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His Highness Sheikh Khalifa bin Zayed Al Nahyan
President of the United Arab Emirates
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His Highness Sheikh Mohamed bin Zayed Al Nahyan
Crown Prince of Abu Dhabi and Deputy Supreme Commander of the UAE Armed Forces
and Chairman of the Abu Dhabi Executive Council
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Table of Contents
Abu Dhabi Urban Street Design Manual
Page v
Part II: Design of Complete Streets Part III: Supporting Material
Chapter 6 - Junction Design Appendix A - Sample Project
6.1 Introduction ............................................................................ 2 Appendix B - Performance Measures
6.2 Junction Types......................................................................... 2
6.3 Junction Design Considerations ............................................... 2
Appendix C - Toolbox of Connectivity
Measures
6.4 Junction Spacing and Layout................................................... 6
6.5 Signalised Junctions ................................................................ 8 Appendix D - Example Street Configurations
6.6 Roundabouts.......................................................................... 10
6.7 Grade Separations.................................................................. 13 Appendix E - Emirati Neighbourhood
Network and Street Design
Chapter 7 - Streetscape Design Appendix F - Local Examples of Good Street
Design Elements
7.1 Introduction ............................................................................. 2
7.2 Principles of Streetscape Design ............................................. 2 Appendix G - Standard Details
7.3 Building Frontage Relationship ................................................. 3
7.4 Shade and Climate Attenuation................................................ 6 Appendix H - Definitions
7.5 Landscaping & Water Use ....................................................... 9
Appendix I - References
7.6 Materials, Furnishing and Lighting ......................................... 14
7.7 Signage & Wayfinding............................................................ 20 Acknowledgements
7.8 Safety and Security ............................................................... 22
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List of Figures
Abu Dhabi Urban Street Design Manual
Figure 1.1 Integration of USDM with other manuals .................... 6 Figure 4.1 Madinat Zayed, Al Gharbia: land use context............... 2
Figure 1.2 Elements of complete streets ...................................... 7 Figure 4.2 Khaleej Al Arabi street, Abu Dhabi: land use context.... 2
Figure 4.3 Pedestrian design dimensions...................................... 7
Chapter 2 - Goals and Design Principles Figure 4.4 Wheelchair user passing / turning dimensions ............ 7
Figure 4.5 Pedestrian and vehicle vertical separation................... 7
Figure 2.1 Relationship between obesity and walking, cycling and Figure 4.6 Minimum cycle design dimensions.............................. 8
transit use ................................................................. 10
Figure 4.7 Motor vehicle design dimensions................................. 8
Figure 2.2 Road accident fatalities comparison........................... 11
Figure 4.8 Relationship between speed and risk of
Figure 2.3 Physical activity among UAE Nationals ...................... 11 pedestrian fatality ........................................................ 9
Figure 2.4 Diabetes, obesity and overweight rates among UAE Figure 4.9 WB12-, design vehicle on Boulevards and Avenues.. 10
Nationals .................................................................... 12
Figure 4.10 Medium fire truck design dimensions........................ 11
Figure 4.11 Ladder type fire truck (large) design
dimensions.................................................................11
Chapter 3 - Design Process Figure 4.12 Ambulance design dimensions .................................. 11
Figure 4.13 Freight vehicle design dimensions............................. 12
Figure 3.1 The USDM coverage within the overall street design
process......................................................................... 2 Chapter 5 - Street Design
Figure 3.2 Network / street Concept Design process.................... 3
Figure 3.3 Context Plan................................................................. 4 Figure 5.1 Street design elements prioritisation ........................... 3
Figure 3.4 Identifying the pedestrian network ............................. 5 Figure 5.2 The function of the pedestrian realm zones................ 4
Figure 3.5 Initial concept plan ....................................................... 6 Figure 5.3 Example of a typical Town Avenue with transit,
Figure 3.6 Identification of interaction zones ............................... 6 Mirfa Master Plan, Al Gharbia ...................................... 5
Figure 3.7 Example of a USDM exception request submittal ...... 10 Figure 5.4 Transition to Mushtarak in a residential
neighbourhood ..........................................................17
Figure 5.5 Parking used as traffic calming ................................. 18
Figure 5.6 Mushtarak entrance as raised surface
and raised junction..................................................... 18
Figure 5.7 Too little right-of-way .............................................. 22
Figure 5.8 Too much right-of-way ............................................ 23
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Figure 5.9 Staggered mid-block crossing.................................... 25 Figure 6.6 Transition at a Boulevard to Street
Figure 5.10 Typical crosswalk elements ....................................... 26 right-in, right-out junction.......................................... 5
Figure 5.11 Curb ramp details- axonometric view and Figure 6.7 Town streets desirable spacing.................................... 6
