM SIGN 425

Sign 425 warns drivers of vehicles that the clearance available under an overhead structure ahead is restricted to the amount indicated in meters on the sign.
4.2.13 CHILDREN SIGN 426

Sign 426 warns drivers of vehicles of the likelihood that children are on or adjacent to the road ahead due to the presence of a school, playground, or other activity area.
Sign 425
Sign 425 should be located on the right side of the roadway. MAXIMUM HEADROOM sign 425 should not be displayed for any structure with minimum clearance of 5.0 meters or greater. For structures with a clearance less than and 5.0 meters sign 425 should be provided as indicated in Table 4-1 and with a clear sight distance to the sign. In such an instance it is not normally considered necessary to provide prohibition MAXIMUM HEIGHT LIMIT sign 355 at such structures. MAXIMUM HEADROOM sign 425 and MAXIMUM HEIGHT LIMIT sign 355 should both be displayed for any structure with a minimum clearance of less than 5.0 meters. Sign 355 should be located as indicated in Section 3.4.10
Sign 426
CHILDREN sign 426 should be located on the right side of the roadway and, where possible, on the left side as well, at a distance from the start of the area where children are likely to be present as indicated in Table 4-1 and with a clear sight distance to the sign. A SUPPLEMENTARY PLATE sign 589 indicating the specific reason for the
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presence of children such as School or Playground in Arabic and English should be attached below sign 426. CHILDREN sign 426 should be provided in advance of any appropriate roadway area which is potentially hazardous to children. CHILDREN sign 426 should have a white background, a black icon, and a thick red border.
vided at pedestrian crossings located at signalized or sign controlled legs of an intersection. PEDESTRIAN CROSSING AHEAD sign 427 should have a white background, a black icon, and a thick red border.
4.2.15 STOP CONTROL AHEAD SIGN 428

Sign 428 warns drivers of vehicles of the presence of a STOP sign 301 ahead and that they should prepare to stop.
4.2.14 PEDESTRIAN CROSSING AHEAD SIGN 427

Sign 427 warns drivers of vehicles that there is a marked and/or signalized pedestrian crossing ahead at which pedestrians have right-of-way.
Sign 428
Sign 427
PEDESTRIAN CROSSING AHEAD sign 427 should be located on the right side of the roadway and, where possible, on the left side as well, at a distance from the crossing as indicated in Table 4-1 and with a clear sight distance to the sign. A SUPPLEMENTARY PLATE sign 589 indicating the distance to the pedestrian crossing should be attached below sign 427. PEDESTRIAN CROSSING AHEAD sign 427 should be provided in advance of all marked pedestrian crossings and mid-block signalized pedestrian crossings. Sign 427 should not be located at a pedestrian crossing to mark the position of the crossing. All unsignalized pedestrian crossings should be marked by GIVE WAY TO PEDESTRIANS sign 303. PEDESTRIAN CROSSING AHEAD sign 427 should not be pro-
STOP CONTROL AHEAD sign 428 should be located on the right side of the roadway at a distance from the STOP sign as indicated in Table 41 and with a clear sight distance to the sign. A SUPPLEMENTARY PLATE sign 589 indicating the distance to the STOP sign 301 should be attached below sign 428. An additional sign should be provided on the left side of the roadway on a median island if the roadway is part of a dual carriageway. STOP CONTROL AHEAD sign 428 should only be considered for use when: It is not obvious at the distance given in Table 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 have a white background, a red icon, and a thick red border.
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4.2.16 GIVE-WAY CONTROL AHEAD SIGN 429

Sign 429 warns drivers of vehicles of the presence of a GIVE-WAY sign 302 ahead and that they should prepare to yield right-of-way and stop if necessary.
4.2.17 TRAFFIC SIGNALS AHEAD SIGN 430

Sign 430 warns drivers of vehicles that the junction or pedestrian crossing ahead is controlled by traffic signals.
Sign 430 Sign 429
GIVE-WAY CONTROL AHEAD sign 429 should be located on the right side of the roadway at a distance from the GIVE WAY sign 302 as indicated in Table 4-1 and with a clear sight distance to the sign. A SUPPLEMENTARY PLATE sign 589 indicating the distance to the GIVE WAY sign 302 should be attached below sign 429. An additional sign should be provided on the left side of the roadway on a median island if the roadway is part of a dual carriageway. GIVE-WAY CONTROL AHEAD sign 429 should only be considered for use when either or both of the following conditions exist: It is not obvious at the distance given in Table 4-1 that there is a GIVE-WAY control ahead. The approach speed is in excess of 60 km/h.
TRAFFIC SIGNALS AHEAD sign 430 should be located on the right side of the roadway at a distance from the traffic signal as indicated in Table 4-1 and with a clear sight distance to the sign. A SUPPLEMENTARY PLATE sign 589 indicating the distance to the traffic signal should be attached below sign 430. An additional sign should be provided on the left side of the roadway on a median island if the roadway is part of a dual carriageway. TRAFFIC SIGNALS AHEAD sign 430 should only be considered for use when: It is not obvious at the distance given in Table 4-1 that there is a TRAFFIC SIGNAL control ahead, and/or The signalized junction is remote or isolated from other signalized junctions.
GIVE-WAY CONTROL AHEAD sign 428 should have a white background, a red icon, and a thick red border.
In addition to the above situations, sign 430 may be installed for a short period of 3 to 6 months when a new traffic signal is commissioned but must be removed after such a period, subject to the warrant criteria given above. TRAFFIC SIGNALS AHEAD sign 430 should have a white background and a thick red border.
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The icon should have a black background with, in descending order, red, yellow, and green lights.
4.2.18 QUAYSIDE SIGN 431

Sign 431 warns drivers of vehicles that there is an unprotected quayside, jetty, or river bank ahead. The sign 431 symbol may be reversed.
Sign 432
Sign 432 should have a white background, a black icon, and a thick red border.
4.2.20 ANIMALS AHEAD SIGN 433

Sign 341
Sign 433 warns drivers of vehicles of the possible presence of attended or unattended animals on or adjacent to the road ahead. ANIMALS AHEAD sign 433 should be located on the right side of the road at a distance from the point at which animals are likely to occur near the roadway as indicated in Table 4-1 and with a clear sight distance to the sign. A SUPPLEMENTARY PLATE sign 589 may be attached below sign 433 indicating the distance for which the hazard can be expected to occur. The symbol on an ANIMALS AHEAD sign may be that representing camels, sheep, or goats. If domestic animals are regularly herded across
QUAYSIDE sign 431 should be located on the right side of a roadway which runs directly along the side of a quay, jetty, or river bank. Sign 431 should, if practical, be positioned in advance of the unprotected quayside, jetty, or river bank by a distance as indicated in Table 4-1 and with a clear sight distance to the sign. QUAYSIDE sign 431 should have a white background, a black icon, and a thick red border.
4.2.19 DRAWBRIDGE AHEAD SIGN 432

Sign 432 warns drivers of vehicles that there is an opening bridge or drawbridge in the road ahead. Currently, Abu Dhabi has no drawbridges. If a drawbridge is eventually constructed in Abu Dhabi, sign 432 should be located as the result of an engineering assessment, meeting the requirements indicated in Table 4-1, and in consideration of clear sight distance. A SUPPLEMENTARY PLATE sign 589 indicating the distance to the drawbridge should be attached below sign 432.
Sign 433
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roadways, temporary signs displaying the appropriate symbol should be set up in advance of the crossing point. Such signs should preferably indicate the distance to the crossing point. ANIMALS AHEAD sign 433 should have a white background, a black icon, and a thick red border.
4.2.21 LOW-FLYING AIRCRAFT SIGN 434

Sign 434 warns drivers of vehicles that they may be distracted by low flying aircraft or a sudden aircraft noise and to drive with due care.
Sign 435
SPEED HUMP sign 435 should be located on the right side of the roadway at a distance as indicated in Table 4-1 and with a clear sight distance to the sign. A SUPPLEMENTARY PLATE sign 589 should be provided below sign 435. This may indicate one or more of the following: The distance for which speed humps are provided, or An appropriate text message such as Speed Humps or Traffic Calming.
Sign 434
SPEED HUMP sign 435 should have a white background, a black icon, and a thick red border.
LOW-FLYING AIRCRAFT sign 434 should be located on the right side of the roadway at a distance from the point where the distraction may occur as indicated in Table 4-1 and with a clear sight distance to the sign. LOW-FLYING AIRCRAFT sign 434 should only be provided when aircraft are likely to over-fly the roadway or to fly in close proximity to the roadway. Sign 434 should have a white background, a black icon, and a thick red border.
4.2.23 TUNNEL SIGN 436

Sign 436 is to warn drivers of vehicles that there is a tunnel on the roadway ahead and that drivers may be subjected to reduced lighting levels or that drivers of certain classes of vehicle may be required by regulatory sign not to enter the tunnel. TUNNEL sign 436 should be located on the right side of the road at a distance from the tunnel entrance as indicated in Table 4-1 and with a clear sight distance to the sign. If a prohibition on certain classes of vehicle entering the tunnel exists, sign 436 should be displayed in combination with the relevant regulatory sign(s). If necessary, sign 436 may therefore be placed at a greater distance from the tunnel than given in Table 4-1. On dual carriageway approaches to a tunnel, sign 436 may be placed on the right and left sides of the roadway.
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4.2.22 SPEED HUMP SIGN 435

Sign 435 warns drivers of vehicles that one or more speed humps exist in the roadway ahead and that they should reduce their speed in order to negotiate them.
4.2.25 SLIPPERY SURFACE SIGN 438

Sign 438 warns drivers of vehicles that there is a risk of a slippery surface on the roadway.
Sign 436
TUNNEL sign 436 should have a white background, a black icon, and a thick red border.
Sign 438
4.2.24 FALLING ROCKS SIGN 437

Sign 437 warns drivers of vehicles that there is a risk that rocks may have fallen into the roadway. The sign 437 symbol may be reversed. SLIPPERY SURFACE sign 438 should be located on the right side of the roadway at a distance in advance of a section of road where the risk of the slippery surface exists, as indicated in Table 4-1 and with a clear sight distance to the sign. A SUPPLEMENTARY PLATE sign 589 may be attached below sign 438 indicating the distance for which the hazard can be expected to occur (e.g., For 5 km). SLIPPERY SURFACE sign 438 should have a white background, a black icon, and a thick red border.
4.2.26 GENERAL WARNING SIGN 450

Sign 450, in combination with an appropriate supplementary message, warns drivers of a hazard of a general nature described by the supplementary message. GENERAL WARNING sign 450 should be located on the right side of the roadway at a distance as indicated in Table 4-1 and with a clear sight distance to the sign. Sign 450 should only be displayed in conjunction with a SUPPLEMENTARY PLATE sign 589. Permitted messages for use below sign 450 are as follows: Drifting sand. Uneven road.
Sign 437
FALLING ROCKS sign 437 should be located on the right side of the roadway at a distance in advance of a section of road where the risk of falling rocks exists, as indicated in Table 4-1 and with a clear sight distance to the sign. A SUPPLEMENTARY PLATE sign 589 may be attached below sign 437 indicating the distance for which the hazard can be expected to occur (e.g., For 5 km). FALLING ROCKS sign 437 should have a white background, a black icon, and a thick red border.
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ing the position of physical hazards such as culverts, bridge structures, large sign supports, traffic island gores, guardrails, etc., to drivers. In some instances, such as a sharp curve, hazard markers may be used to delineate the curve and so draw attention to the severity of the curve.
4.3.1 HAZARD PLATE SIGNS 451 AND 452

Signs 451 and 452 warn motorists of the actual position of physical objects which are placed so close to the roadway as to represent a hazard or potential hazard if vehicles should collide with them.
Sign 450
Overhead cables (with a height clearance).
If the conditions indicated above change or are removed, the sign should be removed. GENERAL WARNING sign 450 is appropriate to many conditions which occur at roadworks sites or in association with roadworks sites (see also Chapter 7). The sign may also be appropriate for other temporary conditions. In such circumstances the exclusive black symbol on a yellow background color code used for roadworks signs should be used. Typical messages used in temporary or roadworks situations are: Sand Surveying. Reduced visibility. Loose stones. Uneven road. Slippery surface. Road ends. Flood. Construction traffic. Soft shoulder. Surface step (dip).
Sign 451
Sign 452
HAZARD PLATE signs 451 and 452 should be located as close as possible to the physical hazard to identify its position. A number of evenly spaced HAZARD PLATE signs 451 or 452 may also be used to demarcate open ditches, high embankments, and ill-defined curves. See Table 4-3 for guidance on spacing. HAZARD PLATE signs 451 and 452 should always be installed so that the arrow points towards the roadway and away from the hazard. Signs 451 and 452 should be mounted so that the
Table 4-3 Spacing on Curves for Signs 451, 452, 454, and 455 Curve Radius Sign Spacing S (meters) (meters) 60 8-15 150 15-25 300 25 600 25
Sign 450 should have a white background, a black icon, and a thick red border.
4.3
HAZARD MARKER SIGNS
The signs in this group have the specific function to mark an actual hazard adjacent to the roadway. The majority of uses therefore relate to identify-
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lower edge is 600 millimeters above ground level for the 600 millimeter by 150 millimeter size and 1200 millimeters above ground level for the 1200 millimeter by 300 millimeter size. Figure 4-1 illustrates a number of typical HAZARD PLATE sign applications. The larger of the two sign sizes should be used when the posted speed limit is 80 km/hr or greater.
Sign 454 Sign 455
HAZARD PLATE signs 451 and 452 should have a red background with white diagonal stripes.
ment of the roadway when these conditions represent hazards or potential hazards. SINGLE CHEVRON signs 454 and 455, when used independently, should be placed as close as possible to the hazard that it is intended to mark. SINGLE CHEVRON signs 454 and 455 may be mounted to point to the right and to the left. The arrows should always point towards the roadway
150
4.3.2 SINGLE CHEVRON RIGHT (OR LEFT) SIGN 454 (OR 455)
Signs 454 and 455 warn motorists of the actual position of physical objects or of the actual align-
Culvert
600
600
Bridge deck
Abutment
300
Figure 4-1 Typical Hazard Plate Applications
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1200
1200
passing in front of the sign. The application of signs 454 and 455 is very similar to that of signs 451 and 452. In general, signs 451 and 452 should be used in a lower speed or less hazardous environment than signs 454 and 455. SINGLE CHEVRON signs 454 and 455 may also be used in sets whereby the signs are spaced at regular intervals to define a sharp curve (e.g., on a 180 or 270 loop ramp) or to define the edge of a high embankment or a guard rail at the top of such an embankment. Figure 4-2 illustrates a typical example of such an installation and Table 4-3 gives guidance on the spacing of the signs. Signs 454 and 455 should be considered
455 TP 455
for use in place of sign 326 to mark island gores if these are on a particularly difficult vertical or horizontal alignment. In such an application signs 454 and 455 should be mounted side-byside in the gore but a separator is not necessary. When SINGLE CHEVRON signs 454 and 455 are placed at intervals round a sharp curve they should be positioned so that one sign lies as close as possible to the line of extension of the tangent approaching the curve, and so that the sign lies straight-ahead for a driver in the near side lane. Other signs should then be positioned forwards and backwards round the curve so that the curve is fully delineated, approximately from tangent
First sign to be placed
455
See Table 4-3 for spacing S
455
TP
455
454
Figure 4-2 Examples of Applications of Sign 454 and Sign 455
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point to tangent point. It is necessary that, in order to properly define the curve through both vertical and horizontal changes, at least three signs are visible at any time while driving through the curve. SINGLE CHEVRON signs 454 and 455 should have a white background, a red chevron, and a thin red border.
when the severity of the bend is not likely to be adequately conveyed by advance warning sign 412 or 413. The signs should comprise a minimum of three chevron modules. If a sharp bend is sufficiently long the number of modules may be increased to a maximum of four. If it is necessary to sign a longer sharp bend this should be done using signs 454 or 455 as illustrated in Figure 42. Figure 4-3 illustrates the use of signs 456 and 457. MULTIPLE CHEVRON RIGHT sign 456 may also be used to identify the sharp change of direction required on entering a roundabout. Sign positions are illustrated in Figure 4-3. This application should only be considered when the view of the center of the roundabout is restricted due to the geometry of the approach and entry, or due to the aesthetic treatment of the roundabout. If the latter is such that the shape of the roundabout is no longer evident advance warning sign 420 may be specified. Sign 456 (or 457) should have a white background, red chevrons, and a thin red border.
4.3.3 MULTIPLE CHEVRON RIGHT (OR LEFT) SIGN 456 (OR 457)
Signs 456 and 457 warn motorists of the actual position of a very sharp bend or change in direction in the roadway. MULTIPLE CHEVRON RIGHT (or LEFT) signs 456 and 457 may be used at a sharp bend
Sign 456
4.3.4 T-JUNCTION CHEVRON SIGN 458

Sign 458 warns drivers of vehicles that the road they are traveling on terminates at a T-junction and in so doing the sign identifies the position of the far side of such a junction.
Sign 457
Figure 4-3 Typical Application of Multiple Chevron Signs 456 and 457
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Sign 458
T-JUNCTION CHEVRON sign 458 should be located on the far side of the T-junction, at 90 to the direction of approach from the side road, so that the sign is located at the rear of a sidewalk in an urban area, or at the rear of a shoulder or approximately two meters from the edge of the roadway, in a rural area. Use of sign 458 should be considered for high speed (60 km/h or more) approaches to T-junctions, particularly when there is no street lighting, and where a guide sign would not otherwise be used. T-JUNCTION CHEVRON sign 458 should comprise a minimum of six chevron modules, three pointing to the right and three to the left. Sign 458 should have a white background, red chevrons, and a thin red border.
The complex geometric conditions referred to above often involve merging and/or weaving maneuvers without stop or give way control. These are driving actions that many drivers find difficult to undertake and diagrammatic signs actually offer a combination of warning and guidance in such situations. The types of message that may be displayed on a diagrammatic sign can be categorized. The sign group has therefore been subdivided according to these categories as follows: Traffic movement is affected by an obstruction. Additional lane and lanes merge signs. Lane use control by regulation.
4.4
DIAGRAMMATIC SIGNS
The signs in this group are essentially for use in situations where the size and shape of triangular advance warning signs limits the pictorial warning message that can be displayed, and/or the overall conspicuity of the sign. The situations that tend to be indicated on diagrammatic signs are commonly ones that occur on higher speed roads. The diagrammatic nature of the message given by these signs means that they often depict the geometric arrangements of the lanes and/or the whole roadway. Geometric design of roadways should result in drivers having sufficient time and space to negotiate even complex arrangements safely and without undue doubt or confusion. In reality, due to the need to satisfy many geometric requirements within a limited space and under traffic flow conditions that may be nearing capacity, complex road conditions do occur. While the availability of diagrammatic signs should not be seen as an excuse for creating complex geometric designs of roadways, the signs may offer some options to assist drivers to use complex roadways more safely and efficiently.
Several of these categories have the potential to provide many signs. Some of these signs vary significantly in their sign face message, and therefore design, while others represent limited variations on the themes established by the earlier alternatives. In the following sections only a limited number of signs are illustrated. Where it is appropriate, design rules are stated for signface design. The following characteristics are appropriate to all diagrammatic signs: The basic rectangular shape of the minimally sized sign should have a ratio of height to width of 4 to 3. Recommended standard basic sign sizes should be 1200 millimeters (H) x 900 millimeters (W), 1600 millimeters (H) x 1200 millimeters (W) and 2400 millimeters (H) x 1800 millimeters (W) for ground mounted signs. If used overhead, recommended basic sign sizes should be 2400 millimeters (H) x 1800 millimeters (W) and 3200 millimeters (H) x 2400 millimeters (W). These dimensions are exclusive of supplementary information plates, if applicable. The width of the basic sign may be increased when three or more arrows are to be displayed, in increments equal to one quarter of the basic width. The sign face message should depict only one situation requiring an action on the part of the drivers to whom the sign applies.
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An obstruction commonly means a physical obstacle such as a concrete barrier or a Wsection guardrail but also includes perceived obstructions to vehicle movement. For example, the obstruction may be an introduced median island or a lane-drop situation with a sufficient run-off and recovery area provided. In this case, the obstruction is illustrated on the sign by a solid red block. Arrows pointing in the direction of travel should point upwards on the sign and be the full height of the sign, with specified clearances, whereas arrows depicting opposing traffic flows should point downwards on the sign and be of a reduced length (shorter by approximately the length of two arrow heads). If a SUPPLEMENTARY PLATE sign 589 is required with a diagrammatic sign it should be a separate plate mounted below the sign for ground-mounted signs.
A lane drop on a multilane, high-speed roadway. The temporary deviation of traffic through a median island, around a structure, or similar obstacle. The passage of traffic alongside a physical barrier that either reduces normal lane width or normal lateral clearances. Such a physical barrier may be an upstanding concrete barrier, a row of cones or delineators separating traffic streams, or similarly, cones or delineators protecting a limited excavation area. The passage of two-way traffic around an obstruction such as the beginning of a median island. LANE DROP SIGNS 465 (FROM THE RIGHT) AND 466 (FROM THE LEFT)
4.4.1.1
Diagrammatic signs are particularly appropriate to the temporary detours common during major roadworks (see Chapters 7 and 8). Their use is, however, also appropriate in certain situations that can be considered as permanent even though they may be scheduled for medium- to long-term improvement. Since many diagrammatic signs only have a temporary application they are not illustrated in this chapter. As a result, the signs that are illustrated do not have sequential numbers; the remaining signs are illustrated in Chapter 7. The normal warrants for overhead signs can be used to decide whether a diagrammatic sign should be used in an overhead position. Diagrammatic signs may be displayed in association with overhead direction signs.
Signs 465 and 466 warn motorists that a lane drop lies ahead for a right-side lane drop or a leftside lane drop, respectively. LANE DROP signs 465 and 466 should be considered for use in traffic situations that are either known to have substandard geometry that cannot be rectified in the short-term or that have, for whatever reason, not been sufficiently improved by the provision of normal advance warning signs. LANE DROP signs 465 and 466 may be provided in advance of the point at which the lane is dropped. An appropriate SUPPLEMENTARY PLATE sign 589 indicating the distance to the lane drop mounted below the sign should be provided. At the start of the lane drop taper signs 465 and 466 should be provided without such a supplementary plate. LANE DROP signs 465 and 466 should have a white background and a thin red border. The icon should be black and red, with the arrows representing traffic movement in black and the obstructions in red. 4.4.1.2 BEGINNING/END OF MEDIAN SIGNS 472 AND 473
4.4.1 TRAFFIC MOVEMENT AFFECTED BY OBSTRUCTION SIGNS

As has been noted above, an obstruction in the context in which signs in this group are to be used may be real or perceived. Situations that may warrant the use of a diagrammatic sign depicting a traffic movement affected by an obstruction include:
Signs 472 and 473 warn motorists that the roadway ahead has a median starting or ending and
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Sign 465
Sign 472
Sign 466
Sign 473
that this may, in the case of sign 472, represent a significant hazard in the roadway going in the one direction, or that, in the case of sign 473, traffic streams become two way beyond the end of the median island, which in turn may be a potentially hazardous condition. BEGINNING/END OF MEDIAN signs 472 and 473 should have a white background and a thin red border. The icon should be black and red, with the arrows representing traffic movement in black and the obstructions in red.
action. As no decrease in speed is implicitly required for the roadway conditions these signs warn of, there are no specified minimum or maximum advance positioning guidelines. The Engineer should use professional judgement in positioning these signs, taking into account all relevant conditions and variables. 4.4.2.1 ADDITIONAL LANE SIGNS 480 AND 481
4.4.2 ADDITIONAL LANE AND LANES MERGE SIGNS

This group of signs is used to indicate to drivers that the roadway beyond the sign increases in width by one lane, that an additional stream of traffic is entering the roadway, or that traffic may be merging, which may result in some weaving
Signs 480 and 481 warn motorists on a section of road that an additional continuous lane will be added ahead, at the distance indicated below the sign. The principal value of these signs is to reassure drivers, when in heavy traffic, that overtaking opportunities will occur ahead due to the additional lane. Such a sign need only be placed 500 meters to one kilometer in advance of the start of
Sign 480
Sign 482
Sign 481
Sign 483
the additional lane. The sign type is appropriate for freeways and rural roads. ADDITIONAL LANE signs 480 and 481 should have a white background, a black icon, and a thin red border. 4.4.2.2 JOINING LANE SIGNS 482 OR 483
recommended minimum or maximum placement distance. Good engineering judgement should be exercised in locating the signs. JOINING LANES signs 482 and 483 should have a white background, a black icon, and a thin red border. 4.4.2.3 LANES MERGE SIGNS 490 AND 492
Signs 482 and 483 warn drivers of vehicles that an extra lane carrying joining traffic comes into the roadway from the right (or left) and that merging and weaving maneuvers can be expected. Sign 482 should preferably be positioned so that drivers on the main carriageway and drivers on the entering lane can both see the sign. If this is not possible both signs 482 and 483 may be used to warn drivers. Because road configurations requiring use of this sign vary widely, there is no
Sign 490 warns of the merging of two lanes. The use of this sign may be appropriate at at-grade junctions to emphasize the need for drivers to undertake merging actions or maneuvers. As such the sign only shows the two lanes involved in the merging action. Sign 492 warns of the merging of two lanes on a high-speed free-flow roadway. Such roadways are commonly freeways or freeway ramps where
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Sign 490
purpose of such control is to improve the operational efficiency of the roadway concerned. The most common application of this control is a prohibition of heavy vehicle or truck traffic on one or more lanes. Another possible application is at unusually configured intersections where turning restrictions are imposed on one or more of the basic lanes. Because of the regulatory message it is a requirement that such signs indicate all lanes on the roadway. These diagrammatic signs, in effect, provide a background for some type of regulatory sign. The examples given in Section 4.4.3 should be considered as typical. Once a regulatory sign has been superimposed on the diagrammatic background the overall sign takes on a regulatory function. 4.4.3.1 LANE USE CONTROL TRUCKS AND BUSSES SIGNS 484 AND 485
Sign 492
In Abu Dhabi Emirate, trucks and busses are allowed to use only the right-most lane on any road, except when preparing to make a left turn. Sign 484 and sign 485 impose this prohibition on the use of lanes by trucks and busses and as such the signs warn motorists of the special regulatory circumstances existing on those lanes. The signs should be spaced at approximately 5-kilometer intervals. LANE USE CONTROL TRUCKS AND BUSSES signs 484 and 485 should have a white background and a thin red border. The icon should be black with the prohibitory symbol (circle and diagonal slash) in red. 4.4.3.2 LANE USE CONTROL DIRECTIONAL RESTRICTION SIGN 486
there is little or no tolerance for traffic slowdown or back-up from the point of merge. It is therefore recommended that the signs indicate all lanes at the point of merge. The signs should be erected close to the gore of the merge area on freeways, or on both sides of the roadway at atgrade junctions. Where possible they should be visible to drivers in both approaching traffic streams. Advance signs may also be used, particularly on freeways, and these should include a SUPPLEMENTARY PLATE sign 589. Signs 490 and 492 should have a white background, a black icon, and a thin red border.
4.4.3 LANE USE CONTROL BY REGULATION

The signs in this group indicate that one or more individual lanes in the roadway ahead are subject to some form of special regulatory control. The
Sign 486 imposes a mandatory restriction of movement LANE USE CONTROL DIRECTIONAL RESTRICTION on one of the basic through lanes of a roadway. In the example shown it warns motorists that the leftmost of the basic through lanes becomes, by regulation, an exclusive left turn lane at the intersection. Drivers wishing to continue straight ahead must leave that lane prior to the intersection, otherwise they will be required to make a left turn.
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nalized intersections where geometry clearly indicates intended turning lanes. Rather, its use should be restricted to unusual intersection configurations where one of the basic roadway lanes unexpectedly becomes an exclusive turn lane. A likely usage of this sign will be at a T-junction on the through leg containing the left turn, when the geometry is such that one of the basic roadway lanes becomes an exclusive left turn lane. Its use on other legs of the T-junction will not ordinarily be required. LANE USE CONTROL DIRECTIONAL RESTRICTION sign 486 should have a white background and a thin red border. The icon should be black with the regulatory symbol in blue.
Sign 484
Sign 485
Sign 486
The LANE USE CONTROL DIRECTIONAL RESTRICTION series of signs supplement pavement markings and provide advance notice of a lane use control condition ahead. These signs are not intended for routine use at all standard sig-
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5
5.1
GUIDE SIGNS
PRINCIPLES OF DIRECTIONAL GUIDANCE
The objective of the Abu Dhabi Guide Sign system is to provide guidance to visitors to and residents of Abu Dhabi. To accomplish this objective, guide signing must do the following: Enable drivers to find their way to far more destinations than could possibly be signed. Avoid confusing drivers with too much information. Present drivers with predictable information. Present drivers with advance notice so that directional changes can be safely made.
Use of route numbers as the primary method of guidance on numbered routes. Use of street names as the primary method of identification and guidance on non-numbered routes and as a secondary means of guidance on numbered routes. Strict criteria for destinations displayed for each route as an orientation guide for road users. Strict criteria for additional destinations to be displayed on supplemental guide signs, separate from the primary guide signs. Color coding of signing. Consistency in the application of signing.
5.1.2 CLASSIFICATION OF GUIDE SIGNS

Guide signing can be divided into signs that are most applicable for at-grade junctions (intersections and roundabouts) and those that are applicable for grade-separated, free-flow interchanges. At-grade junctions, whether intersections or roundabouts, generally have three choices of direction: ongoing, left, and right. These movements, especially the turns, are made at slow speed and usually under traffic signal control. Since at-grade junctions are, or should be, relatively uniform and deliberate in operation, guide signing will consist of simple ADVANCE STACK signs, advising motorists of available directions of travel at the junction ahead, allowing sufficient advance notice for driver orientation and appropriate action. CHEVRON DIRECTION signs, located in the vicinity of the turning area, identify the point of turning action and provide motorists with confirmation of their intended movement. In addition, a STREET NAME sign is provided at each junction as a secondary source of driver orientation and guidance. Grade-separated junctions present a much different set of circumstances to motorists. Grade-separated junctions are generally located on highvolume and/or high-speed roadways and are designed to handle traffic in a free-flow operational mode. It is thus important that motorists be advised clearly and well in advance of their intended point of departure. This will allow
It is the aim of the following described guidesign system to accomplish these objectives.
5.1.1 METHOD OF PROVIDING GUIDANCE

The guide-signing system must be able to provide a driver with two basic pieces of information: The current location of the driver within the roadway system, and When facing a choice of several possible directions of travel, which one should be taken to reach the desired destination.
Driving is a complex process requiring a driver to observe, comprehend, analyze and act upon a wide variety of visual input. It is critical that guide signs present information to the driver in a predictable, clear and simple manner. This information must be presented far enough in advance of the point of potential action to permit the driver to determine what action is required and then allow him to safely and orderly execute any directional changes that may be necessary. The guide sign system for Abu Dhabi is based upon a framework of fundamental principles, summarized as follows:
5-1
ample opportunity to make one or more lane changes to be properly positioned to execute a full-speed exit from the roadway. Inadequate and/or unclear directions may contribute to driver indecision; speed reduction or stopping; and abrupt, last-minute maneuvers, all of which will be extremely dangerous under high-speed, highvolume conditions. Thus, a different type of signing is required for grade-separated interchanges. This consists of one or more ADVANCE EXIT DIRECTION signs, up to 2000 meters in advance of the exit point. These signs advise motorists of destinations reached from the next exit, appropriate lane position to access that exit, and distance to exit point. These ADVANCE EXIT DIRECTION signs are generally repeated at intervals as the exit approaches. When the exit point is reached (also known as the theoretical gore or painted nose) the motorist is advised by an EXIT DIRECTION sign that this is the point of departure. The physical nose is also marked by a GORE EXIT sign to further reinforce the action of exiting the mainline. Separate and apart from the above described primary guide signing will be a system of supplemental destination signing. Supplemental destinations are local facilities or attractions that are primarily of interest to visitors to Abu Dhabi. To avoid overloading and overcomplicating the primary guide sign system, these supplemental destinations are signed separately. Supplemental signing may be used for both at grade and gradeseparated junctions.
Emirate that provide through travel between major cities and/or other emirates. Emirate Routes are designated at present with a two-digit number (exception: bypass routes have a threedigit designator, the first digit being the sequential number assigned to the bypass and the last two digits being the primary route being bypassed, e.g., the first bypass to Emirate Route 22 would be numbered 122). Routes 88 and 99 are reserved for possible future Emirate Routes. Odd-numbered Emirate Routes run generally in an east-west direction, and even number routes in a north-south direction. The second level of primary routes are the primary arterials (with some secondary arterials) within the Abu Dhabi urban area. These routes provide access from one community in the Abu Dhabi urban area to another. Abu Dhabi or AD Routes are designated with a two-digit number, from 10 to 99. Even number routes run generally parallel to the coast line, and odd numbered routes run generally perpendicular to the coast line. Routes in the nineties are located along the coast line and along the Dubai Emirate border, descending in order moving inland and towards Abu Dhabi Emirate respectively. Although not absolutely necessary that it be adhered to in the future, an initial attempt was made to keep routes in as sequential an order as possible. Some route numbers in the sequence have been skipped to allow the future allocation of these numbers to new routes in a near sequential order.
5.1.3 ROUTE NUMBERING SYSTEM

At the heart of Abu Dhabi guide signing is the route numbering system. Route numbers allow the motorist to develop a simple series of directions to follow while traveling from one part of the greater Abu Dhabi urban area to another. Route numbers will be prominently and predictably displayed on the guide signs, making driver orientation and direction clear and unconfusing. Two routing classifications have been established, as shown in Figure 5-1. Emirate or E Routes are the major roadways in Abu Dhabi
5.1.4 PRIMARY DESTINATIONS

The Road Department categorizes destinations eligible for use on primary guide signs into three types: 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 to English, the article al should be transliterated without regard to the Arabic sun and moon let-
5-2
THIS PAGE RESERVED FOR FIGURE 5-1, ROUTE NUMBERING SYSTEM
5-3
ters. Unless it has been common practice to spell a destinations name otherwise and signs already exist using that spelling, the English spelling should follow the Arabic spelling, not the Arabic pronunciation (e.g., Sas Al Nakhl, Al Shahama). 5.1.4.1 CONTROL DESTINATIONS FOR EMIRATE ROUTES
the eastern terminus of the Corniche Road is Port Zayed, and the control destination for the western terminus of Corniche Road is Ras al Akhdar/Breakwater. Likewise, the control destinations for Matar Road are Dubai/Al Ain and the Corniche. The Department does not specify an approved list of control destinations for non-Emirate Routes. Consultants are expected to exercise good engineering judgement in selecting control destinations for use on these guide signs and these destinations are subject to the approval of the Department. 5.1.4.3 OTHER LOCAL DESTINATIONS FOR NON-EMIRATE ROUTES
Control destinations are associated with each Emirate Route. The purpose of control destinations is to provide orientation with respect to direction of travel along that numbered route. The control destinations for the Emirate Routes are the cities shown in Table 5-1. These control cities are intended to function for long-distance travelers, advising them of the major city reached by following that route in that direction of travel. In the case of selected routes, an intermediate destination of Abu Dhabi is given for travel in one direction. The control city of Abu Dhabi should be used until the Abu Dhabi urban area is reached, at which time the control city for all onward signing should be the end destination ahead. 5.1.4.2 CONTROL DESTINATIONS FOR NON-EMIRATE ROUTES
For major Abu Dhabi roadways that are not Emirate Routes, control destinations are to be a logical, well-known terminus of the route or roadway. For example, the control destination for
In addition to the control destinations described in Section 5.1.4.2, other local destinations are also eligible for use on non-Emirate Route guide signs. To qualify for use on guide signs, these destinations should be either locations frequented by the public or major landmarks that will assist in orientation. Eligible destinations include towns or neighborhoods (e.g., Musaffah, Al Khalidiya), public medical facilities (e.g., Al Jazeera Hospital), government offices frequented by the public (e.g., Immigration, Traffic Police), major mosques and religious sites (e.g., Eid prayer grounds), selected military installations (e.g., Officers Club, GHQ), major streets (e.g., Musaffah Road, Corniche Road) and wellknown or publicly popular locations (e.g., major
Route Number E10 E11
Table 5-1 Emirate Routes Control Destinations End Destination Intermediate (South or West) Destination Abu Dhabi Al Sila, Saudi Arabia, Qatar
E22
Abu Dhabi
Sas Al Nakhl, Khalifa City, Abu Dhabi International Airport Jebel Dhanna, Al Ruwais, Al Dubai Marfa, Tarif, Liwa Oasis, Abu Al Abyadh, Musaffah, Al Mafraq, Bani Yas, Khalifa City, Madinat Zayed, Abu Dhabi, Abu Dhabi International Airport, Ghantoot, Al Shahama, Al Samhah, Seih Shoaib, Jebel Ali Musaffah, Al Mafraq, Bani Yas, Al Al Ain, Oman Wathba, Fiya, Al Khatim, Al Khazna
End Destination (North or East) Al Shahama
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malls, colleges and universities, petroleum refineries). The Department does not specify an approved list of this type of destination. Consultants are expected to exercise good engineering judgement in selecting local destinations for use on guide signs and these destinations are subject to the approval of the Department.
the destination should be provided by supplemental trailblazer signs displaying only the pictorial symbol without the identifying place name. However, some site-specific locations may require more than one similar destination. In this case, the name will be retained until trailblazing can be used without creating confusion as to which destination is which. Such cases must be submitted to Department for approval prior to implementation.
5.1.5 SUPPLEMENTAL DESTINATIONS

Certain facilities or attractions have been determined as being qualified to receive separate signing, supplemental to the primary guide signs. The purpose of the supplemental signing is to provide assistance to motorists, unfamiliar with Abu Dhabi, in finding their way from a numbered route to the facility being sought. This signing is provided primarily for the benefit of tourists, but may be found to be useful at times for Abu Dhabi residents. Table 5-2 lists the destinations that are approved by the Abu Dhabi Municipality for supplemental signing destinations are those which warrant supplemental signing beginning at the point of departure from the nearest Emirate Route and signing all necessary turns on the most direct routing from that departure point to the appropriate access point of the destination being signed. The nearest numbered route to numbered route turns to reach the supplemental locations will also be signed. Supplemental signs placed on a numbered route should have both the symbol and the identifying name of the destination being signed. Subsequent supplemental signing from the numbered route to
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.
5.1.6 COLOR CODING

The use of a specific sign background color code serves as an aid to motorists in searching out and recognizing the type of guide sign they are looking for. Color coding will also aid in distinguishing the type of route the motorist is currently on or looking to go onto. Three colors are used for the background color of guide signs; blue, green, and brown. The use of the colors are described in Table 5-3 (see Chapter 7 for instructions on roadworks guide signs). A special case in the color coding occurs within a signalized intersection or a roundabout when an Emirate Route and an Abu Dhabi Route intersect one another. Advance guide signs on the Emirate Route will have a blue background color and advance guide signs on the Abu Dhabi Route will have a green background color. However, CHEVRON DIRECTION signs 515 will be located in or near the junction, to guide motorists in making turns onto their intended route. Since some junctions include both an Emirate Route and an Abu Dhabi Route, the color coding for CHEVRON DIRECTION sign 515 should be that each of these signs will be the color of the type of route that it provides direction to. That is, signs giving direction onto an Emirate Route should have a blue background, and those giving direction to an Abu Dhabi Route should have a green background. A similar type of color coding anomaly occurs at entrance and exit ramps leading from an Emirate Route to an Abu Dhabi Route and visa-versa. The color coding rule in this case should be that a ramp should assume the route classification of the route to which the ramp is leading. Thus,
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Blue Green
Brown
Table 5-3 Guide Sign Background Color Coding 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. 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. 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.
signs positioned well downstream on a ramp, that are intended to be read only by motorists on the ramp should have the background color of the route the ramp leads to. If in an unusual situation a ramp leads to a split with one direction of the split being an Emirate Route and the other direction of the split being an Abu Dhabi Route, the guide sign background color for that ramp should be blue.
unfamiliar with Abu Dhabi will consult a route or street map to determine what numbered routes to use to get from their current location to their intended destination. Therefore, route numbers must be displayed clearly and prominently on every primary guide sign. Large, distinctively shaped and colored route emblems with large yellow colored English numerals provide a highly conspicuous and legible route identification. The creation of a new route and associated control destinations should be referred to the Abu Dhabi Municipality Road Department for review and approval. In this case a formal amendment to this manual should be issued so that all other signing associated with that route will be consistent. By strict adherence to route numbers and control destinations, motorists will see a consistent display of destinations when turning onto and following the guide signs on that route. They will not be left to guess at what destinations might appear on subsequent signs. This is an important principle of guide signing. That is, once a destination appears on a guide sign, it must be repeated on each subsequent guide sign until the destination is reached. Thus, the need for strict control of the number of destinations and the consistent use of these destinations on all signs. On rare occasions, it may be desirable to provide a guide sign to direct motorists from a numbered route to an unnumbered route. In this situation, street names or numbers can substitute for route numbers. Such cases should be reviewed with the Abu Dhabi Municipality Road Department in consideration of the following:
5.1.7 INFORMATION TO BE DISPLAYED ON SIGNS

It is important that each type of guide sign consistently display all necessary eligible information, but not display any additional or extraneous information. Strict criteria have been established, as indicated in Table 5-4, concerning what information may or may not be shown on each type of guide sign. The Abu Dhabi guide sign system is intended to provide motorists with directions for traveling along a particular numbered route (be it an Emirate Route or an Abu Dhabi Route) and advising turns from that route onto another numbered route (an Emirate Route or an Abu Dhabi Route). Generally, guide signs will not be used on unnumbered routes nor for advising turns from a numbered route onto an unnumbered street. Street name signs installed under the Abu Dhabi street and plot numbering system will identify those streets with a street name sign (whether that street name is a word name or a number name). The primary piece of information to be included on guide signs is the route number. Motorists
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Table 5-4 Information Eligible for Display on Guide Signs
Supplemental Destinations 0 0 0 4 2 0 0 0 0 0 4
Route Number Emblem
Supplemental Symbols 0 0 0 4 2 0 0 0 0 0 4
Downward Lane Arrow
City Center Symbol
Control Destination
Directional Arrow
Lane Drop Panel
Distance to Exit
Airport Symbol
Sign Type ADVANCE HORIZONTAL STACK sign 511 ADVANCE VERTICAL STACK sign 512 ADVANCE MAP sign 513 ADVANCE SUPPLEMENTAL sign 514 CHEVRON DIRECTION sign 515 STREET NAME sign 516 ADVANCE EXIT DIRECTION sign 551 EXIT DIRECTION sign 552 ONGOING DIRECTION sign 553 GORE EXIT signs 554, 555, 556 SUPPLEMENTAL EXIT sign 557
4 0 3 4 2 2 0 4 0 3 4 2 0 0 4 0 3 4 2 2 0 4 0 0 0 0 0 0 4 0 4 4 2 2 0 0 0 0 0 0 0 0 0 4 4 4 2 2 4 4 0 4 4 2 2 0 0 4 4 4 2 2 0 4 0 0 0 0 0 0 4 0 0 0 0 0 0 0 = Not Eligible Ever 1 = Not Eligible Ordinarily Key:xx 2 = Eligible Where Applicable 3 = Use on Emirate Routes Only 4 = Mandatory in All Cases
0 0 0 0 0 0 2 2 1 0 0
Is it necessary to provide a guide sign other than a street-name sign to identify the intersecting roadway? If so, does the importance of the intersecting roadway warrant providing it with a route number and control destination(s)? If not, then the guide sign series should display the name of the street or other approved name as the destination and omit the route number and emblem.
stituencies to add other destinations to the guide signs. Such destinations may be significant and of interest in their own right, but the temptation to give in to such pressure must be resisted. Experience elsewhere has demonstrated that once additional destinations begin to appear on guide signs, it sets a precedent that makes refusal of further destinations nearly impossible. Table 5-5, though not all inclusive, provides an indication of the types of places not warranting display on guide signs within the roadway right of way. Guide signs for the types of places listed in Table 5-5 can only be implemented with the prior approval of Abu Dhabi Municipality Road Department.
Such instances should be extremely rare and limited mainly to cases on rural, high speed, high order facilities (freeways) where advance signing is necessary.
5.1.8 DESTINATIONS NOT ELIGIBLE FOR DISPLAY ON GUIDE SIGNS