cross section .............................................................. 28 Figure 6.8 Typical Boulevard and Boulevard junction
Figure 5.12 Clear pedestrian Through zone.................................. 29 with cycle track ........................................................... 7
Figure 5.13 Obstacle-free zone around bus stops ........................ 30 Figure 6.9 Aligning ramps and crosswalks at junctions ................ 7
Figure 5.14 Cycle track behind bus lay-by ................................... 31 Figure 6.10 Pedestrian refuge at multiple left turn lanes................ 8
Figure 5.15 Cycle track behind bus shelter................................... 31 Figure 6.11 Option 1: No dedicated right turn lane......................... 8
Figure 5.16 Examples of cycle facilities........................................ 32 Figure 6.12 Option 2: Dedicated right turn lane.............................. 8
Figure 5.17 Cycle track through minor junctions.......................... 33 Figure 6.13 Option 3: Yield-controlled right turn slip lane.............. 9
Figure 5.18 Shared waiting space for cyclists and Figure 6.14 Right turn slip lane dimensions.................................... 9
pedestrians at junction............................................... 33
Figure 6.15 Option 4: Signalised right turn slip lane ....................... 9
Figure 5.19 Signalised U-turns with crosswalk on
Figure 6.16 Option 5: Yield-controlled right turn slip lane with
City Boulevard............................................................ 34
dedicated right turn lane and acceleration lane ........... 9
Figure 5.20 U-turns on Avenues .................................................. 34
Figure 6.17 Application of a right turn slip lane
Figure 5.21 Limited driveway access ........................................... 35
at a full movement junction ....................................... 10
Figure 5.22 Typical entry to frontage lane .................................... 36
Figure 6.18 Mini-roundabout design ............................................ 11
Figure 5.23 Alternative entry to frontage lane .............................. 36
Figure 6.19 Design for one-lane roundabout................................ 12
Figure 5.24 Typical curb extension at pedestrian crossing............ 37
Figure 6.20 Design for two-lane roundabout ............................... 12
Figure 5.25 Plan and cross section of left turn at median ............ 37
Figure 5.26 Typical speed table .................................................... 39
Chapter 7 - Streetscape Design
Figure 5.27 Typical speed cushions .............................................. 39
Figure 5.28 Typical raised crosswalk ............................................ 39 Figure 7.1 Streetscape as a complete system............................... 2
Figure 5.29 Typical raised junction with all-way yield................. 40 Figure 7.2 Pedestrian realm zones responding to a building with
Figure 5.30 Typical lateral shift..................................................... 41 two active fronts.......................................................... 5
Figure 5.31 Typical chicane .......................................................... 41 Figure 7.3 Urban heat gain effect ................................................. 6
Figure 5.32 Typical centre island narrowing ................................. 41 Figure 7.4 Shade structures and trees at junction corners............ 7
Figure 7.5 Tree placement and visibility...................................... 10
Chapter 6 - Junction Design
Figure 7.6 Example of tree spacing along the median on a
signature street with raised crosswalk ...................... 11
Figure 6.1 Curb extension............................................................. 3
Figure 7.7 Median planting and street lights............................... 11
Figure 6.2 Sight distance requirements ........................................ 3
Figure 6.3 Corners designed for trucks ......................................... 3
Chapter 8 - Retrofit of Existing Streets and
Figure 6.4 Actual versus effective turning radius.......................... 4 Junctions
Figure 6.5 Example of swept path simulation............................... 4
Figure 8.1 Three-Step Approach to retrofitting
existing streets............................................................. 3
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List of Tables
Abu Dhabi Urban Street Design Manual
Table 3.1 Street design review checklist ...................................... 7 Table 7.1 Types of Shading ........................................................ 8
Table 7.2 Example Street Furnishing Palette ............................. 16
Chapter 4 - Design Considerations
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MANDATE OF THE ABU DHABI URBAN PLANNING COUNCIL
The Abu Dhabi Urban Planning Council was The Abu Dhabi Urban Planning Council’s
created by Law no. 23 of 2007 and is the primary purpose is to deliver upon the vision
agency responsible for the future of Abu of His Highness Sheikh Khalifa Bin Zayed
Dhabi’s urban and regional environments, Al Nahyan, President of the United Arab
and the expert authority behind the visionary Emirates and Ruler of Abu Dhabi, for the
Plan Capital 2030 Urban Structure Framework continued fulfillment of the grand design
Plan published in September 2007. Chaired envisaged by the late Sheikh Zayed Bin
by His Highness Sheikh Mohamed bin Zayed Sultan Al Nahyan, Father of the Nation, and
Al Nahyan, Crown Prince of Abu Dhabi, the ongoing evolution of the Emirate of
Deputy Supreme Commander of the UAE Abu Dhabi. By drawing on urban planning
Armed Forces and Chairman of the Abu Dhabi expertise from local Emiratis, throughout
Executive Council, the Abu Dhabi Urban the Arab States of the Gulf, and around the
Planning Council defines the shape of world, the Abu Dhabi Urban Planning Council
human settlements in the Emirate, ensuring strives to be a global authority on the future
factors such as sustainability, infrastructure of urban planning and design.
capacity, community planning and quality
of life, by overseeing development in the
cities and in the Emirate as a whole. The Abu
Dhabi Urban Planning Council ensures best
practice in planning for both new and existing
settlements.
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Part I
Context & Process
Chapter 2: Chapter 3:
Chapter 1: Goals and Design
Design and Review
Introduction Principles
Process
1.1 Introduction 1.2 Purpose of the Manual The USDM will play a large role in developing Abu
Dhabi Emirate’s urban form – working hand-in-
The Abu Dhabi Urban Street Design Manual (USDM) The USDM is part of the UPC’s development hand with land use and transport planning. It will
was commissioned in 2009 by the Abu Dhabi regulations and is a key tool for the continuing help to form and realise complete streets throughout
Urban Planning Council (UPC) to address the needs implementation of the 2030 Plans for all three to ensure that residents and visitors will enjoy
of the growing population and a desire to improve Municipalities making up the Emirate of Abu Dhabi. truly multi-modal streets that are comfortable and
pedestrian facilities to create more walkable and inviting.
liveable communities. The 2030 Plans guide the Emirate’s transition toward
more sustainable land use and transport planning. In This Manual emphasises the following for the
The USDM was adopted in January 2010 by the the same fashion, this Manual guides the transition development of new streets and the retrofit of
Abu Dhabi Executive Council as the primary manual of the Emirate’s streets toward a more multi-modal, existing ones:
that shall be used in designing all urban streets in walkable, low-carbon future.
t Complete streets are safely designed for all users,
the Emirate. The Manual was created to be a living
recognising varying levels of driver education and
document that evolves over time and responds to the The Manual also supports the DoT’s mandate
cultural differences.
unique culture within the region. to deliver an effective, multi-modal transport
system that contributes to the quality of life and t A balanced approach to street design helps Abu
The USDM has been produced by the UPC as a sustainability of the Emirate. Dhabi’s transition from a motor vehicle oriented
collaborative effort involving key stakeholders. These society to a multi-modal society.
stakeholders are part of the Technical Advisory The purpose of the USDM is to implement a balanced
Committee, which includes the Department of approach to the design of all urban streets in t The DoT’s long-term public transport plan is
Transport (DoT), the Department of Municipal Abu Dhabi and to ensure a safe environment for incorporated.
Affairs (DMA), Abu Dhabi Municipality (ADM), Al Ain pedestrians, cyclists, transit riders, and motor vehicle t Fine-grained street networks allow for greater
Municipality (AAM), and Western Region Municipality drivers and passengers. A safe and comfortable street route choices and access for all users.
(WRM), Abu Dhabi Police (ADP) and Civil Defence, as environment is a significant contributor to a vibrant,
well as the Health Authority Abu Dhabi (HAAD). prosperous and healthy city. t The pedestrian realm is an integral part of the
overall street composition.
This updated version of the Manual, USDM Version
1.1, has been developed to incorporate all suggestions
and comments raised by the stakeholders throughout ‘If we can develop and design streets so that they are
the first two years of the Manual’s implementation. wonderful, fulfilling places to be – community-building places,
This USDM Version 1.1 entirely supersedes the attractive for all people – then we will have successfully
previous version and it will be referenced simply as designed about one-third of the city directly and will have had
‘the USDM’ or ‘the Manual’ in this document.
an immense impact on the rest’.
— Allan Jacobs, author of ‘Great Streets’ and ‘The Boulevard Book’
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Abu Dhabi Urban Street Design Manual
Chapter 1 - Introduction
1.3 Manual Jurisdiction For the purposes of this Manual, urban streets are all
streets within the existing and planned urban areas
The design standards and guidelines in this Manual of the Emirate (as shown in the Surface Transport
are applicable to all existing and new streets in the Master Plans). Urban areas are defined in the maps
urban areas of the Emirate of Abu Dhabi. This also contained in Plan Capital 2030, Plan Al Ain 2030
includes streets that are part of public agency or and Plan Al Gharbia 2030. Refer to separate DoT
developer master planned communities. guidelines for the design of rural roads and urban
highways. Where ambiguity arises regarding the
jurisdiction of a particular street, for instance when
highways run through urban areas or when urban
Transport Vision for Abu Dhabi streets transition to rural roads, consult with the UPC
for clarification on the application of this Manual.