Sections 5.1.4 and 5.1.5 list control destinations and supplemental destinations eligible for display on primary and supplemental signs. There always exists the desire and pressure from outside con-
5.1.9 TRAILBLAZING SIGNING

The use of distinctive and recognizable symbols placed along a route to guide and reassure motorists that they are taking the correct roadways to reach a specific destination is called trailblazing.
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Street Name 1 1 1 0 1 4 1 1 0 0 0
Businesses Medical Military Recreational Schools
Table 5-5 Places Not Eligible for Display on Guide Signs Television and radio stations, motels, minor shopping centers, private businesses, petrol stations Private hospitals and clinics, mental hospitals, research facilities, nursing homes Bases or detachments, armories, arsenals 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) Elementary, secondary, vocational, trade, professional
To be effective, trailblazing must be restricted to limited destinations and/or to a limited extent. The Abu Dhabi guide sign system has five types of trailblazing signing: Abu Dhabi International Airport. City center (central business district) Numbered routes. - Emirate Routes. - Abu Dhabi Routes. Supplemental Locations
Details of these fonts are given in Volume 2 on a background tile. The use of these tiles automatically provides the correct spacing between letters and vertical spacing between 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 of information to be provided. This factor is significant because: Drivers must have enough time to read the given information, and The amount of information given dictates the ultimate size of the sign needed to display it.
A detailed explanation of the Abu Dhabi trailblazing requirements is contained in Section 5.4.
5.2
GENERAL STANDARDS FOR GUIDE SIGNS
5.2.1 LANGUAGE AND LETTERING STYLES

Most signs in the guide sign class display their message in the form of arrows, symbols, and/or text. Guide sign text may include any of the following messages: A destination name (control, supplemental, or local). A street name. A place name (Emirate, city, town, or community). A route number (only within a route number emblem). A distance to an exit. A distance to a destination.
In terms of all the other actions drivers have to take in order to navigate their vehicles safely through the street network, the amount of time available to read guide sign messages is commonly very limited. The more information that is required to be provided on guide signs the larger they have to be made. This in turn makes it more difficult to position the signs so that drivers can see them in time to read them and react to the information safely. In order to design a safe, efficient and cost-effective guide sign system it is therefore desirable to minimize the amount of information on signs: To reduce reading times, and To reduce the size of signs.
All destination names, street names, place names, and distances should appear on guide signs in both Arabic and English. The style of lettering used should be Abu Dhabi Municipality standard Arabic and English fonts.
For the guide sign system to be effective the information provided must be adequate for the navigational needs of the majority of drivers. It is difficult to predict the information needs of all drivers, particularly when it is not known what
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information drivers have when they start their journeys. In order to best cater for these needs a system of well known control destinations has been evolved and the most important routes have been allocated numbers (see section 5.1). The objective in numbering routes is to simplify the transfer of information and reduce the amount of information that needs to be transferred in order to achieve effective navigation. Information is also displayed in a consistent manner on direction signs so that the time required for the information search process is minimized. Symbols are also used to reduce the amount of text needed to describe certain destinations such as the city center and the airport and thereby reduce search time, reading times and recognition time. Symbols are particularly used with this objective on supplemental destination signs. The majority of information used in the navigation process appears as legend on direction signs. There are two main categories of direction sign, namely those used for at-grade junctions and those used for grade-separated junctions. Navigational information is given for a standard at-grade junction on stack type advance direction signs. These signs have a stack for each direction through the junction. The stacks may be arranged vertically, one above the other, for ground mounted signs and horizontally side-by-side for overhead signs. The standard amount of legend to be displayed 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.
EXIT DIRECTION signs (advance exit signs and exit signs). ONGOING DIRECTION signs.
The standard amount of legend to be displayed on 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 when the junction occurs at a point where the left and right turns are onto differently numbered routes). The name of one control destination to the right and one to the left (each destination in both Arabic and English).
The ONGOING DIRECTION signs display the following 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 the amount of legend may seem unreasonable. Pressure to ignore the limits should be resisted because information, once displayed, must be carried through subsequent junctions until the destination in question is reached. This means that the effect of an extra destination name is rarely limited to one junction but in fact spreads to several. If additional destinations are introduced in several places the likelihood is that they will accumulate at common points in the network resulting in unmanageable amounts of legend. However, site-specific conditions may require a departure from these parameters and guidelines. Such variations can only be implemented with the prior approval of Abu Dhabi Municipality Road Department.
The same amount of information given on each stack that relates to a turning movement is repeated at the exits from the junction on chevron signs. The direction signs used for grade-separated junctions are mounted in an overhead position. Since the turning movement from each road normally involves a high-speed exit, the navigation information is given on two basic types of direction signs:
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5.2.3 SIZE OF LETTERING

Before drivers can read the legend on a guide sign they first have to see the sign. This function
of the effectiveness of the visibility of traffic signs generally is referred to as their conspicuity. Conspicuity, and therefore the likelihood of detection 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 environment. 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 of road geometry, vehicle speed, traffic volumes, the presence of other signs, and other competing visual stimuli. The angle of the drivers line of sight to the sign.
using a larger letter size which makes the letters legible earlier while maintaining the same cut-off to the reading time when the observation angle limit is reached. The legibility of the lettering (and symbols) used on guide signs and particularly direction signs is affected by the following factors: The sign mounting position, i.e., ground mounted 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 letter height). The visual acuity of drivers. The drivers workload and surrounding distractions that compete for his attention. The approach speed of traffic. The amount of information displayed on the sign. The luminance (daytime) and retroreflectivity (night-time) contrast ratio between the sign legend and sign background. The ambient light levels (particularly street and advertising lighting).
Once a sign has been detected its long range attributes allow for its identification and function recognition. The brightness of a sign is termed its luminance. Guide signs need to have adequate luminance both by day and by night. Night-time luminance is improved by the use of retroreflective materials. Retroreflective materials have the property of redirecting a large percentage of the incident light back towards the light source (A nonretroreflective surface will reflect the light in all directions). Therefore a guide sign surfaced with retroreflective material is capable of redirecting most of the light from vehicle headlights back towards the vehicle. The further a sign is offset, either horizontally or vertically from the path of a vehicle, the greater are the entrance and observation angles. Retroreflective materials are more effective at small entrance and observation angles (although new materials are improving this characteristic). This means that the sign legend needs to be legible at small observation angles which, in turn, means at some distance from the sign. This requirement affects the size of lettering and symbols used for the legend. It also means that there is a closer point, still some distance from the sign, after which it is considered that the observation angle is too great and legibility is no longer effective. These sign characteristics affect the time for which the sign may be observed, and therefore for which it may be readable, within the time between when the lettering becomes legible and when the observation angle becomes too great. This time can be extended by
Legibility can be defined simply as the ability to read a text message or accurately determine the form of a symbolic message. In this respect, for the long-range legibility required by drivers, the most critical element must be the smallest or thinnest element. This critical design element can be 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 will increase the legibility distance of the sign message. Typically the finest or most critical element for guide sign lettering is the stroke width. There are several letter styles which have been designed with characteristics required for use on a direction sign. These characteristics are:
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 in this manual maximize the above characteristics. The following are the more important dimensional characteristics of lettering based on the x, or lowercase, 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
background. This contrast is expressed as a ratio of light-to-dark color luminance and is appropriate during both day and night. Ideally the contrast ratio should be between the ratios of 5 to 1 and 10 to 1. For symbolic signs with bold symbols the ratio may be as low as 4 to 1 and still be effective. Ratios higher than 10 to 1 run the risk of creating an overglow or bleeding effect from retroreflective materials at night, particularly if the background color is light and the letter color is dark. Overglow results in the letter stroke width of a dark letter being diminished by the glare from the bright color background. This in turn may affect the letter legibility. High ambient light levels common under street lighting will reduce this effect significantly and it is less problematic when vehicle headlights are commonly used in the low beam position (as under street lighting). Taking into consideration all the factors given above, including the standardization of the amount of destination display referred to in Section 5.2.2, a range of standard letter sizes has been derived for various guide sign applications. These sizes are listed in Table 5-6 and should be adhered to. If the amount of information to be displayed on a sign face is increased or it is necessary, due to exceptional geometric conditions, that the sign must be legible from a greater distance, consideration must be given to the need to use a larger-than-standard letter size and approval obtained from the Abu Dhabi Municipality Road Department. Figure 5-2 summarizes, in equation form, the principles for determining required letter height based on legibility and reading time criteria.
For a given letter style and letter height a driver with a normal visual acuity of 1 (visual acuity is a measure of a drivers ability to focus on fine objects) will be able to read the letters at a specific distance. This distance is known as the legibility distance. For the purpose of determining the letter sizes recommended in Table 5-6, a legibility index of 0.6 meters of legibility distance per millimeter of lowercase x letter height has been adopted for English and Arabic letters and characters. This means that English letters 100 millimeters high and Arabic letters based on an aleph 140 millimeters high can be read by the normal driver from 60 meters. Legibility distances are conventionally quoted in relation to the lowercase or x height of letter because these constitute the majority of letters used on direction signs. These parameters are subject to ongoing research but the values accepted are consistent with those used in many other countries. However, it should be noted that some drivers may have poor visual acuity and that the legibility index at night can be lower than 0.6 m/mm. Under these circumstances lower legibility distances will result. Another factor that affects the legibility of letters on direction and other guide signs is the luminance contrast between the lettering and the sign
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5.2.4 SIGN BORDERS

All guide signs should be provided with a contrasting border around the perimeter of the sign with the exception that when an exclusive exitonly white panel is placed at the bottom of an overhead exit direction sign no border is required on the white panel. The border color should be the same as the color used for place name lettering on the sign. Sign borders should have the following dimensional characteristics where x is the height of the lowercase lettering used for the sign:
15
Reading Time/ Distance
x=0.463 V(0.32 N-0.21) D+6.22 s Detail 5-2-1: Side Mounted Sign
h
7
Reading Time/ Distance
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 word words more than 8 letters = 2 units each word individual arrow = 0.25 units each arrow map type arrow = 1 unit emblem, 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 5-2 Principles Of Legibility
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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 Street Name Sign At Local Road 125 125 125 75 At R/A or Signal 175 150 125 125 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%.
Width = 0.25x. Corner radius = 1.0x (to the outer edge of the border).
An internal dividing border should be used to separate the stacks of a stack type direction sign. This border should have the same width as the outside sign border but should not be provided with radii where it joins the outside border.
The vertical space between Arabic and English text, or between two rows of Arabic or two rows of English text, is dictated by the letter and number tiles and no additional internal spacing is required. The horizontal spacing between letters or numbers is also controlled by the letter and number tiles which include the provision of a blank tile 0.5x wide for use between consecutive words in a line.
5.2.5 INTERNAL SPACING

The sign face layout of all guide signs should adhere to the internal spacings listed below and illustrated in a typical example in Figure 5-3: A. Side space between border and right or left line of justification = 0.5 B. Minimum lateral space between a route number emblem and an arrow = 1.0x C. Minimum lateral space between text and a Type 5 or Type 8 arrow = 1.0x D. Minimum lateral space between text and a symbol or emblem = 0.5x E. Vertical space between the top border and nearest legend = 0.5x F. Vertical space between the bottom border and nearest legend = 0.5x G. Vertical space between an upper row of legend and a lower row of legend on a horizontal stack type sign = 0.5x
5.2.6 ARROWS
The following basic types of arrows are used on guide 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 number including left and right applications. The arrows should appear in white unless noted otherwise. The standard applications of arrows Type 1 to Type 8 are illustrated in Figure 5-4.
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0.25x = 5.8x 4.0x = = 4.0x = = 4.0x = Route Marker English

0.5x
R=1.0x 0.5x Arrow Type 3 Route Marker English Arabic 2.8x 2.0x 0.5x 0.5x Arrow Type 4 Route Marker English Arabic 2.8x 2.0x 0.5x = Arabic Arrow Type 5 4.0x = 2.8x 2.0x
0.25x
5.8x
0.25x
5.8x
0.25x
3.5x 0.5x
3.0x 0.5x
3.5x 0.5x
0.25x
Figure 5-3 Typical Guidesign Internal Spacing Elements
5.2.6.1
CHEVRON ARROW TYPES 1 AND 2
5.2.6.3
STACK SIGN ARROW TYPES 4 AND 5
Chevron Arrows Types 1 and 2 are used on CHEVRON DIRECTION sign 515 to indicate the action point for a left or right turn at an atgrade junction. 5.2.6.2 STACK SIGN ARROW TYPE 3
Stack Sign Arrow Type 3 should only be used pointing straight upwards. The arrow is used on ADVANCE HORIZONTAL STACK sign 511 and ADVANCE VERTICAL STACK sign 512 to indicate that drivers must travel straight-on through the junction ahead to reach the destination named in the stack. When used on sign 512 a Type 3 arrow should only be used in the top stack. However, certain site-specific conditions may require a departure from these parameters and guidelines. Such variations may only be implemented with the prior approval of Abu Dhabi Municipality Road Department.
Stack Sign Arrows Types 4 and 5 may be used on ADVANCE HORIZONTAL STACK sign 511, ADVANCE VERTICAL STACK sign 512, and ADVANCE SUPPLEMENTAL sign 514 to indicate the direction in which drivers must turn at the junction ahead in order to reach the destination named in the stack in which the arrow is located. However, certain site specific conditions may require a departure from these parameters and guidelines. Such variations may only be implemented with the prior approval of Abu Dhabi Municipality Road Department. 5.2.6.4 STACK SIGN ARROW TYPE 6
Stack Sign Arrow Type 6 should only be used pointing to the left. The arrow is used on ADVANCE SUPPLEMENTAL sign 514 to indicate that drivers must execute a U-turn at the next opportunity in order to reach the destination
Type 1
Type 2
Chevron Direction Signs
Type 3 Type 4 Type 5
Type 3 Type 4
Type 3 Type 5 Type 4 Type 5
Type 5 Stack Direction Signs and Trailblazer Signs
Type 6
Type 4
Type 7
Type 7
Type 7
Type 7
Type 7
Advance Exit Direction Signs
Type 8
Type 8
Type 8
Type 8
Type 8
Exit Direction Signs
Type 7
Type 7
Overhead On-Going Direction Signs
Type 9 Type 8 Type 8 Type 8 Map Direction Sign Gore Exit Signs Supplemental Exit Sign
Note : Type 8 arrow may be right or left pointing to suit application conditions.
Figure 5-4 Arrow-Type Applications
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Type 1
Type 2
Type 3
Type 4
Type 5
Type 7
Type 6
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named in the stack. In such an instance drivers are likely to see a further sign 514 shortly after the U-turn indicating a right turn into a side road. 5.2.6.5 DOWNWARD POINTING ARROW TYPE 7
Downward Pointing Arrow Type 7 should only be used on an overhead direction sign at the bottom of the sign pointing straight downwards. The arrow is used on ADVANCE EXIT DIRECTION sign 551 and ONGOING DIRECTION sign 553 to indicate that drivers may use the lane over which the arrow is centered to reach the destination, or one of the destinations, named in the sign above the arrow. When signs 553 and 551 are mounted next to each other there should be one Type 7 arrow centered over each lane. If one lane is a shared exit lane and ongoing lane the arrow over the lane should appear on the ADVANCE EXIT DIRECTION sign 551. If one or more of the lanes indicated on sign 551 is an exclusive exit lane (in other words the lane is dropped from the ongoing path) the Type 7 arrow should appear in black on a white background panel at the bottom of the sign together with the word ONLY in Arabic and English. 5.2.6.6 UPWARD POINTING ARROW TYPE 8
Type 8
The Type 8 arrow is also used on ground mounted GORE EXIT signs 554, 555 and 556 to indicate to drivers the action point for the high speed exit. The Type 8 arrow may also be used on ground mounted SUPPLEMENTAL EXIT sign 557 on a freeway to indicate that the high speed exit a short distance ahead may be used to reach the supplemental destination named on the sign. Left hand exits from a through route are to be avoided. However, where such do occur, the Type 8 arrow should be inclined towards the left and moved to the left side of ground mounted signs. 5.2.6.7 MAP ARROW TYPE 9
Upward Pointing Arrow Type 8 may be used on a ground mounted or overhead exit direction sign. The arrow should be located on the right side of ground mounted signs and at the bottom of overhead signs. The arrow is used on an overhead EXIT DIRECTION sign 552 to indicate to drivers that use of the lane or lanes over which the arrow is located will allow them to leave the grade-separated route by means of a high speed exit to reach the destination, or one of the destinations, named on the sign above the arrow. If one or more of the lanes indicated on sign 552 is an exclusive exit lane the Type 8 arrow should appear in black on a white background panel at the bottom of the sign together with the word ONLY in Arabic and English.
Map Arrow Type 9 should only be used pointing straight upwards so that the entry path to the diagram is located at the bottom of the sign. The
Type 9
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arrow may only be used on ADVANCE MAP sign 513 to indicate to drivers that the roundabout junction ahead has more than four exit roadways and/or is of an irregular shape. Map Arrow Type 9 should be custom designed, in accordance with the guidelines given in Volume 2, to suit the geometric configuration of the junction it describes.
5.2.7 ROUTE NUMBER EMBLEMS

There are two types of numbered routes, namely: Emirate Routes which may extend from one emirate to another or may connect towns and cities within an emirate, and Abu Dhabi Routes, which lie primarily within the Abu Dhabi urban area and/or provide significant access to Emirate Routes. appropriate stack-sign arrow (see section 5.5 and 5.6 for examples of typical guide signs showing route number emblems). However, certain site specific conditions may require a departure from these parameters and guidelines. Such variations may only be implemented with the prior approval of Abu Dhabi Municipality Road Department. The Emirate Route Emblem should have a white background, a blue icon, and yellow text. 5.2.7.2 ABU DHABI ROUTE EMBLEM
The different routes are identified on the relevant direction and route marker signs by exclusive route number emblems. The number of the route is indicated within the emblem so that the route identification is located at the top of the emblem in English and Arabic and the route number located below these letters in English numerals only. 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 all ADVANCE HORIZONTAL STACK signs 511, ADVANCE VERTICAL STACK signs 512, ADVANCE EXIT DIRECTION signs 551, EXIT DIRECTION signs 552, ONGOING DIRECTION signs 553, CHEVRON DIRECTION signs 515, EMIRATE ROUTE MARKER signs 501, and EMIRATE ROUTE TRAILBLAZER signs 505, which indicate an approved control destination on an Emirate Route. The emblem should always have a blue background within a white frame and the route identification letters and the route number should be yellow. The emblem should always be to the left of the destination name except on ADVANCE HORIZONTAL STACK sign 511 when the emblem should share the top row of the sign with the
The Abu Dhabi Route emblem should appear on all ADVANCE HORIZONTAL STACK signs 511, ADVANCE VERTICAL STACK signs 512, ADVANCE EXIT DIRECTION signs 551, EXIT DIRECTION signs 552, ONGOING DIRECTION signs 553, CHEVRON DIRECTION signs 515, ABU DHABI ROUTE MARKER signs 502 and ABU DHABI ROUTE TRAILBLAZER signs 506, which indicate an approved control destination on an Abu Dhabi Route. The emblem should always have a green background within a white frame and the route identification letters and the route number should be yellow. The emblem should always be to the left of the destination name except on ADVANCE HORIZONTAL STACK sign 511 when the emblem should share the top row of the sign with the appropriate stack-sign arrow.
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THIS SPACE RESERVED FOR ABU DHABI EMIRATE ROUTE SIGN
plemental destinations do not have a corresponding symbol and should be signed using only Arabic and English text. Approval for the signing of any five-star hotel must be obtained from Abu Dhabi Municipality Road Department prior to implementation. Any new supplemental symbols that may be designed from time to time should embody the principles described in Section 5.2.3. The use of thin critical elements and fine detail should be avoided as this will not assist long range recognition of the symbol.
Certain site-specific conditions may require a departure from these parameters and guidelines. Such variations may only be implemented with the prior approval of Abu Dhabi Municipality Road Department.
5.3
ROUTE MARKER SIGNS
5.3.1 USE OF ROUTE MARKER

A route marker sign is a confirmatory guide sign that provides reassurance to motorists that they are on their intended route (or conversely to advise them that they have taken a wrong turn and are not on the route that they planned to be on). Under the Abu Dhabi guide signing system the ongoing routes at all intersections will be signed with the route number as part of the primary advance guide signing. This is true for at-grade junctions (signalized intersections and roundabouts) and for grade-separated interchanges. Thus, every time a motorist traveling on a route approaches a junction, he will receive confirmation of the route he is on. As such, route marker signs are not required to be used after every junction, but only when the distance between junctions is considerable. On rural roads where junctions with numbered routes are infrequent, a route marker should be erected if the distance between primary guide signs containing the emblem of the ongoing route are spaced more than two kilometers apart. In such a case a route marker should be erected approximately two kilometers after the junction, and every 10 kilometers thereafter, up to a point not less than two kilometers before the next primary guide sign that contains the emblem of the ongoing route.
5.2.8 SUPPLEMENTAL DESTINATION SIGN SYMBOLS

Supplemental destination signs may be used to present additional guidance information to drivers as and when this may be warranted (see Section 5.1). As a result, supplemental destination signs are only used occasionally. The information displayed therefore does not relate to approved orientational control destinations which appear on normal direction signs. The most common application of supplemental destination signs is to display information related to tourist destinations. See Table 5-2 for a list of locations eligible for supplemental destination signing. The symbols approved for use on supplemental destination signs are illustrated in Figure 5-5. The symbol should appear on the left side of the sign and should be followed by the destinations full name in Arabic and English irrespective of the direction indicated by the arrow. Thus if a specific beach is to be identified it should be displayed in the form: symbol Al Raha Beach The symbol should be provided in black on a square white background. Some approved sup-
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Golf Course
Horse Racing
Camel Racing
Zoo
Beach Park
Marina
Theme Park
Garden/ Park/ Picnic Site
Youth Hostel
Camping Site
Fort/ Museum
Tourist Information
Camping/ Caravan Site

Figure 5-5 Approved Supplemental Destination Symbols
On urban roadways where there is more turning traffic at major junctions as well as more entering traffic from minor roads between major junctions, a more frequent spacing of route markers is desirable. On urban roads a route marker should be erected if the distance between primary guide signs containing the emblem of the through route are located more than two kilometers apart. In such a case a route marker should be erected approximately 500 meters after the junction, and every two kilometers thereafter, up to a point not less than one kilometer from the next primary guide sign that contains the emblem of the through route. Figure 5-6 illustrates both of the above principles.
5.3.2 EMIRATE ROUTE MARKER SIGN 501

EMIRATE ROUTE MARKER sign 501 should be the Emirate Route emblem as described in Section 5.2.7.1, mounted alone. The sign should be 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 MARKER SIGN 502

ABU DHABI ROUTE MARKER sign 502 should be the Abu Dhabi Route emblem as described in Section 5.2.7.2, mounted alone. The
2km
Repeat every 10km More than 5km
2km min
Detail 5-6-1: Rural Route Marker Placement
500m
Repeat every 2km More than 2km
1km min
Detail 5-6-2: Urban Route Marker Placement
Primary Guide Sign Containing Route Emblem Of Through Route
Route Marker Signs 501 or 502

Figure 5-6 Use of Route Marker Signs
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An Emirate Route (by number). An Abu Dhabi Route (by number). A supplemental (tourist or service) destination. A freeway. A parking area.
While all of these destinations may appear on primary or supplemental direction signs there are occasions when it may be necessary to indicate the direction to such a type of destination when the use of normal direction signs is not appropriate, or impossible due to space limitations.
Sign 501
THIS SPACE RESERVED FOR SIGN 502
Sign 502
Trailblazing signs display only a stack type arrow, one of Types 3, 4, 5 or 6 together with a symbol. (When geometric conditions require, an upward pointing slanted arrow may be used. A Type 3 arrow placed at 45 degrees is suitable for this purpose.) The signs should be located in advance of an intersection, roundabout or recognized U-turning lane. They will normally be used to indicate a turn but, in the event that drivers may be confused, for whatever reason, about the correct direction to take, an ongoing indication may be given, when appropriate, using a Type 3 arrow. The signs should preferably not to be used in addition to normal direction signs at a junction although in one or two specific instances this may be acceptable (see individual subsections). Once a trailblazing sign has been used, further trailblazing signs must be provided at all decision points until the destination indicated has been reached, or until the message concerned becomes part of the information displayed by the normal control-destination-based guide-sign system. There are specific circumstances for each of the types of trailblazer identified above in terms of which an appropriate trailblazing sign may be used. These circumstances are detailed in the following subsections. The trailblazer signs that follow should have blue, green, or white background color appropriate for the type of route which they are located.
sign should be 3.0 x wide by 4.0 x high and with 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 supplement to the control destination based guidesign system. The concept of trailblazing can be applied to a specific destination or type of destination and it may even be applied to direct drivers towards a route. The concept involves providing strategically located compact supplemental stack type trailblazing signs to indicate to drivers the direction to be taken in order to reach one of the following specific types of destination: Airport. City center.
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5.4.2 AIRPORT TRAILBLAZER SIGN 503

AIRPORT TRAILBLAZING sign 503 is likely to be the most widely used trailblazer sign. The sign may be used to direct drivers from areas commonly frequented by visitors to Abu Dhabi towards the airport. The sign should be used in a similar manner to ADVANCE SUPPLEMENTAL sign 514 (see Section 5.5.5). Sign 503 may be used on an Emirate Route, an Abu Dhabi Route, or a lesser unnumbered route. It therefore may be used with or without normal control destination direction signs, unless such a direction sign already has the Airport as a trailblaze symbol. Once sign 503 has been used it should continue to be provided at all decision points unless the symbol appears on a direction sign.
5.4.3 CITY CENTER TRAILBLAZER SIGN 504

CITY CENTER TRAILBLAZER sign 504 may be used within the general environs of the Abu Dhabi city center, i.e., at a local level, to direct drivers towards what is considered to be the popular core of the business area. As such, the sign may only be displayed after the city center message has appeared as a control destination on direction signs.
Sign 504
Sign 503
Sign 504 should be located in a side mounted position on the right side of the pavement, up to 160 meters from the junction, with due regard to the position of any other direction signs and any other minor side road intersections.
The AIRPORT TRAILBLAZER sign should be located in a side-mounted position on the right side of the roadway, up to 160 meters from the junction, with due regard to the position of any other direction signs and any minor road intersections. When the sign is for a left turn movement from a divided roadway it may be beneficial to locate the sign on the median island, particularly if a U-turn movement is called for. The Airport symbol should be positioned on sign 503 so that it points in the same direction as the arrow used on the sign. The Airport symbol may also be used as a trailblazing component on primary direction signs. See each specific sign for use locations.
5.4.4 EMIRATE ROUTE TRAILBLAZER SIGN 505

EMIRATE ROUTE TRAILBLAZER sign 505 may be used to direct drivers towards an Emirate Route when direction signs are not otherwise in use or appropriate. Since Emirate Routes have limited points of access it may occasionally be necessary to assist drivers in finding a route or street which intersects with the Emirate Route. Sign 505 should therefore only be used at a local level to assist drivers in finding their way upwards in the street network. Once used the sign should be repeated at decision points until such time as the appropriate Emirate Route emblem appears on a normal Advance Direction sign with the appropriate control destinations. It may also be beneficial to use sign 505 on a route which is parallel to an Emirate Route. The sign should be located in a side-mounted position on the right side of the roadway, up to
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cally on the panel (see Volume 2). When two lanes are dropped at the exit the EXIT panel extends for the full width of the sign. In such a case the word EXIT in Arabic and English may be displayed centrally between the two upward pointing arrows.
5.6.4 ONGOING DIRECTION SIGN 553

5.6.4.1 FUNCTION
To provide information about the control destination that will ultimately be reached by remaining on the mainline carriageway, using the through lanes at a point where there is an exit from the mainline carriageway at an interchange or gradeseparated intersection. 5.6.4.2 APPLICATION
decision about continuing straight on, or exiting. The other sign should be applied adjacent to the forward ADVANCE EXIT DIRECTION sign 551, at 1000 meters ahead of the theoretical gore. If the available distance ahead of the exit is too short to place a sign at 1,000 meters in advance, the ONGOING DIRECTION sign 553 should be placed adjacent to the ADVANCE EXIT DIRECTION sign 551 at 500 meters or more in advance of the exit. For interchanges on arterial routes at least one ONGOING DIRECTION sign 553 should be applied. The preferred location is adjacent to the ADVANCE EXIT DIRECTION sign 551. DISPLAY OF INFORMATION
5.6.4.4
Used on mainline carriageways in conjunction with overhead ADVANCE EXIT DIRECTION signs 551 and overhead EXIT DIRECTION signs 552, at interchanges and grade-separated intersections. At simple interchanges it is mandatory to have at least one ONGOING DIRECTION sign 553. For complicated interchanges, where a high volume of lane changing will be necessary, at least two ONGOING DIRECTION signs 553 should be applied. LOCATION
The sign should be positioned over the ongoing lanes and be of sufficient width to display downward pointing arrows over the centers of all ongoing 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.
5.6.4.3
The description of these items and their positions on the sign are given below and illustrated in Figure 5-9. Downward pointing arrow. One downward pointing arrow Type 7 should be displayed over the center of each lane available for through traffic, and which is not designated as a shared lane for exiting traffic (the shared lanes will have an ADVANCE EXIT DIRECTION sign 551 or an EXIT DIRECTION sign 552 over them). Placement: - The arrows should be located at the bottom of the sign, as shown in Figure 5-9. Horizontally, the arrows should be located over the center of the lanes concerned,
Overhead on gantries. When only one ONGOING DIRECTION sign 553 is applied, the preferred location is adjacent to the ADVANCE EXIT DIRECTION sign 551, when used, at 500 meters from the theoretical gore. The next and most common, most effective location is adjacent to the Forward ADVANCE EXIT DIRECTION sign 551 at 1000 meters from the theoretical gore. For more complicated or high volume interchanges, at least two ONGOING DIRECTION signs 553 should be used. One of these should be at the theoretical gore, adjacent to the EXIT DIRECTION sign 552. This is needed to ensure that drivers can make a final
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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 5-9 Ongoing Direction Sign 553
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with a tolerance to the left or right of up to 300 millimeters. Route number emblem. Only the route number emblem of the ongoing route should be displayed. Vertical placement: - The route number emblem should be located centrally to the lines of legend for the Arabic and English destination name associated with the route number, as shown on Figure 5-9. Horizontal placement: - The route number emblem should appear on the left side of the control destination legend, and adjacent to it. The combined message, consisting of the route number emblem and the control destination should be centered on the sign, as shown in Figure 5-9. When intermediate destinations are used in addition to the control destination, it is a more effective use of the available sign area to place the route number emblem centrally with Arabic text to the right and English text to the left as indicated in Figure 5-9. Control destination. The only destination name eligible for display is the control destination and one intermediate destination, where applicable, designated for the route, in the direction applying to the subject carriageway. The control destinations for all routes are specified in Section 5.1.4 (see Tables 5-1 and 5-2). Where an intermediate control destination has been designated, it should be displayed on signs 553 from the beginning of the route, until that destination has been reached. From that point on, the next appropriate intermediate destination for the route should be displayed along with the control destination. In the case of some Emirate Routes, the intermediate destination is Abu Dhabi. That destiVersion 0.0, Interim Edition 5-46
nation should be used until the boundary of the municipal area of Abu Dhabi is reached. Additional intermediate destinations may at times be required. Such additions may only be implemented with the prior approval of the Department. A trailblazing airport symbol may also be displayed on sign 553. Vertical placement: - The Arabic legend should be displayed above the English legend. - Where multiple destinations are used, the Arabic legend should be displayed in a stack on the right hand side of the sign, and the English legend should be displayed in a stack on the left hand side of the sign. Horizontal placement: - The control destination should be displayed adjacent to the associated route number emblem and to the right of it. - English legend should be left justified and adjacent to the right edge of the route number emblem. - Arabic legend should be right justified on the right end of the English legend unless the Arabic legend is longer in which case it should be left justified on the route number emblem. - Where multiple destinations are used, the Arabic legend should be displayed in a stack right justified, to the right of the centrally located route number emblem. The English legend should be displayed in a stack, left justified, to the left of the centrally located route number emblem. The combined message, consisting of airport symbol (if eligible for the route), route number emblem, and control destination should be centralized on the sign, as shown in Figure 5-9. Airport symbol. The airport symbol should be displayed, only if the route has the airport as a control desti-
nation, or if it is designated for trailblazing in subsection 5.4.2. The symbol should be placed to the left of the route number emblem, and vertically centered on it. The aircraft symbol should be oriented in the direction in which traffic must travel to reach the airport. For the ongoing direction the aircraft must point upward.
5.6.5.3
DISPLAY OF INFORMATION
The following items are eligible for display: Upward pointing arrow Type 8. EXIT message.
The items eligible for display, and their positions on the signs are described below and illustrated in Figure 5-10. Upward pointing arrow or arrows. For exit ramps from the mainline carriageways of Emirate Routes and Abu Dhabi Routes, one Type 8 arrow should be displayed on GORE EXIT sign 554. It should be slanted upwards at an angle of 45 to indicate the direction of the exit ramp as shown in Detail 5-10-1. For gores where a ramp splits into two branches, two upward pointing Type 8 arrows should be used on GORE EXIT sign 556. They should be inclined at 45 to the left and right of vertical, as shown in Detail 5-10-2. EXIT message. The English word EXIT with its Arabic translation above should be centered at the top of the sign.
5.6.5 GORE EXIT SIGNS 554 AND 556

5.6.5.1 FUNCTION
To indicate the physical nose of the exit ramp from the main roadway. To indicate the physical nose of a split in a ramp. APPLICATION AND LOCATION
5.6.5.2
At the exit ramps from freeways and arterial roads at interchanges and grade-separated intersections. Where ramps diverge to form two branches. Detail 5-10-1 shows the application at the exit ramp from an Emirate Route. Detail 5-10-2 shows the sign where an exit ramp from an Emirate Route splits into two branches.
SIGN 554
Detail 5-10-1 Gore Exit Sign for Emirate Route
SIGN 556
Detail 5-10-2 Gore Exit Sign for Two Branch Exit Ramp
Figure 5-10 Gore Exit Signs 554 and 556
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5.6.6 SUPPLEMENTAL EXIT SIGN 557

5.6.6.1 FUNCTION
5.6.6.4
The following items are eligible for display: Upward pointing arrow Type 8. Approved supplemental sign symbol. Approved supplemental destination (Primary or identifying name only).
To provide exit information for supplemental destinations (commonly for tourists) not eligible for inclusion on the main direction signs. 5.6.6.2 APPLICATION
For exits from freeways or expressways at interchanges or grade-separated intersections. 5.6.6.3 LOCATION
The information eligible for display and its position on the sign is described below and illustrated in Figure 5-11. Upward pointing arrow. The upward pointing Type 8 arrow should be displayed on the right side of the sign for a right hand exit ramp. The arrow should be pointing upward, slanted at an angle of 45o to the right of vertical. It should be centered vertically on the sign. Approved supplemental symbol and destination. A maximum of two supplemental destinations should be displayed on any SUPPLEMENTAL EXIT sign 557. More destinations will significantly increase driver workload by providing too much visual information to read and comprehend in the short time available before exiting onto the exit ramp. Only approved symbols illustrated in Figure 5-5 and approved destinations designated in Section 5.1.5 are eligible for display. If more than two destinations are eligible for display, the Department should decide which two are most important, and only those two should be displayed.
Normally ground mounted as a stack type sign on the right hand side. May be erected overhead on a cantilever if necessary due to space restrictions or visibility restrictions. At the beginning of the taper for the deceleration lane, or in the case of a lane drop 200 meters to 250 meters in advance of the theoretical gore. On freeways the sign should be at least 200 meters after the ADVANCE EXIT DIRECTION sign 551 that is located 500 meters in advance of the theoretical gore.
If the sign is mounted overhead on a cantilever it should be at least 250 meters in advance of the EXIT DIRECTION sign 552. The location should be thoroughly checked to prevent an overhead SUPPLEMENTAL EXIT sign 557 from obscuring the visibility of the EXIT DIRECTION sign 552. This checking should include plotting the sign on a plan of the horizontal alignment and on a longitudinal section of the vertical alignment.
Figure 5-11 Supplemental Exit Sign 557
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Placement: The destinations are displayed as shown in Figure 5-11. The symbol should be displayed on the left side of the sign, with the Arabic and English destination names adjacent to it on the right side. For each destination: - English legend should be left justified and adjacent to the right edge of the associated symbol. - Arabic legend should be right justified. The position of the right justification line should be the furthest right of the following: The longest English word. The longest Arabic word, with its left end adjacent to the associated symbol. When two supplemental destinations are displayed, the destination to the left of the exit ramp should be above the destination to the right. If both are in the same direction the closer destination should be at the top. 5.7.1.3
Sign 585
LOCATION
5.7
GENERAL INFORMATION SIGNS
The signs classified in this group provide additional information to drivers to assist them with their navigational task or to provide supplementary information with respect to regulatory or warning signs. Neither of the signs in this group should include an arrow or other directional message.
On the carriageways leading away from Abu Dhabi, 500 meters beyond the city boundary and approximately every 20 kilometers thereafter. On the carriageways leading to Abu Dhabi, 500 meters before the city boundary and approximately every 20 kilometers preceding. Ground mounted on the right-hand side of the carriageway. A minimum of 500 meters from any other guide sign, preferably near the midpoint between interchange junctions. DISPLAY OF INFORMATION
5.7.1.4
5.7.1
5.7.1.1
DISTANCE SIGN 585

FUNCTION
DISTANCE sign 585 may display up to a maximum of three cities or towns. The names of the cities and the distances to them should be displayed in Arabic and in English. The Arabic names of the cities or towns should be displayed at the top of the sign and the English names at the bottom of the sign. The top line of each language group should identify the next significant destination along the route and show the distance to it. The bottom line in a language group should indicate the name of a control city that has national significance for travelers using the route. This may also be interpreted as a significant city defining the end of the route.
To inform drivers, entering or leaving a city or town, of significant destinations and the corresponding travel distances to them. 5.7.1.2 APPLICATION
To be used on Emirate Routes only.
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If there is a city of commercial or tourist importance between these two destinations, its name may be displayed on the middle line of a language group. The only exception to the above guidelines and parameters is when DISTANCE sign 585 is used on route number E11. Being the primary route that connects Abu Dhabi with Dubai and the other Northern and Eastern Emirates, it is therefore permissible to show all the necessary Emirates. Distances to destinations in Arabic should be located on the left of the sign, and should be right justified. Distances should be displayed in kilometers (integers). Arabic destinations should be right justified, based on the longest Arabic or English word being positioned a controlling space to the right of the longest distance displayed. English destinations should be left justified, on the left of the sign. Distances in English should be displayed on the right side, right justified. A controlling distance should be provided between the longest English or Arabic word and the longest distance displayed. The sign width will be dictated by the longest English word plus longest distance or the longest Arabic word plus longest distance. The color of this sign should be blue background with white legend. In cases where DISTANCE sign 585 and ROUTE MARKER sign 501 appear in approximately the same location, consideration may be given to displaying both signs together.
Sign 588
be conveyed with conventional signs or with a SUPPLEMENTARY PLATE sign 589. 5.7.2.2 APPLICATION.
TEXT sign 588 may be used on Emirate Routes or any other appropriate local street. 5.7.2.3 LOCATION
Ground mounted on the right side of the roadway at the boundary of the suburb or community or within 50 meters of such boundary, within the suburb. At a point within the vicinity of the feature being identified whereby the feature identified is obvious. As per applicable requirements for locating regulatory, warning, or guide signs. DISPLAY OF INFORMATION
5.7.2.4
Information eligible for display on TEXT sign 588 is a limited text message in Arabic and English. The legend should be displayed with the Arabic legend above the English legend. The sign should be sized from the longer text component. When this is the Arabic legend, the English legend should be left justified on the end of the Arabic name. When the English legend is the longer component, the Arabic legend should be right justified on the end of the English legend. This sign has a white background with a black border and legend. When used for roadworks, the background color is yellow.
5.7.2 TEXT SIGN 588

5.7.2.1 FUNCTION
To identify for drivers the boundary of a suburb/community or to identify the name of a bridge, tunnel, or other physical feature. To convey a textual message of regulation, warning, or information that cannot otherwise
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5.7.3 SUPPLEMENTARY PLATE SIGN 589

5.7.3.1 FUNCTION
To provide information which supplements the message given on a regulatory, warning, or roadworks traffic sign without materially altering the meaning of the sign it supplements. 5.7.3.2 APPLICATION
The distance from the location of the sign to the point where the condition it describes exists, such as 200 m. The distance, beginning at the location of the sign, over which the message of the sign applies, such as For 3 km. An easily recognized iconic symbol, such as that used to depict no trucks.
To be used as appropriate with regulatory, warning, or roadworks traffic signs as variously described in Chapters 3, 4, and 7 respectively. 5.7.3.3 LOCATION
The SUPPLEMENTARY PLATE sign should be the same width as the primary sign which it supplements. A SUPPLEMENTARY PLATE sign should always have a black border and legend. It should have a white background when used with Regulatory or Warning signs, and a yellow background when used with Roadworks signs.
Always directly below the primary sign that it is supplementing. It may take the form of a separate sign plate affixed separately, but to the same post as the primary sign, or it may be incorporated into an enlargement of the primary sign substrate material. 5.7.3.4 DISPLAY OF INFORMATION
5.7.4 FIRE HYDRANT SUPPLEMENTARY PLATE SIGN 590

5.7.4.1 FUNCTION
To provide information on the location and identification number of a fire hydrant. 5.7.4.2 APPLICATION
SUPPLEMENTARY PLATE sign 589 displays, in Arabic over English, only information which falls into one of the following categories: A text message comprised of one or two words only, such as School. An advisory speed at which the hazard forewarned by the primary sign can be negotiated, such as 50km/h on a roadway which otherwise has a higher speed limit.
To be used with NO STOPPING sign 370 to prevent vehicles from stopping on roads or other curbside areas adjacent to fire hydrants. Details of signing and pavement marking for areas near fire hydrants are described in Chapter 8. 5.7.4.3 LOCATION
Mounted below NO STOPPING sign 370, as shown in Figure 5-12.
Sign 589
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5.7.5 GENERAL SERVICE SIGN 591

5.7.5.1 FUNCTION
To inform motorists of the availability of upcoming services. 5.7.5.2 APPLICATION
GENERAL SERVICE sign 591 informs motorists of services available either adjacent to the roadway or at a nearby, upcoming exit from the roadway. Only services that fulfill the needs of the road user should be shown on general service signs. Services eligible for this sign include: Petrol station. Mechanic. Restaurant. Hotel. Refreshments. Public telephone. Hospital (with a physician on duty 24 hours a day). First aid station (open 24 hours a day). Major shopping center. Mosque. LOCATION
F. H. W. 14/1 NO. . .
Figure 5-12 Sign 590 with No Stopping Sign 370
5.7.4.4
Sign 590 displays the following information, by line: 1. Fire Hydrant in Arabic. 2. The zone, sector number, and hydrant number in Arabic. 3. The letters F. H. for fire hydrant followed by the zone, sector number, and hydrant number in English. As Abu Dhabi Civil Defence is responsible for assigning numbers to fire hydrants, these signs should be prepared in coordination with that agency. Sign 590 should have a red background with a white legend. Note that this sign combination is to be mounted on a red pole.
5.7.5.3
On the approach to the exit to general services, a GENERAL SERVICE sign 591 should be placed 2 kilometers and/or 4 kilometers in advance of the exit. An additional sign should be placed within one-half kilometer of the exit. General service signing should only be provided at locations where the road user can return to the roadway and continue in the same direction of travel. GENERAL SERVICE sign 591 is generally not appropriate at major interchanges and in urban areas. 5.7.5.4 DISPLAY OF INFORMATION
Icons should be placed in rows of three across the sign. No more than six services should be signed on an individual sign. If more than six services are available at an upcoming exit, two GENER-
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NEXT EXIT
Sign 591 (typical)
AL SERVICE sign 591 should be erected at an appropriate interval. GENERAL SERVICE sign 591 should have a blue background and a white border. Within the blue background, iconic symbols representing specific services should be black (except for the first aid station symbol, which is a red crescent) on a white background as shown in Figure 5-13. A supplemental plate should indicate the distance to the exit. Within one-half kilometer of the exit, the supplemental plate should not indicate a distance but have an action message such as NEXT RIGHT or SECOND RIGHT. If, from the last sign indicating general services before the exit, the distance to the next point where services are available is greater than 16 kilometers, an additional supplemental plate, NEXT SERVICES XX KM, may be added to the sign.
used at all municipality parking structures but should not be used for other parking applications.
5.8.1 MUNICIPALITY PARKING STRUCTURE TRAILBLAZER SIGN 595

A MUNICIPALITY PARKING STRUCTURE TRAILBLAZER sign 595 should be used as a trailblazer sign indicating a direction to be taken in order to enter an Abu Dhabi Municipality parking structure. The signs should be located in a side-mounted position on the right side of the main roadway at the entrance of the road or ramp leading to the parking structure. Sign placement should be done with due regard to the position of any other direction signs and any minor side road intersections. MUNICIPALITY PARKING STRUCTURE TRAILBLAZER sign 595 should include the parking structure number on its face. The face of sign 595 is identical to that of sign 596. However, sign 595 is supplemented with a ONE WAY sign 306 mounted on the pole below it, pointing the direction of the car park entrance.
5.8
MUNICIPALITY PARKING STRUCTURE SIGNS
Municipality parking structures have custom guide signs unique to those structures. Municipality parking structure signs are to be
5-53
Figure 5-13 General Services Iconic Symbols
Sign 595 and Sign 596
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Furthermore, sign 595 is an aluminum sign panel and is not internally illuminated, as is sign 596.
5.8.2 MUNICIPALITY PARKING STRUCTURE ENTRANCE BANNER SIGN 596

A MUNICIPALITY PARKING STRUCTURE ENTRANCE BANNER sign 596 should be located on the outside and above the vehicular-access opening to the parking structure. MUNICIPALITY PARKING STRUCTURE ENTRANCE BANNER sign 596 should be centered over the opening or adjacent openings. Openings to parking structures may be entrance only, exit only, or a combination of entrance and exit. MUNICIPALITY PARKING STRUCTURE ENTRANCE BANNER sign 596 is used uniformly in all three of these configurations. MUNICIPALITY PARKING STRUCTURE ENTRANCE BANNER sign 596 should be internally illuminated for night-time visibility and should include the parking structure number on its face.
If the opening accommodates two entrance lanes, one MUNICIPALITY PARKING STRUCTURE ENTRANCE sign 597 should be centered between and above the two lanes and below MUNICIPALITY PARKING STRUCTURE ENTRANCE BANNER sign 596. If the opening accommodates three or more entrance lanes, one MUNICIPALITY PARKING STRUCTURE ENTRANCE sign 597 should be centered above each entrance lane and below MUNICIPALITY PARKING STRUCTURE ENTRANCE BANNER sign 596.
The preceding guidance is applicable whether the opening to the parking structure provides for entrance and exit or for entrance only. Sign 597 should be internally illuminated for night-time visibility.
5.8.4 MUNICIPALITY PARKING STRUCTURE EXIT SIGN 598

A MUNICIPALITY PARKING STRUCTURE EXIT sign 598 should be located outside and above the opening allowing exit from the parking structure. MUNICIPALITY PARKING STRUCTURE EXIT sign 598 should be located as follows: If the opening accommodates only one exit lane, the sign should be centered above the lane. If the opening accommodates two exit lanes, one MUNICIPALITY PARKING STRUCTURE EXIT sign 598 should be centered between and above the two lanes. If the opening accommodates three or more exit lanes, one MUNICIPALITY PARKING STRUCTURE EXIT sign 598 should be centered above each lane.
5.8.3 MUNICIPALITY PARKING STRUCTURE ENTRANCE SIGN 597

A MUNICIPALITY PARKING STRUCTURE ENTRANCE sign 597 should be located outside and above the opening allowing entry to the parking structure. MUNICIPALITY PARKING STRUCTURE ENTRANCE sign 597 should be located as follows: If the opening accommodates only one entrance lane, the sign should be centered above the entrance lane, below MUNICIPALITY PARKING STRUCTURE ENTRANCE BANNER sign 596.
Sign 597
Sign 598
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Where an exit lane(s) is colocated with an entrance lane(s) at a single opening, MUNICIPALITY PARKING STRUCTURE EXIT sign 598 should be positioned below MUNICIPALITY PARKING STRUCTURE ENTRANCE BANNER sign 596 at the same level as the entrance lanes MUNICIPALITY PARKING STRUCTURE ENTRANCE sign 597. Sign 598 should be internally illuminated for night-time visibility. MUNICIPALITY PARKING STRUCTURE EXIT sign 598 is also used above exit doors on the interior of parking structures. In this application, 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.
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6
6.1
PAVEMENT MARKINGS
GENERAL
Pavement markings are defined as markings or other devices applied to, embedded in, or attached to a pavement surface. Pavement markings must function day and night as well as under adverse weather conditions. While pavement markings are an important and integral element in the design of a traffic control scheme, care should be taken not to overuse pavement markings. Due to their nature and location, pavement markings are subject to continual and rapid deterioration and wear from roadway traffic. To retain the conspicuousness and function of pavement markings, their maintenance and replacement is, by necessity, an ongoing and continual process with significant cost implications. Thus, pavement marking requirements should be considered early in the planning and design of a project.
Guidance pavement markings help motorists to understand the path that the roadway designer intends for their vehicle to follow. An example of such is a guide line that may be used to mark out the travel path through an intersection for vehicular turns that are unusual and otherwise difficult to understand. It is important for designers to understand the functional significance of the pavement markings so that their application will be consistent for the use intended. The use of various classes and types of marking in combination with each other and other traffic control devices is illustrated collectively in the figures in Chapter 8.
6.1.2 MARKING TYPES

Pavement markings can further be classified into three basic types: Transverse lines. Longitudinal lines. Symbols.
6.1.1 FUNCTION
Like traffic signs, pavement markings may be classified with respect to the primary function that they serve: Regulatory. Warning. Guidance.
Regulatory pavement markings advise motorists of actions they should or should not take. Disregard for a regulatory pavement marking represents an offense. For example, crossing of a solid no-passing line is illegal and offending drivers would be subject to citation. Warning pavement markings advise motorists of the existence of hazardous or potentially hazardous conditions. A dividing line that separates two-way traffic warns motorists of the potential hazard of a head-on collision with oncoming vehicles if that line is crossed. It is not necessarily a violation to cross that line when turning or passing another vehicle, but the motorist is warned to maintain caution.
Transverse lines and markings are those that are placed at right angles or are significantly nonparallel to the longitudinal axis of the roadway. In general, the purpose of a transverse marking is to provide a sense of limit across the normal, unimpeded forward movement of a vehicle. A giveway line is an example of a transverse pavement marking. The give-way line crosses the forward path of a vehicle to advise a driver to stop or be prepared to stop his forward progress in case the situation dictates such action. Because transverse lines must be viewed obliquely from an approaching vehicle, their widths must be substantial to facilitate their detection. Longitudinal lines run generally parallel to the longitudinal axis of the line of vehicular travel on a roadway. In general, the purpose of a longitudinal line is to convey a continual message to the driver of a moving vehicle over an extended length of roadway. A lane line is an example of a longitudinal line. It provides a continual message to a driver demarcating the separation of two streams of traffic moving in the same direction. Carelessly crossing a lane line puts one in jeop-
6-1
ardy of a sideswipe collision with vehicles in the adjacent traffic stream. Longitudinal lines can be characterized as follows: Broken lines are permissive in character and may be crossed by a vehicle with due caution. Solid lines are restrictive in nature and should not be crossed except in case of an emergency. Solid double lines convey the same message as a single solid line, but with a greater degree of emphasis and conspicuousness necessitated by a particularly critical situation. A double line solid on one side and broken on the other conveys a message of restriction of movement across it from the solid-line side and a permission of movement across it from the broken-line side. Double lines consist of two lines equal in width and separated by a gap equal to the width of the line. Discontinuities in longitudinal lines, whether solid or broken, indicate by their absence locations where turns, merges, or diverges are expected to occur.
plement. An exception to this rule is that the back side of a reflectorized marker may be red, such that the red color is only visible by motorists approaching those markers from an incorrect direction. In general, the color of a marking should have the following connotations: Transverse Markings. - White should be used for regulatory markings. - Yellow should be used for all other markings. Longitudinal Markings. - Yellow is used for the longitudinal lines that mark the left edge of all roads and for the right edge of divided or one-way roads.Yellow is also used to divide traffic flowing in opposite directions on rural, high-speed roads. - White is used for the longitudinal lines that mark the right edge of undivided roads and to delineate lanes flowing in the same direction. White is also used to divide opposite traffic directions on two-way, undivided, single-lange roads in lowspeed, urban settings. Table 6-1 describes the various road types and the correct longitudinal-line applications. Symbols. - White should be used for all symbol markings.
Symbolic markings convey a roadway-oriented message to a motorist using a single or grouped set of discrete markings to represent the condition present. A turn arrow is an example of a symbol marking, advising motorists by its presence within a lane, the direction of travel that should be taken from that lane. In the context of this manual, diagonal lines such as a chevron or hatch marking are considered symbolic since they convey the same message symbolically to motorists as would be given by chevron and/or hazard marker signs. Worded markings, while not generally recommended, are classified as symbol markings.
6.1.4 CONFIGURATION
All broken longitudinal lines have been configured to fit within an eight-meter module. When more than one longitudinal line is used within a given cross-section of roadway, the modules of each line should be situated such that they align transversely with each other across the roadway. Intermittent solid lines should begin and end to be compatible with the broken line module (see Table 6-3 on page 6-7).
6.1.3 COLOR
Painted pavement markings should be either white or yellow. Raised pavement markers should convey to motorists the same color message as the painted markings they replace or sup-
6-2
Table 6-1 Colors of Longitudinal Pavement Markings Left Edge of Roadway 1 one-way (single or multilane) yellow 2 two-way, undivided, single lane yellow in each direction 3 two-way, undivided, multilane yellow in each direction Road Configuration Right Edge Lane-Dividing Lines of Roadway yellow1 white (if multilane) white yellow/white2 white a. white (same direction) b. solid double yellow between directions white
4 two-way, divided, multilane in yellow yellow1 each direction 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. 2 White should be used on low-speed urban roads. Yellow should be used on rural roads.
6.1.5 IMPLEMENTATION OF THIS PAVEMENT-MARKING GUIDANCE

The pavement marking configurations indicated in the following sections are intended for use in newly constructed roadway projects. In such areas, the pavement marking configurations and locations should be followed as prescribed in this manual. However, when pavement markings on existing roadways are in need of upgrade or maintenance, engineering judgment should be exercised in applying the requirements contained herein. The following guidelines should be considered in such cases: When existing pavement markings are either identical to or will be completely covered by new markings as required by this manual, the new markings should be reinstalled over existing markings. When existing markings are in excess of what is required by this manual (such as additional lane arrows), the existing markings may be retained but not maintained, being allowed to gradually fade from the pavement providing that their presence will not create confusion. When existing markings are of a different configuration than those required by this manual the most appropriate of the following actions should be taken:
- If the existing marking is well worn and would be relatively inconspicuous in comparison to the new pavement markings, then the new pavement markings may be applied without regard to the existing markings (care should be taken in considering the relative conspicuousness between the new and old markings at a later point in time when the new markings have been in service and begin to loose some of their original conspicuousness). This does not apply to raised pavement markers. - If practical to do so, existing conflicting markings should be completely removed from the pavement surface. - If the roadway section is scheduled for future resurfacing, but such is far enough in the future that intermediate pavement marking maintenance is necessary, then the existing markings may be retained and maintained even though they do not fully comply with this manual.
6.2
REGULATORY MARKINGS
Regulatory pavement markings dictate action that must be taken by a driver when the markings are encountered. Actions contrary to these markings constitute a traffic violation subject to enforcement. Regulatory markings exist in transverse, longitudinal, and symbol types of pavement markings.
6-3
6.2.1 STOP LINE MARKING 601

Marking 601 imposes a mandatory requirement that a driver come to a full and complete stop immediately behind that line and is always used in conjunction with a STOP sign 301 or a red traffic signal. In the event that the STOP sign is missing or a traffic signal is unlighted due to temporary malfunction, the STOP LINE alone has the full significance of STOP sign 301. STOP LINE marking 601 should not be crossed without stopping except in the case of a green traffic signal or when directed by a Traffic Police officer. It is thus of critical importance that if a STOP sign or traffic signal is intentionally removed from service that the associated STOP LINE be removed from the pavement as well. STOP LINE marking 601 should be a continuous solid white line transverse and completely across the full width of the traveled portion of the roadway that is controlled by a STOP sign or traffic signal. The standard width of STOP LINE marking 601 should be 300 millimeters. On highspeed rural roads where added conspicuousness is desired its width may be increased to 500 millimeters. Marking 601 should be positioned on the roadway at the location best suited for safe
9m L 9m min
stopping and a clear view of conflicting traffic consistent with the fact that the provision of a STOP control implies limited visibility. The preferred position is one meter from the near edge of the intersecting roadway. However, the STOP LINE may be located within a range of 500 millimeters up to 10 meters from this edge to take account of specific aspects of the intersecting roadway. For example, a larger setback may be needed to accommodate turning vehicles when one or both of the intersecting roadways are narrow or the intersection is skewed. It should be positioned not less than one meter in advance of PEDESTRIAN CROSSING marking 603 when such is located at a signalized road junction and preferably not less than 3 meters in advance of a signalized midblock PEDESTRIAN CROSSING (see Figures 6-1 and 6-2 and Section 8.2).
6.2.2 GIVE WAY LINE MARKING 602

Marking 602 imposes a mandatory requirement that a driver should, when in conflict, stop at the point marked by the line and yield right of way to vehicular and/or pedestrian traffic crossing his intended path. Marking 602 should always be used in conjunction with GIVE WAY sign 302 and GIVE WAY TO PEDESTRIANS sign 303. In
L
No Passing Line 611
Stop Line 601 L No Passing Line 611
See Table 6-3 for L values
9m Dividing Line 652
Figure 6-1 Use of No Passing Line 611 at Junction
6-4
1000 preferred 500 min 300 (500)
NO PASSING LINE 611
Detail 6-2-1: STOP LINE marking 601
1000 preferred 500 min 300 (500)
NO PASSING LINE 611
Detail 6-2-2: GIVE WAY LINE marking 602
NO PASSING LINE 611
500
GIVE WAY LINE 602
500
6000 preferred 3000 min
250 min 3000 min Detail 6-2-3: PEDESTRIAN CROSSING marking 603
Figure 6-2 Transverse Regulatory Pavement Markings (see also Figure 6-3 and Figure 6-4)
6-5
the event that a GIVE WAY or GIVE WAY TO PEDESTRIANS sign is missing, the GIVE WAY LINE alone has the full significance of the GIVE WAY signs 302 or 303. GIVE WAY LINE marking 602 should be a broken white line transverse and completely across the full width of the traveled portion of the approach roadway that is controlled by a GIVE WAY sign 302 or GIVE WAY TO PEDESTRIANS sign 303. The standard width of a GIVE WAY LINE is 300 millimeters. On high-speed rural roads where higher conspicuousness is desired, its width may be increased to 500 millimeters. The configuration of the GIVE WAY LINE should be a repeated pattern of 600 millimeters of line separated by 300 millimeters of gap. Marking 602 should be positioned on the roadway at the location best suited such that, if on approach to a junction the driver sees that this way is not clear of opposing traffic, he may stop at the GIVE WAY LINE and have a clear view of approaching crossroad traffic. It should be located not less than one meter (500 millimeters absolute minimum) from the nearest edge of the intersecting roadway. When used in conjunction with a PEDESTRIAN CROSSING marking 603, the GIVE WAY LINE should be located in advance a distance of 3 meters minimum and 6 meters preferred (see Figures 6-1 and 6-2 and Section 8.2).
requirement that the driver exercise a high degree of care and caution in the vicinity. PEDESTRIAN CROSSING marking 603 should be a broken white line transverse and completely across the full width of the roadway and shoulders. The configuration of the line should be 500 millimeters line and 500 millimeters gap. The gap orientation should be aligned parallel with the direction of vehicular travel at the crossing. The minimum width of line, measured perpendicular to the axis of pedestrian travel, should be 3 meters. This width may be increased if large volumes of pedestrians are present. A width basis of 0.5 meters for every 100 pedestrians per hour may be used (see Figures 6-2, 8-2.4, and 8-2.7). The use of PEDESTRIAN CROSSING marking 603 should be carefully considered. An engineering study should be made for their use away from signal-controlled intersections. PEDESTRIAN CROSSING marking 603 may only be installed with the approval of the Department.
6.2.4 NO PASSING LINE MARKING 611

When used in place of or on the right side of marking 611, DIVIDING LINE marking 652 imposes a mandatory requirement that drivers should not cross or drive on the left-hand side of such marking (with the exception of left turns to or from private direct access to a property). It is used to demarcate sections of two-way roadways where an extreme hazard could result if vehicles are permitted to even temporarily use an oncoming traffic lane. NO PASSING LINE marking 611 should be a longitudinal solid yellow line, running continuously on or near the centerline of the roadway. It should be 100 millimeters wide for posted speeds below 50 km/h and 150 millimeters wide for posted speeds above 50 km/h. It should be used to delineate unsafe passing situations in areas where the barrier sight distances are restricted to less than the distances shown in Table 6-2. In such uses, marking 611 should be placed on the right side of DIVIDING LINE marking 652 for the entire length of roadway that substandard barrier sight distances exist. NO PASSING LINE
6.2.3 PEDESTRIAN CROSSING MARKING 603

Marking 603 when used at a location not controlled by traffic signals imposes a mandatory requirement that a driver must yield right of way to pedestrians crossing the roadway carrying the same meaning as the GIVE WAY TO PEDESTRIANS sign 303 whether that sign is present or not. Regardless of its location, within marking 603 pedestrians always have right of way over vehicles and vehicles must yield to pedestrians within the crossing. When used at a signal controlled crossing, marking 603 warns drivers of a pedestrian crossing location with the likely presence of pedestrians near the road and invokes a
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Table 6-2 Use of No Passing Line 611 on Curves Operating Speed Minimum Barrier Sight Distance (km/h) (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.
marking 611 should also be used for purposes of traffic control in advance of any controlled junction (signal, stop, give way or pedestrian) on a two-way roadway. It should replace DIVIDING LINE marking 652 starting at the distance given in Table 6-3 as measured from the STOP LINE marking 601, GIVE WAY LINE marking 602, or the near edge of intersecting roadway. Marking 611 should continue towards the junction until intersecting those lines, other painted or curbed island, or the nearest edge of the intersecting roadway.
is used to channelize one-way traffic within a lane in areas where lane changes would be hazardous due to roadway configuration. CHANNELIZING LINE marking 612 should be a longitudinal solid white line running continuously on the line dividing two lanes of travel in the same direction. It should be 100 millimeters wide for posted speeds below 50 km/h and 150 millimeters wide for posted speeds above 50 km/h. It should be used in any situation where there is a significant safety or functional benefit that can be achieved if drivers are required to remain in their current lane over some distance. Such situations would occur in advance of traffic signals or roundabouts. Exclusive turn lanes and freeway or other free-flow ramps where one or more lanes are dropped from the main roadway will have application for marking 612. In such cases a 200-millimeter line width should be used. When used in advance of a signalized junction or
6.2.5 CHANNELIZING LINE MARKING 612

When used in place of LANE LINE marking 654, marking 612 imposes a mandatory requirement that drivers not cross that marking from either side. Marking 612 should only be used between streams of traffic traveling in the same direction. It
Table 6-3 Use of No Passing Line 611 and Channelizing Line 612 at Junctions Operating Speed Minimum Length (L) (km/h) (meters) 30 40 60 80 100
9 18 27 36 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.
6-7
a roundabout, marking 612 should be applied for the same limits of minimum length as NO PASSING LINE marking 611 as given in Table 6-3 (see Figures 6-3 and 8-2.2 to 8-2.7).
Where not otherwise prohibited, provides guidance to pedestrians and bicyclists.
6.2.6 EDGE LINE MARKING 613

Marking 613 imposes a mandatory requirement that drivers not cross that marking for purposes of driving or parking on the opposite side except in the case of an emergency. Marking 613 should be used to define the edge of pavement when such is not safe or convenient to define by use of a raised curb or barrier. It should also be used to separate a traveled lane from a paved shoulder that must remain accessible in case of emergency, but that must not be otherwise used for driving or parking. EDGE LINE marking 613 should be a longitudinal solid white or yellow (depending on roadway configuration) line running continuously along the right side of the outermost traffic lane of a roadway and a longitudinal solid yellow line running continuously along the left side of the innermost traffic lane of a divided (or one-way) roadway. Table 6-1 on page 6-3 provides detailed guidance for edge line colors. EDGE LINE marking 613 should be 150 millimeters wide for posted speeds less than 70 km/h and 200 millimeters wide for posted speeds more than 70 km/h. Since crossing of marking 613 is not permitted, care must be taken to provide discontinuities at points where access is intended. If continuous access to a length of roadside area is intended, then marking 613 should not be used. In such instances when edge delineation is still desired, PARKING ENVELOPE LINE marking 620 should be used. In addition to a regulatory function EDGE LINE marking 613 performs other important safety functions: Provides continuous demarcation of the edge of the traveled way, reducing the tendency of drivers to drift off the road, especially at night and/or under adverse weather conditions. Provides an indication of turn or exit points from the main road at points of discontinuity in the line.
Specially developed types of EDGE LINE marking 613 which are designed to produce an audible and/or vibratory effect when driven over may be specified. Such an application may be warranted if a problem occurs on a long section of rural road with drivers losing attention or becoming drowsy and drifting towards the edge of roadway (see also Section 6.3.1).
6.2.7 LANE DIRECTION ARROW MARKINGS 614 TO 619 (INCLUDING STRAIGHT, RIGHT TURN, LEFT TURN, STRAIGHT/RIGHT, STRAIGHT/LEFT, AND RIGHT/LEFT)
Markings 614, 615, and 616 impose a mandatory requirement that drivers must travel only in the direction indicated by the arrow if they are in the lane marked by the arrow. Drivers not wishing to travel in the direction indicated by the arrow must move to an adjacent lane if not otherwise prohibited from doing so. Markings 614, 615, and 616 indicate a single, mandated direction of travel for a lane. Markings 617, 618, and 619 impose a mandatory requirement that drivers must travel only in one of the two directions indicated by the arrow from the lane in which the arrow is marked. Drivers not wishing to travel in one of the directions must move into an adjacent lane if not otherwise prohibited from doing so. When any of the markings 614 to 619 are located adjacent to a CHANNELIZATION line marking 612 drivers must stay in their lane and continue in the direction, or one of the directions, indicated by the arrow. RIGHT TURN ARROW marking 615 and LEFT TURN ARROW marking 616 should be used only to mark lanes that are exclusively turn lanes at signalized intersections, roundabouts, and other junctions. Markings 615 or 616 should not be used to mark exit lanes at grade-separated
6-8
100 (150) DIVIDING LINE marking 652 or 653 100 (150) 100 (150) 100 (150)
Detail 6-3-1: NO PASSING LINE marking 611 (variations shown)
100 (150) 100 (150) 100 (150)
Detail 6-3-2: CHANNELIZING LINE marking 612
100 (150) (200)
150 (200) Detail 6-3-3: EDGE LINE marking 613 (line is sometimes white; see Table 6-1 for guidance)
1000
1000
100 Detail 6-3-4: PARKING ENVELOPE LINE marking 620
500 100
100
1000
Detail 6-3-5: PARKING LINE marking 621
Direction of Travel
Figure 6-3 Longitudinal Regulatory Pavement Markings (see also Figures 6-2 and 6-4)
6-9
junctions (although they may be used at the terminal junctions of such exits). All LANE DIRECTION ARROW markings should be white in color. All LANE DIRECTION ARROW markings should be centered transversely within the lane to which they apply such that the transverse extremities of the marking are equidistant from the lane edge on each side. All lanes at the approach to a roundabout or a signalized intersection should have one arrow (one of markings 614, 615, 616, 617, 618, or 619) positioned in each lane in line with one another transversely. This primary row of arrows should be located as close to the junction as possible while still giving a clear indication of all adjacent lanes with respect to one another. In any case, the row of arrows should be positioned so as to be entirely within the limit of the CHANNELIZING LINE marking 612. Additional LANE DIRECTION ARROW markings should be positioned in advance of this row of markings in accordance with the following guidelines: For additional exclusive turn lane(s) created at a junction: - At the point where the lane(s) are first developed to their full width (but not closer than 25 meters clear of the primary arrow). - At one intermediate point providing the clear spacing between arrows is not less than 25 meters. For basic lanes that are not exclusively straight-ahead only lanes: - At 25 meters clear and at 55 meters clear in advance of the primary arrows, or - In line transversely with additional exclusive turn-lane arrows. For straight-ahead-only basic lanes approaching a standard signalized intersection: - No additional STRAIGHT ARROW marking 614. For all lanes approaching a roundabout:
- At 25 meters clear and at 55 meters clear in advance of the primary arrows (only on heavily trafficked roundabouts). When LEFT TURN ARROW marking 616 is used to mark a midblock left-turn or U-turn lane, STRAIGHT ARROW marking 614 should not be used on the mainline. The above are offered as guidelines and are not intended to preclude the use of good engineering judgment. For example, advance arrows should not be used if they may cause confusion due to an entering side road. Other arrow arrangements can be used in a given situation if needed for clarity. However, overuse of arrows is generally indicative of confusing geometry that will unlikely be clarified by additional lane arrows. Arrow markings should not be used on freeways or similar free flowing roadways where overhead signs and longitudinal lines should provide sufficient delineation. STRAIGHT/RIGHT (or LEFT) ARROW marking 617 (or 618) should not be used to indicate the point where turning lanes are added to the basic through lanes of a roadway. They also should not be used to indicate direct turning points from a mainline lane onto a side road at mid-block locations. Regulatory pavement arrow markings are illustrated in Figure 6-4. Examples of the use of LANE DIRECTION ARROWS 614 to 619 are illustrated in Figures 8-2.2 to 8-2.7.
6.2.8 PARKING ENVELOPE LINE MARKING 620

Marking 620 imposes a mandatory requirement that drivers parking their vehicles within a marked area park such that no part of their vehicle encroaches upon the pavement area outside a parking envelope so marked. A driver who parks such that any part of his vehicle overhangs marking 620 should be considered improperly parked. PARKING should be a millimeters PARKING ENVELOPE LINE marking 620 longitudinal broken white line 100 wide. The configuration of the ENVELOPE LINE should be a
6-10
Detail 6-4-1:
300 mm Straight Arrow 614
300 mm
Right Turn Arrow 615
Left Turn Arrow 616
300 mm Straight/Right Arrow 617 Straight/Left Arrow 618
Detail 6-4-2:
300 mm Left/Right Arrow 619
Figure 6-4 Typical Regulatory Arrow Pavement Markings (see also Figure 6-2 and 6-3)
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repeated pattern of one meter of line separated by a one-meter gap. It should be located at the edge of pavement adjacent to areas where parking is permitted, but should not be used if the physical space available for parking is less than 2.2 meters wide (see Figures 6-3, 8-2.1 to 8-2.3). PARKING ENVELOPE LINE marking 620 is intended for use in areas of low-density parking where the delineation of individual parking spaces is not considered necessary. A secondary benefit of the PARKING ENVELOPE LINE is to serve the function of EDGE LINE marking 613, by delineating the edge of pavement, but without the prohibition of crossing that line for purpose of parking. The most common usage of the PARKING ENVELOPE LINE will be the marking of on-street parking areas in residential communities and other such locales where parking spaces are not in short supply and as such a more regimented parking arrangement is not warranted.
PARKING SPACE LINE marking 621 should be used to mark individual parking spaces in areas where parking space availability is at a premium and the definition of parking spaces will give an orderly and more efficient usage of area available for parking. The PARKING SPACE LINE should always be used to mark parking spaces that are subject to payment for usage. These provisions apply irrespective of the material used to surface the parking area to be marked. A PARKING SPACE LINE marking 621 may also be used to designate zones within lay-bys or along curblines that are designated as stopping areas for certain classes of vehicles.
6.3
WARNING MARKINGS
6.2.9 PARKING SPACE LINE MARKING 621

Marking 621 imposes a mandatory requirement that drivers parking their vehicles within a marked parking space park such that their vehicle is wholly within the lines defining the limits of the parking space. A driver who parks such that any part of his vehicle is on, over, or beyond marking 621 (or an imaginary line connecting the ends of a series of marking 621 lines) should be considered improperly parked. PARKING SPACE LINE marking 621 should be a solid white line 100 millimeters in width. It should extend from the curb line (if a curb is present) and end at the edge of the designated parking bay. For parallel parking space delineation the end of the PARKING SPACE LINE should have a 500-millimeter long L-shape for end-marking of a parallel parking bay, and a 1000 millimeter long T-shape for intermediate lines. Perpendicular and angled parking space markings generally do not require end shapes since the ends of the more closely spaced PARKING SPACE LINES should clearly delineate the parking bay limits.
Warning pavement markings advise motorists of the existence of hazardous or potentially hazardous conditions. These markings do not carry a mandatory requirement for specific action. However, these markings do convey a message of warning and a willful disregard of those warnings may constitute a violation when drivers fail to maintain adequate and safe control of their vehicle. Warning markings exist in transverse, longitudinal, and symbol types of pavement markings. VISIBILITY PAINTING marking 691 and TEXT SYMBOL marking 695 also have warning functions. See Sections 6.6.3 and 6.7.2, respectively, for discussion of those markings. Warning markings are illustrated in Figures 6-5 to 6-7 and their application is further illustrated in the various figures in Chapter 8.
6.3.1 RUMBLE STRIPS MARKING 650

Marking 650 may be used to advise motorists through visibility, sound, and vibration of the presence of a critical regulatory or warning device when this marking is located within a traveled way. When marking 650 is used within a shoulder or other road side area they provide a warning to drivers that they are drifting off of the traveled roadway. RUMBLE STRIPS marking 650 should be positioned transversely to the direction of vehicle travel. When used within the traveled roadway, they should be formed of or topped with yellow
6-12
2000
3800 for 60 km/h
NO PASSING LINE 611
= =
5200 for 80 km/h 300 8000 for 100 km/h
Detail 6-5-2: SPEED HUMP marking 651
Detail 6-5-1: RUMBLE STRIPS marking 650

3000 6000 100 (150)
Detail 6-5-3: DIVIDING LINE marking 652

3000 6000
Detail 6-5-4: LANE LINE marking 654

1170
100 (150) (200)
2870
20
20
Detail 6-5-5: LANE ENDS ARROW 656 Direction of Travel
Figure 6-5 Warning Pavement Markings
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EDGE LINE marking 613 or CHANNELIZING LINE marking 612

150
EDGE LINE marking 613 or NO PASSING LINE marking 611
150
Detail 6-6-1: CHEVRON marking 657
Detail 6-6-2: HATCH marking 658
45 45 t t
EDGE LINE Marking 613
Physical Nose Detail 6-6-3
Theoretical Nose
Direction of Travel CHEVRON DIMENSIONS Operating Speed (km/h) 40 60 80 100 W (millimeters) 200 300 500 1000 S (meters) 1.0 1.5 2.5 5.0 t (millimeters) 150 150 200 200
Figure 6-6 Combined Regulatory and Warning Pavement Markings as Painted Islands
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120km/h Y DS
Design speed
275m
DS
110
Y
30
Y/4 7.50 6.25 5.00 3.50 2.50
30m
(DS) 110km/h
90
245m
25 20
14 10
70
50 30
40m
100km/h 205m
25m
DS 90km/h 180m
Y/4
35m
80km/h 145m Y
Y/4
20m
DS 70km/h 125m
Y/4
25m 14m
16m
60km/h 100m DS 50km/h 40km/h DS 30km/h

30km/h 86m
Y/4
300mm (typ)
70m 60m
10m
60m
Junction or other transverse hazard
Figure 6-7 Guideline for Using Rumble Strip Marking 650 for Speed Reduction
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thermoplastic material (for purposes of conspicuousness and to distinguish them from a STOP LINE marking 601) built up at least 5 millimeters, but no more than 15 millimeters, above the roadway surface. The width, spacing, and number of RUMBLE STRIPS used in a single installation may vary to suit conditions as determined appropriate by an engineering study. As a guideline, a basic rumble strip configuration is recommended to consist of five transverse yellow markings 300 millimeters wide spaced such that at prevailing traffic speeds all five markings will be traversed during an approximately one-second period. They should be positioned within the first one-third of the clear visibility distance to the sign of which they forewarn (see Figure 6-5). RUMBLE STRIPS should not be used within a traveled way unless, after all other means of standard traffic control devices have been evaluated, the Department agrees that their use is the only reasonable solution to an identified problem. Their use as such will generally not be permitted on new construction, but rather as a retrofit to a particular problem area. Sets of RUMBLE STRIPS markings 650, as described above, may be specified in order to reinforce the need for drivers to significantly reduce their speed. Such circumstances will commonly occur on high speed and/or downhill approaches to STOP or GIVE WAY control conditions. A typical requirement might involve a need to reduce speed from around 120 km/h to the order of 30 km/h a short distance from the point of control or a change of direction. The principle to be used provides for a series of sets of five transverse markings spaced so that each set will be traversed during an approximately one-second period at progressively decreasing speeds. Each set of markings should in turn be separated from the last and/or next set by a distance without markings that will be transversed during a period of 1 to 2 seconds. The configuration and number of sets of five markings required for a specific site will be dictated by the approach speed and the speed reduction required. Figure 6-7 illustrates a sequence of sets of RUMBLE STRIPS marking 650 spaced according to these principles. The number of sets and the overall installation can be determined from the figure.
Alternative designs for rumble strips must be approved by Department. The disadvantages of RUMBLE STRIPS within a traveled way are as follows: Their effect on small, lightweight vehicles such as motorcycles may be pronounced and undesirable. When used in built-up areas, residences and businesses may find the constant noise and vibration to be disturbing and a source of irritation. Most motorists do not need rumble strips to be made aware of the situation being warned. However, all motorists are affected by driving over them.
A more acceptable usage of RUMBLE STRIPS marking 650 will be for use outside of traveled ways. In such instances, drivers remaining within the traveled way are not affected by them, but rather they affect only those drivers who are traveling (illegally and/or accidentally) in areas where they should not be. One particular useful application is on shoulders of freeways or other roadways, especially in long, straight stretches of rural roads. On such roadways drivers may become bored or sleepy and slowly drift into a shoulder area. The presence of RUMBLE STRIPS in the shoulder may assist a driver in regaining attention before completely leaving the roadway (see also Section 6.2.6).
6.3.2 SPEED HUMP MARKING 651

Marking 651 should be used to warn motorists of the presence of a speed hump in the roadway. (The application, geometric design, and construction of speed humps is subject to engineering evaluation and selective usage.) SPEED HUMP marking 651 should be a broken yellow line transverse and completely across the full width of the roadway and shoulders. The configuration of the line should be 500 millimeters line and 500 millimeters gap. The gap orientation should be aligned parallel with the direction of vehicular travel. The minimum width of line, measured perpendicular to the axis of the speed hump should be two meters. The line
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should be positioned such that the whole of the line is visible to approaching traffic and not hidden on the far side of the speed hump. When used on two-way roadways where the hump is visible from both directions of approach, the line may be widened to provide a minimum of two meters of visible line from each approach direction. (See Figure 6-5.) NO PASSING LINE marking 611 and/or CHANNELIZING LINE marking 612 should be used on each approach to the speed hump for an appropriate distance as given in Table 6-3.
ing on a roadway in the same direction. Motorists may cross marking 654 to change lanes, but only when it is safe to do so. LANE LINE marking 654 should be a longitudinal broken white line running continuously on a line separating two lanes of travel in the same direction. Its configuration should be a repeated pattern of 3 meters of line followed by 6 meters of gap. It should be 100 millimeters wide for posted speeds below 70 km/h and 150 millimeters wide for posted speeds above 70 km/h. A LANE LINE should be used on one-way travel ways more than 6.0 meters in width. A LANE LINE should not be used (or should be discontinued in a tapered section) to mark a lane that will be less than 2.7 meters in width (see Figures 6-5 and 8-2.2 to 8-3.6). LANE LINE marking 654 should be replaced with a regulatory CHANNELIZING LINE marking 612 in circumstances where warranted (see Section 6.2.5 and Section 6.3.2) in areas where changing lanes is not permitted. Neither a LANE LINE nor a CHANNELIZING LINE should be used within a junction. When guidance within a junction is required, GUIDE LINE marking 680 should be used (see Section 6.4.1).
6.3.3 DIVIDING LINE MARKING 652

Marking 652 should be used to warn motorists that vehicles traveling on the other side of the line are traveling in the opposite direction. Motorists may cross marking 652 to pass another vehicle, but only when it is safe to do so. DIVIDING LINE marking 652 should be a longitudinal broken yellow line running continuously on or near the centerline of the roadway. Its configuration should be a repeated pattern of 3 meters of line followed by 6 meters of gap. It should be 100-millimeters wide for posted speeds below 50 km/h and 150-millimeters wide for posted speeds above 50 km/h. A DIVIDING LINE should be used on all two-way roadways with a travel width of 5.5 meters or more. It may be used continuously or intermittently on roads of lesser widths when an engineering assessment determines that such is beneficial for reason of safety. DIVIDING LINE markings 652 should be replaced or supplemented with a regulatory NO PASSING LINE marking 611 in circumstances where warranted (see Section 6.2.4 and Section 6.3.2) when crossing the DIVIDING LINE from one or both sides is not permitted. Neither a DIVIDING LINE nor a NO PASSING LINE should be used within an intersection of two public roads where traffic is permitted to turn across an opposing direction of travel (see Figure 8-2.1).
6.3.5 LANE END ARROW MARKING 656

Marking 656 should be used to warn motorists that a lane on a multilane roadway is ending ahead and that they should move out of that lane in the direction indicated at the earliest opportunity that it is safe to do so. LANE END ARROW marking 656 should consist of a white straight arrow oriented at a 20 degree rotation to the longitudinal axis of the lane. The arrow should be centered in the lane such that its extremities are equidistant from the lane edge on each side (see Figures 6-5 and 82.7). LANE END ARROW marking 656 is to be used when a long-running lane on a multilane roadway ends. It should also be used at the end of a paral-
6.3.4 LANE LINE MARKING 654

Marking 654 should be used to warn motorists of the presence of two or more traffic lanes travel-
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lel-lane-type entrance ramp. It is not intended for use on a tapered entrance ramp. The LANE END ARROW should be repeated in a series of two or preferably three markings. The last of the arrows in the series should be positioned at the end of the lane just prior to the point where the lane begins to decrease in width. The spacing between each LANE END ARROW should be as given in Table 6-4.
Table 6-4 Lane End Arrows Spacing Operating Speed Spacing (km/h) (meters) 40 60 80 100
24 32 40 48
6.3.6 CHEVRON MARKING 657

Marking 657 should be used to provide warning to motorists of a divergence of traffic lanes traveling in the same direction. CHEVRON marking 657 should consist of diagonal white lines arranged in a chevron pattern as depicted in Figure 6-6. The CHEVRON should point towards the oncoming traffic such that the sloping legs of the CHEVRON are seen to split the diverging streams of traffic, pushing them away from one another. Marking 657 should be repeated within a gore area beginning at the theoretical nose (painted nose) of an exit or divergence point and cease at the physical nose. CHEVRON marking 657 should not be used within the gore area of converging streams of traffic. CHEVRON marking 657 should only be used in areas not intended for travel or parking and should always be separated from a travel area by an EDGE LINE marking 613 or a CHANNELIZING LINE marking 612.
HATCH marking 658 should consist of repeated diagonal white lines situated as depicted in Figure 6-6. The dimensions and layout requirements for the HATCH marking should be similar to those shown for the CHEVRON marking 657 as shown in Figure 6-6. The HATCH markings should be oriented such that if they were raised barriers, they would deflect traffic back into the lane from which they came. A common usage of HATCH markings is in a median or gore area that separates traffic that is moving in opposite directions of travel. Such would be the case where a two way roadway becomes divided and viceversa. HATCH markings may be used to mark the shoulders of particularly dangerous curves, lane ends, or roadside obstructions. However, these situations should be thoroughly evaluated by an engineering study and HATCH markings used only if it is determined that a significant hazard exists and that HATCH markings may significantly contribute to the delineation and warning of the hazardous or unusual conditions. In such conditions consideration should be given to the use of RUMBLE STRIPS marking 650. The routine usage of HATCH markings should be avoided. HATCH marking 658 should only be used in areas not intended for travel or parking and should always be separated from a travel area by a NO PASSING LINE marking 611 or EDGE LINE marking 613.
6.4
GUIDANCE MARKINGS
6.3.7 HATCH MARKING 658

Marking 658 should be used to provide warning to motorists to stay clear of a physical danger that is present adjacent to their travel lane.
Guidance pavement markings provide help to motorists in understanding the path that they are intended to follow where the way may not be otherwise evident. Guidance pavement markings do not carry a mandatory requirement nor convey an explicit message of warning. Only longitudinal broken lines and TEXT SYMBOL marking 695 (see Section 6.7.2) are used for guidance markings. Guidance markings are illustrated in Figure 6-8.
6.4.1 GUIDE LINE MARKING 680

Marking 680 may be used within a junction (intersection or roundabout) to provide guidance to road users. Usage of this marking is optional
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500
1500
100
Detail 6-8-1: GUIDE LINE marking 680

1000 3000 150 (200)
Detail 6-8-2: CONTINUITY LINE marking 681
Direction of Travel
Figure 6-8 Guidance Pavement Markings
and should only be considered in instances of nonstandard or confusing geometry, including sheer junction size. GUIDE LINE marking 680 should be a longitudinal broken white line that follows one or both edges of the most efficient path (from the standpoints of safety and/or capacity) that a vehicle should follow through an intersection. Its configuration may vary to suit conditions but a recommended configuration is a repeated pattern of 500 millimeters of line followed by 1500 millimeters of gap. A GUIDE LINE should be 100 millimeters wide. The primary usage of GUIDE LINE marking 680 will be: To provide turning guidance, particularly for left-turning traffic, at wide intersections or where the intersecting roadways meet at an angle significantly different than 90 degrees and particularly when there is more than one turning lane. To provide alignment guidance across a wide or complex junction when there is a shift in the through-alignment across the junction, To mark circulation lanes within a roundabout. In such instances a GUIDE LINE should be used within the shadow of the roadway median islands and should be discontinued in the weaving areas where vehicles enter or leave the roundabout (see Figures 8-2.5, 8-2.6, and 8-2.8).
The use of a GUIDE LINE within an intersection should be considered only in exceptional circumstances. Because a GUIDE LINE will almost always cross the path of one or more intersecting lanes of traffic, particular attention must be given to the appearance of the line(s) when viewed by drivers other than those whom they are intended to guide. Care must be taken to avoid the risk of the line(s) creating a confusing pattern that may mislead other drivers.
6.4.2 CONTINUITY LINE MARKING 681