The transportation frameworks in the 2030
plans and the DoT’s Surface Transport Master
Plan (STMP) emphasise the following:
Plan Al Ain City 2030 Land Use Framework
t Integration of land use and transport.
t Enhanced connectivity.
t Minimised congestion.
t Integrated multi-modal transport system.
t Fine-grained transit network.
t Improved pedestrian safety and comfort.
Plan Capital 2030 Land Use Framework Plan Al Gharbia 2030 Land Use Framework
Chapter 1 Page 3
Abu Dhabi Urban Street Design Manual
Chapter 1 - Introduction
1.4 Who the Manual is For 1.4.1 Promoting Collaboration 1.5 How to Use the Manual
The Manual is directed to all organisations and This Manual encourages collaboration from the This section provides an overview of the Manual’s
professionals who have a role in the planning, design, outset, involving all relevant stakeholders in the street role and how it is organised to allow users to apply
approval, construction and maintenance of new and design process. It is important for all stakeholders to the Manual’s content effectively.
existing streets in urban areas of the Emirate of Abu work together from the early stages of design when
providing input into development proposals. 1.5.1 Manual Organisation
Dhabi. It is the primary document for the planning and
concept design of all urban streets. The USDM is organised into three parts: Part 1
By involving all relevant stakeholders, the Manual discusses context and process. Part 2 contains the
The street design process shall be undertaken by also ensures that streets are designed for all modes bulk of the Manual’s design guidance for complete
multiple professionals, including urban planners of transport and that the needs of more vulnerable streets. Part 3 provides supporting material such as
and designers, traffic engineers, civil engineers and users, such as pedestrians, transit users and definitions, references and appendices.
landscape architects. Effective collaboration between cyclists, are given higher design priority. The aim
these professionals will ensure that the Emirate’s is to create complete streets that are safe, active The following page summarises the content of each
urban streets are safe, functional and attractive for all and comfortable, while still maintaining efficient chapter in the USDM.
users and are representative of a world-class capital. movement of all modes of transport.
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Abu Dhabi Urban Street Design Manual
Chapter 1 - Introduction
Part I: Context & Process Part II: Design of Complete Streets Part III: Supporting Material
Chapter 1: Introduction Chapter 4: Design Considerations Appendices:
Purpose and applicability of the Manual, guidance The Manual’s street classification and design A: Sample Project.
on who should use the Manual and how it should be considerations for various users. B: Performance Measures.
used. C: Toolbox of Connectivity Measures.
Chapter 5: Street Design D: Example Street Configurations.
Chapter 2: Goals and Design Principles E: Emirati Neighbourhood Network and Street
Street composition, typical cross sections and flexible Design.
The Manual’s goals and principles to achieve complete dimensions with guidance on design details. F: Local Examples of Good Street Design Elements.
street design. G: Standard Details.
Chapter 6: Junction Design H: Definitions.
Chapter 3: Design and Review Process I: References.
Junction types with guidance on design details.
A general design process for streets and networks,
guidance on the UPC review process and the USDM Chapter 7: Streetscape Design Acknowledgements
exception process. Recognition of the people who contributed to the
Streetscape elements such as materials, landscaping,
furniture, lighting, etc. Manual.
Chapter 1 Page 5
Abu Dhabi Urban Street Design Manual
Chapter 1 - Introduction
Chapter 1 Page 6
Abu Dhabi Urban Street Design Manual
Chapter 1 - Introduction
Development Code
Public Transit Landscape Signs
Boundary
Boundary
Plot
Plot
Cycle Road Safety Utilities Traffic Calming Parking
Pedestrian Realm
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Abu Dhabi Urban Street Design Manual
Chapter 1 - Introduction
1.5.3 Standards and Guidelines In all cases, the Manual must be applied in conjunction
with supporting documents from the UPC, DoT, DMA,
Standards vs. Guidelines This Manual provides a combination of standards and
the relevant local Municipality and other agencies.
guidelines that allows for innovative street design.
The design guidelines that are presented Where the standard design process is insufficient, an
Standards are required and either mandate or prohibit
throughout this Manual are the preferred exception process is possible and will be reviewed by
specific practices, while guidelines are more flexible.
design approaches for streets in Abu Dhabi the appropriate agencies.