Marking 681 may be used to provide guidance for through traffic at discontinuities in the pavement-edge delineation. Its use is optional and should only be considered in instances where a curving roadway geometry and/or a long break in the continuity of the edge of pavement delineation may be confusing or misleading to a driver. CONTINUITY LINE marking 681 should be a longitudinal broken white line that follows the edge of the through-lane of traffic across an exit ramp, a slip road exit, or an intersection. Its configuration should be a repeated pattern of 1 meter of line followed by 3 meters of gap. It should be 150-millimeters wide for posted speeds below 70 km/h and 200-millimeters wide for posted speeds above 70 km/h. As a general rule a CONTINUITY LINE marking should not be extended across an entrance ramp on a freeway or a slip
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road entrance. In such cases the convergence of the entering roadway edge line should provide a clear indication of the forward alignment of the mainline (see Figure 8-3.6).
6.5
RAISED PAVEMENT MARKERS (RPM)
ing lines and no passing lines should be marked with paint. Nonretroreflective and reflective raised pavement markers may also be used in most other pavement marking applications when deemed appropriate by the designer and with the approval of the Department. The following conditions may warrant the use of raised pavement markers: Areas regularly subjected to fog, dust, or blowing sand resulting in reduced visibility. Areas of heavy traffic volumes that rapidly deteriorate painted markings and that are disruptive to regularly maintain. Isolated areas that have low geometric-roadway-design standards for the traffic conditions prevailing and that are not scheduled in the near term for improvement. Isolated areas with documented high incidence of collision and/or low levels of lane discipline by drivers, particularly in curved or 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.
Raised pavement markers may be used to supplement or replace painted line pavement markings to provide increased visibility and better delineation. They are also effective at discouraging unnecessary lane changes. Examples of the use of raised pavement markers are illustrated in Figure 6-9.
6.5.1 GENERAL
There are two basic classifications of raised pavement markers: Retroreflective (R). Nonretroreflective (N).
Retroreflective markers house a colored lens of retroreflective material that is designed to redirect a substantial portion of vehicular head lighting back at a driver for improved nighttime longrange visibility. Nonretroreflective markers do not exhibit retroreflective properties but do, under daylight or lighted conditions (street lights or headlights) display a white or yellow body color the same as painted lines. Retroreflective markers are used to supplement white or yellow painted lines or nonretroreflective markers. Nonretroreflective markers are used to replace white or yellow painted marking. Where roadway lighting is not to a high standard, nonretroreflective pavement markings should be supplemented by retroreflective pavement markings. In Abu Dhabi, lane lines and channelizing lines on main, divided thoroughfares are typically marked with a combination of retroreflective and nonretroreflective raised pavement markers. On two-way secondary and sector roads, channeliz-
Under one or more of the following conditions raised pavement markers are generally not recommended for use: Low operating speeds. Across the entrance and exit points of freeway ramps and other intersecting connections to major roadways. On roadways scheduled for resurfacing within three years.
6.5.2 RETROREFLECTIVE RPM MARKING R

When a standard pavement marking number is followed by the letter R it means that the marking be supplemented by the use of retroreflective RPM (e.g., LANE LINE marking 654 R). The following describe the use of RPM R in various pavement marking applications:
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18000
Detail 6-9-1: CHANNELIZING LINE marking 612R
Detail 6-9-2: CHANNELIZING LINE marking 612N
18000
Detail 6-9-3: CHANNELIZING LINE marking 612N/R
18000
Detail 6-9-4: EDGE LINE marking 613R (line is sometimes white; see Table 6-1 for guidance)
3000
3000
3000
3000
6000
3000
3000
Detail 6-9-5: LANE LINE marking 654R
3000
3000
18000
Detail 6-9-6: LANE LINE marking 654N/R
White/Red RPM R Yellow/Red RPM R
White RPM N Direction of Travel

Figure 6-9 Use of Raised Pavement Markers (RPMs)
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An RPM R should normally be used at 18meter intervals (2 times the 9-meter marking module). Shorter spacing may be justified in certain instances. For broken lines, the RPM R should be placed in line with the standard pavement markings, centered in the appropriate gap area of the line. When an RPM R is used to supplement a solid line it should be placed 100-millimeters 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 611 R or CHANNELIZING LINE marking 612 R) an RPM R may be placed on each side of the line. Alternatively, an RPM R may be placed within the line. However, this will require masking the line at the RPM location when the line is painted and each time it is repainted, to prevent the RPM R from being obscured by paint. When RPM N are used for a dashed line, RPM R should be placed as they would with paint. Where RPM N are used in a solid line, an RPM R should be used in place of an RPM N at the appropriate interval. When RPM R are used on more than one longitudinal line on a roadway, they should be situated such that all RPM R are aligned transversely across the roadway.
6.5.3 NONRETROREFLECTIVE RPM MARKING N

When a standard pavement marking number is followed by the letter N it means that the painted marking should be replaced by nonretroreflective RPM (e.g., LANE LINE marking 654 N). When retroreflective markers are used to supplement nonretroreflective markers then both the R and N letter designation should be used (e.g., LANE LINE marking 654 R/N). The RPM N should be used to replace and simulate the painted part of a line. For broken line types, one RPM N should be placed at the point where the painted segment would begin and one RPM N should be placed at the point where the painted segment would end. Other RPM N should then be spaced equidistant between these such that the center-to-center spacing does not exceed one meter. For a solid line the RPM N should be spaced at one-meter intervals. Only two colors of RPM N should be used: White markers should be used to replace white-colored painted markings. Yellow markers should be used to replace yellow-colored painted markings.
6.6
CURB PAINTING
Only three colors of RPM R should be used: White (or clear) markers should be used in conjunction with all white-colored pavement markings as viewed by approaching drivers. Yellow markers should be used in conjunction with all yellow-colored pavement markings as viewed by approaching drivers. When used with a line having meaning to traffic in opposing directions, such as a DIVIDING LINE marking 652 R, the RPM R should be bidirectional. Red color should only be used on the back side of markers on one-way or divided roadways. This color should be viewable only to drivers entering or driving in the wrong direction on such a roadway. The red color of an RPM R should never be visible to legally operating traffic.
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The application of paint to the top and face of a curb may be undertaken when authorized or directed by the Department. The painting of a curb can provide increased visibility and better delineation than concrete-colored curbs. Curb painting may also be used to supplement or replace the use of NO PARKING signs. Because curb painting involves the use of paint near the pavement surface, and because its use and applications are similar to pavement markings, curb painting is considered to be pavement markings within the context of this manual.
6.6.1 GENERAL
Under certain circumstances the painting of curb faces can play a significant role in regulating traffic with respect to parking and in warning traffic of the presence of a raised curb. However, as is
the case with other painted markings, curb painting should be undertaken sparingly. To retain the conspicuousness and function of a painted curb, maintenance is an ongoing and continual process carrying with it a significant cost implication.
6.6.3 VISIBILITY PAINTING MARKING 691

Marking 691 is used to improve the visibility of raised curbs and to warn motorists of the presence of those curbs. The use of marking 691 has no regulatory function and neither permits nor prohibits the parking of vehicles adjacent to curbs so marked. VISIBILITY PAINTING marking 691 should consist of painting the top and front face of a curb with alternating sections of black- and white-colored paint. The length of a black section and the length of a white section should be equal to each other. When precast curbs are used, each section (or every two sections in the case of short curb sections) may be painted with alternating colors such that the length of each color will be in the range of 500 millimeters to 900 millimeters to match individual curbs. When short curbs are used around curves the adjacent length of marking should be retained. Because of the stroboscopic effect of viewing alternating painting from a moving vehicle, curbs or barriers with an exposed front face higher than 400 millimeters should not receive marking 691 over a significant length of roadway. Where such high curbs or barriers are used, VISIBILITY PAINTING marking 691 should be limited only to discrete areas where added visibility is required. The primary benefit of VISIBILITY PAINTING marking 691 is the delineation of curbs in turning areas such as intersections, roundabouts, and traffic separator islands. The use of marking 691 on long stretches of straight curb on well-lighted roadways is of limited benefit from a traffic-safety standpoint. While such sections may receive VISIBILITY PAINTING, its use should be weighed against the initial and long-term costs of doing so (see Figures 8-2.1 to 8-2.3.).
6.6.2 NO PARKING MARKING 690

Marking 690 is used to advise motorists of specific areas along a curbline where parking is prohibited. The use of marking 690 imposes a mandatory requirement on a motorist that he not park his vehicle adjacent to a curbline so painted. NO PARKING marking 690 should consist of painting the top and front face of a curb with yellow colored paint. The painting of the curb should extend from the point where the parking restriction begins and should be a continuous, solid marking to the point where the parking restriction ends. Marking 690 may be used to supplement NO PARKING signs 377, 378, and 379 when such is required for additional emphasis of a no-parking area, or when geometry is such that the extent of the no-parking area is not clearly delineated by the use of signs only. Marking 690 may also be used alone to delineate no-parking areas. Such applications will be most likely in cases where no-parking areas are broken and interspersed among areas where parking is permitted. In such cases it may be difficult or impractical to regulate by signing and the use of curb painting may be more appropriate (see Figure 8-2.3.). It is not the intent of the Department that all curbs in Abu Dhabi where parking is prohibited be painted with NO PARKING marking 690 (nor signed with NO PARKING signs 377, 378, and 379). In areas where parking is clearly not permitted and motorists are complying with such restrictions, then no further parking prohibition measures in the form of signs or curb painting is necessary. In locations where the engineer may wish to use NO PARKING marking 690 but no curbs are present, an EDGE LINE marking 613 should be used and will have the same effect as marking 690.
6.7
OBJECT MARKERS
6.7.1 OBJECT MARKER DESIGN

Object markers are used to mark obstructions within or adjacent to the roadway. When used, these markers should consist of an arrangement of one or more of the following designs:
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Type 1 Type 2 Type 3
obstruction that traffic is to pass. The minimum mounting height should be 1.20 m. Appropriate signs directing traffic to one or both sides of the obstruction may be used in lieu of the object marker. In addition to markings on the face of an obstruction in the roadway, warning of approach to the obstruction should be given by appropriate pavement markings. Where the vertical clearance of an overhead structure exceeds the maximum legal height of a vehicle by less than 0.3 m, the clearance to the nearest 0.1 m on a regulatory sign should be clearly marked on the structure as well as on the advanced warning sign.
Type 1 markers consist of an all-yellow reflective diamond panel 450 mm in size. A variant of this marker type incorporates nine yellow reflector units in the panel. Each reflector unit should have a dimension of approximately 75 mm mounted symmetrically on a 450-mm diamond-shaped yellow panel. Type 1 markers may be larger if conditions warrant (see Figure 6-10-1). Type 2 is a striped vertical rectangle approximately 300 mm by 900 mm in size with alternating black and reflectorized yellow stripes sloping downward at an angle of 45 toward the side of the obstruction on which traffic is to pass. The minimum width of the yellow stripe should be 75 mm. Type 2 object markers with stripes that begin at the upper right side and slope downward to the lower left side are to be designated as right object markers (see Figure 6-10-2). Type 3 markers indicate the end of a roadway. When it is determined that markers should be placed at the end of a roadway where there is no alternative vehicular path, a marker consisting of nine red reflectors, each with a minimum dimension of approximately 75 mm, mounted symmetrically on a 450-mm red diamond panel; or a 450mm diamond reflectorized red panel should be used. More than one marker or a larger marker may be used at the end of the roadway where conditions warrant. The minimum mounting height of this marker should be 1.20 m. Appropriate advance warning signs should be used (see Figure 6-10-3).
6.7.3 OBJECTS ADJACENT TO THE ROADWAY

Objects not actually in the roadway may be so close to the edge of the road that a marker is required. These include guardrail ends, underpass piers, bridge abutments, handrails, and culvert headwalls. In some cases, a physical object may not be involved, but other roadside conditions such as narrow shoulder drop-offs, gores, small islands, and abrupt changes in the roadway alignment may make it undesirable for a driver to leave the roadway. Type 2 object markers are intended for use at such locations. The inside edge of the marker should be in line with the inner edge of the obstruction. Standard warning signs should also be used where applicable. Typical applications of markers for roadside obstructions are shown in Figure 6-11.
6.7.2 OBJECTS IN THE ROADWAY

Obstructions within the roadway should be marked with a Type 1 or Type 2 object marker. For additional emphasis, a large surface such as a bridge pier may be painted with diagonal stripes, 300 mm or more in width, similar in design to the Type 2 object marker. The alternating black and reflectorized yellow stripes should be sloped down at an angle of 45 toward the side of the
6.8
TEXT PAVEMENT MARKINGS
Text pavement markings may be used to supplement other pavement markings or signs only when specifically authorized or directed by the Department.
6.8.1 GENERAL
The use of text pavement markings should be strictly limited to situations where no other option to present or reinforce the required mes-
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Detail 6-10-1: Type 1 Yellow reflective background 75-mm yellow reflectors
450 mm by 450 mm
450 mm by 450 mm
Detail 6-10-2: Type 2 Red background

900 mm
Detail 6-10-3: Type 3 75-mm red reflectors
9 mm 0 13 mm 0
13 mm 0
45
140 mm 70 mm 300 mm
450 mm by 450 mm Right object marker

Figure 6-10 Object Markers
Left object marker
sage to drivers is available. No specific applications for such markings are anticipated. The provision of such markings in this manual should not be taken as an encouragement for their use. Rather, they are described herein to provide a standard should there be a requirement for such in an isolated instance.
6.8.2 TEXT SYMBOL MARKINGS 695

Markings 695 may be used to provide specific localized amplification of existing regulatory, warning, or guide road signs or pavement markings.
TEXT SYMBOL markings 695 should use Arabic and English fonts as detailed in Volume 2. English text messages should use only upper case letters and, if appropriate, numbers. Stencils for text messages should be prepared based on 400millimeter x height letters on their tile backgrounds which are then distorted by stretching five times in the vertical direction while maintaining an unaltered width. The nominal height of the resultant Arabic aleph and the English upper case letters should be 2800 millimeters. A TEXT SYMBOL message should be limited in length so that it can be centered between parallel longitudinal pavement markings, or such a marking and a curbline, with a minimum clearance on each side
9 mm 0 13 mm 0
170 mm
13 mm 0
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. Bridge rail or obstruction Type 2 object marker Edge of roadway Delineators mounted above or immediately behind guardrail. These delineators are not at a constant distance from roadway edge because of the bridge rail.
Guardrail
Edge of shoulder
0.6 m to 2.0 m outside shoulder edge 0.6 m to 2.0 m outside roadway edge or face of curb Typical spacing 60 m to 160 m
Figure 6-11 Typical Delineator Installation
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of 150 millimeters. When both Arabic and English messages are required the English should be placed above the Arabic (such that approaching drivers will see the Arabic message first). The separation between the Arabic and English text will be achieved by stacking the distorted respective tiles.
mark the curbs unless a study indicates the need for this type of delineation. Where these curbs are marked, the colors should conform to the general principles of pavement markings. Curbs at openings in a continuous median island need not be marked unless individual study indicates the need for this type of marking.
6.9
DELINEATION
6.9.4 DELINEATOR APPLICATION
Delineation is intended to be a guide to the vehicle operator as to the alignment of the highway. Whatever is needed to provide that guidance in a clear and simple way should be installed. The color of delineators should, in all cases, conform to the yellow or white color of edge lines. Single delineators should be provided on the right side of expressway roadways and on at least one side of interchange ramps. These delineators may be provided on other classes of roads. Single delineators may be provided on the left side of roadways and should be provided on the outside of bends on interchange ramps. Where median crossovers are provided for official or emergency use on divided highways and these crossovers are to be marked, a double-yellow delineator should be placed on the left side of the through roadway on the far side of the crossover for each roadway. Red delineators may be used on the reverse side of any delineator whenever it would be viewed by a motorist traveling in the wrong direction on that particular ramp or roadway. Delineators of the appropriate color may be used to indicate the narrowing of a pavement. The delineators should be used adjacent to the lane affected for the full length of the convergence and should be so placed and spaced to show the width reduction. Delineation is not necessary for the traffic moving in the direction of a wider pavement or on the side of the roadway where the alignment is not affected by the convergence. On a highway with continuous delineation on either or both side, delineators should be carried
6.9.1 DELINEATORS
Road delineators are light-retroreflective devices mounted in series at the side of the roadway to indicate the roadway alignment. Delineators are effective aids for night driving and considered as guidance devices rather than warning devices. Delineators may be used on long, continuous sections of highway or through short stretches where there are changes in horizontal alignment, particularly where the alignment might be confusing or at pavement-width transitions. An important advantage of delineators in certain areas is that they remain visible when the roadway is wet.
6.9.2 DESIGN
Delineators should consist of reflector units capable of clearly reflecting light under normal atmospheric conditions from a distance of 300 meters when illuminated by the upper beam of standard automobile lights. Reflective elements for delineators should have a minimum area of approximately 100 cm. Double delineators consist of two reflector units, one mounted above the other. Elongated reflective units of appropriate size may be used in place of the two reflectors.
6.9.3 CURB MARKINGS FOR DELINEATION

Reflectorized, continuous yellow paint should be placed on the curbs of intersection islands located in the line of traffic flow where the curb serves to channel traffic to the right or to the left of the island. Reflectorized, continuous white paint should be used when traffic may pass on either side of the divisional island. Where the curbs of the islands become parallel to the direction of traffic flow it is not necessary to
6-27
through the transition and a closer spacing may be warranted. Delineation is optional on sections of roadway between interchanges where fixed-source lighting is in operation.
6.9.5 DELINEATOR PLACEMENT AND SPACING

Delineators, if used, should be mounted on suitable supports so the top of the reflecting head is approximately 1.20 m above the near roadway edge. Delineators should be placed not less than 1.0 m or more than 2.0 m outside the outer edge of the shoulder, or if appropriate, in the line of the guardrail. Delineators may be mounted on the guardrail at a height less than 1.2 m. Delineators should be placed at a constant distance from the edge of the roadway. However, where a guardrail or other obstruction intrudes into the space between the pavement edge and the extension of the line of delineators, the delineators should be in line with or inside the innermost edge of the obstruction. Typical delineator installations are shown in Figure 6-11. Normally, delineators should be spaced 60 m to 160 m. When normal uniform spacing is interrupted by driveways, crossroads, or similar interruptions, delineators falling within such areas may be moved in either direction, a distance not exceeding one-quarter of the normal spacing. Delineators still falling within such areas should be eliminated. On expressways, a normal delineator spacing is 100 m. Double or vertically elongated delineators should be installed at 30-meter intervals along acceleration and deceleration lanes. Spacing should be adjusted on approaches and throughout horizontal bends so that several delineators are always visible to the driver. Table 6-5 shows suggested maximum spacing for delineators at bends.
Table 6-5 Suggested Maximum Spacing for Highway Delineators on Bends Radius of Bend (R) Spacing on Bend (S) (meters) (meters) 15 6 30 7.5 45 9 60 10.5 75 12 90 13.5 120 16.5 150 19.5 180 21 210 22.5 240 24 270 25.5 300 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.
6.10 BARRICADES AND CHANNELIZING DEVICES

6.10.1 BARRICADES
Red-and-white barricades are to warn and alert drivers of the terminus of a road, street, or highway in other than construction or maintenance areas. The stripes on the barricades should be reflectorized white and reflectorized red. These devices may be used to mark any of the following type locations: 1. Roadway ends in a dead end or cul-de-sac with no outlet. 2 A ramp or lane closed for operational purposes. 3. The permanent or semipermanent closure or termination of a roadway. A typical barricade is illustrated in Figure 6-12.
6.10.2 CHANNELIZING DEVICES

Traffic cones and tubular markers are sometimes used outside of construction and maintenance areas for general traffic control purposes. Such uses include adding emphasis to channelizing lines or islands.
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1100 mm
Barricade
100 mm
75 mm
Tubular Marker
Figure 6-12 Barricades and Channelizing Devices
450 mm minimum
75 mm
150 mm
75 mm
Traffic Cone
6-29
200
150
200
150
200
These devices should be a minimum of 450 mm in height and made of materials to withstand impact without damage to the devices or vehicles. Large-size devices should be used wherever more conspicuous guidance is needed. The color of cones and tube markers outside construction and maintenance areas should be the same as the pavement marking these devices are supplementing or substituting. These markers should be kept clean and bright for maximum target value. For nighttime use, the markers should be reflectorized. Two typical channelizing devices (a tube and a cone) are illustrated in Figure 6-12.
Curbstones should be painted red (marking 695) for the width (for perpendicular and diagonal parking) or length (for parallel parking) of the parking space. In addition, the parking space should be closed with a 100-millimeter-wide line across its entrance. Diagonal hatch markings, 100 millimeters wide, should run at one-meter intervals throughout the space. Figure 6-14 illustrates curb painting and pavement markings for perpendicular, diagonal, and parallel parking spaces adjacent to fire hydrants. Note that parking spaces need not be arranged to be centered on a fire hydrant and that the hydrant may be located anywhere within the curbed width or depth of the space. The parking space providing the best street visibility and access to the fire hydrant should be marked for no stopping. The fire-hydrant sign combination, however, should be placed in the center of the curbed width or length of the prohibited parking space.
6.11 CURB PAINTING AND PAVEMENT MARKING FOR FIRE HYDRANTS

6.11.1 CURB PAINTING FOR FIRE HYDRANTS ALONG ROADWAYS MARKING 695
Along roadways, curb painting is used in conjunction with NO STOPPING sign 370 and FIRE HYDRANT SUPPLEMENTARY PLATE 590 to reinforce to motorists the prohibition against stopping in front of a fire hydrant. In front of fire hydrants, curbstones should be painted red for a length of 12 meters, six meters to either side of the fire hydrant and the fire hydrant combination sign. Curb painting for fire hydrants along roadways is illustrated in Figure 6-13.
6.11.2 CURB PAINTING AND PAVEMENT MARKING FOR FIRE HYDRANTS ADJACENT TO PARKING SPACES
Where a fire hydrant is located adjacent to a parking space, curb painting and pavement marking is used in conjunction with NO STOPPING sign 370 and FIRE HYDRANT SUPPLEMENTARY PLATE 590 to reinforce to motorists the prohibition against parking in that space.
6-30
F. H. W. 14/1 NO. . .
Curb painted red
Standard curb painting
Standard curb painting 12000 mm
Figure 6-13 Curb Painting for Fire Hydrants Along Roadways Marking 695
6-31
Sign 590 with NO STOPPING sign 370 Standard curb painting Fire hydrant
1000 mm (typical) Curbstone painted red for one parking space only
45 (typical)
100 mm
100 mm 100 mm
Sign 590 with NO STOPPING sign 370
Curbstone painted red for one parking space only
45 (typical) 1000 mm (typical) 90 (typical)
100 mm
100 mm 100 mm
Curbstone painted red for one parking space only
Sign 590 with NO STOPPING sign 370
Fire hydrant
45 (typical)
100 mm 100 mm 100 mm
Figure 6-14 Curb Painting and Pavement Marking for Fire Hydrants Adjacent to Parking Spaces
6-32
7
7.1
ROADWORKS TRAFFIC CONTROL

GENERAL
utility works with the safety of motorists, pedestrians, and workers foremost in their minds. The same geometric and safety-design principles that apply to the design of permanent roadways should also govern the design of temporary traffic control situations. Temporary traffic control situations must not be allowed to be interpreted as being synonymous with substandard traffic control situations. If anything, the unusual and/or more restrictive conditions found in roadworks areas can dictate the necessity of even higher standards of safety. The aim should be to accommodate traffic in roadworks areas using geometric design considerations and traffic control devices comparable to those found in a normal permanent roadway operating at the speed anticipated in the roadworks zone. 7.1.1.2 UNIFORMITY
Roadworks are defined as any roadway or utility construction, maintenance, or repair works occurring within or near a road right of way. Incident areas (traffic accidents, spillage, etc.), police-control points (check points, traffic surveys, etc.), and special-event management (major sports or cultural events) and other short-term disruptions to normal roadway operations also fit within the functional definition of roadworks traffic control. When approaching a roadworks area, motorists are faced with an unexpected, unusual, and frequently substandard driving situation. As a result, special care must be taken in implementing temporary traffic control measures in association with roadworks. Because roadworks are relatively short-term situations, traffic control in these areas is often given scant consideration. An unusual situation with an ill-conceived trafficcontrol scheme creates a doubly dangerous situation. Such would never be tolerated as part of the permanent operations nor should it be tolerated as part of the roadworks.
The standardization of devices is important for the purpose of advising motorists of conditions within a roadworks traffic control area. The color yellow has been designated as a unique color reserved for use in roadworks areas. All traffic control devices within a roadworks area should have yellow as their background color. Black and/or red border and/or symbols, in combination with yellow, should also be predominant work area colors. The uniform application of these colors on traffic control devices throughout a roadworks area will provide motorists with a visual indication that they are approaching and navigating a roadworks area where roadway conditions are not normal and that they should exercise additional caution. Another aspect of uniformity is the standardization of the application of roadworks traffic control devices. Often, traffic control in a roadworks area is executed using traffic control devices that are substandard or nonstandard in material, design, or placement. Principles described throughout this manual with respect to permanent traffic signing are uniformly applicable to roadworks signing. Only devices described or permitted in this manual should be used for roadworks traffic control and they should be used in a uniform and standardized manner.
7.1.1 BASIC PRINCIPLES

The purpose of roadworks traffic control is to provide safe and effective work areas and to warn, control, protect, and guide vehicular and pedestrian traffic. To accomplish this, the respect of the driver must be earned by the appropriate, prudent, and consistent use of temporary traffic control devices. While each roadwork area may have unique elements, certain fundamental principles and procedures should be considered. 7.1.1.1 SAFETY
Traffic safety in a roadworks traffic control zone should be an integral and high-priority element of every roadway construction project from the design process until project construction is complete. Similarly, government and utility agencies must plan and conduct their maintenance and
7-1
7.1.1.3
FUNCTIONALITY
Traffic movements in a roadworks area should be inhibited as little as possible. Traffic control for a roadworks area should be designed acknowledging that motorists will reduce their speed only if they perceive a situation which warrants such. Therefore, reduced speed zones through a roadworks area should be avoided whenever practical, should be used only when dictated by geometric conditions, and should be applied with realistic speed limits. Lane drops, lane narrowing, sharp curves, or other abrupt or frequent geometric changes should likewise be avoided. When such are unavoidable, adequate warning, delineation, and channelization by means of pavement markings, signing, and other devices must be used to effectively provide motorists with clear and positive guidance. These devices must be effective under the anticipated conditions of traffic volumes, traffic speeds, and lighting conditions. In turn, this requirement will have an effect on the geometric design, which must provide sufficient space for standard levels of temporary signing. To reduce complex traffic operational conditions to an acceptable level of simplicity, geometric changes should occur in individual stages, each of which requires only one basic driver action, with a stabilization area between each stage. For example, the closure of two lanes should be done in two individual transition areas. Likewise, a lane closure should not end and a sharp horizontal curve begin at the same point, but should be separated by a suitable stabilization area (see Section 7.1.2). However in exceptional circumstances a single taper as shown in Chapter 8, Detail 8-4.8 may be used. A particular functional problem in roadworks areas is original pavement markings that conflict with revised detour geometry. Permanent pavement markings that are inconsistent with temporary travel paths and would misguide motorists should be removed on all but very short-term operations. For short-term operations, existing markings may be left in place unless so doing creates a definite hazard. No original pavement marking should be left in place that may tend to lead drivers straight into a barrier or work area.
When inconsistent markings are retained, extra attention must be given to ensure motorists can easily follow the detour geometry. 7.1.1.4 MAINTENANCE
Every work zone should be routinely inspected under varying traffic conditions and at different times of day to ensure that the traffic control devices are maintained so that they are clearly visible, properly located, clean and in good repair, and are operating safely and effectively. An important part of this inspection process must include the immediate removal or covering of any traffic control device which is no longer relevant. This level of control can best be achieved by assigning an authorized site safety officer to each work site. The site safety officer at small sites should automatically be the gang foreman. At all sites the site safety officer must be accountable for the original traffic management system and the maintenance of this system to ensure the safety of the workers, pedestrians, and the motoring public. The site safety officer must have the skill and authority to act to modify traffic control measures or even halt construction in order to ensure traffic and site safety. The site safety officer must keep a record of all accidents occurring at the site in sufficient detail to permit analysis to improve site traffic management.
7.1.2 TRAFFIC CONTROL ZONE

When traffic is affected by construction, maintenance, or utility operations, traffic control is needed to safely guide and protect motorists, pedestrians, and workers. Although individual roadwork areas may have unique features, most roadworks traffic control zones can be broken down and considered as five distinct areas. Each area has a unique and important function as part of a complete roadworks traffic control zone. Figure 7-1 illustrates these five parts of a roadworks traffic control zone.
GUIDELINES
TERMINATION AREA
0.5L or less
WORK AREA
Varies
STABILIZATION AREA
0.5L to L (2L if separating transitions)
ROADWORK
ZONE
TRANSITION AREA
For S < 70 km/h L=DS/160 For S > 70 km/h L=DS/1.6
ADVANCED WARNING AREA
100m to 2km
L = Length of Taper D = Displacement in meters S = Approach Speed in km/h = Direction of Travel
REPRESENTATIVE TAPER LENGTHS

S (km/h) 40 60 80 100 D L
(meters)
4.0 4.0 4.0 4.0
(meters)
40 90 200 250
Figure 7-1 Roadworks Zone Traffic Control Areas
7-3
7.1.2.1
ADVANCE WARNING AREA
This area is used to advise motorists that there are temporary conditions ahead of them that require particular care. In some instances, a stepped reduction in the speed will be required within this area. These speed reductions should be indicated at reasonable intervals (200 meters minimum) and occur in 20 kilometers per hour steps until the speed for which the traffic control has been designed is indicated. It is good practice to repeat the final speed limit at least once. The length of the advance warning area should relate directly to measured approach speed. A realistic distance must be allowed for speed reduction. High traffic volumes will be better handled if the standard length of this area is generous, since more time is needed to comprehend the sign messages and react to them under heavy traffic conditions. For posted approach speeds of 100 kilometers per hour and moderately high to high traffic volumes, a base length for the advance warning area of 1000 meters is required. For freeway conditions, especially in rural areas, a length for the advance warning area of 2000 meters is preferred. If traffic volumes are low and/or posted approach speed is 80 kilometers per hour or less, this length may be reduced to 600 meters. Urban sites will commonly have limited space for advance warning area signs. However, every attempt should be made to provide adequate advance signing. High-speed arterials should normally have sufficiently long block lengths to allow advance warning areas in the range of 600 to 300 meters. On lesser roads or in busy business areas, shorter advance warning areas in the range of 150 to 75 meters should be used. Consideration should also be given to extending lane closures and the relevant signing into the preceding block and onto intersecting roads, as applicable. 7.1.2.2 TRANSITION AREA
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 using appropriate channelizing devices and should conform to the layout depicted on the guidance signs preceding it. Complex transition situations should be broken down into a number of standard transition situations. No signing for subsequent transition conditions should be included in a transition area, but rather should occur in the stabilization area separating the two transitions. The length of a transition area will depend on the approach speed of traffic and the amount of alignment shift involved in the transition. Minimum lengths should be determined by the following formula: Minimum lengths should be determined by the following formula: L= DS/160 for S < 70 km/h L= DS/1.6 for S > 70 km/h L= Minimum required length of transition in meters. D= Required lateral displacement of vehicles in meters. S= Approach speed of vehicles to the roadworks area traffic control zone in kilometers per hour (posted speed limit or 85th percentile speed whichever is greater). The alignment of the transition area should be either a straight taper (in the case of a lane drop) or a reverse curve (in the case of an alignment shift). 7.1.2.3 STABILIZATION AREA
This is the area in which drivers are required to take action, such as: Shift position on the roadway without reduction in the number of lanes.
7-4
The purpose of this area is to allow traffic flow to stabilize after negotiating a transition area before reaching another change of condition or the work area. If more than one transition area is required to achieve the final traffic configuration, the signing for the second or subsequent transitions should be located within the intervening stabi-
lization area(s). When the stabilization area occurs between a transition area and the work area the stabilization area will also serve as a buffer between the inherently dangerous work area and the transition area where loss of vehicular control is most likely. The buffer space provides a margin of safety for both traffic and workers. If a driver does not see the advance warning or fails to negotiate the transition, a buffer space provides room to stop before the work area. It is important that the buffer space be free of equipment, workers, materials, and workers' vehicles. When a stabilization area separates two transition areas, the length of the stabilization area should be double the length of the longer of the two transition areas being separated. When a stabilization area separates a transition area from the work area, the length of the stabilization area should be not less than one half the length of the preceding transition area, and preferably equal to the length of the preceding transition area when space permits. 7.1.2.4 WORK AREA
This should follow the same principles given for a transition area at the start of a site. End roadworks signs and conventional speed limit signs restoring the normal speed limit conditions should be erected together as soon as possible after the end of the termination area.
7.1.3 DEPLOYING ROADWORKS DEVICES

One of the most critical periods during the life of a roadworks operation is the initial deployment of the roadworks traffic control devices. The steps listed below should be followed in the deployment of traffic control devices at roadworks: 1. A traffic control plan, with a level of detail appropriate for the complexity of the work involved, should be prepared, approved, and understood by all parties responsible for the roadworks on site. 2. All necessary traffic control devices and appurtenances identified in the traffic control plan should be procured and assembled on site prior to deployment. 3. All traffic control devices that can be installed without interference with existing traffic operations should be deployed. Signs erected that are not yet applicable, but that may be seen by drivers on roadways currently in use, should be covered to prevent confusion. 4. The deployment of the remaining traffic control devices, which will result in a diversion of traffic from current travel paths, should be done during hours of low traffic volumes. For major roadways this may require a latenight deployment. 5. Deployment should begin at the upstream end of the advance warning area with advance warning signs being uncovered or erected progressively towards the transition area. Next, channelizing devices, signs, and other traffic control measures should be deployed from the start of the transition area progressively to the stabilization area, through the work area and on to the end of the termination area. To the maximum extent possible, workmen and equipment should remain on the back side (away from the traf-
The work area is that portion of the roadway which contains the work activity and is closed to traffic and set aside for exclusive use by workers, equipment, and construction materials. Work areas may remain in fixed locations or may move as work progresses. This area must be adequately defined by delineators in complex conditions. Where there is a risk to traffic or workers of vehicles entering the work area, temporary barriers of a standard sufficient to prevent this are recommended to contain traffic within the designated roadway. When traffic is relocated well away from the work area little action is required along its length other than to protect construction vehicles and employees. 7.1.2.5 TERMINATION AREA
This area involves the return of traffic flow to normal flow conditions. In simple cases this can be achieved by a relatively rapid taper of channelizing devices. In this case, the length of the termination area may be one-half of the computed transition area length or less. In more complex conditions a reverse crossover may be required.
7-5
fic) of channelization devices during deployment. 6. Conflicting existing signs should be removed or covered. 7. Conflicting existing pavement markings should be removed and new temporary markings installed (if conditions warrant, "stick down" type temporary markings may be required until the more permanent temporary marking can be installed under traffic). 8. Following completion of deployment the roadworks zone should be immediately inspected by the site safety officer with any misplaced devices or confusing situation corrected. A careful monitoring of the roadworks zone by the site safety officer, especially for the first few days of operation, is essential to detect and correct any difficulties experienced by drivers at various times of the day or night and under varying traffic conditions. The removal of roadworks zone traffic control devices should occur in generally the reverse order of deployment, beginning at the termination area and working back through the advance warning area. Roadworks devices no longer needed should be removed completely from the roadway and inapplicable roadworks signs removed or covered. Conflicting temporary pavement markings should be removed from the permanent roadways.
exclusive temporary color code reserved for roadworks signing and be positioned as indicated in this chapter. The following sections do not deal with individual sign types unless the only application of a specific sign is in a roadworks situation (e.g., advance warning ROADWORKS sign 7441). The significance of a roadworks version of a normal sign remains the same as indicated in Chapters 3, 4 and 5. The signs are, however, illustrated in Figures 7-2 to 7-5 in their appropriate colors for use at roadworks. For roadworks signs based on a normal, nonroadworks sign, the number "7" is added before the normal sign's number to indicate the roadworks version of the sign. For example, sign 346 prohibits left turns in a normal situation. Its roadworks counterpart, sign 7346, prohibits left turns in a roadworks situation. In this example, only the background color of the sign changes.
7.2.2 REGULATORY SIGNS

All subclasses of regulatory signs may be used at roadworks sites. 7.2.2.1 CONTROL SIGNS
Control signs commonly used at roadworks comprise: 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.
7.2
TRAFFIC SIGNS
7.2.1 GENERAL
Regulatory, warning, and guidance traffic signs comprise a major part of the temporary traffic control devices used at roadworks sites. If a traffic diversion is constructed fully in all respects to normal geometric standards, normal regulatory, warning, and guidance signs may be specified for the diversion. However, even in such circumstances of geometric design it may be considered beneficial to use roadworks signs just to make drivers aware that the conditions are temporary. If any of the geometric or other design parameters are below normal standards within such a diversion, the signs must conform to the
Any of these signs may be used at roadworks and when used should retain their normal colors as specified for permanent applications. STOP-SLOW SIGN 7308 Sign 7308 is a special variation of STOP sign 301. At roadworks sites it can be used to control alternating one-way streams of traffic through a restricted part of the roadworks site. A pair of flagmen may control traffic movement by alter-
7-6
Roadworks Control Signs
301
302 303
304
305
306
307
7308
Roadworks Mandatory Signs
7321
7322
7323
7324
7325
7326
7327
7328
7329 Roadworks Prohibition Signs
7339
7340
7341
7342
7343
344
7346
7347
7348
7349
7350
7351
7352
7353
7354
7355
7356
7365 Roadworks Freeway Control Sign
Roadworks Parking Control Signs
7371-7373
7374-7376
7377-7379
7380-7382 Figure 7-2 Regulatory Signs at Roadworks
7399
7-7
Roadworks Advance Warning Signs (not all signs shown)
7401
7402
7403
7407
7408
7409
7411
7412
7413
7414
7415
7416
7417
7418
7419
7420
7421
7422
7423
7424
7425
7427
7428
7429
7430
7435
7441
7442
7443
7450
Roadworks Hazard Marker Signs and Devices
7451
7452
7454
7455
7456
7457
7458
7460
7459
7461
Figure 7-3 Warning Signs at Roadworks
7-8
Roadworks Traffic Movement Affected by Obstruction Signs
7465
7466
7467
7468
7469
7470
7472
7473
7474
7475
7476
7477
7478
Roadworks Additional Lane Signs
7479
7480
7481
7482
7483
Roadworks Lane Control Signs
7484
7485
7486
Roadworks Lane Merge Signs
7490
7491
7492
Figure 7-4 Diagrammatic Signs at Roadworks
7-9
Roadworks Route Marker and Trailblazer Signs
7501
7503
7505
7508
Roadworks Direction Signs
7515 Chevron Detour Sign
7512 At-Grade Vertical Stack Sign (single)
7512 At-Grade Vertical Stack Sign
7589 Supplemental Plate
Figure 7-5 Guide Signs at Roadworks
7-10
The following prohibitory sign is not appropriate to a normal or "permanent" application and is to be used exclusively for roadworks situations: MAXIMUM WIDTH LIMIT SIGN 7356 Sign 7356 requires that drivers of vehicles exceeding the indicated width should not proceed beyond the sign.
Sign 7308
nately stopping and releasing traffic in opposing directions using the STOP sign as a hand-held "paddle" on which the reverse side indicates the message "SLOW" in black on a yellow background. Sign 7308, when displaying the STOP face, requires that a driver of a vehicle should stop such vehicle at the point indicated by the flagmen, AND, when displaying the SLOW face, requires that a driver of a vehicle should proceed slowly through the restricted work area until advised otherwise by an appropriate road sign.
Sign 7356
7.2.2.2
MANDATORY SIGNS MAXIMUM WIDTH LIMIT sign 7356 should be located 25 to 50 meters in advance of the limited-width structure, preferably on both the right and left sides of the approach roadway. The width indicated within the sign should be at least 200 millimeters less than the minimum width measured at the structure. The width should be expressed on the sign to the next lowest one-decimal place of a meter. 7.2.2.4 PARKING CONTROL SIGNS
All signs in this group may be used at roadworks sites, although TURN RIGHT (or LEFT) AHEAD ONLY sign 7324 (or 7325) and PASS EITHER SIDE sign 7326 are unlikely to be used. When used at roadworks the signs in this group should have a black on yellow color code so that the arrow and border are black on a yellow background. It should be noted that the black border is set in from the outer edge of the sign to leave a thin outer yellow border. 7.2.2.3 PROHIBITORY SIGNS
All signs in this group may be used at roadworks sites. The signs retain their red border, and slash where appropriate, and black symbols, but the background color should be yellow. The use of the roadworks version of NO OVERTAKING sign 7349 will be particularly relevant on two-lane, two-way roads during the period when a new section of road has been surfaced but pavement markings are not yet in place.
Temporary prohibitory NO STOPPING signs 7371 to 7376 and NO PARKING signs 7377 to 7382 in their various forms may be used at roadworks or building construction sites in their temporary form using a yellow background. When such roadworks signs are used any conflicting permanent prohibitory or permissive parking sign which is in position on the section of road should be covered or temporarily removed. The use of temporary roadworks permissive parking signs is unlikely to be warranted. It is more practical, when necessary, to modify the scope and extent of existing permissive parking signs and to simply reposition these or to provide new signs.
7.2.2.5
FREEWAY CONTROL SIGNS
7.2.3 WARNING SIGNS

All types of warning signs are particularly appropriate in a roadworks environment, from the most minor maintenance operation to the construction of a new road or the rehabilitation of a freeway. The majority of signs covered in Chapter 4 may be used in a temporary capacity with a yellow background. The most common of these are illustrated in Figures 7-3 and 7-4. The meaning of the various roadworks signs remains as stated in Chapter 4 although their positional application may vary from that for normal warning signs. A number of signs which are appropriate to use at roadworks only, and therefore to manufacture in the black on yellow color code only, are covered in detail in the following sections. 7.2.3.1 ADVANCE WARNING SIGNS
END OF FREEWAY sign 7399 may be used, if required, in a black on yellow form when roadworks on a freeway are such that the freeway can no longer operate to the accepted standards of a freeway.
Sign 7399
BEGINNING OF FREEWAY sign 398 should not be used in a temporary roadworks form. When a freeway has temporarily been downgraded during roadworks, a normal BEGINNING OF FREEWAY sign 398 should be located beyond the end of the work area to indicate a return to normal freeway operation.
Virtually all advance warning signs may be used in a roadworks form. The most likely ones are illustrated in Figure 7-3. The following advance warning signs are, however, unique to roadworks and not appropriate to a normal or "permanent" application. ROADWORKS SIGN 7441 Sign 7441 warns drivers of vehicles that there are roadworks ahead and that they should prepare to
Sign 7441
7-12
reduce speed and/or proceed with caution through the work area and its approaches. ROADWORKS sign 7441 is the universal warning sign for all levels of roadworks. It should be carried by every municipal, service agency, or contractor's gang. Sign 7441 may also be displayed within a high-visibility background as the first advance warning sign in a sequence of roadworks signs preceding a major work site or detour around such a site (i.e., at the start of an advance warning area). In all situations except the most minor work site, sign 7441 should be used in conjunction with a SUPPLEMENTARY PLATE sign 7589 mounted below the sign displaying the distance to the site.
On the basis that it is commonly used as the first sign, or pair of signs, in a sequence of roadworks signs, sign 7441 should be located at a distance from the start of any change in traffic conditions resulting from roadworks, as indicated in Table 7-1. A clear sight distance should be maintained to the sign whenever possible. When the approach speed to a roadworks site is over 60 km/h, sign 7441 should be placed on both the right and left side of the carriageway on dualcarriageway roads. At a major roadworks site, ROADWORKS sign 7441 may be used more than once in a sequence of signs within an advance warning area and it may be used locally to specifically warn of the presence of workers close to the roadway within
Table 7-1 Location of Roadworks Sign 7441 Approach Speed Required Speed Distance Of (First) Typical Roadworks (85th percentile) Reduction Sign 7441 From Start (1) Condition (km/h) (km/h) (meters) 1000 minimum 20 100 or more 2000 minimum 40 or more 1000 preferred 1. Lane drop/deviation/major 80 20 or more 600 minimum works 600 preferred 60 20(2) 300 minimum 600-300 100 (3) 2. Maintenance work off roadway 200-100 60 (3) 600-300 100 20 3. Maintenance work on shoulder 300-200 60 (3) 800 20 100 4. Mobile maintenance (with 1000 40 adjustment if work requires a 600 20 similar treatment to item 1) (4) 60 600 40 600 minimum 5. Temporary traffic signal or 100 100 200-150 STOP-SLOW control 60 60 100 preferred 6. Community environment, local 60-30 minimum road narrowing, or service 40-60 20 work 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 sign 7441 also be used at the end of a construction site when traffic is returned to normal conditions, as a courtesy to drivers, with a SUPPLEMENTARY PLATE sign 7589 mounted below the sign displaying the message "END" in Arabic and in English. Sign 7441 should be pole mounted for all installations covered by Table 7-1 or similar situations, with the exception of very short term or mobile work when the sign may be mounted on a movable stand. FLAGMAN AHEAD SIGN 7442 Sign 7442 warns road users that there is a flagman ahead and they should take note of his signals and be prepared to reduce speed or stop if required to do so. 7.2.3.2
Sign 7443
HAZARD MARKER SIGNS
In a similar way to the normal applications of hazard marker signs, temporary versions of the signs should be used extensively in roadworks areas to warn road users of the specific position of hazardous obstructions. The signs are illustrated in Figure 7-3. HAZARD PLATE signs 7451 and 7452 and SINGLE CHEVRON signs 7454 and 7455 may both be used in addition to, or in place of, traffic cones to delineate curves and tapers within a roadworks zone. For such an application the signs and their support materials should be manufactured from plastic or similar deformable materials which are suitable for the application of retroreflective materials (see Section 7.3.5).
Sign 7442
7.2.3.3
DIAGRAMMATIC WARNING SIGNS
FLAGMAN AHEAD sign 7442 may be used in very short-term situations (e.g., at an accident site within a roadworks zone) or in more permanent conditions where the hazard is particularly severe or for traffic control purposes (see Section 7.4). A SUPPLEMENTARY PLATE sign 7589 indicating the distance to the flagman should be mounted below the sign. The sign should be located on the right side of the roadway at a distance from the flagman as indicated in Table 4-1 and with a clear sight distance. Sign 7443 may be used in place of sign 7442 when appropriate.
This class of warning sign has great potential to assist drivers to negotiate roadworks sites safely. In general they are recommended for use in advance of the start of a transition area in conjunction with appropriate SUPPLEMENTARY PLATE sign 7589. It is also recommended practice to locate signs on both sides of a roadway and, in addition, to repeat this treatment approximately 200 meters closer to the transition area. In this way drivers are given a pictorial representation of the approaching change in circumstances up to four times before they actually reach the point of change.
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Typical of the conditions which occur at roadworks sites and which may be depicted on temporary diagrammatic warning signs are: Lane drops or closures (only ONE lane drop per transition area or per sign). Diversions through a median island or onto a service road or separately constructed detour road. Pavement narrowing. An indication of additional lanes ahead in order to reduce the risk of impatient drivers overtaking too soon in an unsafe manner. Additional lanes where these may not be expected and may result in increased traffic friction. Lane use control by goods vehicles within roadworks. Lane merging conditions.
REDUCED WIDTH OF ROADWAY SIGNS 7474 TO 7478 Signs 7474 to 7478 warn drivers of vehicles that the roadway they are traveling on is reduced in width over a considerable distance and is bordered by a barrier or excavation.
Signs appropriate to many of these conditions are described in Chapter 4. The following signs are additional examples which are appropriate to use at roadworks. MEDIAN DETOUR SIGNS 7467 TO 7470 Signs 7467 to 7470 warn drivers of vehicles that the roadway they are traveling on will detour through a median or barrier, executing a reverse curve in the process.
Sign 7474
Sign 7475
REDUCED WIDTH OF ROADWAY signs 7474 to 7478 may be warranted and used under similar conditions to those stated for signs 465 and 466 in Chapter 4. A SUPPLEMENTARY PLATE sign 7589 indicating the distance over which the hazard exists may be mounted below the sign. A representative selection of temporary diagrammatic warning signs is illustrated in Figure 7-4. When a new concept is considered for a sign face design, care must be exercised to adhere to the design criteria given in Chapter 4 and in Volume 2. Alternative diagrammatic warning sign face designs must be approved by the Department prior to implementation. Throughout the text of this section references have been made to the use of SUPPLEMENTARY PLATE sign 7589. These signs are purely information signs without a specific regulatory, warning or guidance function. They should, therefore, not be used on their own. Their function is to clarify the point to which a regulatory or warning sign applies (distance "to" or distance "for") or the degree of severity of the hazard (advisory speed) or to give other general information (end).
Sign 7469
Sign 7470
MEDIAN DETOUR signs 7467 to 7470 may be warranted and used under similar conditions to those stated for signs 465 and 466 in Chapter 4. A SUPPLEMENTARY PLATE sign 7589 indicating the distance to the median detour may be mounted below the sign.
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Because regulatory sign messages normally apply from the point at which the sign is placed, the use of SUPPLEMENTARY PLATE sign 7589 with regulatory signs is relatively infrequent. It is also a basic principle governing the use of regulatory signs that they should not normally be used to "warn" of a regulation coming into force up ahead. While this principle should also apply to roadworks the likelihood that it may be necessary to apply the principle with discretion is greater as a result of roadworks. When the need to indicate the existence of a regulation ahead arises, and this requires some action by drivers before reaching the point of its application, it is recommended that a custom-designed sign be used rather than a supplementary plate. This should generally be a map or pictorial sign and may include a regulatory sign. In a roadworks environment SUPPLEMENTARY PLATE sign 7589 should be used with the majority of warning signs to enhance the clarity of their message for the following reasons: The visual clutter of roadworks sites makes it otherwise difficult to correlate the sign with the situation ahead of which it is warning. Drivers are commonly subjected to more frequent messages affecting the driving task (not only from road signs) that may affect their ability to judge conditions accurately. When used on successive signs in a sequence of signs to give drivers a sense of rate of progress or a "countdown" into the site.
7.2.4 GUIDE SIGNS

Amended guide signs indicating destination names are only likely to be required at major roadworks or where a diversion or detour is in place as a result of roadworks. In the simplest of cases, where the detour leads without any risk of misdirection back onto the original road, CHEVRON DIRECTION sign 7515 may be used. These signs should display the word "Detour" in Arabic and English. Sign 7515 may be positioned strategically through the detour, pointing to the right or left as appropriate, as the detour changes direction. It will therefore commonly supplement roadworks cones, delineators, or SINGLE CHEVRON signs 7454 and 7455. In such instances, advance signing using appropriate diagrammatic warning signs, without destination names, is likely to be adequate. When a diversion or detour is such that drivers may be confused as to which direction to take in order to reach their intended destination, existing direction signs should be amended or replaced to convey the correct messages. Under such circumstances, when an existing sign still remains correct in part, the alterations should be indicated either: By overlaying the altered destination message with the correct one using a temporary plate with a yellow background and black lettering, or By covering the incorrect message and erecting a separate additional temporary sign indicating the appropriate revised direction in black legend on a yellow background.
SUPPLEMENTARY PLATE sign 7589 is not appropriate with hazard-marker warning signs, only with signs used in advance of a hazard such as advance warning signs or diagrammatic warning signs placed in advance of the conditions to which they apply. It is generally recommended that supplementary plates for use with roadworks signs not be manufactured in one piece with the relevant sign but are manufactured as separate signs and attached to the same support as the sign they are supplementing. This will allow the larger warning signs to be reused many times when they have to be repositioned, simply by changing the supplementary plates.
If the route is altered to the extent that most or all of the directions on the sign are altered in some way, it is recommended that a new sign be used in advance of the junction in accordance with the positioning criteria given in Chapter 5. If there is any doubt about the geometric standard of the detour or if the destinations are substantially rearranged, a new sign should be erected with a yellow background and black letters, arrows, and borders. Otherwise existing direction signs may be retained. However, the mixed use of typical guide signs and roadworks guide signs through-
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out the length of a detour may be confusing or disorienting for drivers. If a detour is to be in place for some time or if a detour is long, typical guide signs should be replaced by roadworks guide signs throughout the length of the detour, regardless of whether the typical guide signs offer accurate guidance and information. In order to reduce costs of such relatively large temporary direction signs to more acceptable limits, the information displayed for temporary direction may be limited to the display of the route number shields only on temporary route marker signs and temporary trailblazer signs (see Figure 7-5).
Many of the channelization devices listed above are used in multiples at regularly spaced intervals. When the construction project is of even a few hours duration the devices are likely to be disturbed from their original alignment due to being struck, due to construction activities, and commonly as a result of the air displacement of passing vehicles. Under such circumstances they will quickly cease to perform their intended collective function of providing alignment guidance. Sections of channelization devices must therefore be regularly patrolled and "repaired" either by repositioning of devices or by replacement if the devices are no longer capable of achieving their individual function. When setting out a medium- to long-term section of channelization it is a recommended practice that the required positions of movable channelization devices be marked on the road surface using small paint marks. This will enable devices to be repositioned or replaced with a minimum effort and with minimum exposure of workers to the hazards of passing traffic. This same spot marking technique may be used for maintenance operations, which will go on for several days, but which are put in place every morning and removed every evening.
7.3
CHANNELIZATION DEVICES
7.3.1 GENERAL
Channelization devices are elements of the total system of traffic control devices used at roadworks sites to provide the safest possible environment for road users and workers. The function of channelization devices is to alert road users to alterations in the roadway alignment or width resulting from construction activities. Their use is particularly relevant when such changes in alignment create hazardous or potentially hazardous circumstances for road users. Channelization devices should be used within transition areas, stabilization areas, work zones and termination areas (see Figure 7-1). They should be placed so as to provide a smooth and gradual change of alignment or width of roadway. They may also be used in small numbers on a very localized basis at small maintenance work sites. The range of channelization devices available includes, but is not limited to, pavement markings, cones, drums, barriers, barricades, delineators, and other individual illumination devices. All vertically positioned channelization devices should be constructed so that in the event that they are impacted by a vehicle the damage to the vehicle is limited and the risk of injury to workers is minimized.
7.3.2 PAVEMENT MARKINGS

Pavement markings comprise two specific types of channelization device, namely: Flush markings normally applied in the form of paint or thermoplastic materials, or Raised markings.
There are two main factors related to pavement marking that are relevant to their use within roadworks sites: The need to maintain, modify, or remove existing pavement markings during the roadworks period, and The need for additional temporary pavement markings as part of the channelization treatment required to control the use of a roadworks site.
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The effect of both of these factors is very much dependent on the duration of the work to be undertaken. Due to the relative difficulty of removing and applying pavement markings, particularly when traffic still occupies the section of road, short-term modification may be costly to achieve. This factor must be born in mind at the time that roadworks traffic control plans are being prepared so that the need to remove and apply temporary pavement markings is minimized. 7.3.2.1 PAINTED MARKINGS
resources, in terms of manpower and/or equipment, are not available to achieve a safe and effective result. Irrespective of the duration of the work, such inspections should take particular note of pavement markings which might inadvertently lead drivers away from the intended path. If a barrier or barricade is placed across any lane line or centerline marking in such a way that any lane leads straight into the barrier, steps must be taken immediately to remove this visual hazard. For short-term situations the relevant sections of road marking should be obliterated by using black, textured, pressure-sensitive tape. This tape can be applied simply and quickly and can normally be removed with little difficulty. This action should be taken under appropriate circumstances even for work which will only last for four to eight hours. When a lane is temporarily closed to traffic the same technique should be adapted so that the lane line markings are hidden over the full length of the tapering section. The only acceptable alternative action is to use flagmen to warn and control approaching traffic, but if work is not completed by nightfall, attention must be paid to this hazardous aspect of the existing markings. There is otherwise likely to be little need for temporary painted markings at short-term work sites of up to 72 hours duration. In such circumstances adequate delineation can be achieved using other channelizing devices to indicate modified vehicle paths. Subject to the ease with which paint marking equipment may be used within a detour, longer tasks lasting up to two weeks may be marked, when necessary, using similar white pressuresensitive marking tapes. (Where two-way traffic is in operation, yellow pressure-sensitive marking tapes should be used.) For tasks of this duration it will not normally be necessary to mark or remark edge lines. For planned work that is expected to last more than two weeks, painted markings on the various temporary alignments should be applied using conventional equipment. Any redundant painted markings must also be removed at this time, preferably by using high-pressure water blasting. This treatment leaves a minimum of pavement
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In terms of color, shape, and dimensions there are no differences between permanent and temporary pavement markings. The enhanced line-to-gap ratio of broken line markings may be used to improve the visual effect of temporary pavement markings, particularly when these are used with reduced geometric standards(see Chapter 6 for details). Painted pavement markings have the limitation that they may be obliterated or rendered ineffective very easily due to: Heavy traffic volumes. Resurfacing operations on an adjacent section 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 reactive (e.g., a localized and urgent need to repair a service or some similar circumstance). In contrast, medium- to long-term work should involve some degree of planning for pavement marking. When construction or maintenance work lasting more than one work shift necessitates modified vehicle paths through the work site, day and night drive-through checks should be made by the work supervisor or site safety officer to evaluate the safety and effectiveness of the revised or temporary pavement markings. This drivethrough inspection should occur, if at all possible, before any new section of a detour or a modified roadway is opened to traffic. Revisions to roadway alignment involving traffic shifts within roadworks should not be undertaken if site
scars and completely removes old markings. Blacking out existing markings or using harsher removal techniques is not recommended as these methods leave residual lines that, under adverse light conditions, can appear as clearly as a painted marking, resulting in significant confusion for drivers. If removal methods such as sand-blasting are used, care should be taken to avoid leaving these residual or phantom lines. The planning of medium- to long-term work, which will require regular and significant alterations to pavement markings, must take specific account of the need to mark, remove, and remark lines on a regular basis over a common section of roadway. Minimizing this aspect of the work should be an integral part of the preparation of the roadworks traffic control plans. The following factors should be given consideration: The use of short-life paint, which will not require much removal effort (e.g., a waterbased paint). The use of pressure-sensitive tapes. The use of removable raised pavement markers (see Section 7.3.2.2).
color and spacing as are given for permanent applications in Chapter 6. Permanent and temporary raised pavement markers may be used to provide an audible warning to drivers that they are straying off the intended vehicle path. This application may often be warranted at roadworks due to the common use of reduced geometric standards. In such circumstances raised pavement marker spacing should be reduced over short localized distances if appropriate. Permanent and temporary raised pavement markers may also be used to increase the visibility of longitudinal pavement markings and thereby their alignment and the visibility of gore areas when roadways split. Temporary raised pavement markings may be used to completely replace longitudinal paint markings when the latter will be subject to considerable wear and it will be difficult to regularly maintain them. Raised pavement markers used in this manner can also be very effective in keeping vehicles in their own lanes (raised pavement markers should therefore not be used over sections of detour where merging or weaving movements are required). When used in this manner raised pavement markers should be spaced at approximately one meter centers so that four raised pavement markers will replace a three meter paint marking. Temporary raised pavement markers should be applied to the road surface using an approved non-hardening adhesive mastic to permit their removal for realignment and/or re-use as necessary. The approved adhesive must not only permit such removal but must also resist movement under vehicle impact.
The above factors are also relevant when paint markings are temporarily required on intermediate surfacing levels during phases of construction. When a road construction project is complete and ready for opening to traffic, all road markings must be in place in accordance with the roadmarking design and the provisions of Chapter 6 before the road is opened. 7.3.2.2 RAISED PAVEMENT MARKERS
Raised pavement markers used for temporary applications have the same functions as permanent markers, namely: To supplement other markings. As vehicle positioning guides. As a substitute for other markings.
7.3.3 CONES
Traffic cones are a very visible type of traffic control device used for channelization purposes. They have the capability to be deployed quickly in emergency situations, a worker can carry several at a time with ease and they can be stored in a compact manner. When used at close spacings they can effectively delineate any type of temporary alignment within a roadworks site.
Raised pavement markers may be used as a form of temporary marking to supplement painted markings subject to the same rules regarding
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7.3.3.1
TRAFFIC CONE DEVICE 7459
Traffic device 7459 is a nondirectional device which, by virtue of the number used at closely spaced centers, warns road users of a short-term realignment of a lane or roadway.
The color of all cones should be fluorescent red or red-orange. The base should be sufficiently heavy to ballast the cone to withstand air buffeting from vehicles passing at 60 km/h (the base may be designed to accept additional ballast such as sandbags provided this is designed in such a way that it does not create any additional hazard). Any cone used during the hours of twilight, darkness and/or dawn should be fitted with a yellow sleeve of retroreflective material so that this sleeve occupies approximately the middle third of the height of the cone. This sleeve should have a smooth sealed outer surface and should have the same effective color by day and by night. CONE APPLICATIONS
7.3.3.3
Device 7459
TRAFFIC CONES control device 7459 should be the primary channelization device used to define roadway alignment in the form of: Tapers, including lane drops. Sharp curves. Reverse curves, including median crossovers. Reduced roadway width adjacent to the work site. Traffic islands, including traffic circles. Localized hazard marking particularly at minor work sites.
7.3.3.2
CONE DESIGN PARAMETERS
TRAFFIC CONES device 7459 should conform to the following design requirements: They should be conical in shape and manufactured from a material capable of withstanding many impacts without sustaining damage and without risk of damage to vehicles or injury to workers. They should have a hollow construction and be capable of being stacked one inside the other to fit into compact spaces. The minimum height for use at minor works and emergency or accident sites should be 450 millimeters. The minimum height for use on arterial roads and freeways should be 750 millimeters and 1000 millimeters respectively. The nominal diameter of the cones at their base should be: - 250 millimeters for a height of 450 millimeters. - 400 millimeters for a height of 750 millimeters. - 500 millimeters for a height of 1000 millimeters.
The traffic cones may be placed on one side or both sides of a roadway. Table 7-2 gives the recommended spacing between cones for various applications. Cone spacing may be reduced if necessary to improve visual effectiveness of temporary roadway alignments. Cone spacing should be set at 6 meters when the work area is 200 meters or less in length. Cone spacings in excess of 50 meters will permit drivers to easily enter a work area and are not recommended. Spacings set in the upper range may be reduced around curves with a radius in the range of 300 meters to 600 meters. When cones are also intended to provide a visual restriction or channelization of pedestrian movement, 1000-millimeter-high cones should be used
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Table 7-2 Recommended Cone Spacings Temporary Condition Transition Area Taper 1 in 10 or less 1 in 20 1 in 30 1 in 40 or more Transition Area Crossover curve radius under 60 meters curve radius over 60 meters Stabilization or Work Area (assumed to be straight) Long Straight Work Areas (including maintenance work areas) Localized Minor Work Area Center-to-Center Cone Spacing (meters) 2 4 6 8 1 2-4 6-20 20-50 1-2
and placed at two-meter maximum spacing. Such cones should be physically interconnected by either a purpose-made, rigid barricade panel or by nylon rope with yellow and red strips of plastic warning tape "tiger tape" securely fixed at third points between. Precautions must be taken to ensure that cones remain in their intended position both from a safety and from a site efficiency and effectiveness point of view. For long-term installations bases may be fixed to the road surface with an approved nonhardening removable adhesive. When a more adjustable installation is required, the base of the cone must be ballasted sufficiently to resist the buffeting caused by passing vehicles. The target value of cones used in a localized manner at roadworks sites may be increased by inserting a red flag in the top of one or more cones. Similarly lighting devices may be located on top of selected cones to enhance their conspicuousness both by day and night. Traffic cones used for channelization purposes may be supplemented by more directional channelizing devices such as delineators (see Section 7.3.5).
way or from entering an area closed for roadworks or other special operations. Barricades are temporary portable devices used to demarcate areas that are not open to traffic in the form of vehicles or pedestrians. Such areas commonly include the stabilization area (or buffer zone) in advance of a work area or localized minor excavations. 7.3.4.1 BARRICADE DEVICE 7460
Traffic device 7460 is a nondirectional barricade which warns road users, both pedestrians and drivers, of a hazard in their path beyond which they should not proceed. The device may be used to demarcate work areas, including footpaths and minor excavations to improve the conspicuousness of such areas during construction, maintenance, or repair and when it is not necessary to specifically indicate a direction of movement.
Device 7460
7.3.4.2
BARRIER AND BARRICADE DESIGN PARAMETERS
7.3.4 BARRIERS AND BARRICADES

Barriers are permanent or temporary devices placed on or adjacent to the roadway at hazardous locations that are capable of physically preventing vehicles from leaving the traveled The most commonly used types of barrier are the steel W-section guardrail and the concrete barrier. Both types may be used for temporary installation during roadworks when safety requirements match those specified for their normal permanent application. The design parameters for
temporary installations of these barriers should conform to those applicable to a permanent installation. Concrete barriers may, however, be used in a "portable" form in the sense that they are placed on the road surface in a temporary position and may be moved about, using the appropriate equipment. When manufactured for use in this manner, temporary concrete barriers should be provided with some form of proven connecting device. This may be as simple as providing recesses near the top and bottom of each end of a section of barrier to permit the use of coupling plates which will allow the barrier to be bolted together. Heavy vehicular impact with such connected portable concrete barriers may result in limited movement of one or more barriers. If zero deflection under impact is required, the portable barriers must be pinned to the road surface on which they are placed, in addition to being connected together longitudinally. Barricades may be directional or nondirectional. Directional barricades should comprise a combination of temporary MULTIPLE CHEVRON signs 7456 and 7457 and KEEP RIGHT (or LEFT) sign 7327 (or 7328). The MULTIPLE
CHEVRON signs 7456 and 7457 should comprise a minimum of three chevrons for unidirectional barricades and six chevrons (three right plus three left) for bidirectional barricades. Optionally, one or more KEEP RIGHT (or LEFT) signs 7327 (or 7328) may be mounted on top of a unidirectional barricade for additional directional visual impact. The height of the MULTIPLE CHEVRON sign should be 400 millimeters for approach speeds of 60 km/h or less and 600 millimeters for higher approach speeds. The barricade should be mounted so that the lower edge is at least 1200 millimeters above ground level in order to be clearly seen above any other channelization devices such as traffic cones. BARRICADE control device 7460 should be 200-millimeters, 300-millimeters, or 400-millimeters high and five modules long, giving lengths of 1000 millimeters, 1500 millimeters or 2000 millimeters. The various types of barricades are illustrated in Figure 7-6 and Figure 7-7.
SIGN 7327
SIGN 7328
SIGN 7327
SIGN 7457
SIGN 7456
Detail 7-6-1: Minimum Barricade, Left (directional)
Detail 7-6-2: Enhanced Barricade, Right (directional)
Mandatory Signs 7321 to 7328 SHALL NOT be used with SIGN 7458
SIGN 7458
Detail 7-6-3: T-Junction (Road Closed Ahead) Barricade (directional)

Figure 7-6 Examples of Directional Barricade Devices
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1 meter minimum 2 meters maximum 200 mm to 300 mm
45
15 0 15 0
1.0 meter minimum
mm
mm
Type of support varies
2 meters minimum 200 mm to 300 mm
2.0 meter minimum
500 mm
45
mm 15 0 15 0 mm
Figure 7-7 Examples of Nondirectional Barricade Devices
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7.3.4.3
BARRIER AND BARRICADE APPLICATIONS
The primary temporary application of barriers as described above is to prevent vehicles leaving the traveled way or from entering the work area. Their use should be determined by engineering analysis but is likely to be particularly relevant under the following circumstances and when high volumes of traffic are present: When a roadway is diverted from its normal path through a small radius curve (barriers may be required on one or both sides of the roadway). To replace a wide median when this has to be eliminated to reduce road cross-section width as part of the roadworks. To separate opposing streams of traffic on a specially constructed detour roadway. To protect vulnerable roadside features against the risk of vehicle impact.
more and should taper from the edge of the traveled way at a rate of 1 in 6 or preferably 1 in 10. If such a treatment is not possible the end of the barrier must be offset as much as possible and be tapered over at least three sections of barrier (6 meters) to a height of not more than 200 millimeters. The offset end must then be protected by some informal form of crash cushion such as sandbags or tires. Barricades should be provided behind all tapers formed by cones or delineators at major roadworks sites when the approach speed of traffic is 60 km/h or more. For any taper of 100 meters or more in length, two barricades should be provided at approximately one-quarter and three-quarters of the distance along the taper (see Section 8.4). Barriers may be used in a similar way at any other part of a deviation or detour when a shift in traffic alignment is required and space is available to accommodate the signs. The use of barriers at minor works is not generally warranted unless same specific circumstance such as poor sight distance or competition from advertising lighting is making visibility of the work area difficult for drivers. However, it may be necessary to protect a localized excavation from encroachment by vehicles or pedestrians. In this case the use of nondirectional BARRICADE device 7460 may be appropriate.
In the majority of the above situations, a temporary barrier will also act as a channelization device. In order that it can satisfy this function it should be light in color or conspicuously marked. A barrier may be used in conjunction with other channelization devices such as traffic cones or delineators. When used at a sharp change of direction it is recommended that the alignment of the barrier be made clear by means of SINGLE or MULTIPLE DELINEATOR signs 7454 to 7457 mounted on or above the barrier at recommended intervals (see Section 7.3.5). Warning lights may be used (see Section 7.3.7). The W-section guardrail (or other similar steel guardrails) does not lend itself to frequent repositioning and should therefore only be considered for medium- to long-term installation (six weeks or more). The introduction of short sections of temporary barrier should be avoided if possible. The risk of vehicular impact on the end of an introduced barrier should be mitigated by whatever means possible. Temporary guardrail must be provided with the same standard of end treatment as is specified for permanent installations. Approach ends of portable concrete barriers should be offset from the path of approaching traffic by 6 meters or
7.3.5 DELINEATORS
Delineators are channelization devices which may be used to delineate a temporary roadway alignment. It is their function to impart a strong directional message, either to the right or to the left. 7.3.5.1 DELINEATOR SIGNS 7454 AND 7455
Signs 7454 and 7455 are temporary versions of hazard marker signs called DELINEATORS which, due to their ability to impart a directional message, warn road users of a hazard in their path on a medium- to long-term realignment of a lane or roadway and indicate the direction of movement necessary to avoid the delineated hazard.
riers, as close to the top as possible, or they should be securely mounted on top of the barriers. Signs 7454 and 7455 should not be used individually as hazard markers. The temporary version of HAZARD MARKER signs 7451 or 7452 should rather be used for this purpose.
Sign 7454
Sign 7455
7.3.5.2
DELINEATOR DESIGN PARAMETERS
7.3.6 OBJECT MARKERS

Object markers may prove useful in a roadworks traffic control situation. As the use of object markers in a roadworks situation is the same as in a typical application, instructions and guidance for their use is the same as covered in Section 6.7.
Temporary DELINEATORS signs 7454 and 7455 should conform to the dimensions given for signs 454 and 455. The minimum size of a DELINEATOR sign is 400 millimeters by 400 millimeters. Larger sizes may be used provided sufficient space is available to accommodate the sign. 7.3.5.3 DELINEATOR APPLICATIONS
7.3.7 DRUM DEVICE 7461

Drums are cylindrical containers used for channelization or delineation. Drums should have a minimum height of at least 800 mm and a minimum diameter of at least 500 mm. The markings on each drum should consist of at least two horizontal reflecting yellow and two red bands that completely encircle the drum. Each such band should be between 100 mm and 200 mm in width and if there are nonreflectorized bands between the horizontal red and yellow stripes, they should be a maximum of 50 mm wide. Only plastic
Warning light (optional)
Delineators should be used to demarcate a change in alignment in exactly the same way as SINGLE CHEVRON RIGHT (or LEFT) signs 454 (or 455) as described in Section 4.3.2. They may be used on their own or to supplement other channelization devices such as traffic cones or barriers that do not give a directional message. The signs should normally be located on the outside of a sharp curve although they may be used on both sides of a curve particularly when a reverse curve is being signed. When used with traffic cones, delineators should be mounted on separate supports (i.e., not attached to the cones) and at such a height that they are clearly visible above the top of the cones. They should be spaced according to Table 4-3 although in cases of very sharp temporary alignment it may be beneficial to reduce these spacings. Care should be taken to ensure that all delineators are mounted at a common height above the road surface so that when seen by drivers as a series of signs they indicate changes in vertical elevation as well as horizontal alignment. Delineator signs 7454 and 7455 may also be used above and behind sections of temporary guardrail used on curving alignments. They should be used with portable concrete barriers when these are placed around curves. In this case the signs should be attached to the vertical face of the bar-
Minimum total height: 800 mm
100-200 mm
100-200 mm
100-200 mm
100-200 mm
May be nonreflective
Device 7461
7-25
drums should be used. The red and yellow bands should be reflectorized with a material that has a smooth, sealed outer surface, which will have approximately the same color both day and night. Drums should not be weighed with rocks, concrete, asphalt, sand, or any other substance to the extent that they become hazardous to motorists if struck. Generally, no more than 250 mm of sand or similar material in the bottom of a drum will be sufficient to prevent it from being moved by the wind and passing vehicles. Each drum should have drain holes in its bottom to release accumulated water. Where drums are placed in the roadway, advance warning signs should also be used. During the hours of darkness, warning or delineation lights may be placed on drums in the manner described in Section 7.3.6.1. Arrow signs may be mounted on the top of drums where necessary.
These lights are intended for use on maintenance and construction work with warnings signs, barricades, drums, reflecting panels, or other devices. Three types of light are available, namely: Low-intensity flashing warning light (ITE Type A). High-intensity flashing warning light (ITE Type B). Steady-burn light (ITE Type C).
(NOTE: The Institute of Transportation Engineers [ITE] purchase specification for flashing and steady-burn warning lights is to be used with respect to color, size of lens, flash-rate, and minimum "on-time" when calling for the supply of warning lights). Warning and delineation lights should be attached by vandal-resistant fasteners to warning and channelization devices. When the lights are placed on barricades, they should be mounted with the bottom of the lens approximately 1 meter above the ground. Flashing and steady-burn yellow warning lights should have a minimum mounting height to the bottom of the lens of 1000 millimeters above the road surface. Type A lights must also be capable of sustaining 24-hour operation with a low rate of failure and should be visible on a clear night from a distance of 900 meters. Type B lights should be visible on a sunny day, without the sun being directly on or behind the light, from a distance of 300 meters. The higher-intensity light may need to be fitted with a dimming device for use during night-time. 7.3.8.2 WARNING ARROW PANELS SIGN 7462
7.3.8 ILLUMINATED DEVICES

Despite the highest levels of attention to the safety aspects of road construction and maintenance activities circumstances do occur which drivers cannot be expected to anticipate and therefore detect a hazard. This is particularly the case at night when drivers' vision and field of view is sharply reduced. Under these conditions it is often desirable to supplement retroreflective signs and channelization devices with illuminated devices. These can take a number of forms, the most appropriate of which are: Flashing yellow warning lights. Steady-burn yellow warning lights. Yellow warning arrow panels. WARNING AND DELINEATION LIGHTS
7.3.8.1
Yellow warning lights should consist of a portable, enclosed, lens-directed, battery-operated light which should be capable of being illuminated to flash or operate in a steady-burn mode.
Yellow warning arrow panels should conform to the general requirements given in Table 7-3. The minimum legibility requirements given in the table are based on the concept of conforming to decision sight distance requirements and requires driver comprehension on a sunny day or a clear night.
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Sign 7462 (typical)
Type 1 2 3
Minimum Size 600 mm x 1200 mm 750 mm x 1500 mm 1200 mm x 2400 mm
Table 7-3 Warning Arrow Panels Minimum Number Minimum Lamp of Panel Lamps Candlepower 12 1000 13 7000 15 8800
Minimum Legibility Distance 800 m 1200 m 1600 m
The arrow panels should be rectangular, solidly constructed, and finished in a semi-matt black material. The panels may be mounted on fixed supports or on a trailer or vehicle. The minimum height to the underside of the sign from the road surface should be 2.2 meters although it is recommended that vehicle-mounted panels be positioned as high as is practical. Warning arrow panels should also conform to the following requirements: They should be capable of being dimmed to 50 percent of their rated lamp voltage. The lamp flash rate should be between 25 and 40 flashes per minute. The minimum lamp "on-time" should be 50 percent for arrows. The lamp (or lenses) should be recessed or provided with a screening hood to prevent "phantom" effects caused by sunlight striking the lamps (or lenses).
Warning arrow panels should be capable of variable operation so that any of the following modes may 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 nondirectional pattern.
Recent advancements in display technologies have paved the way for light emitting diode (LED) panels to be widely used in traffic-related display signs. LEDs are diodes that have been specially designed to emit light rather than heat during their operations. The long duration life provided by LED-based technology as well as its inherent low power consumption requirements considerably reduce the operating and maintenance costs of the LED-based panel and dramatically improves the visual display technology. The LED panel is typically provided with an electronic photo sensor device to reduce the light output intensity automatically at night.
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7.3.8.3
ILLUMINATED DEVICE APPLICATIONS
maintenance vehicles, is likely to be limited although they may be beneficial at longer-term fixed local maintenance sites. Warning arrow panels should also be used to supplement other traffic control devices used for channelization purposes. While warning arrow panels cannot be expected to solve difficult traffic problems by themselves, they may be effective in reinforcing the intention of the other devices. Their use is particularly appropriate in the following circumstances: To provide long-range warning of a temporary change in direction of a road, particularly at the end of a long, straight approach. To similarly give long-range warning to drivers of a lane closure in support of standard diagrammatic warning signs. To provide a high-visibility sign for slowmoving maintenance operations when the warning arrow panels should be mounted on a separate vehicle that is running at the rear of the moving train of maintenance vehicles. The vehicle carrying the arrow should also be equipped with other appropriate signs and with vehicle flashing lights.
Steady-burn warning lights (ITE Type C) are appropriate for supplementing other forms of channelization device, if, after a drive-through inspection of the site it is considered that the retroreflective devices used need further enhancement either by night or by day. Steadyburn warning lights may, for instance, be used in conjunction with traffic cones to delineate the traveled way through detour tapers or curves. The recommended rate of use is one light to every second cone (or at spacings equal to double the appropriate cone spacings if used with a continuous barrier; see Table 7-2). Low-intensity flashing warning lights (ITE Type A) may be used to continually warn drivers of the commencement of a hazardous or potentially hazardous area when they must exercise particular care. They may be used in conjunction with advance warning signs, barriers, or cones located on the approach to a roadworks site. They should not be used for delineation purposes because a series of flashing lights may in fact make the intended vehicle path less obvious. Long lines of uncoordinated but closely spaced flashing lights may also create random fluctuating light patterns which could be distracting to drivers. High-intensity flashing warning lights (ITE Type B) may be used in similar circumstances to lowintensity lights to identify the most serious of hazards. Their use is particularly appropriate when a hazard is sufficiently severe that it needs to be identified to drivers in daylight. In certain circumstances, yellow rotating beacons may be used as an alternate form of ITE Type A or Type B flashing warning lights. The light from a rotating beacon is not directed, but is transmitted in all directions. As such. use of rotating beacons should be limited to vehicle-mounted applications (since changing vehicle positions relative to traffic may make a unidirectional flashing light ineffective) or at fixed locations where misdirected light is screened such that uninvolved motorists are not distracted. The application of warning lights during shortterm maintenance activities, other than on the
The most likely benefit to be achieved by using a long-range device such as the warning arrow panel is that drivers will tend to change lanes in the required direction (indicated by arrow) earlier than they might otherwise do so, resulting in improved merging of the parallel traffic streams. If this is a requirement of the site under consideration, use of a warning arrow panel is warranted. The panel should be positioned in a safe position, preferably behind other delineation devices, at the start of the taper or other change in direction. Warning arrow panels can be particularly effective on high-volume, high-speed roads when traffic tends to obscure many of the other channelization devices. Type 1 arrows are appropriate to low-speed urban streets whereas Type 2 is appropriate for intermediate speeds and for moving maintenance operations on high-speed roads. Type 3 arrow panels should be specified for high-volume, high-speed traffic flows through construction sites (see Table 7-3).
7.3.9 FLOODLIGHTING
From time-to-time, the work area of a roadworks zone will be floodlighted to permit construction work to occur during hours of darkness. Such may be particularly the case with maintenance activities executed at nighttime to take advantage of low traffic volumes. Care must be taken to ensure that the placement of floodlights do not result in light shining directly toward approaching traffic, creating glare in the eyes of drivers. If floodlighting is used within a roadworks zone the site safety officer should check the adequacy of its placement. This is best done by driving the roadworks zone in each direction of travel to observe any floodlighting glare problems. Roadways in a roadworks zone should be illuminated for all high-speed or high-volume roadways or in areas with difficult geometry. Generally, the illumination of a roadworks area should conform to the same lighting criteria applicable for the permanent roadway it is located on. The requirements of the Department for the permanent roadway should equally apply to the roadworks zone.
controls and the reasons for their use. It is also essential that the workers involved in the traffic control are well trained in their tasks.
7.4.1 HAND SIGNALING

Hand signaling devices such as STOP-SLOW paddles, red flags, or warning lights may be used manually to control traffic through restricted work zones. STOP-SLOW sign 7308 should be at least 600 millimeters wide. It should be fitted with a rigid handle and should be made of light-weight rigid or semirigid material. The sign should be retroreflective for use at dusk, night, or dawn. STOPSLOW control may be used to control construction vehicles as they enter the traffic stream within a roadworks site, or it can be used to control one-way movement within a site or alongside maintenance operations such as resealing or chipand-spray activities. The control requires two operators equipped with paddles, one at each end of a section. The actions of the operators should be controlled by means of hand-held two-way radios when the site is lengthy. One of the operators should be nominated to be in charge of the operation. The use of STOP-SLOW paddles on a one-way section of road requires the allowance of a clearance period during which both operators should display a STOP indication. On long sites, operators should communicate with each other regularly and should identify the last vehicle to enter the section if the ends of the section are not inter-visible. Red or fluorescent red flags, a minimum of 600 millimeters square, made of a durable and cleanable material may be used to control traffic in a similar manner by means of standard "STOP" signals. Red flags may also be used by a single flagman in a localized emergency situation to warn traffic of another form of control ahead, or to take particular care and be prepared to stop if necessary. Flagmen are responsible for traffic safety and have a high degree of contact with the motorist. In selecting personnel to operate as flagmen, site safety officers should look for the following qualities:
7.4
OTHER FORMS OF TRAFFIC CONTROL
It is the nature of road construction and maintenance sites that they cannot always work in a free-flow condition of vehicular and pedestrian movement. At some stage localized traffic control may become necessary when a major part of the site width needs to be occupied by workers and equipment. It should be the primary function of any form of traffic control involving the occasional stopping of traffic that it move vehicles and pedestrians as safely and effectively as possible through or around the work area while at the same time protecting workers and equipment. When considering the use of the forms of traffic control mentioned below it is essential that good public relations be pursued through the various news media by publicizing the existence of the
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Good physical condition including sight and hearing. 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 safety of the public and site staff.
driver of the last vehicle in the group following the pilot car should be given a small red flag to hand to the flagger at the other end of the section. The pilot car should be light weight and easy to handle. The name of the contractor or contracting authority should be prominently displayed on the vehicle. The pilot car sign should be visible from the rear of the vehicle. A flashing yellow beacon may be mounted on the top of a pilot car for additional identification. Two or more pilot cars may be needed to guide two-way traffic through a complex or hazardous detour.
Flagmen must wear high-visibility clothing in fluorescent red or yellow. At night they should wear a retroreflective vest or jacket of yellow, white, or in a patterned combination of these colors. Notwithstanding these requirements, care must also be taken to ensure that the clothing of flagmen contrasts with their working environment and other colors may be necessary. Flagmen must be sited sufficiently far in front of a STOP position that drivers have enough time in which to stop when required. They should stand on the shoulder adjacent to the lane being controlled or in the closed lane, well clear of the traveled way, within the protection of barricades if possible. Advance warning FLAGMAN AHEAD sign 7442 (or STOP-SLOW CONTROL AHEAD sign 7443, as appropriate) must be in position before the flagging operation starts. Under no circumstances should a flagman stand in a running traffic lane. Flagmen should not allow other workers to congregate around their station. They should, as part of the their duties, be aware of other workers in their vicinity who may be in danger if a driver fails to obey his signal, and should be able to issue an audible warning to them. At night, flagman stations must be adequately illuminated.
7.4.3 TEMPORARY TRAFFIC SIGNALS

Temporary traffic signal installations may be used in a similar manner to the hand signals described in Subsection 7.4.1 to control alternating one-way traffic at a location within a roadworks site not normally subjected to such control. The equipment used should conform to all standards and specifications normally imposed for the supply and installation of permanent traffic signals except that the switching may be specified to be manually operated or vehicle-actuated via temporary induction loops. The timing equipment should be capable of being calibrated to offer sufficiently long all-red intervals between directional switching to permit traffic to clear the controlled section before the release of an opposing flow. Typical applications of such temporary traffic signals include: One-way through sections of roadway adjacent to the work area (including maintenance operations). At temporary junctions on a detour or deviation with temporary "haul" roads used by construction vehicles and plant.
7.4.2 PILOT CAR

A pilot car can be used to guide a group of vehicles through a work area or detour. It is especially effective when the route is relatively long, hazardous, complicated, or frequently changed. The operation of the pilot car must be coordinated with the flaggers at each end of the section, as in the case of the flag-carrying car. Sufficient room must be provided for the pilot car to turn around at each end of the section. The
Any long one-way section of roadway operated in this way must be carefully checked to ensure that vehicles cannot enter or leave the section anywhere between the end control points.
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Temporary advance warning TRAFFIC SIGNAL AHEAD signs 7430 should be located in advance of each traffic signal. If traffic signals are used to control a haul road, sign 7430 should also be placed on the haul-road approaches. If the signals on any approach are not visible from an adequate stopping-sight distance, the advance warning signs should be equipped with flashing warning lights.
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8
8.1
TYPICAL APPLICATIONS
GENERAL
signs in addition to those shown may be warranted and should be included if necessary for the safety and welfare of the public.
8.2
AT-GRADE JUNCTIONS
The purpose of this chapter is to provide graphical representations of how regulatory signs, warning signs, guide signs, pavement markings and roadworks devices are used in various typical roadway situations. The figures that make up this chapter are largely graphical and illustrative in nature. Specific dimensions for placement of the traffic control devices are generally not shown so as to discourage manual users from designing from Chapter 8 alone. Guidance for the design of various traffic control devices should be obtained as appropriate from other chapters in this Manual and used with discretion relative to the actual circumstances and configuration being confronted by the designer. In each of the figures, color representations of each pavement marking and sign are shown to aid the manual user in visualizing the relationships of the various elements. For each figure in this chapter, a cross-referenced section includes notes with comments, directions, exceptions, or information that is pertinent to the situation depicted by the figure. The configurations and guide signs shown on the following applications are hypothetical and do not necessarily represent actual locations in Abu Dhabi. They are intended solely to represent typical signing for a given configuration of roadway or junction. Signing and pavement marking positionings shown represent preferred locations. To the maximum extent possible, signing locations should be considered in the geometric design of a roadway with provisions made in the roadside design to accommodate these signs. When signing existing configurations the locations indicated should be followed to the maximum extent possible, but some variation may be found unavoidable. In general, the signing shown in the following applications are considered minimum (unless signs are indicated as being optional). While it is desirable to minimize the number of signs used,
This section illustrates typical combined applications of the use of regulatory signs, warning signs, guide signs and pavement markings for atgrade junctions. Where relevant to the situation being illustrated traffic signals are also indicated. There is a great deal of scope for variation in geometric detail with the majority of applications illustrated. This section should not be seen as a guideline for geometric design. Similar but differently detailed geometric layouts should be signed and marked according to the illustrated principles.
8.2.1 ROAD JUNCTIONS IN COMMUNITY AREAS