Emirate. However, some design provisions The new street designs presented here should be 1.5.5 Manual Update
are mandatory, some are strongly supplemented with ongoing enforcement of laws
encouraged, and some are optional. Look The USDM is considered a living document and it will
regarding safe driving behaviour – particularly
for usage of these words to understand the be updated regularly as new data and experience with
reduced vehicle speeds and yielding to pedestrians
degree of flexibility in design: its application in Abu Dhabi and best practices from
in urban areas. Beyond improving compliance with
around the world become available. Please check the
t Standard: Look for the words ‘shall’ or traffic laws, awareness campaigns should also be
UPC website for the latest version before using this
‘shall not’, and ‘must’ or ‘must not’. Also implemented to encourage more walking, cycling and
Manual.
look for the words ‘is required’ or ‘are transit use, even as the networks for these modes are
required’. being developed.
Should there be any suggestions or comments on the
t Guideline: Look for the words 1.5.4 Design Flexibility USDM, please send an email to upc.usdm@upc.gov.ae.
‘should’ or ‘should not‘. The This Manual prescribes a typical design process, 1.5.6 Online Design Tool
words ‘preferred’, ‘encouraged’ or provided in Chapter 3, but also recognises that
A free on-line design tool to help practitioners produce
‘recommended’ may also be used. some streets require flexibility to deal with special
typical cross sections and street plans has been
conditions. In all cases, designers are required to
t Optional: Prescribed options or developed by the UPC. The online tool can be accessed
demonstrate good professional practice to interpret
optional treatments use the words via the UPC’s website: www.upc.gov.ae.
the guidance of the Manual for individual design
‘may’ or ‘may not’. application.
Chapter 1 Page 8
Chapter 2 - Goals and Design Principles
Abu Dhabi Urban Street Design Manual
Chapter 2 - Goals and Design Principles
2.1.1 Changes in Approach t People of all ages and physical abilities. Economic development & tourism
Context Sensitive Solutions (CSS) and Complete t The activities that typically occur on the street, as
Streets are two major initiatives currently being related to adjacent land uses. Culture & image
applied to street design in cities worldwide. Both
approach the design of streets as more than simply
a conduit to move cars quickly and efficiently. They
approach street design from the standpoint of all
users, the context of what happens along the streets,
‘Instituting a complete streets policy ensures that
and the adjacent land uses. transportation planners and engineers consistently design
and operate the entire roadway with all users in mind -
including bicyclists, public transportation vehicles and
riders, and pedestrians of all ages and abilities’.
-National Complete Streets Coalition, USA
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Abu Dhabi Urban Street Design Manual
Chapter 2 - Goals and Design Principles
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Abu Dhabi Urban Street Design Manual
Chapter 2 - Goals and Design Principles
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Abu Dhabi Urban Street Design Manual
Chapter 2 - Goals and Design Principles
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Abu Dhabi Urban Street Design Manual
Chapter 2 - Goals and Design Principles
2.3.1 The Best Transport Plan Is a Good 2.3.2 Streets are Community Places 2.3.3 Good Street Design Starts with
Land Use Plan The strong relationship between urban streets Pedestrians
As land use is the main generator of travel and adjacent land uses transforms streets into Great streets are safe and comfortable for
demand, suitable land use planning can minimise places. Streets that successfully create a sense walking, resulting not only in reduced rates of
traffic generation and travel distances. Well- of place: driving, but also improved public health. Streets
coordinated land use and transport plans will: t Support the land use activities along them, throughout the Emirate will be designed to:
t Ensure a balanced system of development including space for café seating, social t Emphasise family, hospitality, inclusiveness,
linked by a fine-grained, multi-modal exchange, children playing and public plazas. and pedestrian access to neighbourhood
transport network. facilities, including mosques and schools.
t Provide linkages to all components of a
t Reduce vehicle trips by providing a mix of community, with a focus on short travel t Provide shading and cooling for increased
uses and various amenities within close distances. thermal comfort.
proximity to people’s homes and offices.
t Function as community amenities for the t Ensure a sense of security for all users at all
t Ensure good accessibility to various services, enjoyment of residents and visitors and the times of the day and night.
amenities and land uses (residential, office, economic success of businesses.
retail, etc.).