Figure 8-1 depicts several representative configurations of situations found on local access roads within a community. The sizes of signs and pavement markings are shown in a relative scale and are based on a speed limit of 40 km/h. NOTES: 1. Join adjacent sections of NO PASSING LINE marking 611 when less than 32 meters apart. 2. Break in NO PASSING LINE marking 611 at junctions should be a minimum of 8 meters, centered on intersecting road centerline. 3. Paint all curbs within junctions and on curves with VISIBILITY PAINTING marking 691. The use of VISIBILITY PAINTING marking 691, as illustrated, is intended to help identify junctions under limited or adverse lighting conditions. In general, therefore, the sections of marked curbs illustrated should not be connected unless the unmarked section between is less than 8 meters in length. 4. The use of MULTIPLE CHEVRON signs 456, 457 and 458 is optional. These signs should not be used unless lighting, background, or geometry obscure the presence of a termination or change in direction of the roadway alignment. Ordinarily the change in
8-1
Version 0.0, Interim Edition/DRAFT REVISION A
Figure 8-1 Road Junctions in Community Areas
8-2
roadway direction will be evident as a result of pavement markings otherwise required; curb painting; and/or street lighting. 5. See Chapter 3, Section 3.2.2 for determination of use of STOP sign 301 versus GIVE WAY sign 302. 6. Recommended setbacks for STOP LINE marking 601 and GIVE WAY LINE marking 602 are typically one meter as shown. Greater setbacks may be required to accommodate left turning traffic depending on intersection geometry. The absolute minimum setback should be 500 millimeters.
4.
5.
6.
8.2.2 ARTERIAL MIDBLOCK U-TURN AND LOCAL ROAD TJUNCTION

Figure 8-2 depicts two typical situations on a 6 lane dual carriageway. One situation is a midblock U-turn located away from an intersecting roadway and intended solely for the purpose of making U-turns (Figure 8-3 depicts a similar situation on a four-lane dual carriageway where a midblock U-turn and left turn are combined). The other situation is a local road T-junction with an arterial. The junction depicted in this figure is only provided with radii on the corners. (Figure 8-3 shows a similar configuration, but with short tapers to facilitate turning.) The sizing of signs and pavement markings are shown in a relative scale and are based on a speed limit of 60 km/h on the divided road and 40 km/h on the intersecting road. NOTES:
7.
the turn lane becomes fully developed. If the geometry is such that any sized vehicle may make a U-turn, then sign 351 is omitted and, apart from STOP sign 301, no further signing is required. See Chapter 3, Section 3.2.2 for determination of use of STOP sign 301 versus GIVE WAY sign 302. Paint curbs with VISIBILITY PAINTING marking 691 only in relation to the U-turn lane and its opening in the median, and the immediate vicinity of the side road junction. LANE LINE marking 654 should not be marked within the vehicle swept area at the U-turn. Geometric design should clearly indicate the prohibition of opposing traffic entering the median opening. In situations where geometry does not clearly make that evident appropriate regulatory signs may be utilized to prohibit such entries.
8.2.3 ARTERIAL MIDBLOCK LEFT TURN AT LOCAL ROAD TJUNCTION

Figure 8-3 depicts a situation on a four-lane dual carriageway where left turns through a median opening from a divided road are permitted onto an intersecting local road. The sizes of signs and pavement markings are shown in a relative scale and are based on a speed limit of 60 km/h on the divided road and 40 km/h on the intersecting road. Figure 8-2 shows similar circumstances for a six-lane dual carriageway. NOTES:
1. Advance warning for midblock U-turns should be posted and the distance to the point of U-turn displayed. 2. Appropriate ADVANCE SUPPLEMENTAL sign 514 may be used only when an approved supplemental destination is in the vicinity. See Chapter 5: section 5.1.5. 3. When geometry dictates that long vehicles are not permitted to make a U-turn, a NO GOODS VEHICLES sign 351 with a QUALIFICATION PLATE sign 365 indicating the maximum length of vehicle permitted to Uturn should be used. Sign 351 should be located at a point as close as possible after
1. ADVANCE WARNING sign 419 for a midblock left turn should be posted and the distance to the point of left turn displayed. 2. Under these circumstances a U-Turn would not normally be permitted due to right turning traffic from the junction opposite. Therefore a NO U-TURN SIGN 348 should be posted 25 meters in advance of the turning point. If however, geometric conditions warrant a limited U-Turn movement permissible then long vehicles will be prohibited from making U-Turns at such locations by placement of a U-TURN AHEAD sign 419 with a
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7 6
KEY:
* 5 Optional Sign Note Number See Section 8.2.2 Community Street Name Sign
Figure 8-2 Arterial Midblock U-Turn and Local Road T-Junction
8-4
Optional Sign Community Street Name Sign Note Number See Section 8.2.3
365(900)
Figure 8-3 Arterial Midblock Left Turn at Local Road T-Junction
8-5
3.
4.
5.
6.
7.
QUALIFICATION PLATE sign 365, depicting a goods vehicle with a red diagonal bar running from the top right hand corner to the bottom left hand corner of the sign, limiting the restriction to only goods vehicles and busses etc., over a prescribed length (generally 6 meters). A bus layby is shown. Taxi laybyes should be treated similarly. In general, private vehicles are prohibited from stopping in these exclusive laybyes in order to keep them free for use by buses or taxis respectively. In instances where it is wished to allow private vehicles to use a layby for drop-offs, the layby should be divided into two segments using a PARKING LINE marking 621. The first segment is reserved for buses by posting a BUS STOP sign 392. The following segment is posted with a NO PARKING sign 379 which allows any vehicle (private, taxi or bus) to stop but not park within the designated area. When a U-turn is permitted, EDGE LINE marking 613 should be set back because of the two-lane carriageway if necessary to allow vehicles to make a U-turn without crossing that line. GIVE WAY sign 302 is required in the configuration illustrated since the right turn does not have a full acceleration taper. In instances where median U-Turns are permitted, then a STOP sign 301 should be used instead, since the junction already has one STOP sign 301 (at the median turn). If a full designed acceleration taper is provided then neither a GIVE WAY sign not STOP sign would be used at the right turn. LANE LINE marking 654 should not be marked within the U-turn/Left Turn junction area. Geometric design should clearly indicate the prohibition of opposing traffic entering the median opening. In situations where geometry does no clearly make that evident appropriate regulatory signs may be utilized to prohibit such entries.
Figure 8-4 depicts a number of typical situations that are commonly found on service roads adjacent to arterial roadways. The sizes of signs and pavement markings are shown in a relative scale and are based on a speed limit of 60 km/h on the main road, 40 km/h on secondary roads, and 25 km/h on service roads (same sizing as 40 km/h). This figure also illustrates a typical mid-block signalized pedestrian crossing. NOTES: 1. PARKING TIME LIMIT signs 389 and 391 are shown to illustrate one possible application of parking control signs. A variety of other applications is also possible. 2. ONE WAY sign 306 is shown in this situation to indicate that the service road is one way in the direction stipulated, but to not inhibit drivers from entering the main road with a more or less straight ahead movement. 3. NO PARKING marking 690 may be used in situations such as this where vehicles may have a tendency to illegally park, but where a sign prohibiting parking would be difficult to site to give a proper indication of intent and/or the restricted areas are small. 4. NO ENTRY sign 304 is shown in this instance since sight restrictions inhibit visibility of a ONE WAY sign 306 from the side road. 5. PEDESTRIAN CROSSING marking 603 is specifically used in this situation as an added safety precaution because of sight distance. With the building lines near the side road as illustrated, crossing pedestrians would be difficult to see until they are actually in the road. The use of PEDESTRIAN CROSSING marking at other pedestrian crossing points must be considered on a location-by-location basis. In general, on service roads where pedestrians can be in the road at any place for purposes of accessing parked cars, the installation of painted crossings is generally not warranted. 6. A mid-block signalized pedestrian crossing is shown crossing the main roadway and service roads. Priority control on the main roadway should be by traffic signal. Pedestrian priority on the service roads is provided by GIVE WAY TO PEDESTRIANS sign 303.
8.2.4 SERVICE ROAD CONNECTIONS TO AN ARTERIAL
8-6
KEY :
* 1 Optional Sign Note Number See Section 8.2.4 Traffic Signal
7 Typical
Figure 8-4 Service Road Connections to an Arterial
8-7
7. VISIBILITY PAINTING marking 691 should be used in the vicinity of all service road connections to and from the main roadway and at junctions between side roads and the main roadway and service roads. For more detail see Figures 8-1 to 8-3
7.
8.
8.2.5 LARGE ROUNDABOUT

Figure 8-5 depicts a representative configuration of a full size roundabout. The sizes of signs and pavement markings are shown at a relative scale and are based on a speed limit of 60 km/h on the approach roads. Signing is shown only for one approach. Other approaches are similar (see Figure 8-6 for details relevant to signalization). NOTES: 1. ADVANCE HORIZONTAL STACK sign 511 may be required in place of ADVANCE VERTICAL STACK sign 512. See Chapter 2, Section 2.2.4 for criteria and Figure 8-6 for a typical example. Such advance signs should be located as far in advance of the roundabout as possible and practical (up to 250 meters), subject to other criteria given in Chapter 5. 2. Appropriate TRAILBLAZER sign or ADVANCE SUPPLEMENTAL sign 514 may be used only when an approved trailblazing or supplemental destination is in the vicinity. See Chapter 5 for guidance on approved destinations. In general, a CHEVRON DIRECTION sign 515 should not be used for a supplemental destination. 3. MULTIPLE CHEVRON RIGHT sign 456 should be used only if the visible presence of the roundabout is not clear to approaching drivers due to geometry or surroundings. 4. LANE ARROWS shown are indicative only. Actual arrows used in each lane should be based on traffic-engineering analysis of the junction. 5. If street lighting poles are present and located symmetrically with respect to each approach, preference should be given to mounting STREET NAME sign 516 thereon. 6. Paint all curbs within junction and vicinity with VISIBILITY PAINTING marking 691 (not shown in Figure 8-5). As a guideline
9.
10.
marking 691 should commence at approximately the same point as marking 612. Pedestrian crossings are not shown and for pedestrian safety reasons are not recommended in the vicinity of a roundabout. If the exit leg of a junction enters or is adjacent to a community the name of the community may be displayed on a TEXT sign 588 on the right side of the road at a suitable distance before the first local street junction serving the community. The free right turn has been illustrated for the situation where it intersects the crossroad without a fully developed acceleration lane. If a full acceleration lane is present then a treatment as shown in Figure 8-7 should be used. Depending on the length of the right turn lane the positioning of signs 514 and 511 (512) may require adjustment. None should be located after the start of the turn lane taper and the distances between signs carefully controlled. Preferred spacing is 50 meters minimum.
8.2.6 LARGE SIGNALIZED ROUNDABOUT

Figure 8-6 depicts a representative configuration of a signalized roundabout. The sizes of signs and pavement markings are shown at a relative scale and are based on a speed limit of 60 km/h on the approach roads. Signing is shown only for one approach. Other approaches are similar. NOTES: 1. Figure 8-6 should be read in conjunction with Figure 8-5 and Section 8.2.5. Figure 8-6 is an adaptation to illustrate the effects of signalizing the junction shown in Figure 8-5. 2. The free right turn has been illustrated for the situation where it intersects the crossroad without a fully developed acceleration lane. If a full acceleration lane is present then a treatment as shown in Figure 8-7 should be used. 3. Depending on the length of the right-turn lane the positioning of signs 430, 514 and 511 (512) may require adjustment. None should be located after the start of the turn-
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Note Number See Section 8.2.5
Figure 8-5 Large Roundabout
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616/618/614
Figure 8-6 Large Signalized Roundabout
8-10
4.
5.
6.
7.
8.
lane taper and the distances between signs should be carefully controlled. Preferred spacing is 50 meters minimum. TRAFFIC SIGNALS AHEAD sign 430 may be used for a period of three to six months when traffic signals are installed on an existing unsignalized roundabout. The preferred location of the CHEVRON DIRECTION sign 515 is on the channelizing island formed by the free right-turn lane. If insufficient space is available on the island sign 515 may be placed on the right side of the road at the beginning of curve. In such case a PASS EITHER SIDE sign 326 should be located in the island. CHANNELIZATION LINE marking 612 for the right-turn lane is one standard length (L=24 meters for 60 km/h; see Chapter 6, Table 6-2) measured from the curve point of the turning lane. See Chapter 3, Section 3.2.2 for determination of use of STOP sign 301 versus GIVE WAY sign 302. If the exit leg of a junction enters or is adjacent to a community the name of the community may be displayed on a TEXT sign 588 on the right side of the road at a suitable distance before the first local street junction serving the community.
3.
4.
5.
6.
7.
8.2.7 SIGNALIZED INTERSECTION

Figure 8-7 depicts a representative configuration of a signalized junction. The sizes of signs and pavement markings are shown at a relative scale and are based on a speed limit of 60 km/h on the approach roads. Signing is shown only for one approach. Other approaches are similar. NOTES: 1. ADVANCE HORIZONTAL STACK sign 511 should be located as far from the intersection as possible and practical (up to 250 meters). If should be located no closer to the intersection than the beginning of taper for the left or right turn lane if a closer siting must be used. 2. Appropriate ADVANCE SUPPLEMENTAL sign 514 may be used only when an approved
supplemental destination is in the vicinity. See Chapter 5, Section 5.1.5. The preferred location of the CHEVRON DIRECTION sign 515 is on the channelizing island formed by the free right turn lane. If insufficient space is available in the island sign 515 may be placed on the right side of the road at the beginning of curve. In such case a PASS EITHER SIDE sign 326 may be located in the island. Intersection is shown with pedestrian crossings. This may not be required in all locations and would thus be omitted when not applicable. Configuration shown assumes design of adequate acceleration lanes for free flow merge condition. CHANNELIZATION LINE marking 612 for the development of the left-turn lane is shown at double the standard length (2L=48 meters for 60 km/h). This is due to the leftturn lane being a dual lane and the need for traffic to enter the lanes further from the intersection. The CHANNELIZATION LINE for the right-turn lane is one standard length (L=24 meters for 60 km/h; see Chapter 6, Table 6-2) measured from the curve point of the turning lane. Paint all curbs within junction and vicinity with VISIBILITY PAINTING marking 691 (not shown). Marking 691 should commence before the start of any added turn lane and terminate after the junction beyond the end of any merge lanes.
8.2.8 FREEWAY CROSSROAD WITH SMALL ROUNDABOUTS

Figure 8-8 depicts a representative configuration of a junction at the terminal end of a freeway grade separated interchange. The junction represented is a dual roundabout configuration on an undivided crossroad with assumed speed of 60 km/h. Figures 8-5, 8-6, or 8-7 may be referred to for applicable signing and pavement markings if other junction configurations are used at an interchange terminal end. Signing is shown only for traffic coming from the bottom of the figure and from the left of the figure. Signing for other approaches is similar.
8-11
5 m min
330 (750) 365 (Truck) 6
348 (750)
KEY :
* 1
ALT
Optional Sign Note Number See Section 8.2.7 Alternate Sign Position Traffic Signal
Figure 8-7 Signalized Intersection
8-12
399(600x800)
1 5
398(600x800) 1
Figure 8-8 Freeway Crossroads with Small Roundabouts
8-13
NOTES: 1. See Figure 8-11 for positioning of signs 399 and 512 on the exit ramp. The position of sign 398 on the entrance ramp is similar. 2. Double roundabouts create two separate points of decision for traffic which must use both roundabouts to reach their destination. Therefore, pairs of ADVANCE VERTICAL STACK sign 512 are required to navigate drivers through the junction one decision at a time. The second sign in the series must be positioned where geometry best permits. This example shows placement within the roundabout. If clear distance between the roundabout pair exceeds about 75 meters, then placement of the sign between the roundabouts is preferred. 3. Typically NO ENTRY signs 304 are not required on exits from roundabouts due to ramp-end geometry. However, where there is even a remote possibility of drivers entering a freeway traveling in the wrong direction, resulting in almost certain serious consequences, the posting of a pair of NO ENTRY signs is justified. 4. Paint all curbs within junction and vicinity with VISIBILITY PAINTING marking 691 (not shown). 5. MULTIPLE CHEVRON RIGHT sign 456 should be used only if the visible presence of the roundabout is not clear to approaching drivers due to geometry or surroundings. 1. See Figure 8-11 for positioning of signs 399 and 512 on the exit ramp. The position of sign 398 on the entrance ramp is similar. 2. The potentially most dangerous aspect of a diamond interchange is the possibility of vehicles entering a freeway in the wrong direction from an exit ramp. Subject to the detail of the geometry of the junctions between ramps and the crossroad, pairs of NO ENTRY sign 304 are recommended to inhibit wrong way entry to a ramp. These NO ENTRY signs 304 should be mounted on the traffic signal posts. In addition to NO ENTRY sign 304, other applicable signs (NO RIGHT TURN sign 347 and AHEAD ONLY sign 321) as well as LANE DIRECTION ARROWS (on the crossroad and ramps) and red RPM R markers on the ramps should all be employed to reinforce the NO ENTRY message 3. CHEVRON signs 515 at the action points for the turns onto the freeway may also need to be relocated if the junction islands are not large enough to accommodate them, or if visibility of them is likely to be obstructed by other signs, such as NO ENTRY sign 304 and STOP sign 301. 4. Paint all curbs within the vicinity of the ramp terminal junctions with VISIBILITY PAINTING marking 691 (not shown). 5. As a result of the potential for crossroad traffic to mistakenly turn left too soon and enter a freeway exit ramp, care must be taken in deciding upon the configuration and placement of the ADVANCE VERTICAL STACK sign 512. If the diamond ramps are widely separated then it is preferable to direct left turning traffic straight through the first half of the diamond junction. A single stack ADVANCE VERTICAL STACK sign may then be used to direct the left turning traffic if such can be suitably located. Otherwise, the CHEVRON DIRECTION sign 515 at the turn point must be relied upon to direct the left turning traffic.
8.2.9 FREEWAY CROSSROAD AT A SIGNALIZED DIAMOND INTERCHANGE

Figure 8-9 depicts a representative configuration of a junction between a dual carriageway crossroad and a freeway in the form of a signalized grade-separated diamond interchange. The junction type is subject to wide variations in geometric treatment. The example illustrated assumes a dual-carriageway numbered-arterial crossroad with a speed limit of 60 km/h. Signing is only shown for traffic coming from the bottom of the figure and from the left of the figure. Signing for other approaches is similar. NOTES:
8.2.10 MINI ROUNDABOUT

Figure 8-10 depicts a representative configuration of a junction between two intersecting single
8-14
See Section 8.2.9
Figure 8-9 Freeway Crossroad at a Signalized Diamond Interchange
8-15
carriageway roads in the form of a mini roundabout. The junction is subject to wide variations in geometric treatment. The example illustrated assumes a standard crossroad junction between two local roads. NOTES: 1. A mini roundabout configuration will not, under normal circumstances be used at the junction of numbered routes. Therefore no guide signing applications are shown in Figure 8-10. 2. TWO EDGE LINE markings 613 spaced 150 millimeters apart are used to delineate the mini roundabout. 3. GIVE WAY sign 302 along with GIVE WAY marking 602 will be used in the same manner as shown for a Large Roundabout in Figure 8-5. 4. ROUNDABOUT sign 329 should be mounted on the same post and directly below GIVE WAY sign 302 to direct drivers to travel in a circulatory fashion through the junction as with a standard roundabout configuration.
is also applicable for non-freeway exits and/or exits on Abu Dhabi Routes. The sizes of signs and pavement markings are shown at a relative scale and are based on a speed limit of 100 km/h. NOTES: 1. For a simple access type interchange on an uncomplicated alignment, an EXTRA FORWARD ADVANCE EXIT DIRECTION sign 551 is not required nor is a second ONGOING DESTINATION sign 553 required at the exit point. 2. Appropriate SUPPLEMENTAL EXIT sign 557 may be used only when an approved supplemental destination is in the vicinity (see Chapter 5, Section 5.1.5.). Sign 557 is typically ground mounted but may be mounted overhead if determined appropriate. 3. The spacing of retroreflective RPM marking R for EDGE LINE marking 613R should be reduced to four meters within the gore area. 4. Omit FREEWAY END sign 399 when not applicable such as on a freeway-to-freeway ramp at a systems interchange. 5. The specific significance of the manner of display of the various signs is that for a full width display there is a Type 7 arrow centered over each lane and the ADVANCE EXIT DIRECTION signs 551 are located over the right side lane which is also available to ongoing traffic. If a second lane is developed on the off-ramp, the ADVANCE EXIT DIRECTION sign 551 and the EXIT DIRECTION sign 552 should only show one arrow. The second lane should not be marked until approximately 100 meters beyond the 552 signs. 6. ADVANCE EXIT DIRECTION sign 551 would not normally be required for an uncomplicated alignment. However, site specific geometry, such as a merging collectordistributor (C-D) road after FORWARD ADVANCE EXIT DIRECTION sign 551, will at times require ADVANCE EXIT DIRECTION sign 551 to be used.
8.3
GRADE-SEPARATED JUNCTIONS
This section deals principally with sequences of guide signs for a range of typical freeway gradeseparated interchanges. Basic pavement marking arrangements for typical free-flow exit conditions are also illustrated. The principles illustrated are equally applicable to isolated grade separated junctions on non-freeway routes. Details of the terminal treatment of typical off-ramp and on-ramp situations are covered in Section 8.2.
8.3.1 FREEWAY WITH ONE-LANE EXIT, NO LANE DROP

Figure 8-11 depicts the configuration of a single lane exit ramp. As depicted the lane used to exit the freeway is a lane which is shared between ongoing traffic and exiting traffic. (See Section 8.3.2 for the treatment for a two-lane exit.) Figure 8-11 is presented based upon an interchange located on an Emirate Route that is a freeway. It
8.3.2 FREEWAY WITH TWO-LANE EXIT, ONE LANE DROP
8-16
See Section 8.2.10
Figure 8-10 Mini Roundabout
8-17
50 m min
R/2 250 m max
(100 km/h) 0m
500 m 6
See Section 8.3.1
1000 m
Figure 8-11 Freeway with One-Lane Exit, No Lane Drop
8-18
Figure 8-12 depicts the configuration of a two lane exit ramp from a freeway with one lane being dropped at the exit and the second being an optional exit lane. As depicted the dropped lane can only be used to exit the freeway. The adjacent lane is shared between ongoing traffic and existing traffic (see Section 8.3.1 for the treatment for a single exit lane.) Figure 8-12 is presented based upon an interchange located on an Emirate Route that is a freeway. It is also applicable for nonfreeway exits and/or exits on Abu Dhabi Routes. The sizes of signs and pavement markings are shown at a relative scale and are based on a speed limit of 100 km/h. NOTES: 1. For a simple access type interchange on an uncomplicated alignment, an EXTRA FORWARD ADVANCE EXIT DIRECTION sign 551 is not required nor is a second ONGOING DESTINATION sign 553 required at the exit point. 2. Appropriate SUPPLEMENTAL EXIT sign 557 may be used only when an approved supplemental destination is in the vicinity (See Chapter 5, Section 5.1.5). Sign 557 is typically ground mounted but may be mounted overhead if determined appropriate. 3. The spacing of retroreflective RPM marking R for EDGE LINE marking 613R should be reduced to four meters within the gore area. 4. Omit FREEWAY END sign 399 when not applicable such as on a freeway-to-freeway ramp at a systems interchange. 5. See Chapter 6, Table 6-2 for appropriate minimum value of L. For lane drops on roadways with posted speeds in excess of 70 km/h, a 200-millimeter wide CHANNELIZING LINE marking 612 should be used. 6. The specific significance of the manner of display of the various signs is that for a full width display there is a Type 7 arrow centered over each lane. In this instance the number of lanes prior to the exit is four and the number after the exit is three. For this reason the shared exit and ongoing lane is the second lane from the right in advance of the exit and the right side lane drops at the exit. It is necessary to display two exit arrows on the ADVANCE EXIT DIRECTION signs 551 and the EXIT DIRECTION sign 552.
8-19
There are therefore only two ongoing lanes indicated on ONGOING sign 553. 7. ADVANCE EXIT DIRECTION sign 551 would not normally be required for an uncomplicated alignment. However, site-specific geometry, such as a merging C-D road after FORWARD ADVANCE EXIT DIRECTION sign 551, will at times require ADVANCE EXIT DIRECTION sign 551 to be used.
8.3.3 INTERCHANGE WITH A C-D ROAD

Figure 8-13 depicts an interchange in the form of a cloverleaf with a C-D road. Figure 8-13 is presented based upon a single-lane exit (not a lane drop). The sizes of signs are shown at a relative scale and are based on a speed limit of 100 km/h. Regulatory and warning signs and pavement markings are not shown. NOTES: 1. EXTRA FORWARD ADVANCE EXIT DIRECTION sign 551 and/or second ONGOING DIRECTION sign 553 at the exit point may be added if interchange complexity and location warrants (see Chapter 5, Section 5.6.4.). 2. Second EXIT DIRECTION sign 552 is shown located in advance of the overpass rather than at the theoretical gore (painted nose) to prevent overpass from obscuring the drivers view of the sign. If the interchange is large and the distance between the front side of the overpass and the exit to the loop ramp exceeds 150 meters it may be beneficial to provide a second ADVANCE EXIT DIRECTION sign 551, displaying the appropriate distance, prior to the structure with an EXIT DIRECTION sign 552 located at the theoretical nose. The EXIT DIRECTION sign for the second exit is displayed with an "EXIT" (Lane Drop) panel even though corresponding ADVANCE EXIT DIRECTION signs do not have the "EXIT" (Lane Drop) panels. This is due to the short auxiliary lane developed between the entering and exiting loop ramps and the need to advise entering drivers to leave that lane or be forced to exit.
50 m min
R/2 250 m max
(100 km/h) 0m
250 m
500 m 7
See Section 8.3.2
1000 m (553 (x=300)
Figure 8-12 Freeway with Two-Lane Exit, One Lane Drop
8-20
0m
500 m
See Section 8.3.3
1000 m
Figure 8-13 Interchange with a C-D Road
8-21
3. If by design the speed limit on the C-D road is reduced to less than 100 km/h, sign letter size for signs on the C-D road may be reduced accordingly. 4. See Figure 8-11 for pavement markings for this configuration. 5. If the exit lane configuration is different the EXIT DIRECTION sign 552 may need to be varied to indicate more than one lane and/or a lane drop situation. 6. It is a basic principle of the guide signing system that there should never be more arrows displayed at one point across the roadway than there are lanes on the road. 7. ADVANCE EXIT DIRECTION sign 551 would not normally be required for an uncomplicated alignment. However, site specific geometry, such as a merging C-D road after FORWARD ADVANCE EXIT DIRECTION sign 551, will at times require ADVANCE EXIT DIRECTION sign 551 to be used.
the approach is at an overpass or an underpass. (See Section 8.3.3.) 3. It is a basic principle of the guide signing system that there should never be more arrows displayed at one point across the roadway than there are lanes on the road.
8.3.5 FREEWAY SYSTEMS INTERCHANGE WITH A TWOLANE EXIT AND RAMP SPLIT
Figure 8-15 depicts a systems (freeway to freeway) interchange with a two lane exit that splits shortly after the exit point. Figure 8-15 is presented based upon the ramp split not being a lane drop (two lanes continue to left destination and one lane exits from the ramp to right destination) and being located less than 500 meters from the first exit. The sizes of signs are shown at a relative scale and are based on a speed limit of 100 km/hr. Regulatory and warning signs and pavement markings are not shown. NOTES: 1. When the distance between the exit and the ramp split exceeds about 500 meters, consideration should be given to including an ADVANCE EXIT DIRECTION sign 551 between the exit and the ramp split. 2. It is a basic principle of the guide signing system that there should never be more arrows displayed at one point across the roadway than there are lanes on the road. The display shown at the theoretical nose must therefore be positioned so that the exit sign arrows are fully over developed exit lanes.
8.3.4 FREEWAY SYSTEMS INTERCHANGE WITH TWO CLOSELY SPACED EXITS

Figure 8-14 depicts a systems (freeway to freeway) interchange with two closely spaced exits directly from the mainline. Figure 8-14 is presented based upon successive single lane exits, neither of which are lane drops. The sizes of signs are shown at a relative scale and are based on a speed limit of 100 km/h. Regulatory and warning signs and pavement markings are not shown. NOTES: 1. The EXIT DIRECTION sign for the second exit is displayed with an "EXIT" (Lane Drop) panel even though corresponding ADVANCE EXIT DIRECTION signs do not have the "EXIT" (Lane Drop) panels. This is due to the short auxiliary lane developed between the entering and exiting loop ramps and the need to advise entering drivers to leave that lane or be forced to exit. 2. The sign positioning for second EXIT DIRECTION sign 552 is subject to whether
8.3.6 FREE-FLOW RAMP CONDITIONS

Figure 8-16 depicts pavement marking conditions that are not otherwise covered in an incidental manner in other figures in this chapter. Pavement marking sizes are based on a speed limit of 100 km/h. The retroreflective version of pavement markings are shown for a freeway condition. For non-freeway conditions the standard version of the markings may be used.
8-22
0m
500 m
1000 m
See Section 8.3.4
2000 m
Figure 8-14 Freeway Systems Interchange with Two Closely Spaced Exits
8-23
0m
500 m
1000 m
See Section 8.3.5
2000 m
Figure 8-15 Freeway Systems Interchange with a Two-Lane Exit and Ramp Split
8-24
NOTES: 1. The spacing of retroreflective RPM marking R for EDGE LINE marking 613R should be reduced to four meters within the gore area. 2. For tapered ramp configurations, LANE LINE marking 654 and CONTINUITY LINE marking 681 should be used as shown to encourage the early merging of entering traffic. 3. When the length of the auxiliary lane exceeds 1000 meters, the entrance and exit ramps should be treated independently. If the auxiliary lane is 600 meters to 1000 meters in length, then it should be marked as shown. If the auxiliary lane is less than 600 meters long, the CHANNELIZATION LINE marking 612R at the exit should be replaced by a section of ENHANCED LANE LINE marking 655R of at least equal length.
lows (exclusive of SUPPLEMENTARY PLATE sign 7589): Speeds 60 km/h or less: 1200 mm by 1600 mm. Speeds over 60 km/h: 1800 mm by 2400 mm.
See various sections of Chapter 7 for sizing of cones, barricades, and other roadworks traffic control devices.
8.4.1 TYPICAL TAPER DETAIL TRANSITION AREA

Figure 8-17 depicts a left-lane closure on a multilane roadway. If two lanes are being closed, each lane should be closed using a separate taper and the respective tapers should be separated by a suitable stabilization area between them. Rightlane closures are treated similarly (see also Figure 8-24). NOTES:
8.4
ROADWORKS
1. High-speed signing option should be used for all but minor and/or short-term roadwork sites. The number of KEEP RIGHT signs 7327 or KEEP LEFT signs 7328 (with or without MULTIPLE CHEVRON BARRICADE device 7456) placed within a taper should be increased as taper lengths become longer. Engineering judgment should be used, but in general the spacing between signs should not exceed 50 meters (or the taper length divided by 4 for longer tapers). 2. For length of taper and spacing of cones see Chapter 7, Figure 7-1 and Table 7-2 respectively. 3. Cones should be spaced at taper spacing for the first 25 to 50 meters of the stabilization area. Thereafter spacing may be increased as indicated in Chapter 7, Table 7-2. 4. On roadways with shoulders the line of cones delineating the taper should be extended forward into the advanced warning area to taper out the shoulder. 5. Existing pavement markings that conflict with the configuration of the roadworks should be removed on long-term roadworks sites or covered using a black traffic tape on short-term roadworks sites.
The figures in this section represent typical details appropriate to the layout of a traffic control zone as described in Chapter 7, Section 7.1.2 and general arrangements of typical applications of these details. Local site conditions will vary significantly but it is extremely important that whenever possible all sites be signed according to the basic principles given in Chapter 7, Section 7.1.2 and that the sequences of traffic control zones conform to the provisions of Figure 7-1 in Chapter 7. Adherence to these principles will give the best chance that the site will function with safety and that traffic flow will be maintained even under fairly severe congestion. Roadworks signs may be sized in accordance with Table 2-2, Regulatory and Warning Sign Sizes, in Chapter 2 when roadworks geometry equals or exceeds standard roadway design criteria. However, since roadworks configurations usually involves substandard geometry, the use of signs sized one size greater than those given in Table 2-2 is recommended (up to the maximum sizes listed). Diagrammatic signs and high-visibility background signs should have minimum sizes as fol-
8-25
Detail 8-16-1: Tapered On-Ramp
Detail 8-16-2: Two-Lane Drop Exit
Detail 8-16-3: Free-Flow Weaving Section
Figure 8-16 Free-Flow Ramp Conditions
8-26
KEY: 5 Note Number See Section 8.4.1 Direction of Travel Flashing Light 3 Stabilization Area
7327(1200) High Speed Signing
Minimum Signing
7327(750) 7456(600x1800) 7327(1200)
7459
7456(600x1800) 7327 (1200) 7327(750) 7327 (1200)
Transition Area
7466 (1200 x 1800) 7418(900)
7466 (1200 x 1800)
7589(200m) Advance Warning Area
7466 (1200 x 1800)
7418 (900)
7589(600m) 7589(600m)
7441 (900)
7441 (900)
800m
800m
7589(800m)
7589(800m)
Figure 8-17 Typical Taper Detail Transition Area
8-27
8.4.2 TYPICAL CROSSOVER DETAIL TRANSITION AREA

Figure 8-18 depicts a traffic crossover situation that would be used to bypass a closed section of one side of a dual-carriageway roadway. A similar configuration would be used with a right-hand curve to leave the main carriageway and enter a separately constructed temporary roadway. NOTES: 1. Length of transition area should at minimum be equal to the length of equivalent taper calculated as per Chapter 7, Figure 7-1 based on the total displacement of the crossover. 2. Opposing traffic streams should be separated from each other by a BARRIER device on long-term and/or high-speed roadworks sites. When BARRIERS are used, care should be taken at end treatments to remove the leading end of the BARRIER at least six meters laterally from oncoming traffic. 3. A CHANNELIZING LINE marking 612 is recommended throughout the length of the crossover unless high geometric standards are achievable. 4. Conflicting existing pavement markings should be removed and new markings placed to define temporary lanes and alignments.
shown in this example is illustrative only. The speed limit posted should be that of the roadway in the absence of the roadworks.
8.4.4 SHORT WORK SITE TWO WAY TRAFFIC

Figure 8-20 depicts a situation wherein a portion of a two-way single carriageway serving light volumes of local traffic must be partially closed for short-term maintenance or repairs, but still retains open a portion of the carriageway sufficiently wide to carry two-way traffic. NOTES: 1. For long term construction or if in an area with significant traffic volumes, a treatment similar to that shown in Figure 8-18 should be considered. 2. If sufficient width is not available for two vehicles then the roadway should be closed to traffic in one direction and that traffic detoured (see Figure 8-22). Alternatively, for operations of one-day duration or less, twoway traffic may be controlled by one or two flagmen using a STOP-SLOW sign 7308. 3. See Figure 8-17. 4. See Figure 8-19.
8.4.5
WORK SITE CLOSE TO SIDE ROAD
8.4.3 TYPICAL TAPER DETAIL TERMINATION AREA

Figure 8-19 depicts a typical roadworks termination configuration. NOTES: 1. Termination taper rates may be 50 percent or less of an equivalent transition taper with cone spacing appropriate to the taper rates given in Chapter 7, Table 7-2. 2. Cones should be spaced at taper spacing for the last 25 to 50 meters of the stabilization area. 3. When a roadworks site has required a reduction in speed limit over an extended area the normal roadway speed limit should be posted after the termination area. The speed limit
Figure 8-21 depicts a situation wherein a work site is located near to a side road junction. The configuration illustrated depicts a work site ahead of the junction but is equally applicable for a work site occurring just beyond a junction. The signing shown illustrates an urban situation on a roadway posted at 80 km/h. NOTES: 1. The use of high-visibility backgrounds and diagrammatic warning signs is recommended for roadways posted at 80 km/h and above. A sign size of 1800 by 2400 (excluding SUPPLEMENTARY PLATE sign 7589) is recommended for these signs. 2. See Figure 8-17. In an urban area speed reductions may be necessary to allow shorter,
8-28
7441(200)
Figure 8-18 Typical Crossover Detail Transition Area
8-29
KEY:
2 Note Number See Section 8.4.3 Direction of Travel
Figure 8-19 Typical Taper Detail Termination Area
8-30
150 m
100 m
50 m
0m
5.5 m min
0m
50 m
100 m
150 m
Figure 8-20 Short Work Site Two-Way Traffic
8-31
3.
4.
5.
6.
slow speed tapers to be used. This condition is illustrated. Existing STOP sign 301 may be retained if suitably positioned. If GIVE WAY sign 302 exists, it should be temporarily removed and replaced by a STOP sign. Provide a revised STOP LINE marking 601 at a one-meter setback (or as appropriate) using white traffic tape. Remove existing STOP LINE or temporarily cover with black traffic tape. Existing pavement markings that conflict with the configuration of the roadworks should be removed on long-term roadworks sites or covered using a black traffic tape on short-term roadworks sites. See Figure 8-19.
4. NO LEFT (RIGHT) TURN signs 7346 and 7347 may be placed as appropriate for the benefit of drivers who may intend to turn left or right onto the roadway now closed. These signs should be omitted if the barricade closing the roadway provides sufficient notice to drivers.
8.4.7 MAINTENANCE WORK

Figure 8-23 depicts a situation whereby a mobile work team, usually a maintenance operation, must occupy a portion of one of the carriageways of a multilane roadway. If maintenance operations are static and/or long term, then roadworks traffic control treatment should follow a conventional approach. Figure 8-23 depicts a right-lane maintenance operation. Left-lane operations are handled similarly. NOTES: 1. ROADWORKS sign 7441 should be placed 600 meters in advance of the start of the work for the day. As work progresses, all advance signs should be moved forward so that the maintenance operation is never more than three kilometers ahead of the ROADWORKS sign. 2. All maintenance vehicles working on or near the roadway should be equipped with flashing yellow warning lights. 3. The primary maintenance vehicle and the shadow vehicle should be equipped with a suitable high-visibility rear panel. The design of the rear panel may vary to suit the vehicle configuration, but should have the general arrangement as shown. Included on the rear panel should be a changeable KEEP RIGHT (or LEFT) sign 7327 and 7328 that can be positioned to direct approaching traffic to pass on the intended side.
8.4.6 ROAD CLOSURE DETOUR

Figure 8-22 depicts a situation wherein a section of roadway within a community roadway system must be completely closed to traffic. In such a case it is desirable to guide traffic, which would otherwise be using the temporarily closed roadway, around the closure. The signing illustrated is appropriate for the situation shown. Many variations are possible depending on the roadway layout and road closure location. NOTES: 1. CHEVRON DIRECTION signs 7515 with the destination name "Detour" are provided for the guidance of traffic disrupted by the road closure (These signs do not require drivers to turn in the direction indicated). If the road closure involves a numbered route, then the route number emblem and control destination of the route may be used on sign 7515. 2. The road closure is shown with a fixed barricade at one end and a movable barricade at the other end. The movable barricade may be offset sufficiently to allow vehicular access. Barricade lengths and arrangements will vary to suit conditions at a particular site. 3. Flashing warning lights should be affixed to the barricades to provide additional emphasis of the road closure to approaching through drivers.
8.4.8 TYPICAL TWO-LANE TAPER DETAIL TRANSITION AREA

Figure 8-24 depicts the closure of two lanes on a multilane roadway by a single taper extending over the two closed lanes. This practice is not generally recommended as it is likely to result in a greater than normal risk of accidents on the
8-32
KEY:
2 Note Number See Section 8.4.5 Direction of Travel
0m
200 m
400 m
600 m
800 m
Figure 8-21 Work Site Close to Side Road
8-33
Figure 8-22 Road Closure Detour
8-34
0m
300 m
600 m
(For 3 km)
(For 3 km)
Figure 8-23 Maintenance Work
8-35
approach to the taper. The practice is also very likely to result in traffic congestion on the approach even under moderate flows. In spite of the recommendations above there will be times when such a taper has to be provided, usually in an emergency. The need for the use of a two-lane taper is likely to stem from a lack of necessary advance length to provide for the preferred two separate tapers with an intermediate stabilization area (see Figure 8-17 and Chapter 7, Figure 7-1). NOTES: 1. Spacing between the KEEP RIGHT signs 7327 (or KEEP LEFT signs 7328) should not exceed 50 meters (or the taper length divided by 4 for long tapers). The minimum signing option is only appropriate for very short-term (under 24 hours) or short-term (up to 72 hours) installations. 2. For length of taper and spacing of cones see Chapter 7, Figure 7-1 and Table 7-2 respectively. 3. Cones should be spaced at taper spacing for the first 25 to 50 meters of the stabilization area. Thereafter spacing may be increased as indicated in Chapter 7, Table 7-2. 4. On roadways with shoulders the line of cones delineating the taper should be extended forward into the advance warning area to taper out the shoulder. 5. Existing pavement markings that conflict with the configuration of the roadworks should be removed on long-term works sites.
Figure 8-22). Alternatively, traffic may be manually controlled/coordinated by flagmen each using a STOP/SLOW sign 7308, or through the use of temporary traffic signals. When the construction activity it situated near a junction, the give-way control should remain on the side road, regardless of which half of the carriageway is blocked. When the construction activity is located well away from a junction the give-way control should regulate the traffic whose lane is blocked by construction.
8.5
SCHOOL ZONE
Figure 8-26 depicts typical applications for a school zone. School zones should be established on all streets where school children enter or exit a school or a school compound, on foot, directly onto the street. Where the side of a school or school compound does not have a gate or door leading directly onto the street, no school zone should be established on the adjacent street. If a gate or door exists but is not used by children on foot or if the gate or door is buffered from the street by a frontage road or closed parking lot, no school zone should be established. NOTES: 1. If warranted, a school zone should be established for, at a minimum, the entire length of the school compound facing the zone and, at a maximum, up to 150 meters past the school boundary in either direction. The extent to which a school zone extends beyond the school boundary up to 150 meters should be determined by the engineer on site, depending on prevailing approach speeds and visibility. 2. To warn drivers that they are approaching a school zone, an advance warning sign, shown as installation A, should be placed 100 meters in advance of the school zone. 3. The beginning of a school zone should be marked with installation B. Installation B includes a 30-kilometer-per-hour speed-limit sign with a supplemental plate indicating school. Both signs are bilingual in English and Arabic.
8.4.9 MINOR-ROAD SINGLE-LANE OPERATION

Figure 8-25 depicts a short-term roadwork situation where half of a minor, low-volume community road is closed to construct a utility crossing. This detail may be invoked only when traffic volumes are extremely light, the intervisibility of conflicting traffic is not obstructed by the construction or other sight obstructions, and the roadway is opened fully to traffic at the end of each work day. If any of these conditions are not met, a complete closure of the roadway is required with a detouring of affected traffic (see
8-36
Figure 8-24 Typical Two-Lane Taper Detail Transition Area
8-37
Figure 8-25 Minor-Road Single-Lane Operation
8-38
Note Number See Section 8.5
SCHOOL
5 3 2
B
6
30
100 Meters
Start School Zone
End School Zone
Installation A
Installation B
Installation C
Figure 8-26 School Zone
4. The beginning of a school zone should also be communicated with nonreflective raised pavement markings. These markings are to be installed in three rows, staggered, in a 0.50-meter width perpendicular to the traffic direction. If the street is not divided, the pavement markings should extend across both lanes at either end of the school zone. If the street has a median separating traffic directions, the pavement markings need only be placed where traffic will enter the school zone. There is no need to place pavement markings at the end of a school zone in a street divided by a median. 5. The end of a school zone should be marked by Installation C. 6. A school zone should be marked for both directions of traffic, even if the street is divided by a median. If there is a fence in the median preventing pedestrians from crossing outside of a crosswalk, the lane of the street not adjacent to the school should not be marked for a school zone.
Local traffic and pedestrian conditions may require different applications or solutions for marking school zones. Engineers are expected to exercise their professional judgement on site, in the spirit of these general guidelines and with the purpose of protecting school children from traffic conditions.
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9
9.1
SIGNALS
GENERAL
Actuated operation: A type of traffic control signal operation in which some or all signal phases are operated on the basis of actuation. Actuation: Traffic-demand initiation of a change in or extension of a traffic signal phase through the operation of any type of detector. Approach: All lanes of traffic moving towards an intersection or a mid-block location from one direction, including any adjacent parking lane(s). Average day: A day representing traffic volumes normally and repeatedly found at a location, typically a weekday when volumes are influenced by employment or a weekend when volumes are influenced by entertainment or recreation. Backplate: A thin strip of material that extends outward from and parallel to a signal face on all sides of a signal housing to provide a background for improved visibility of the signal indications. Beacon: A highway traffic signal with one or more signal sections that operates in a flashing mode. Conflict monitor: A device used to detect and respond to improper or conflicting signal indications and improper operating voltages in a traffic controller Controller assembly: A complete electrical device mounted in a cabinet for controlling the operation of a highway traffic signal. Controller unit: That part of a controller assembly that is devoted to the selection and timing of the display of signal indications. Crosswalk: a) That part of roadway at an intersection included within the connections of the lateral lines of the sidewalks on opposite sides of the highway measured from the curbs or in the absence of curbs, from the edge of the traversable roadway, and in the absence of a sidewalk on one side of the roadway, the part of a roadway included within the extension of the lateral lines of the sidewalk at right angles to the centerline. b) any portion of a roadway at an intersection or elsewhere distinctly indicated for pedestrian crossing by lines or other markings on the surface.
9.1.1 INTRODUCTION
A traffic control signal is defined as a power-activated traffic control device by which traffic is warned or is directed to take some specific action, such as stop or proceed. The functions of traffic signals are: To organize control conflicting traffic movements (including pedestrians and bicycles). To warn of possible danger. To assist tidal flow of traffic.
Standards for traffic control signals are important because traffic control signals need to attract the attention of every road user. This includes those users who are older, those who suffer impaired vision but are within legal driving requirements, those who may be fatigued or distracted, and those who, for whatever reason, are not expecting to encounter a signal at a particular location. Standards for traffic control signals are also important because signals need to function autonomously and reliably under a wide range of conditions and must effectively communicate their message to drivers in sunlight and in darkness, in adverse weather, and in visually complex surroundings. This chapter contains a number of required and recommended procedures and techniques related to traffic signals in Abu Dhabi. These include methods of analysis and design, operational procedures, and examples of design and installation.
9.1.2 DEFINITIONS
The following technical terms, when used in this chapter, are defined as follows: Accessible pedestrian signal: A device that communicates information about pedestrian timing in nonvisual format such as audible tones, verbal messages, and/or vibrating surfaces.
Cycle: One complete sequence of signal indications. Dark mode: The lack of all signal indications at a signalized location. (The dark mode is most commonly associated with power failures, ramp meters, and beacons.) Detector: A sensing device used for determining the presence or passage of vehicles or pedestrians. Emergency vehicle traffic control signal: A special traffic control signal that assigns the right-of-way to an authorized emergency vehicle. Flasher: A device used to turn highway traffic signal indications on and off at a repetitive rate of approximately once per second. Full-actuated operation: A type of demandbased traffic control signal operation in which all signal phases function on the basis of actuation. Highway traffic signal: A power-operated traffic control device by which traffic is warned or directed to take some specific action. These devices do not include power-operated signs, illuminated pavement markers, barricade warning lights, or steady-burning electric lamps. Intersection: The area embraced within the prolongation or connection of the lateral curb lines, or if none, the lateral boundary lines of the roadways of two highways that join one another at, or approximately at, right angles, or the area within which vehicles traveling on different highways that join at any other angle may come into conflict. The junction of an alley or driveway with a roadway or highway does not constitute an intersection. Interval: The part of a signal cycle during which signal indications do not change. Interval sequence: The order of appearance of signal indications during successive intervals of a signal cycle. Lane-use control signal: A signal face displaying signal indications to permit or prohibit the
use of specific lanes of a roadway or to indicate the impending prohibition of such use. Louver: A device that can be mounted inside a signal visor to restrict visibility of a signal indication from the side or to limit the visibility of the signal indication to a certain lane or lanes. Major street: The street normally carrying the higher volume of vehicular traffic. Minor street: The street normally carrying the lower volume of vehicular traffic. Pedestrian change interval: An interval during which the flashing UPRAISED HAND (symbolizing DON'T WALK) signal indication is displayed. Pedestrian clearance time: The time provided for a pedestrian crossing in a crosswalk, after leaving the curb or shoulder, to travel to the center of the farthest traveled lane or to a median. Pedestrian signal head: A signal head, which contains the symbols WALKING PERSON (symbolizing WALK) and UPRAISED HAND (symbolizing DON'T WALK) that is installed to direct pedestrian traffic at a traffic control signal. Permissive mode: A mode of traffic control signal operation in which, when a CIRCULAR GREEN signal indication is displayed, left or right turns may be made after yielding to pedestrians and/or oncoming traffic. Platoon: A group of vehicles or pedestrians traveling together as a group, either voluntarily or involuntarily, because of traffic signal controls, geometrics, or other factors. Preemption control: The transfer of normal operation of a traffic control signal to a special control mode of operation. Pretimed operation: A type of traffic control signal operation in which none of the signal phases function on the basis of actuation. Priority control: A means by which the assignment of right-of-way is obtained or modified.
Protected mode: A mode of traffic control signal operation in which left or right turns may be made when a left or right GREEN ARROW signal indication is displayed. Pushbutton: A button to activate pedestrian timing. Ramp control signal: A highway traffic signal installed to control the flow of traffic onto a freeway at an entrance ramp or at a freeway-to-freeway ramp connection. Red clearance interval: An optional interval that follows a yellow change interval and precedes the next conflicting green interval. Right-of-way (assignment): The permitting of vehicles and/or pedestrians to proceed in a lawful manner in preference to other vehicles or pedestrians by the display of signal indications. Roadway network: A geographical arrangement of intersecting roadways. Semiactuated operation: A type of traffic control signal operation in which at least one, but not all, signal phases function on the basis of actuation. Signal coordination: The establishment of timed relationships between adjacent traffic control signals. Signal face: The front part of a signal head. Signal head: An assembly of one or more signal faces together with the associated signal housings. Signal housing: That part of a signal section that protects the light source and other required components. Signal indication: The illumination of a signal lens or equivalent device. Signal lens: That part of the signal section that redirects the light coming directly from the light source and its reflector, if any.
Signal phase: The right-of-way, yellow change, and red clearance intervals in a cycle that are assigned to an independent traffic movement or combination of movements. Signal section: The assembly of a signal housing, signal lens, and light source with necessary components to be used for providing one signal indication. Signal system: Two or more traffic control signals operating in signal coordination. Signal timing: The amount of time allocated for the display of a signal indication. Signal visor: That part of a signal section that directs the signal indication specifically to approaching traffic and reduces the effect of direct external light entering the signal lens. Signal criteria: A threshold condition that, if found to be satisfied as part of an engineering study, should result in analysis of the traffic conditions or factors to determine whether a traffic control signal or the improvement is justified. Speed limit sign beacon: A beacon used to supplement a SPEED LIMIT sign. Steady (steady mode): The continuous illumination of signal indication for the duration of an interval, signal phase, or consecutive signal phases. Stop beacon: A beacon used to supplement a STOP sign, a DO NOT ENTER sign, or a WRONG WAY sign. Traffic control signal (traffic signal): Any highway traffic signal by which traffic is alternately directed to stop and permitted to proceed. Visibility limited signal face or signal section: A type of signal face or signal section designed to restrict the visibility of a signal indication from the side, to a certain lane or lanes, or to a certain distance from the stop line. Walk interval: An interval during which the WALKING PERSON (symbolizing WALK) signal indication is displayed. When a verbal mes9-3 Version 0.0, Interim Edition
sage is provided at an accessible pedestrian signal, the verbal message is WALK sign. Warning beacon: A beacon used only to supplement an appropriate warning or regulatory sign or marker. Yellow change interval: The first interval following the green interval during which the yellow signal indication is displayed.
The installation of a traffic control signal should be considered only if the good effects outweigh the bad effects.
9.1.4 AREA OF CONTROL

A traffic control signal should control traffic only at the intersection or midblock location at which it is placed. The selection and use of traffic control signals should be based on an engineering study of roadway, pedestrian, bicyclist, and other conditions (warrants) in comparison to the minimum conditions under which installing traffic control signals might be justified. Adequate roadway capacity should be provided at signalized locations in order to reduce the inherent delays resulting from alternating assignment of right-of-way at intersections controlled by traffic control signals.
9.1.3 ADVANTAGES AND DISADVANTAGES OF TRAFFIC CONTROL SIGNALS

Traffic control signals assign the right-of-way to the various traffic movements and thereby profoundly influence traffic flow. A traffic control signal that is properly designed, located, operated, and maintained will have one or more of the following advantages: It may reduce the number of some types of accidents, particularly right-angle accidents. It will result in more orderly movement of traffic. It will give drivers and pedestrians' safer opportunities to cross a street. It may increase the number of vehicles safely going through the intersection. Under favorable conditions, the operation of adjacent signals or groups of signals may be coordinated to permit the continuous or nearly continuous movement of traffic along a street or on a street grid. It may be used to interrupt heavy traffic at intervals to permit other traffic to cross.
9.1.5 TYPES OF TRAFFIC CONTROL SIGNALS

Traffic control signals at a specific intersection may be either pretimed or traffic actuated. A pretimed signal is a type of traffic control signal in which the cycle, phasing, intervals, and indications are predetermined and do not vary. They are repeated until changed manually or by a control mechanism such as a clock or master controller. A traffic-actuated signal is a type of traffic signal in which the length of most intervals and the cycle, and in some types the sequence of phasing, are varied by the demands of traffic. The timing, intervals, sequence, and phasing of pretimed traffic control signals are generally predetermined but can be changed by time clock or other automatic control. In traffic-actuated equipment, these features are constantly varied by traffic demand. Both types of control may be included in a system composed of traffic signal controllers at several intersections whose operation is coordinated for efficient traffic flow. The critical features of the position, visibility, and permissible sequence of signal indications are the same for all types of traffic control signals.
An improper or unjustified traffic control signal can result in one or more of the following disadvantages: It may cause unnecessary delay to traffic. It may cause an increase in accidents (particularly rear-end collisions) Increased use of less adequate routes as road users attempt to avoid the traffic control signals. Excessive disobedience of the signal indications.
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9.1.6 PORTABLE TRAFFIC CONTROL SIGNALS

A portable traffic control signal should be used only when a signal is needed for a short time emergency situation or for a work area (typically less than 30 days). It should be used only when an engineering study shows a signal is required. A portable traffic control signal should not be used if a flagman or police officer can economically and safely direct traffic. A portable traffic control signal should not be used at a school crossing. When used, a portable traffic control signal should meet all of the physical, display, and operational requirements in this Part. SIGNAL AHEAD signs should always be used on the approaches to a portable traffic control signal.
Traffic, except pedestrians, facing a GREEN ARROW indication, shown alone or in combination with another indication, may cautiously enter the intersection only to make the movement specified by the arrow or by the other indication. Drivers should yield the right-of-way to vehicles and pedestrians already lawfully within the intersection or adjacent crosswalk. Pedestrians facing a GREEN DISK indication may proceed across the roadway within the crosswalk, unless prohibited from doing so by a pedestrian signal. YELLOW TRAFFIC SIGNAL INDICATION
9.2.1.2
Yellow traffic signal indications should have the following meanings: Traffic, except pedestrians, facing a steady AMBER DISK or AMBER ARROW indication is warned that the movement which had been allowed by the corresponding green indication is being terminated. A steady AMBER DISK or AMBER ARROW indication tells pedestrians that there is no longer sufficient time to cross the roadway before a red indication is shown. A flashing AMBER DISK indication is typically used in the Emirate of Abu Dhabi to indicate a permissible right turn movement and mid-block pedestrian crossings. RED TRAFFIC SIGNAL INDICATION
9.2
TRAFFIC CONTROL SIGNAL INDICATIONS
9.2.1 MEANING OF VEHICULAR TRAFFIC CONTROL SIGNAL INDICATIONS

Uniformity in the design features that affect the traffic to be controlled is especially important for safe and efficient traffic operations. Engineering judgment should be used to determine the proper phasing and timing for a traffic control signal. Since traffic flows and patterns change, phasing and timing should be re-evaluated regularly and updated accordingly. 9.2.1.1 GREEN TRAFFIC SIGNAL INDICATION
9.2.1.3
Red traffic signal indications should have the following meanings: Traffic, except pedestrians, facing a steady RED DISK or RED ARROW indication should stop at the marked stop line before entering the intersection. Traffic should remain standing until an indication to proceed is shown, except as otherwise provided for. If a marked stop line does not exist, the stop should be made before entering the crosswalk. If a marked crosswalk does not exist, the stop should be made before entering the intersection.
Green traffic signal indications should have the following meanings: Traffic, except pedestrians, facing a GREEN DISK (or Green Signal Face) indication may proceed straight through an intersection or turn right or left. However, signs, pavement markings, or roadway design may prohibit or prevent one or more of those movements. Drivers should yield the right-of-way to vehicles and pedestrians already lawfully within the intersection or adjacent crosswalk.
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Pedestrians facing a steady RED DISK indication alone should not enter the roadway unless permitted to do so by a pedestrian indication.
9.2.2 USE OF TRAFFIC CONTROL SIGNAL INDICATIONS

9.2.2.1 NONFLASHING INDICATIONS
It should be shown only when traffic facing the signal is permitted to proceed in any direction which is lawful and practicable. However, this restriction may be modified by signs prohibiting specific movements, usually at stated times. It should not be shown at the same time to two traffic movements whose paths would cross or otherwise conflict. ARROW INDICATIONS
A RED DISK indication is used as follows: It should be shown when it is intended to prohibit traffic (except pedestrians directed by a pedestrian signal) from entering an intersection or other controlled area. A traffic signal operated pedestrian crossing between intersections is an example of such a controlled area. It should not be shown with a right or left GREEN ARROW indication, which is the only other illuminated indication in that face (except as provided in Section 9.03 B 4a). It should not be shown with the right or left AMBER ARROW change indication, which follows a GREEN ARROW indication shown alone. It should be shown with a right or left GREEN ARROW indication when traffic is allowed to turn but is not allowed to proceed straight ahead. It should also be displayed with the AMBER ARROW indication, which follows the GREEN ARROW indication in this case.
9.2.2.2
AMBER ARROW and GREEN ARROW indications should normally be used in the following locations: 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 same time as other vehicular movements. This rule applies only when signal indications for turning vehicles are visible to other traffic on that approach. A RED ARROW indication may also be used. An AMBER ARROW indication should be used only to show a change in the right-ofway granted by a GREEN ARROW indication. This is required when the indications are visible to all traffic on the approach. When GREEN ARROW and GREEN DISK indication terminate at the same time, only a AMBER DISK indication should be shown. An AMBER ARROW indication should not be displayed when any conflicting movement has a green or amber indication. A GREEN ARROW indication should be displayed only when the path of the vehicles proceeding in the direction of the arrow: - Does not conflict with the path of other vehicles moving lawfully in response to other green or amber signal indications, and - Does not cross a crosswalk to which pedestrian WALK indications are being shown at the same time.
An AMBER DISK indication is used as follows: It should be shown when it is necessary to inform approaching traffic the right-of-way is about to change, except when a AMBER ARROW indication is required (Section 4.02 B4a) It should be used instead of the AMBER ARROW indication following a GREEN ARROW indication shown alone, when the indications are visible only to traffic which these signals control.
A GREEN DISK indication is used as follows:
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9.2.2.3
PROHIBITED COMBINATIONS OF TRAFFIC CONTROL SIGNAL INDICATIONS
traffic signal controller design and operating problems. 9.2.2.4 INDICATIONS THAT MAY FOLLOW OTHER INDICATIONS
The following combinations of traffic signal indications should not be shown simultaneously on 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 simultaneously displayed on different signal faces on any one approach, unless the following are true: One of the signal faces controls only traffic in a lane intended only for turning vehicles and is identified as a left or right turn signal, or One of the signal faces controls only the traffic in a lane intended only for turning vehicles, and - The indications on that signal face are only a RED DISK (or a RED ARROW), AMBER ARROW and GREEN ARROW, and - At least the RED DISK indication is visible only to traffic it controls. Or, as an alternative to the above, the signal indications are screened, covered, louvered, positioned, or designed so the combination of indications is not confusing to approaching drivers.
Each color, type, and combination of steady (nonflashing) traffic control signal indication in any one signal face may only be followed by the showing of an approved steady following display. The approved following displays are listed in Table 9-1 for normal operation. Additional following displays allowed when the signal is preempted by an emergency vehicle or a train, are shown in Table 9-2. No other following displays may be used.
9.3
DESIGN AND LOCATION OF VEHICULAR TRAFFIC CONTROL SIGNAL INDICATIONS
9.3.1 SIZE AND DESIGN OF TRAFFIC SIGNAL LENSES

All traffic control signal lenses, including pedestrian signals, should be circular. The circular lenses should be antiphantom and should have a visible diameter closely approaching 300 millimeters. The lenses should be red, yellow (amber), or green in color. The following traffic control signal equipment should meet or exceed the Departments Standard Specifications and Standard Drawings. Lenses, with respect to color, light transmittance, and arrow design. Reflectors, with respect to reflectivity. Complete optical units, with respect to horizontal and vertical light distribution. Wiring, housing, visors, and hardware, with respect to the pertinent electrical and mechanical characteristics.
None of the following traffic signal indications should be used: A straight-through AMBER ARROW. More than two arrow indications illuminated at the same time. The combination of a AMBER DISK indication and an AMBER ARROW indication normally should not be shown. Where possible, only the AMBER DISK should be shown except in those unusual situations where elimination of the AMBER ARROW causes
Arrow indications should be pointed vertically upward to show a straight through movement. Arrow indications should be pointed horizontally to 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
l l l l l l l l l l
l l l l l l l l l l l l l l l l l
l l l l l l l l l l l l l l l
l l l l l l l l l l l
l l l l
l l l l
l l
l l l

Use Only At T Intersections
l l l
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
l l l l l l l l l
l l l l l l l l l l l l l l l l
l l l l l l l l l l l
l l l l l l l l l
l l l l l l l l l l l l l l l l l l l l
l l
l l l l l l l l l l
l l l l l l l l
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 9-2 Additional Permissible Sequential Traffic Control Signal Indication During Signal Preemption Phase Existing Permissible Following Indications In the Same Signal Face Indication(s)
l l l l
l l
None
l
None None
l l l l l l
l l l l l l l l l
l l l l l l l l l l l l l l l l l l l l l l l l
l l l l l l l
l l
l l
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 pointed at an angle which will approximately equal that of the turn. Each arrow lens should show only one arrow direction. The arrow indication should be the only illuminated part of the lens, which is visible. In no case should letters, numbers, or symbols be displayed as part of a vehicular traffic control signal indications.
three other indications. However, this shall be done only when other improvements have not produced satisfactory results. In Abu Dhabi there are two permissible arrangements of indications in traffic signal faces as shown in Figure 9-1.
9.3.2 NUMBER AND ARRANGEMENT OF INDICATIONS IN A TRAFFIC CONTROL SIGNAL FACE

The indications in each traffic control signal face should be arranged in a vertical straight line. The relative positions of indications within a signal face should be as follows: RED DISK AMBER DISK GREEN DISK or Left turn RED ARROW Left turn AMBER ARROW Left turn GREEN ARROW The RED DISK indication should always be at the top of a vertical signal arrangement. When used, an AMBER DISK indication should always be located between the red indications and all other indications. Each signal face should have at least three indications but not more than five with the following exceptions: A single GREEN ARROW indication should be used alone to permit a continuous movement. Pedestrian signal faces, which have two indications. Each traffic signal lens should be illuminated separately. An unobstructed, illuminated vehicular traffic control signal indication should be sufficiently bright to be clearly visible for a distance of at least 400 meters under normal atmospheric conditions. See Section 9.6 for visibility of pedestrian signal indications. Signal dimmers should be provided for the amber signal sections. The dimmer should allow the signal lamp to operate at full intensity under daylight conditions and to reduce proportionally to 25 5 percent of full intensity at night. A dimmer should not control more than one amber section for each direction.
Figure 9-1 Typical Arrangements of Indications on Signal Faces
9.3.3 ILLUMINATION OF TRAFFIC CONTROL SIGNAL LENSES
9.3.4 VISIBILITY AND SHIELDING OF SIGNAL FACES

Every signal head and its supports should be designed so each signal face may be aimed independently of any other signal face.
One or more indications in a signal face may be repeated for safety or increased effectiveness. For instance, two red indications may be placed in adjacent vertical locations in a signal face with
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Every signal face should be aimed so its indications will have maximum visibility to the traffic it is intended to control. Each signal face should normally be aimed at a point approximately one meter above the approach roadway, substantially in advance of the stop line. The distance from the stop line to this point should be approximately the distance traveled by a vehicle while the driver reacts to the signal indication and stops. This distance is shown in Table 9-3. An upgrade on the approach to a signal will reduce the required vehicle stopping distance, while a downgrade will increase that distance. When the approach grade is about 5 percent or more, it would be desirable to adjust the minimum visibility distances shown in Table 9-7 to compensate for the required decrease or increase in stopping distance.
Table 9-3 Required Advance Visibility of Traffic Control Signal Indications 85 Percentile Speed (km/h) 30 40 50 60 70 80 90 100 110 120 Minimum Visibility Distance (meters) 50 65 85 110 135 165 195 230 265 295
ty of the signal indications as much as practicable to the drivers the signals control. However, visors exceeding 300 millimeters in length should only be used on signal heads which are rigidly supported so that they do not swing. Street, commercial, and advertising lighting behind and in line with traffic signal indications may seriously interfere with signal visibility and effectiveness. Backplates (a strip of thin material such as sheet aluminum or sheet plastic extending outward approximately 127 millimeters parallel to the signal face on all sides of the signal housing) are available. Backplates should be used on all signal heads placed over the roadway. Backplates should also be used on all other signal heads located where background colors and lights would interfere substantially with the effectiveness of the traffic signal indications. The front surface of backplates, the inside surfaces of visors, and the entire surface of louvers and fins should have a flat dull black finish. A backplate may have a white or silver border.
9.3.5 NUMBER AND LOCATION OF SIGNAL FACES

The primary consideration in the placement of signal faces is the visibility and effectiveness of the indications. Drivers approaching a signalized intersection or other area, should be given a clear and unmistakable indication of whether they should stop, proceed, turn right or turn left. The most important physical conditions affecting visibility of the signal indications are the lateral and vertical angles of a driver's view toward a signal face. These angles are determined primarily by the height, distance beyond the intersection, and lateral placement of the signal face. Other considerations include the design of the vehicle, the curvature and gradient of the approach roadway, and the height of the driver's eyes above the roadway. The visibility, location, and number of signal faces for each approach to an intersection or other signalized area should be as follows: A minimum of two signal heads should be provided for through traffic. These faces should normally be continuously visible
It is important that signal indications not be visible to drivers who are not controlled by those indications. For this reason, visors should be used around all signal lenses. Visors also reduce sun phantom which gives an unlighted lens the false appearance of being lighted when it is facing a low sun. The visor should be 1.27 millimeters thick and not less than 22.86 centimeters in length. The control of the visibility and effectiveness of signal indications can be improved by shielding, long visors, and louvers, and by special optical design. Where streets intersect a small angle, these devices should be used to limit the visibiliVersion 0.0, Interim Edition 9-12
from a point at least the distances shown in Table 9-3 in advance of and to the stop line. However, it is not usually desirable to allow motorists to see the indications of another traffic control signal which must be located less than the distances shown in Table 9-3 beyond a signal. On an approach that does not continue beyond the intersection, at least one (and preferably both) of the turning movements from that approach should have signal indications placed in accordance with this paragraph. The optical axis of signal indications should be aimed directly at the point on the approach which is at the distance shown in Table 9-3 from the stop line. If sight distance along an approach is less than given in Table 9-3, the indication should be aimed at the point on the approach where the indication will first become visible. Physical obstructions to signal visibility, such as tree limbs, parked vehicles, horizontal or vertical roadway curvature, buildings, etc., should be removed when practicable. Physical conditions may prevent drivers from having a continuous view of at least two signal indications for the distance stated in Table 9-3. In such cases an advance warning sign should be erected to warn approaching traffic. The sign should also be erected in advance of signals in rural areas, the first signal encountered when entering a municipality, or wherever signals may be unexpected. This sign may be supplemented by a Hazard Identification Beacon. Separate signal faces should be used when turning movements protected from conflicting movements are allowed by GREEN ARROWS. A single face is permissible for the control of traffic in a lane intended only for turning traffic. Two signal heads should be provided where more than one lane turns, or where the turning traffic is the major movement from the approach. An additional face should also be used when the required indication cannot be placed in an effective location. This signal face or faces should be in addition to the two signal faces required for through traffic. Signal indications for turning traffic should be adjusted to have as little visibility as practicable from the through traffic lanes. Where
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the signal indications will be visible to through traffic, identification as a left (or right) turn signal should be placed near each such signal face. Except where physically impractical, at least one and preferably both of the signal faces should be located within the approved area shown in Figure 9-2. In only rare exceptions will the width of the intersecting streets or other conditions make it physically impracticable for the faces to be in that area. Boundaries of the approved area are defined by the following limits: - Two lines parallel to the center line of the intersected street, one 12 meters and the other 35 meters beyond the stop line. - Two lines intersecting at the center of the full width of the approach lanes at the stop line. Each line makes an angle of approximately 20 with the center of the approach extended, one to the right and the other to the left.
Where conditions require the nearest signal face to be more than 45 meters beyond the stop line. - Lense size should be 300 millimeters, and - A supplementary post-mounted nearside signal face should be placed on the right-hand side of the approach roadway as near as practicable to the stop line.
Signal faces beyond the far-side curb of the intersected street should be as nearly straight ahead of the approaching driver as practicable, considering physical conditions and the means chosen for supporting the signal heads. A signal face may be located on the near side, immediately in advance of an intersection at the right side, on a median island, or at both locations. Such signals should be mounted on the top of the supporting post or by a short bracket attached to it. The signal face should be as near as practicable to the stop line. The lateral separation of the two signal faces should be not less that 2.5 meters measured horizontally between the centers of the faces. Signal faces for an approach should control traffic on all lanes of that approach, except
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lanes intended only for protected turning or other special traffic movements. Protected movements are those which do not conflict with other movements occurring at the same time. Signal faces are not required for each lane of an approach to a signalized area. A signal face controlling a turning or special traffic movement should be located as near as practicable in line with the path of that movement. Such a signal face should be in a position where it will be readily visible to drivers it controls. Signal faces, in addition to those required elsewhere in this section, may be used. However, these signal faces should be used only when a study has shown the signals are needed to improve signal visibility in advance of or at the intersection. Left turn arrows should be used in signal faces located on the near right-hand side of an approach. Right turn arrows should not be used in signal faces in the following locations: - On the far left-hand side of an intersection. - On a signal mounted on a median island on the far side of an intersection.
Glossary. A protected period is leading when it precedes the GREEN DISK indication on the same street. It is said to be lagging if it follows that GREEN DISK indication.
9.3.6 HEIGHT OF SIGNAL FACES

A signal face is most visible when directly in the driver's line of sight. Intersection approach grades, lateral offset of the signal, vehicle design and driver position affect signal visibility. A signal should be as low as possible and yet give adequate vertical clearance over the roadway. Unless there are vertical clearance problems, all signal arrays should be vertical. The vertical array should be used for signals not over the roadway. The bottom of the housing of a signal face placed on a median island on the near side of an intersection approach should not be less than 1.25 meters and not more than 2.5 meters above the top of the median island. The bottom of the housing of signal face supported over a roadway should not be less than 5.5 meters nor more than 6.5 meters above the pavement below the signal. Typical mast arm and bracket mountings of signals are shown in Figures 9-7 and 9-8.
At signalized locations between intersections, at least one signal face should be over and in line with the roadway of each approach. The other signal face should be mounted at the right-hand side of the roadway at a height of between 2.5 and 3 m. On streets and highways having multi-lane approaches, an additional signal face should be installed at the left-hand side of the approach or on a median island of adequate width. In all other respects, the requirements for a signal between intersections should be the same as for a signal at an intersection. Pedestrian signal indications should be used where warranted as stated in Section 9.6. Standard approved signal head locations and indications for common and typical situations are shown in Figures 9-3 to 9-6. Other arrangements are possible within the general rules given herein. The meanings of the terms permissive, protected, and protected/permissive will be found in the
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9.3.7 DESIGN AND LOCATION OF TRAFFIC CONTROL SIGNAL SUPPORTS AND CONTROLLER CABINETS FOR SAFETY
Proper visibility of traffic signal faces is the primary consideration in the location of traffic signal supports. In the interest of safety, signal support should be places as far as practicable from the edge of the traveled way without adversely affecting the visibility of the signal. Supports for post-mounted signal heads and also signal heads at the side of a street should be placed not less than 0.5 meter back from the face of a curb. If there is no curb the supports and signal heads should be placed not less than 0.5 meter back from the edge of the shoulder.
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Supports for mast arm pole-mounted signal heads should be placed in the most suitable roadway median facing the controlled approach A signal should not obstruct a crosswalk. Supports for post-mounted signal heads should be designed to readily break off, bend, or slip when hit by a vehicle, to minimize injury to the vehicle's occupants or damage to the vehicle. Where the speed of vehicles is less than 65 km/h and there is a vertical curb 25 cm or more in height, a breakaway support is not required. No part of the concrete base of a breakaway signal support should extend more than 10 cm above the ground level at any point. Vehicles should be protected from the base of a non-breakaway (rigid) signal pole such as is used to support a signal over the roadway. Guardrail or a suitable device to deflect or stop vehicles without serious injury to the occupants should be provided. However, this protection is not required if the support is located where it is unlikely to be hit by an out-of-control vehicle, or where the speed of vehicles is normally less than 65 km/h. Each controller cabinet should have a main door equipped with a keyed tumbler lock of the type in current use for this purpose in Abu Dhabi. An auxiliary door should be mounted on the main door. This door should be equipped with a lock operable by a different key. The door should give access to the manually flash, main power and controller power switches, and the manual control cord or phase change switches. Overhead (mast arm) indications should be used on intersection approaches where: More than 15 percent of the traffic is approaching at speeds in excess of 80 kph. On any approach where there are three or more approach lanes. Where physical conditions prevent drivers from having a continuous view of at least two signal indications.
The need for traffic signals may be determined from the criteria set out below. These are a guide only and all other relevant factors should be taken in to account and proper engineering judgment exercised. These criteria alone should not be used to justify an installation. Their sole function is to separate locations where traffic signals are likely to be effective or ineffective. To access priorities where all factors appear equal, cost-benefit techniques should be used. Various traffic models and computer simulation programs are available which permit detailed analysis of the benefits and effects of various traffic control options available at a site.
9.4.1 FACTORS TO BE CONSIDERED

Several factors (warrants) should be considered before a decision is made whether or not to install a traffic control signal: The number of vehicles entering the intersection and major turning movements by these vehicles. The number of pedestrians crossing each approach to the intersection. The length of time traffic is congested at the proposed traffic control signal location. The number and type of accidents at the location. Physical features such as sight distances, grade, or width of street area. The interruption to the smooth flow of traffic a traffic control signal would cause. The possibility of using a less restrictive control device.
Traffic control signals should not be installed unless one or more of the signal criteria in the Manual are met. These criteria should be applied whether a pretimed or a traffic-actuated signal is being considered. If a decision is made to install a traffic control signal, future traffic needs should be considered in its design and installation. Traffic studies of existing signalized intersections should be made at reasonable intervals. If a study
9.4
SIGNAL USE CRITERIA
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indicates the criteria for existing traffic control signals are no longer met, the operation of these signals should be discontinued.
9.4.2 ENGINEERING DATA REQUIREMENTS

A traffic engineering study should be made of an intersection or other problem location before a decision is made to (or not to) install a traffic control signal. The study should obtain at least the following data: On a day representative of average traffic volumes, the number of vehicles entering the intersection in each hours from each approach during the 7 consecutive hours of greatest total traffic. The vehicles turning right, going straight through and turning left should be separately recorded. (Typical traffic count forms for his purpose are illustrated in Figures 9-9 and 9-10.) The number of pedestrians crossing the intersection in each crosswalk during the same hours the vehicles are counted. (A typical pedestrian count form is illustrated in Figure 9-11.) A diagram of the intersection for at least 50 meters in each direction on each approach. (See Figure 9-12 for the information to be shown on this condition diagram.) A collision diagram showing the accidents during the last 12-month period for which accident data is available. (See Figure 9-13 for the data to be shown on this diagram.) The speed of vehicles on the intersection approaches not controlled by STOP signs. From this data the speed at or below which 85 percent of the vehicles were being driven can be calculated. (A form for recording vehicle speeds and calculating the 85-percentile speed is shown in Figure 9-14.)
when traffic volumes are greatest will be the determining factor. Each vehicle should be recorded as a heavy truck, a passenger car or light truck, or a bus. The number of each of these three classes of vehicles entering the intersection during each 15 minutes period of each of the twohour periods should be recorded. (The form shown in Figure 9-9 can be used for this purpose by subdividing each group of three boxes and recording a class of vehicle in each subdivision.) When planning a signal installation, it is necessary to provide adequate roadway width to accommodate the volume of vehicles on each approach. Frequently, this can be accomplished by prohibiting parking for a sufficient distance back from the intersection to provide a right-turn lane or by widening the roadway. On each approach, at least two lanes for moving traffic, one for through traffic, and one for right or left turn traffic, should be provided unless it is physically impossible to do so. Information obtained from the traffic engineering studies should be compared with the criteria set forth below to determine if signals are warranted.
9.4.3 CRITERION 1 MINIMUM VEHICULAR VOLUME

.Principally the volume of traffic on the intersecting streets may indicate the desirability of a traffic control signal. This criterion is met under the following conditions: When large traffic volumes (more than 500) exist for each hour of any seven hours of an average day. When the volumes of traffic are at least equal to those in Table 9-4. An average day is any day, (other than a Friday) when the traffic volumes entering the intersection are representative of those normally and repeatedly found at that location. The volumes given in the last two columns of Table 9-4 must occur during the same hours. The higher volume minor street approach (fourth column, Table 9-4) may be one of the approaches during some of the eight hours and the opposite approach during other hours.
Data on the types of vehicles entering the intersection is not required but may be helpful in evaluating the problems at some intersections. Such a vehicle classification count should be made during two separate periods, each of two hours duration, when traffic volumes are highest. Preferably one period should be in the morning and the other in the afternoon or evening. However, the hours
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Abu Dhabi
Traffic Survey Vehicle Volume Count Tally Sheet
Date: __________ Day: ________ Time: ________ To: ________ Rural: ________ City: ________
Location; Administrative Division: ______________
Intersection: ______________________________________________ and ______________________________________ Weather: ______________________ Road Condition: _____________________ Observers: _______________________
From: ________ On: ________________ Right Right Through ULeft Turn U- Left Turn Through
From: ________ On: ________________
U- Left Turn
Through
Right
From: ________ On: ________________
Figure 9-9 Vehicle Volume Count Field Data Form
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From: ________ On: ________________
U- Left Turn Through Right
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Abu Dhabi
Crosswalk Field Sheet Pedestrian Count
Adults Time: ________ To: ________ Date: ________ Observer: ____________
Children
Children
Adults
(Street Name)
Adults
Children
Figure 9-11 Pedestrian Count Field Data Form
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Adults
Children
Figure 9-12 Condition Diagram
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Figure 9-13 Typical Collision Diagram
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Table 9-4 Minimum Vehicular Volumes for Criterion 1 Number of Lanes for Moving Traffic on Each Approach Major Street 1 2 or more 2 or more 1 Minor Street 1 1 2 or more 2 or more Vehicles per Hour on Major Street (total of both approaches) 500 600 600 500 Vehicles per Hour on Higher-volume Minor Street Approach (one direction only) 150 150 200 200
This criterion is also met if the traffic volumes at the intersection are 70 percent or more of those shown in Table 9-4 when: The speed of 15 percent of the traffic on the main street is 65 km/h or more, whether the intersection is in an urban area or rural area, or The intersection is in an area with frequent buildings ( a built-up area) in a city or village having a population of less than 10,000, and it is not near a larger city or village.
9.4.4 CRITERION 2 INTERRUPTION OF CONTINUOUS TRAFFIC

The desirability of a traffic control signal may be indicated by large numbers of vehicles on the major street. This may result in unreasonable delay and hazard to traffic on the intersecting street. This criterion is met under the following conditions:
When large traffic volumes exist on the major street for each hour of any 7 hours of an average day. The volumes of traffic are at least equal to those in Table 9-5. An average day is any day (other than a Friday) when the traffic volumes entering the intersection are representative of those normally and repeatedly found at that location. The volumes given in the last two columns of Table 9-5 must occur during the same hours. The higher volume minor street approach (fourth column, Table 9-5) may be one of the approaches during some of the 8 hours, and the opposite approach during other hours.
This criterion is also met if the traffic volumes at the intersection are 70 percent or more of those shown in Table 9-5 when: The speed of 15 percent of the traffic on the main street in 65 km/h or more whether the intersection is in an urban area or a rural area, or The intersection is in an area with frequent buildings ( a built-up area) in a city or village
Table 9-5 Minimum Vehicular Volumes for Criterion 2 Number of Lanes for Moving Traffic on Each Approach Major Street 1 2 or more 2 or more 1 Minor Street 1 1 2 or more 2 or more Vehicles per Hour on Major Street (total of both approaches) 750 900 900 750 Vehicles per Hour on Higher-volume Minor Street Approach (one direction only) 75 75 100 100
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having a population of less than 10,000 and it is not near a larger city or village. A traffic control signal should not be installed under this criterion if its installation would seriously disrupt the flow of traffic in an existing or potential progressive signal system. (See Glossary for meaning of progressive signal system.) Figure 9-15 is an example of a traffic count made to determine if the minimum vehicular volumes for Criterion 2 were met.
This criterion is also met if the vehicular or pedestrian traffic volumes at the intersection are 70 percent or more of those shown in Table 9-6 when: the speed of 15 percent of the traffic on the major street is 65 km/h or more, or the intersection is in an area with frequent buildings (a built-up area) in a city or village having a population of less than 10,000 and it is not near a larger city or village.
9.4.5 CRITERION 3 MINIMUM PEDESTRIAN VOLUME

A traffic control signal may be considered because many pedestrians wish to cross a busy street. Large volumes of traffic on a street may not permit pedestrians sufficient time to cross safely. This criterion may be met under the following conditions. When large vehicle (more than 500) and pedestrian volumes (more than 150) exist for The vehicle and pedestrian volumes are at least equal to those in Table 9-6. An average day is any day (other than a Friday) when the traffic volumes entering the intersection are representative of those normally and repeatedly found at that location. The volumes given in the last two columns of Table 9-6 must occur during the same hours. One of the crosswalks may carry the greatest pedestrian volumes during some of the 8 hours and the other crosswalk during other hours.
Traffic control signals installed when this criterion is satisfied should be equipped with pedestrian signal indications. If a signal is installed at an intersection more than 600 meters from the nearest signal , it is recommended to be traffic actuated with pedestrian pushbuttons at each end of each crosswalk across the major street. Traffic control signals may be installed when this criterion is met at locations between intersections, provided the crosswalk is 50 or more meters from another crosswalk or intersection. If the signal is within a progressive signal system, it should be coordinated with that system. In such cases, curbside parking should be prohibited for at least 30 meters before the crosswalk and 10 meters beyond it.
9.4.6 CRITERION 4 SCHOOL CROSSING

When children wish to cross a street, adequate gaps are needed between vehicles for the children to cross safely. However, adequate gaps may not occur frequently enough. This criterion is satisfied 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) 600 Pedestrians per Hour Crossing the Major Street on the Crosswalk Having the Greatest Number of Pedestrians 150
No Pedestrian Refuge Island in the Street Having a Raised Island at Least 1.25 m Wide in the Middle of the Approach
1000
150
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than t h e num ber of min-
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utes in the time period of the day during which children with to cross. Generally, this period should not be less than 15 minutes. When traffic control signals are installed where this criterion but no other criterion is satisfied, the following actions are also required: Pedestrian signal indications should be provided for each crosswalk which has been designated for school children. Pedestrian signal indications may be provided for other crosswalks. A school crossing signal at an intersection should be fully traffic actuated. Signals in a progressive signal system may have pretimed control or, if traffic-actuated, should be coordinated with the system. At school crossings between intersections, the signal should be pedestrian-actuated. If within a progressive signal system, it should be coordinated with that system. At such signalized locations, parking should be prohibited for at least 30 meters in advance of the crosswalk and 10 meters beyond the crosswalk. A school crossing signal should not be installed within 150 meters of another traffic control signal, and should be located at least 30 meters and preferably further from the nearest intersection.
intersection between signals which are quite far apart. This will help to preserve the efficient grouping of vehicles and regulate vehicle speed. The Progressive Movement criterion may be applicable when all three conditions exist. The adjacent signals are more than 800 meters apart. A traffic engineering study shows that the vehicles do not remain in groups. Vehicle speeds are considerably above a safe speed.
A traffic control signal should normally not be installed if this criterion is satisfied when the resulting distance from that traffic signal to any adjacent signal would be less than 300m.
9.4.8 CRITERION 6 ACCIDENT EXPERIENCE

A traffic control signal may reduce the number of certain types of accidents occurring at an intersection, although the signal will cause more delay to drivers. It may also cause an increase in other types of accidents. The accident experience criterion is satisfied when all of the following conditions are met: Other remedies such as improved signing, pavement markings and parking restrictions were tried but, no reduction in the number of accidents occurred. Five or more accidents involving pedestrians, or right angle or left turn vehicle collisions, each of which caused personal injury or considerable property damage were reported to the police within a 12-month period. The number of vehicles and pedestrians at the intersection is not less than 80 percent of the requirements in Criteria 1, 2, or 3. The installation of a signal will not seriously disrupt the smooth flow of traffic in a progressive signal system.
9.4.7 CRITERION 5 PROGRESSIVE MOVEMENT