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Abu Dhabi Urban Street Design Manual
Chapter 2 - Goals and Design Principles
2.3.4 Well-designed Street Networks Help 2.3.5 Street Design Reflects Plan 2030 2.3.6 Street Design Supports Estidama
Create Sustainable Cities Goals for Abu Dhabi Emirate Principles
A well-designed street network results in The USDM reinforces the Abu Dhabi vision The USDM supports Estidama principles by:
increased environmental, economic and health established by the 2030 Plans for the three t Designing streets to accommodate all modes
benefits by creating compact and denser Municipalities: Abu Dhabi, Al Ain and Al Gharbia. of transport and enhancing pedestrian and
developments which: The guiding principles of these documents cyclist comfort to reduce Abu Dhabi’s carbon
t Encourage walking, cycling and transit use, require: emissions.
reduce travel distances, and cut down related t Conservation and protection of the natural
t Encouraging targeted use of shade,
travel costs and carbon emissions. environment.
landscaping and efficient irrigation to
t Increase safety due to slower traffic. t Conscious and deliberate design of the public reduce the urban heat gain effect and water
realm, especially streets. consumption.
t Decrease costs to the DoT, Municipalities and
utility agencies, as roads and utilities do not t Designs that enhance and reinforce Abu t Facilitating collaboration through the
need to extend as far. Dhabi’s unique cultural identity. application of the Integrated Development
Process as per the mandatory requirements
t Result in preservation of important ecological
of the Estidama PRS.
areas and native habitat.
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Abu Dhabi Urban Street Design Manual
Chapter 2 - Goals and Design Principles
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Abu Dhabi Urban Street Design Manual
Chapter 2 - Goals and Design Principles
Family 2.4.2 Climate & the Built Environment Refer to the Estidama PRS and the PRDM for
details on requirements and strategies that support
Emiratis place a high value on families. Streets in all While pleasant most of the year, summer in Abu
sustainable practices in street design. Chapter 7
neighbourhoods should accommodate safe walking Dhabi is very hot and, in the coastal areas, humid.
provides additional design guidance on sustainable
and cycling for people of all ages, especially children. Providing a shaded and comfortable public realm is
streetscape elements.
They should also provide pleasant environments for key to encouraging walking. In much of the Emirate,
extended Emirati families to socialise together in a blowing sand can be a concern for safe driving 2.4.3 Regional Variations within the Emirate
traditional neighbourhood environment. and comfortable walking and cycling. Curbs with
The Manual also recognises regional variations,
low upstand or shared surface streets (no curbs)
Diverse Population can minimise sand accumulation in urban areas. In
particularly on residential streets in neighbourhoods
in Al Ain and Al Gharbia. For example, residents in Al
The Emirate of Abu Dhabi possesses a diverse other locations, heat and sand may be mitigated
Ain sometimes landscape the strip of land between
population as it attracts people from around the by landscaping, however such landscaping should
their villa boundary wall and the street. In Al Gharbia,
world. Street design should consider this unique incorporate low water use plants.
when there is too much right-of-way, residents
cultural composition of residents who are accustomed
sometimes erect majlis tents and provide parking
to a wide variety of transport modes and habits. A Environmental policies rooted in Estidama principles
for visitors. This is not a desirable condition in new
shift in the use of private motor vehicles to alternative guide the development of the Emirate at every stage,
developments. However, if provided, these types of
modes provides more accessible means of transport from the creation of development regulations and
variations should follow the USDM exception process
to a wider population. the development of neighbourhood master plans, to
provided in Chapter 3. In all cases, the design should
improvements in public realm and street design.
properly accommodate pedestrian and cycle facilities
as needed.
Landscaped villa frontage with restricted Majlis located in front of a villa due to too much A coffee shop with outdoor seating - a distinct
pedestrian through zone, Al Ain right-of-way, Al Gharbia part of local culture, Abu Dhabi
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Abu Dhabi Urban Street Design Manual
Chapter 2 - Goals and Design Principles
2.5 Urban Street Networks A well-designed street network is also an advantage The Health Authority Abu Dhabi (HAAD) supports
to emergency vehicles. It provides greater access and the Manual as a useful tool in creating a healthy
The current street connectivity in Abu Dhabi, when allows for more direct routes and travel route choices. population. Every street in Abu Dhabi needs to be
measured by the number of junctions per square Such a network therefore improves emergency designed to ensure the health and safety of its
kilometre, is restricted if compared to other large response times. Moreover, well-designed street residents and visitors.
cities in the world, such as London, New York and networks create compact developments and decrease
Vancouver. Improving street connectivity is one of the costs to the DoT, Municipalities and utility agencies,
overarching principles and goals of the 2030 Plans as roads and utilities do not need to extend as far
and the DoT’s STMP. from existing developed areas.