When the indications of a traffic control signal change from red to green, the vehicles proceeding ahead on the green signal form a group. These vehicles usually stay in the group for 500 meters or more. The movement of traffic groups through a progressive signal system is more efficient than random movement of individual vehicles through the system. Progressive signal systems control the speed of traffic. A vehicle which is driven at a high rate of speed between signals would arrive at the second signal before the green indication is shown. If traffic control signals are far apart, the vehicles within a group disperse traffic. Thus, it may be desirable to install a traffic control signal at an
Any traffic control signal installed solely on the Accident Experience criterion should be traffic actuated. It may be semi traffic actuated when equipped with devices which provide proper coordination (if installed at an intersection with-
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in a coordinated system). It normally should be fully traffic actuated if installed at an isolated intersection. Accident studies have shown the installation of a traffic control signal will significantly reduce the number of right angle collisions at an intersection. Right angle collisions are usually severe. A traffic control signal often will increase the number of rear-end collisions that are usually much less severe. Another type of accident which may be reduced by a traffic control signal is one involving pedestrians and vehicles. When considering the removal of an existing traffic control signal, an analysis should be made of the accidents occurring at the intersection. The type and number of accidents that may occur if the signal were removed should be estimated. The vehicular and pedestrian volumes should also be considered. A thorough analysis of the existing and projected conditions at the intersection should indicate whether the signal should be removed or permitted to remain.
and parking restrictions. A signal should be installed only if other remedies do not correct the problems.
9.4.10 CRITERION 8 SHORT PEAK PERIOD TRAFFIC VOLUME CRITERION

A traffic control signal may be indicated where, during only 1 or more hours of an average day, minor street traffic experiences unreasonable delay or hazard. There are two methods of determining when this criterion is met. One is by using the major street and minor street traffic volumes. The other is by measuring the delay to minor street traffic. The volume criterion may be applied by plotting on Figure 9-16 or 9-17 (whichever is appropriate) The total traffic volume on the major street and he number of vehicles entering the intersection on the higher volume minor street approach. (Note: Figure 9-17 is to be used in communities with a population of less than 10,000, or the speed limit on the major street is 65 km/h or more.)
9.4.9 CRITERION 7 COMBINATION OF CRITERIA

A traffic control signal may occasionally be justified when no single criterion is met. When at least 80 percent of the traffic volume required by paragraph No. 1or 2 (as appropriate) of two or more of the first three Criteria (1, 2, and 3) are met, a traffic control signal may be justified. Before a signal is installed under this criterion, there should be adequate trial of other remedies such as improved signing, pavement markings,
If the point plotted on the graph falls above the curve corresponding to the number of approach lanes, the criterion is met. This criterion also applies when the following conditions are met:
Table 9-7 Minimum Vehicular Volumes for Criterion 9 Number of Lanes for Moving Traffic on Average Daily Traffic Each Approach Major Street Minor Street Major Street Minor Street (both approaches) (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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Minor Street High-volume Approach VPH
600 500 400 300 200 100 400 500 600 700
Lanes per Approach: One on both streets. Two or more on one street and one on the other street. Two or more on both streets.
* * *
800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 Major Street Total of Both Approaches VPH 150 VPH applies as the lower threshold for a minor-street approach with two or more lanes and 100 VPH applies as the lower threshold volume for a minor-street approach with one lane.
Figure 9-16 Peak Hour Volume Criteria
Lanes per Approach: Minor Street High-volume Approach VPH One on both streets. 400 300 200 100 300 400 Two or more on one street and one on the other street. Two or more on both streets.
* *
500 600 700 800 900 1000 1100 1200 1300 Major Street Total of Both Approaches VPH
* 100 VPH applies as the lower threshold for a minor-streetthe lower approach with two or more lanes and 75 VPH applies as
threshold volume for a minor-street approach with one lane.
Figure 9-17 Peak Hour Volume Criteria (less than 10,000 population or above 65 km/h)
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During the peak traffic period traffic on a side street (controlled by a STOP sign) experiences a total delay per hour of: - Four or more vehicle hours for a singlelane approach, or - Five or more vehicle hours for a two-lane approach.
This criterion is also met if the traffic volumes are estimated to be 70 percent or more of those shown in the Table 9-7 when: he speed of 15 percent of the traffic on the main street is 65 km/h or more, whether the intersection is in an urban area or a rural area, or The intersection is in an area with frequent buildings (a built-up area) in a city or village having a population of less than 10,000, and it is not near a larger city or village.
The volume on the side street approach during the same hours is - One hundred or more vehicles per hour for a single-lane approach or - One hundred and fifty vehicles per hour for a two-lane approach.
9.4.12 SELECTION OF PRETIMED OR TRAFFIC-ACTUATED CONTROL

Pretimed traffic control signals are generally the most appropriate type for the following conditions: A repeated, predictable traffic volume pattern. An intersection in the built-up area of a city or village.
The total traffic entering the intersection on all approaches during the same hours is - Eight hundred or more vehicles per hour for intersections with four or more approaches, or - Six hundred and fifty vehicles per hour for intersections with three approaches.
9.4.11 CRITERION 9 ESTIMATE OF TRAFFIC ON STREET TO BE CONSTRUCTED

This criterion may be used only to evaluate the need for a traffic signal at a newly constructed intersection, created or revised by a highway construction project, or at the driveway of a new commercial or residential development. The anticipated traffic volume is estimated as of the date the intersection is opened to traffic, or: Within 2 years from the date of opening of a highway construction project, or Within 6 months from the date of the opening of a new commercial or residential development.
Unless an intersection is or will be in a coordinated signal system, traffic-actuated signals may be used in place of pretimed signals. Traffic-actuated signals are also appropriate for the following conditions: When the volume of traffic low, changes frequently through the day, or is greater first on one approach and then on others. When the side street vehicles are numerous only during a few peak hours per day, and those are the only hours when considerable delay is experienced on the side street. When only the pedestrian or accident criterion is used. When the signal will not be installed at an intersection. When the signal will be at an isolated location, that is two kilometers from the nearest signalized intersection.
This criterion is met when the estimated average daily traffic volume on the major street and on the higher volume minor street or driveway approach to the intersection equals or exceeds the volumes of traffic shown in Table 9-7.
9.4.13 PEDESTRIAN ACTUATION OF TRAFFIC CONTROL SIGNALS
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Pedestrian detectors (usually pushbutton switches at the ends of crosswalks) should be installed with a traffic-actuated traffic control signal when pedestrians would have to wait an unreasonable length of time for a vehicle actuation to give them an opportunity to cross. Pedestrian detectors should be installed with a traffic-actuated traffic control signal if pedestrians would not have sufficient time to cross the intersection during a green signal indication for vehicles.
section should be selected on the basis of its physical and traffic characteristics by using Table 9-8 or the formula: 0.91V _______ Vehicle Change Interval = T + 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 not exceed nine seconds. A vehicle may enter an intersection immediately before the end of the yellow change interval. It must be allowed to leave the intersection before conflicting traffic enters. The clearance intervals for a particular intersection should be selected on the basis of its physical and traffic characteristics for the initial timing of the signal controller by using Table 9-9 or the formula: T (sec.) = 3.6 (W + C + L) ______________ V
9.4.14 SIGNAL CRITERIA ANALYSIS FORM

Figure 9-18 shows a convenient form used to summarize the data, which determine if one or more of the traffic signal criteria are met.
9.5
TRAFFIC CONTROL SIGNAL OPERATION
9.5.1 VEHICLE CHANGE AND CLEARANCE INTERVALS

The exclusive function of the steady yellow interval is to warn traffic that a change in the right-ofway assignment will occur. The vehicle change interval should be long enough to allow drivers approaching the indication at a legal speed to stop before entering the intersection. A vehicle change interval should be followed by a short red clearance interval to allow vehicles which have entered the intersection to leave before conflicting vehicle movements enter it. The length of vehicle change and clearance intervals depends on the speed and type of approaching traffic, the width of the intersected street, and the gradient (negative or positive) of the approach. The vehicle change interval should not be less than three seconds nor more than seven seconds. Drivers will violate a yellow interval which is too long. The exclusive function of the yellow change interval should be to warn traffic of an impending change in the right-of-way assignment. The change intervals for a particular inter9-37
Where: W = Street width in meters. C = Distance from stop line to near side of cross street. L = Length of the vehicle. V = Speed of vehicle (km/h). Change and clearance intervals should be provided between the termination of a GREEN ARROW indication and the showing of a GREEN indication to any conflicting traffic movement. The change interval is shown by a AMBER ARROW indication. This may be followed by a RED indication if that movement is no longer permitted.
9.5.2 PREVENTION OF UNEXPECTED TRAFFIC CONFLICTS

Signal indications, allowing unexpected crossing or merging of the paths of vehicles with the paths of other vehicles and pedestrians, should not be
X X X
X X
X X
X X
X
Figure 9-18 (page 1 of 2) Completed Traffic Signal Criteria Analysis Form
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X X X
X X X X
X X
Figure 9-18 (page 2 of 2) Completed Traffic Signal Criteria Analysis Form
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Table 9-8 Vehicle Change Interval (seconds) 85th Percentile Approach Speed (km/h) 30 40 50 60 70 80 90 100 120 Notes: Gradient on Approach -8% 3.0 3.5 4.1 4.7 5.3 5.9 6.5 7.0 7.0c -6% 3.0 3.3 3.8 4.4 5.0 5.5 6.1 6.6 7.0b -4% 3.0 3.1 3.6 4.1 4.7 5.2 5.7 6.2 7.0a -2% 3.0 3.0 3.4 3.9 4.4 4.9 5.4 5.9 6.8 0 3.0 3.0 3.3 3.7 4.2 4.6 5.1 5.6 6.5 +2% 3.0 3.0 3.1 3.6 4.0 4.4 4.8 5.3 6.1 +4% 3.0 3.0 3.0 3.4 3.8 4.2 4.6 5.0 5.8 +6% 3.0 3.0 3.0 3.3 3.7 4.1 4.4 4.8 5.6 +8% 3.0 3.0 3.0 3.2 3.5 3.9 4.3 4.6 5.3
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.
Cross Street Width (meters) 9 12 15 18 21 25 28 31 34 37 40 43 46 55 60
30 2.5 2.9 3.2 3.6 4.0 4.4 4.8 5.2 5.5 5.9 6.2 6.6 7.0 8.0 8.6
40 1.9 2.2 2.4 2.7 3.0 3.3 3.6 3.8 4.1 4.4 4.7 5.0 5.2 6.0 6.5
Table 9-9 Vehicle Red Clearance Interval (seconds) 85th Percentile Vehicle Approach Speed km/h 50 60 70 80 90 100 1.5 1.3 1.1 0.9 0.8 0.8 1.7 1.4 1.2 1.1 1.0 0.9 1.9 1.6 1.4 1.2 1.1 1.0 2.2 1.8 1.5 1.4 1.2 1.1 2.4 2.0 1.7 1.5 1.3 1.2 2.7 2.2 1.9 1.7 1.5 1.3 2.9 2.4 2.1 1.8 1.6 1.4 3.1 2.6 2.2 1.9 1.7 1.5 3.3 2.8 2.4 2.1 1.8 1.7 3.5 2.9 2.5 2.2 2.0 1.8 3.7 3.1 2.7 2.3 2.1 1.9 4.0 3.3 2.8 2.5 2.2 2.0 4.2 3.5 3.0 2.6 2.3 2.1 4.8 4.0 3.4 3.0 2.7 2.4 5.2 4.3 3.7 3.2 2.9 2.6
110 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2.2 2.4
120 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 2.0 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
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given except when all of the following three conditions exist: The crossing or merging involves only slight hazard, and Serious traffic delays can be materially reduced. Drivers and pedestrians making the conflicting movements are effectively warned of the conflicts.
sequences change frequently, they must be planned and controlled to prevent unsafe and conflicting indications and movements. Every controller or control system should be designed and operated for safe and efficient functioning. In the normal operation of a traffic control signal, the indications on a specific signal face should be followed by one of the approved indications or combinations of indications given in Table 9-5. No unauthorized following indications may be shown. The authorized indication progression in the case where the operation of a traffic control signal is preempted by a train or emergency vehicle may be taken from either Table 9-5 or Table 9-6. A signal installation should comply with the following requirements: An arrow indication should never direct vehicles across the path of pedestrians who have a Walk indication. When a green vehicular indication or a pedestrian Walk indication is terminated, it should be followed by a change and a clearance interval. If a GREEN DISK indication is to continue when a GREEN ARROW indication begins, (called a lagging left turn), opposing or conflicting vehicular movements should first be stopped. This should be done by displaying a yellow change indication followed by a red clearance indication for the conflicting movements. The GREEN ARROW indication may be shown. A signal indication sequence may allow a left turn to be made only on GREEN ARROW. Such a sequence should be used only when left turning vehicles have a lane separate from, and in addition to, lanes for through traffic. Protected turning movements are allowed by GREEN ARROW indications shown when other traffic movements do not conflict with the turning movements. It is easier for drivers to turn left when they are protected by the signal from conflicting movements than when they are not protected. However, protected turns frequently reduce the efficiency and capacity of an intersection. Therefore, signal-operating plans should provide for
Warning may be given by signs or the use of an appropriate traffic signal indication. A LEFT GREEN ARROW signal indication should not be shown when drivers obeying it would intersect the path of pedestrians crossing in response to a walk indication.
9.5.3 PROTECTIVE FAIL-SAFE CIRCUITRY

Traffic signal controllers installed shall, through internal or external electrical circuitry, determine if green signal indications are being given to conflicting traffic movements. If such indications are being given, the signal should immediately be transferred to the flashing mode described in paragraph 9.05 F7. The signal should stay in this mode until the fault is corrected, and the signal is manually restored to normal operation. An alarm should also be generated at the traffic control center, where applicable, to alert the operator of such conflict.
9.5.4 SEQUENCE OF TRAFFIC CONTROL SIGNAL INDICATIONS (OPERATING PLANS)

The safe and efficient operation of a signalized intersection is dependent upon providing the best sequence and timing of signal intervals and phases. A pretimed signal controller or system generally does not change the sequence in which indications or phases occur. However, in traffic-actuated controllers and traffic-adjusted signal systems, both the sequence and timing of intervals and phases can change each cycle. Whether or not the
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protected turning movements typically at intersections where the left turn volume is large or where left turn accidents have been frequent. Many sequences of signal phases are possible. The sequence of phases sometimes affects the sequence of indications within a phase. The most commonly used sequences of signal phases and indications (operating plans) are given in the following paragraphs. If an engineering study shows a different phase sequence is desirable, that sequence should comply with all standards herein. The standard four phase traffic signal is shown in Figure 9-19. The standard sequence of traffic signal indications and phases is shown in Figure 9-20. Figure 9-20 also shows the standard numbering for traffic signal indications. It should be used whenever practicable. It is particularly applicable to the intersection of two streets where all drivers who wish to turn left can do so within two signal cycles. The standard sequence which includes pedestrian signal indications is shown in Figure 9-21. A left turn movement may be permissive, protected/permissive, or protected/prohibited. A permissive left turn is one which may be made whenever a GREEN DISK is displayed (unless prohibited by a regulatory sign). In a protected/permissive left turn, the GREEN ARROW indication is displayed with the GREEN DISK indication. This tells motorists no oncoming traffic from the opposite direction (or other movements) will conflict with turning traffic during the GREEN ARROW left turn phase. However, during the display of the GREEN DISK indication alone without the GREEN ARROW, vehicles turning left must yield the right-of-way to vehicles entering from the opposite approach on the GREEN indication. The term protected/prohibited also means no movements will conflict with turning traffic during the GREEN ARROW phase. However, left turns are prohibited when the GREEN ARROW indication is not being shown to that approach. The GREEN ARROW indication may be displayed with or independent of the
GREEN DISK indication for a protected/permissive left turn. A left turn movement may be allowed to take place throughout the green phase (permissive phasing), at the beginning or at the end of the green phase. When allowed at the beginning of the green phase, it is called a leading left turn interval. When allowed at the end of the green phase it is called a lagging left interval. A leading left turn is usually preferable to a lagging left turn because the risk of accidents is less when the turn is leading. Before a leading left turn begins, all traffic is stopped because the cross street green phase has terminated. Therefore, there are no conflicting movements, and the likelihood of accidents involving the vehicles turning on the leading GREEN ARROW decreases. A lagging left turn from only one approach usually is accompanied by a GREEN DISK on the same approach. Traffic on the opposite approach, (which has a RED DISK indication) may not stop because it is watching other traffic. Generally, a lagging left turn should be simultaneous on both opposite approaches with both through movements being stopped. A left turn movement from a street may be allowed from only one of its approaches to the intersection or from opposite approaches simultaneously. The latter is called a twodirection simultaneous left turn. Straight through and right turning vehicles should be prohibited from entering the intersection at this time. When Walk and Don't Walk indications are used, the GREEN ARROW interval must be coordinated with the pedestrian indications (see Section 9.5.2). The signal operating plans for several typical intersection designs are illustrated in the following figures: - Figure 9-22: Leading Protected/Permissive Left Turn From One/Approach - Figure 9-23: Permissive Left Turn on GREEN DISK from Opposite Approaches - Figure 9-24: Leading Protected/Permissive Left Turn from Opposite Approaches - Figure 9-25: Leading Protected/Prohibited
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Left Turn from One Approach Intersection with One-Way Street Figure 9-26: Intersection of Two Divided Streets with Service Roads Figure 9-27: Intersection of Two Divided Highways Having Left-Turn Bays in the Median Figure 9-28: T Intersection with a Service Road Along the Principal Street Figure 9-29: T Intersection with a LeftTurn Bay and Continuous Traffic on the Principal Street
both on the appropriate GREEN ARROW and on the GREEN DISK indication on those approaches (protected/permissive left turns). Some of the explanatory notes in Part C of Figure 9-31 also apply to Figure 9-30. Figure 9-30 Part B is a diagram of the eight phases (each interval is considered to be a phase) in the signal sequence. Through and left turn movements are given separate phases. It is assumed right turns may be made on the GREEN DISK indication. Figure 9-31 has three parts. - Part A is a table showing for each phase the other phases (non conflicting phases) which could simultaneously be shown with it and the phases (called conflicting phases) which would have movements in conflict with the phase having the green indication. More than one phase (for example Phases 1 and 5, or 3 and 8) may occur simultaneously, if the appropriate detectors are actuated. However, phases occurring simultaneously must be on the same side of the barrier line. Also, no more than two phases per ring may occur simultaneously. Exceptions to these limitations occur when overlapping phases are present, but the complexity of this phasing requires more space than is available in this Manual. The terms ring and barrier come from the characteristics of the solid-state circuitry used in these controllers. - Part B is a table showing the signal indications used in the change and clearance intervals following each phase. This table must be read with the notes in Part C. - Part C contains notes needed to explain and amplify Figures 9-30 and 9-31. The signalization of the intersection of the ramps and the crossroad at a diamond interchange is a special case. Several standard types of phase sequences are used. Some of the most useful of these are shown in Figures 9-32 to 9-35. Traffic estimates should be made prior to signalization, and the most appropriate phase sequence should
Right turns normally involve considerably less potential conflict than left turns. Also, right turn intervals seldom are needed. The same general principles may be applied to right turns as to left turns in those cases where a right turn interval is required. Signal controllers and systems should be designed to provide interval and phase sequences which meet the requirements of this section. The newest types of controllers and systems, where most equipment use digital technology, have great flexibility in the timing and sequence of intervals and phases. In the case of pretimed equipment, operation may be specified by detailing all indications in proper sequence. Figure 9-20 illustrates one manner in which the sequence of signal phases, intervals and indications may be shown. This method is particularly satisfactory for pretimed signals in which the sequence of phases does not change. Figures 9-30 and 9-31 illustrate a manner in which the desired operation of a traffic-actuated signal may be shown. Modern trafficactuated controllers may be designed and operated by traffic demand to vary the lengths of intervals and change the sequences in which the intervals occur. Figure 9-30 Part A shows a simple intersection of two streets, each with a curbed median and left-turn bays. Vehicle detector loops and signal faces are shown, as well as pedestrian signal faces. Left turns from north to east and from south to west may occur only on the GREEN ARROW indication (protected/prohibited left turns). Left turns from east to south and from west to north may occur
be adopted initially. Studies should be made after signalization, and one of the other phase sequences should be used if better results could be obtained with it.
9.5.6 FLASHING OPERATION OF TRAFFIC CONTROL SIGNALS

All traffic control signal installations should have electrical mechanisms which will flash the signal indications when activated by a manual or automatic switch. It should be possible to remove the signal timer without affecting the flashing of the indications. During flashing operation, the indications should be flashed at a rate of not less than one-half nor more than two-thirds of the total flash cycle. The signal indications which are flashed should be as specified in Section 9.03 B5a. Automatic changes (by time clock or remote control) from flashing to stop-and-go operation should be made when a green indication is shown in both direction on the major street. Where there is no such green indication for both directions, the change should be made at the beginning of the green interval for the greatest traffic movement on the major street. Automatic changes from stop-and-go to flashing operation should be made at the end of the period during which the red indication is shown in both 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 stopand-go to flashing operation. Restoring the manual flash switch to the automatic position or operation of the conflict monitor reset switch should cause the immediate change from flashing to stop-and-go operation. A short, steady all-red interval should be given to all minor street approaches before changing from flashing red to green on a minor approach. There is usually period of four or more consecutive hours of the night when the volume of traffic is much less than in the day-time. During such periods, when traffic is less than 50 percent of the volume criteria in Section 9.2 of this chapter (or less than 120 vehicles per hour), a pretimed signal may be placed on flashing operation. Trafficactuated signals should normally not be placed
9.5.5 COORDINATION OF TRAFFIC CONTROL SIGNALS

Both pretimed and traffic-actuated signals within 800 meters of one another along a major route or in a network of major routes should normally be operated in coordination to minimize unnecessary delay and accidents. Coordination may be accomplished by wires between the signal controllers in the system, with one controller (or a central master controller) designed to send impulses at intervals to regulate the operation of the other controllers. As a temporary measure, pretimed signals may be coordinated by using a common cycle length and setting the time relationships (offsets) by stopwatch. Coordination usually cannot be maintained across boundaries between signal systems which operate on different cycle lengths. A time-base coordination unit at each controller may be used for coordinating traffic control signals. No wires are needed between controllers. The time-base coordinator is essentially an accurate and stable clock which may be independent of the power mains. Each time-base unit can be set to regulate the cycle, splits, and offset of its associated controller. Because of the timing stability of the time-base coordinator, the time relationships of the signals in the system do not change over long periods of time. Time-based coordinators are available which can be programmed for a time period of a week or a full year. Until recently, coordination was usually accomplished by a master controller that supervised the operation of local controllers at individual intersections. The availability of computerized equipment has made possible more complex and efficient coordinated control of signal networks. Much useful information on this subject is available in periodicals, handbooks, and manufacturers literature, and should be consulted if a coordinated network is anticipated.
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on flashing operation during such times of lower traffic. At such times, a properly adjusted and maintained traffic-actuated signal will not cause unnecessary delay to traffic and will provide safer traffic movement than would flashing operation. In Abu Dhabi, placing a signal on flashing mode requires a prior authorization of the Department. When the Department approves that a traffic control signal be placed on flashing operation mode, the following signal indications should normally be displayed: Flashing yellow in all indications facing traffic on the main street or highway. Flashing red in all indications facing traffic on the minor or cross streets. At some intersections, traffic volumes on the main and cross streets may be nearly equal and accidents may be displayed in the indications facing main street traffic and also those facing cross street traffic.
When a traffic control signal installation is being operated as a stop-and-go device, at least one indication in each signal face should be illuminated. When a traffic control signal installation is being operated as a flashing device, at least one indication in each signal face should be flashed. The indication of traffic control signals for emergency vehicle entrances do not have to be steadily illuminated or flashed except when those signals are activated.
A GREEN ARROW indication used alone to permit a continuous movement should be constantly illuminated when other indications in the signal installation are flashed.
9.5.8 CONTROL PREEMPTION BY PRIORITY TRAFFIC

Special classes of traffic (emergency vehicles, trains, transit vehicles, and certain official vehicles) may require priority over other traffic. Equipment is available to allow such traffic to modify the timing, sequence, or display of traffic signal indications. Change and clearance intervals and displays should be provided when a priority vehicle causes a change in the normal timing, sequence or signal display. Priority control may be established over one signal or over all or parts of an entire signal system. The indications of signals under priority control should allow traffic to continue to move as normally as possible without delay or hazard to priority vehicles. Long all-red or flashing signal sequences should not be used.
A traffic control signal indication that is sufficiently bright to be effective in the day time may be too bright at night. Therefore, except in urban areas with bright surroundings and on high speed rural roads, indications may be automatically dimmed at night. The dimming device should reduce the light output of each signal indication proportionally as the ambient light level decreases. The reduction should be not more that 50 percent and not less than 30 percent of the light output at full rated voltage.
9.5.7 CONTINUITY OF OPERATION OF TRAFFIC CONTROL SIGNALS

A traffic control signal installation, except as provided below, should at all times be operated either as a stop-and-go device or as flashing device. Before being placed in operation, during major reconstruction, or a seasonal shutdown, a signal may not be operating. In such cases, the signal faces should be covered, turned away from the street, or removed to clearly indicate the signal is not in operation.
9.5.9 MAINTENANCE OF TRAFFIC CONTROL SIGNALS

Proper and reliable operation of traffic control signals involves regular and emergency maintenance. This includes maintenance to reduce the likelihood of the failure of any signal component and prompt repair or replacement of malfunctioning signal units. Traffic signal equipment occasionally fails to function properly. If a breakdown or failure of the
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equipment occurs, control should be reestablished in one of the following ways: Automatic or manual transfer to a predetermined flashing mode. Manual traffic direction by proper authority. Temporary erection of other traffic control devices.
Traffic-actuated signal control is generally more efficient than pretimed control at intersections which are not part of a signal system. However, the efficiency of traffic-actuated signal control is greatly affected by the type, placement, and maintenance of the vehicle detectors used with the signal. It is best to use detectors capable of registering the presence of a vehicle at the detector as well as the passage of the vehicle over the detector. Sensors (or the associated controller) may have one or more of the following characteristics, all of which add to the usefulness of the detector. Presence mode, which means the detector gives an indication as long as a vehicle is over the detector. Pulse mode, in which the detector gives only a short (pulse) indication when a vehicle or axle passes over it. Holding or nonholding mode. In the holding mode, the detector actuation is held after the vehicle leaves the detector until the actuation is released by the detector or controller. In the nonholding mode, the detector actuation is discontinued by the detector or the controller when the vehicle leaves the detector. Delay timing, which means the detector does not transmit the vehicle actuation to the controller for a predetermined adjustable time. Extension timing, which means the detector prolongs the transmission of an actuation to the controller after the passage of a vehicle.
Traffic control signals have complex electrical and electronic equipment. Special training and skills are needed to provide the maintenance necessary to keep the signals operating properly and to restore the signals to operation after an equipment failure occurs. Types of work include the following: Routine preventative maintenance and identification of problems with controllers and associated equipment. Cleaning and replacement of signal lamps on a schedule that will minimize interruption of signal operation due to lamp failure. Maintenance of an adequate stock of replacement control equipment and spare parts.
The appearance and effectiveness of an installation should be maintained by scheduled cleaning and adjustment of signal lenses and reflectors and by painting signals and supports. Yellow posts should be used for post-mounted signal heads. The signal head housings, insides of visors, entire surface of louvers, and surface of backplates should have a dull black or dark green finish. Backplates may have a white border. To provide efficient and safe operation of an intersection, the traffic signal control equipment must be operated in accordance with its predetermined timing schedule. Timing changes should be made only by authorized persons. A written record should be made of all timing changes, inspections and other work done on any signal, and a copy should be placed in the cabinet. A copy of the timing plan and wiring scheme should also be kept in the cabinet. Also, a copy of all records should be maintained by the local authority.
At some locations, total entering traffic on the major street is more than twice the traffic on the minor street. In such cases, the detectors on the minor street should be placed closer to the stop line than those on the major street. On low-volume minor streets, vehicles entering the street from driveways between a detector and the stop line do not register their presence and may not receive the green light for a considerable time. In such cases, an additional detector should be placed between the stop line and the nearest driveway. Any vehicle crossing this detector will register their presence and call for the right-ofway and will not be unnecessarily delayed. This will require a reduction in the length of the vehi9-46
9.5.10 VEHICLE SENSORS
cle extension timing on that approach. As an alternative, the controller can be designed to respond only to the first impulse in each cycle from the detector farthest from the intersection. At traffic-actuated signals, detectors are required in separate turning lanes to secure the right-ofway for vehicles in those lanes. Turning vehicles can frequently complete the turn and leave the intersection on the GREEN DISK signal indication. Thus, the right-of-way does not have to be transferred to the turning lanes causing unnecessary delay to other traffic. Therefore, detectors and associated equipment for such lanes should be designed to register the need for right-of-way only when a vehicle is present in the lane. Detectors should be placed where vehicles traveling away from the intersection will not affect the controller. On narrow two-way roadways this may require a special type of directional detector which will be actuated only by vehicles going toward the intersection.
required switch to transfer from automatic to hand operation, and a push button switch on a one-meter electrical cord for the purpose of changing the signal indications. When a traffic signal is being operated by hand control, the lengths of the yellow change intervals and red clearance intervals, if used, should be controlled by the signal timing mechanism. Properly timed and maintained traffic control signals are efficient in moving traffic through an intersection. Hand control of a signal in a progressive signal system will interrupt the smooth flow of traffic through the system. The temporary improvement in traffic flow at that intersection will be offset by a decrease in efficiency for the system as a whole. It is recommended that signals be manually controlled only for special, temporary events.
9.6
PEDESTRIAN SIGNAL INDICATIONS
9.5.11 USE OF SIGNS WITH TRAFFIC CONTROL SIGNALS

STOP signs should be used with traffic control signals except: When the signal indication flashes red at all times. When a minor street or driveway with little traffic enters the intersection or controlled area. When the signal must be operated for a considerable time in the flashing mode. In that case, STOP signs may be desirable to supplement the flashing red signal indications. When the signal installation is temporarily without electrical power, and STOP signs must be erected on some or all of the approaches.
9.6.1 MEANING OF PEDESTRIAN SIGNAL INDICATIONS

Pedestrian signal indications are used to give pedestrians better information for safe crossing than can be given by the vehicular indications alone. These indications consist of the green figure of a walking man, symbolizing permission to walk (WALK) and a representation of a red - colored hand, symbolizing prohibition of walking (DON'T WALK) (see Figure 9-36). Another permissible combinations would be a white figure of a walking man and a red figure of standing man, respectively. The meanings of pedestrian signal indications are: The hand symbol (when steadily illuminated) means pedestrians facing the signal should not enter the roadway. The walking man symbol (when flashing) means pedestrians should not start to cross the roadway. However, any pedestrian who has partly completed crossing the roadway should proceed to a sidewalk or to a safety island.
9.5.12 OPERATION OF TRAFFIC CONTROL SIGNALS BY HAND CONTROL

A mechanism should be provided to permit authorized personnel to operate the signal manually to control traffic. This should include the
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The walking man pedestrian indication means pedestrians may cross the roadway within the crosswalk limits in the direction of the indication.
When illuminated, the walking man symbol should be green on a black background. When illuminated, the hand symbol should be red on a black background. When not illuminated, pedestrian indications should not be readily distinguishable by pedestrians from the far end of the crosswalk. Symbols at least 150 millimeters high should be used if the distance from the near curb to the pedestrian signal indication is 35 meters or less. Where that distance is more than 35 m, the symbols should be at least 225 millimeters in height. When pedestrians are required to cross the street on two or more stages, optically programmed Walk-Don't Walk pedestrian signal indications or symbols should be utilized. These indications should be installed so that the pedestrian will view only the indication which applies to him.
9.6.2 USE OF PEDESTRIAN SIGNAL INDICATIONS

Pedestrian signal indications should be installed in conjunction with vehicular traffic control signals under any of the following conditions: When a traffic control signal is installed because either the Pedestrian Volume or the School Crossing Criterion is met. When it is necessary to give vehicles a signal indication to stop them from crossing the path of a pedestrian movement. A signal indication is then necessary to tell pedestrians when they may walk. When vehicular signal indications are not sufficiently visible to pedestrians, particularly on one-way streets or at a T intersection. At officially designed school crossings at intersection signalized under any criterion. At wide intersections where pedestrians must make the crossing in stages.
9.5.3 LOCATION OF PEDESTRIAN SIGNAL INDICATIONS

Pedestrian signals should be mounted with the bottom of the housing not less than two meters nor more than three meters above the sidewalk level. For each direction on each crosswalk, pedestrian indications should be in the normal line of vision of pedestrians. The preferred location of the pedestrian signal face is at the end of each crosswalk. The indications should be positioned and adjusted for maximum visibility at the far end of the crosswalk. The pedestrian indication should be located within three meters of the extension of the crosswalk lines. Pedestrian signal heads may be mounted separately or on the same support as the vehicular signal heads. Vehicular and pedestrian signal heads on the same support should be separated by a space of not less than 150 millimeters when both signal heads face in the same direction. Pedestrian signal heads and indications should meet the specifications of the Emirate of Abu
Pedestrian signal indications are desirable wherever it is necessary to assist pedestrians, particularly at complex or large intersections. These signals show the periods of the signal cycle when pedestrian crossing has the least vehicular interference. Normally, pedestrian indications need not be placed at intersections where few pedestrians cross the major street.
9.5.3 DESIGN OF PEDESTRIAN SIGNAL INDICATIONS

Pedestrian indications should be adequately bright and legible to be effective under all normal atmospheric conditions. These indications should attract attention and be readable by pedestrians (day and night) at all distances from 3 meters to the full width of the area to be crosses. Lenses for pedestrian indications should be round in shape, displaying either the red hand symbol or the green walking man symbol. The signal indications should be internally illuminated.
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Dhabi with respect to color, lens transmittance, light distribution, and physical characteristics.
9.5.5 PEDESTRIAN PUSHBUTTON DETECTORS

Pedestrian detectors should be installed at any traffic-actuated signal for any crosswalk having pedestrian indications except as described in Section 9.5.6. Detectors and indications should be omitted for a crosswalk if it is closed. Pedestrian detectors (usually buttons which must be pushed by pedestrians) should be located within easy reach of pedestrians at each end of each crosswalk where pedestrian actuation is required. The position of the pushbutton with respect to the crosswalk should clearly show it is intended for pedestrians using that crosswalk. Detectors should be mounted on a strong support at a height of from 1 to 1.2 meters above the sidewalk. Small signs should be mounted above or as a part of each detector to explain their purpose and use. Additional pushbutton detectors may be needed on median islands where a pedestrian might seek refuge from traffic.
green time which will usually reduce the major street green time. Where pedestrian actuation is not practical, and pedestrians or often present, the vehicular green time should provide at least the minimum crossing time needed by pedestrians. The minimum Walk interval, when the green walking man indication is shown, should be not less than the minimum time required to cross the street at walking speed. The minimum Walk interval is typically three to seven seconds. Additional time, if needed, should be added to the clearance period. The Walk indication may be shown for the vehicular green period minus the time required for the pedestrian change/clearance indication. However, the length of the Walk period need not equal the time required for pedestrians to walk completely across the street, as they can complete their crossing during the change/clearance period. At traffic-actuated signals, the standing man indication should be shown unless there has been a pedestrian actuation. A pedestrian change/clearance interval should always be provided where pedestrian signal indications are used. This interval should be long enough to allow a pedestrian to walk across the entire roadway or to a median island before vehicles crossing his path receive a green indication. The normal walking speed is assumed to be 1.25 meters per second. Pedestrian indications should always be displayed when the traffic signal is operating as a stop-and-go device. Pedestrian indications should not be illuminated when the traffic control signal is operating as a flashing device. When pedestrian pushbuttons are provided, the buttons should be operating at any time the pedestrian indications are operating.
9.5.6 PEDESTRIAN SIGNAL PHASES AND INTERVAL TIMING

Pedestrians should be assured of sufficient time to cross the roadway during the pedestrian change/clearance period at a signalized intersection where pedestrian indications are used. Some pedestrians, particularly the very young, old, or handicapped, walk more slowly than other pedestrians. The length of the pedestrian change/clearance interval must be adjusted to accommodate those differences in walking speed where young, old, handicapped pedestrians frequently cross. Pedestrian pushbutton control of traffic-actuated signals gives pedestrians sufficient crossing time by extending the green time given to vehicles. Even where traffic signals are pretimed it is sometimes desirable to provide pedestrian pushbuttons. Often pedestrian detectors are installed for crosswalks across the major street, but not across the minor street. In those cases, pedestrian actuation extends the minor street vehicular
9.7
FLASHING BEACONS
9.7.1 HAZARD IDENTIFICATION BEACONS

A hazard identification beacon is a traffic signal giving a flashing AMBER DISK indication. A hazard identification beacon may have one or two yellow indications. If there are two, the indi-
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cations should be flashed alternately. The beacon should be used only to supplement an appropriate warning or regulatory sign. Typical uses for hazard identification beacons include the following: Warn of obstructions in or immediately adjacent to the roadway. Call attention to and increase the effectiveness of warning signs. Provide warning for crosswalks, especially those not at an intersection. Warn of intersections, particularly where accidents have been recorded. Supplement and call attention to regulatory signs, except for stop, give-way and entryprohibited signs. If a beacon is needed for those three signs, it should be red.
illuminated alternately. If the sign is higher than it is wide, one lens should be at the top of the sign and the other at the bottom. If the sign is longer horizontally than it is high, the lenses may be at the left and right of the sign. A 300-millimeter lens may be used only with a speed limit sign larger than the standard size. A speed limit sign beacon may be used with a standard speed limit sign which shows an unchanging message. It may also be used with speed limit sign on which the indicated speed limit may be changed mechanically, electrically, or by hand. A changeable message speed limit sign beacon may be controlled by a seven-day programmable time clock or other reliable means so the beacon operates only during those hours and days when the regulation is in effect.
Hazard identification beacons should be operated only during those hours when the hazard or regulation exists. The hazard or other condition warranting a hazard identification beacon will usually determine its location and the sign used with it. A hazard identification beacon should be supplemented by a suitable sign when used on an obstruction in the roadway. In addition, the area of the obstruction should be illuminated. A 300-millimeter lens should be used only with a sign larger than the standard size.
9.7.3 INTERSECTION CONTROL BEACON

Intersection control beacons have flashing AMBER DISK or RED DISK indications in each face. These beacons are used at intersections to warn and control one or more directions of travel. More than one indication may be needed on some approaches to provide adequate visibility. Intersection control beacons are used at intersections where traffic control signals are not warranted, but accident experience indicates a special hazard. Only the following combinations of signal indications should be used: Amber indications on one route (normally the major route) and red on all other approaches, or Red on all approaches to the intersection. This is permissible only where an all-way stop is warranted.
9.7.2 SPEED LIMIT SIGN BEACON

Speed limit sign beacons are intended for use where signs alone have not been effective in controlling speed. The beacons are required with mechanically or electrically changeable speed limit signs. Too frequent use of the beacons, however, may reduce their effectiveness. A speed limit sign beacon is a signal having one or two AMBER DISK lens sections. If one lens is used, it should have a visible diameter of not less than 200 millimeters. If two lenses are used, the lenses should have visible diameter of not less than 150 millimeters. The two lenses should be
A STOP sign in the normal, approved location should be used with flashing red intersection control beacon. Intersection advance Warning signs are normally used on approaches having a flashing yellow beacon. Flashing yellow beacons should never face two or more vehicle movements which cross or otherwise conflict.
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Two-hundred millimeter lenses are customarily used in intersection control beacons. Three-hundred millimeter lenses may be used where high traffic volume or speed necessitate greater visibility and effectiveness. If two or more indications are shown to any one approach, these indications should be flashed simultaneously.
All beacons should be flashed at a rate of not less than 50 nor more than 80 times per minute. The illuminated period of each flash should not be less than one-half more than two-thirds of the total cycle. The mechanism that causes the beacons to flash should be equipped with filtering devices for suppression of radio frequency electrical interference. When a 1,750-lumen lamp is used in a 300-millimeter yellow flashing beacon, the indication may be excessively bright at night. Therefore, except in urban areas with bright surroundings and on high speed rural roads, a device should be used to automatically reduce the light output of the beacon at night proportionally as the ambient light level decreases. The reduction should be to not more than 50 percent and not less than 30 percent of the light output at full rated voltage. Flashing beacons, except for intersection control beacons, are generally used with signs. If so, these beacons must be separated by 300 to 400 millimeters from the nearest edge of the sign (this limitation does not apply to school-zone speed limit beacons). If the beacon is too close to the sign, its brilliance will seriously interfere with the legibility of the sign at night. Flashing beacons should never be mounted on pedestals in the roadway. A flashing beacon may be placed on a pedestal on a traffic or pedestrian island, but the support should be of breakaway design. The installation for the sign will usually establish the location, height, and lateral clearance of the combined sign and beacon. The beacon alone or with an accompanying sign may be over the roadway. In such cases, the clearance above the pavement should not be less than 5.8 meters nor more than 6.5 meters. The sign and flashing beacon should be in the same vertical plane.
9.7.4 STOP SIGN BEACON

A stop sign beacon is a signal with one or two flashing RED DISK indications used with a STOP sign. The lens of a stop sign beacon should have a visible diameter of not less than 200 millimeters. Where greater effectiveness is needed, two separate beacon and sing installations may be made. One should be on the right side of the approach and one overhead or on the left of the approach. This will usually be more effective than a beacon with a 300-millimeter lens. If two lenses are used with a STOP sign, the lenses should be placed above and below the sign, and should be alternately illuminated. The standard beacon should have one lens. Two-lens beacons should only be used where accident experience shows singlelens beacons have not been effective.
9.7.5 DESIGN AND OPERATION OF FLASHING BEACONS

Flashing beacons usually consist of one or more sections of a traffic control signal head. Except as modified by this section, the physical and optical characteristics of beacons should comply with the requirements for traffic control signal heads. The lens in each beacon, except the speed limit sign beacon, should have a visible diameter of not less than 200 millimeters. When illuminated, the indication of the beacon should be clearly visible as a full disk in the direction it is aimed. Unless it is physically obstructed, the indication should be visible for a distance of at least 400 meters under all normal lighting and atmospheric conditions.
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Version 0.

0, Interim Edition 2003

TRAFFIC CONTROL DEVICES MANUAL

PREFACE TO VERSION 0.0 OF THIS MANUAL

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TRAFFIC CONTROL DEVICES MANUAL

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TRAFFIC CONTROL DEVICES MANUAL

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TRAFFIC CONTROL DEVICES MANUAL

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TRAFFIC CONTROL DEVICES MANUAL

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TRAFFIC CONTROL DEVICES MANUAL

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TRAFFIC CONTROL DEVICES MANUAL

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TRAFFIC CONTROL DEVICES MANUAL

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TRAFFIC CONTROL DEVICES MANUAL

CHAPTER 8: TYPICAL APPLICATIONS

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TRAFFIC CONTROL DEVICES MANUAL

Version 0.0, Interim Edition

TRAFFIC CONTROL DEVICES MANUAL

Version 0.0, Interim Edition

TRAFFIC CONTROL DEVICES MANUAL

1.1.1 REQUIREMENTS AND PURPOSE OF TRAFFIC CONTROL DEVICES

1.1.2 STANDARDIZATION OF APPLICATION

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TRAFFIC CONTROL DEVICES MANUAL

signs is recommended to reassure motorists of their location and route.

1.1.5 ADVERTISING SIGNING

1.1.3 APPROVAL FOR PLACEMENT

1.2.1 ROUTE DESIGNATION

1.1.4 EXCESSIVE USE OF TRAFFIC CONTROL DEVICES

1.2.2 TRAFFIC CONTROL DEVICE CLASSIFICATION

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TRAFFIC CONTROL DEVICES MANUAL

Typical Traffic Control Devices

Control Mandatory Prohibitory Parking Control Freeway Control

Advance Warning Hazard Marker Diagrammatic Warning

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

Figure 1-1 Classification of Traffic Control Devices

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TRAFFIC CONTROL DEVICES MANUAL

TRAFFIC SIGNS GENERAL

2.1.1 SHAPE CODE

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TRAFFIC CONTROL DEVICES MANUAL

Reserved exclusively for the STOP sign.

Reserved exclusively for the GIVE WAY (YIELD) sign.

Reserved exclusively for REGULATORY signs (mandatory and prohibitory).

Reserved exclusively for ADVANCE WARNING signs.

Reserved exclusively for CHEVRON DIRECTION signs.

Figure 2-1 Standard Sign Shapes