Chapter 2 Page 10
Abu Dhabi Urban Street Design Manual
Chapter 2 - Goals and Design Principles
‘The Health Authority Abu Dhabi strongly Health Authority Abu Dhabi Analysis Cardiovascular Health
supports the Abu Dhabi Urban Street Design
There is growing recognition that the promotion of Physical inactivity (see Figure 2.3), combined with
Manual as alterations in Abu Dhabi’s built
an active lifestyle has significant benefits on public a poor diet, has led to higher rates of weight-gain
environment and community structures may
health. An urban environment that is designed for and obesity (see Figure 2.4). The rate of Type
affect change in health-related behaviours,
pedestrians and cyclists results in a more active 2 diabetes in the UAE is amongst the highest in
aiding in achieving a healthier and happier
lifestyle and therefore improved health. Urban the world. Both diabetes and obesity are closely
population – while also making every street safe
streets that are safe, convenient and comfortable linked to cardiovascular disease, which is the
for all modes of travel. There are also important
for pedestrians and cyclists tip the balance in leading cause of death in Abu Dhabi. Improving
synergies between healthy, active lifestyles and
favour of non-motorised travel modes for shorter the urban environment in order to create more
sustainability. For example, walking and cycling,
rather than the use of motor vehicles, can help to trips. In addition, they encourage more outdoor
reduce carbon dioxide and particulate emissions. recreational activities like walking, jogging, skating
A more active environment is a more sustainable and cycling.
one’.
- Health Authority Abu Dhabi Specific urban design elements related to active
lifestyles and good health include; multi-modal
transport options, street design, land use and
development density. According to HAAD, the
following health related issues are directly linked to
the urban physical form.
Pedestrian and Cyclist Fatalities
Abu Dhabi Emirate has one of the world’s Figure 2.2 Road accident fatalities comparison
highest rates of road deaths (see Figure 2.2).
Approximately 1,260 fatalities related to traffic
%40.0
accidents occurred in Abu Dhabi between 2008 %35.0
and 2010, of which %15 were pedestrians. %30.0
30 minute walkingш5 ƟŵĞƐ
Traffic accidents are the second highest cause of %25.0
ƉĞƌ week (moderate PA)
%20.0
death at %22 of all deaths. The main contributors %15.0 20 minute exerciseш3
to these accidents were speeding and reckless %10.0 ƟŵĞƐƉĞƌ week (vigorous
PA)
driving. Pedestrian and cyclist injury by vehicles %5.0
%0.0
increases with vehicle speed. Speed can be slowed Female Male Both
Shared path on Khaleej Al Arabi street is used for by applying the principles, guidelines and design
exercise and leisure, Abu Dhabi standards in this Manual, thereby resulting in safer Figure 2.3 Physical activity among UAE Nationals
urban streets for all users.
Source: Preliminary analysis of Weqaya screening
data (July-October 2011).
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Abu Dhabi Urban Street Design Manual
Chapter 2 - Goals and Design Principles
such as commuting to work or shopping, than those respiratory diseases. Such pollutants result in
walkable communities contributes to a sustained
living in communities that are less dense and poorly a higher incidence and severity of respiratory
behaviour change and, in turn, to lowering the
connected. Higher levels of walking and cycling result symptoms, more emergency room visits and
rates of major non-communicable diseases
in lower vehicle use, which in turn leads to lower hospitalisations. An increase in transit use, walking
(NCDs) – diabetes, heart disease and many
carbon emissions and air pollution. and cycling would minimise these health related
cancers.
issues.
Respiratory Health Studies by the Environment Agency-Abu Dhabi (EAD)
Mental Health
confirm that air pollution contributed to over 850
People who live in neighbourhoods that have
deaths in 2009 due to respiratory and cardiovascular A well-designed urban environment can have
higher density, greater connectivity and a
diseases. Airway irritants from motor vehicles are an impact on mental health in various ways. A
greater land use mix are more likely to engage
associated with many health problems for both closely connected neighbourhood often results in a
in walking and cycling for utilitarian purposes,
healthy people and people with asthma and other stronger sense of community where residents and
visitors communicate more, engage in community
activities, and feel safer and more welcomed. Well-
designed streets lower the injury risks to children
due to wider sidewalks and lower vehicle speeds.
This, in turn, lowers parental anxiety, knowing their
children are in a safer environment.
Figure 2.4 Diabetes, obesity and overweight rates among UAE Nationals
Source: Weqaya screening data (2010-2009).
Chapter 2 Page 12
Chapter 3 - Design and Review Process
Abu Dhabi Urban Street Design Manual
Chapter 3 - Design and Review Process
3.1 Introduction 3.2 Design Process The design process described here should be tailored
to specific design scenarios, based on the size and
This Manual provides guidance for the planning and This section describes the general design process that complexity of projects. For instance, some of the
Concept Design of urban streets and networks. This all USDM users should follow to properly apply the required data are more appropriate for the preparation
chapter sets out a general design process that is Manual’s principles and design guidance. The design of large master plans. These may not apply to smaller
applicable to both new and existing streets as well process explained in this chapter applies to all design developments or existing street retrofit projects,
as street networks. Figure 3.1 illustrates the specific scenarios, i.e. new and existing streets and networks, which are often less complex.
coverage of the USDM in the overall street design and entails the following five stages:
process. This chapter also provides guidance on the
t Stage I: Gather Information Figure 3.2 provides an overview of the network /
UPC review and approvals process (see Section 3.3).
t Stage II: Develop Concept Design street design process through the five stages.
Designers should consider the goals and principles
Relevant agencies such as the DoT, DMA, and local t Stage III: Evaluate Concept Design established in this Manual during all stages of the
Municipalities should be contacted for necessary t Stage IV: Review and Approval of Concept Design design process.
manuals, standards and guidelines, as well as specific
requirements regarding their review and approvals t Stage V: Develop Detailed Design
processes. Considerations for Street Design
When designing streets or street networks,
the following aspects should be considered:
t Safety and accessibility for all users.
Carry out Transportation t A balanced approach for all modes.
Impact Study (TIS) with
the DoT (if needed) t Anticipated travel demand for all modes.
OUTPUT : t Interconnected networks for all modes.
Design t Social interaction, public enjoyment and
OUTPUT : Parameters
Vision & improvement to public health.
Network / Objectives Network /
& Concept Street
Design t Legibility, comfort and efficiency for all
Street Street Concept Detailed modes.
Planning Design Design t Speed management for motor vehicles.
t Environmental conditions.
The USDM coverage in the street design process t Utility provisions.
t Landmarks, views, vistas and gateways.
Figure 3.1 The USDM coverage within the overall street design process
t Cost effectiveness.
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Chapter 3 Page 3
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Figure 3.3 Context Plan Mixed-use Frontage lane Primary entrance Proposed transit Major junction
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3.2.2 Stage II: Develop Concept Design t Cycle Networks: Determine the type of facility and streets before adding lanes to existing / proposed
expected volumes for the proposed cycle network. streets. Should further capacity be required, increase
Upon completion of Stage I, the Concept Design
Ensure that cycle facilities are safe and accessible. the number of travel lanes or increase the capacity
should be developed. Figure 3.2 provides an outline of
of junctions by adding turning lanes. In the network
the input data to be considered for Stage II. Appendix t Vehicle Networks: Determine the number of lanes
layout process, minimise the number of large streets
A provides supplemental guidance on the design of necessary to accommodate projected vehicular
(3+3 or more lanes) in order to maintain a safer and
larger networks. volumes and allocate sufficient on-street parking
more comfortable experience for pedestrians.
where there is demand and in accordance with
Determine and Assign Land Uses
DoT requirements. Ensure sufficient connectivity Determine Street Cross Sections
In the design of new street networks, ensure that a and route choice by using through streets. Once the analysis of the land use context and
majority of residents and employees will be within
Conduct Transportation Impact Study transport capacity is completed, apply the street
a comfortable walking distance of transit stops,
typology, as established in Chapter 4. Typical
local shops, schools, mosques and other community Refer to the DoT requirements for Transportation dimensions and cross sections are provided in Section
services. Impact Studies. If there is excess motor vehicle 5.3. Be sure to accommodate transit and cycle
capacity, reduce the number of travel lanes; where facilities when developing the cross sections and
All streets and street networks, whether new or additional capacity is needed, consider additional develop alternative cross sections for each street type
existing, should respond to the adjacent land uses
to respond to differing land use frontages.
and anticipated travel demands. In instances where
the land use context changes, the street type (Street
Family) may remain the same, but the design may
change in response to the adjacent land uses (see
Chapter 4). Primary network
Multi-modal Transport Plans
Secondary network
Coordinate with the DoT on all transport requirements
including pedestrian, transit, cycle and motor vehicle Mosque
networks.
t Pedestrian Networks: Identify pedestrian
Primary entrance
destinations and determine which routes will
be the most safe, convenient and comfortable
Secondary entrance
for pedestrians. Lay out a preferred pedestrian
network considering pedestrian flow, junction
and mid-block crossings, refuge islands and Pedestrian crossing
connections into adjacent blocks (see Figure 3.4).
t Transit Networks: Determine the type, frequency,
alignment and expected routes for planned transit
Figure 3.4 Identifying the pedestrian network
and the projected volume of transit riders as
gathered from Stage I.
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Abu Dhabi Urban Street Design Manual
Chapter 3 - Design and Review Process
Create Plan
Once the typical cross sections are determined,
transfer the street corridor into an initial concept plan.
Include all street components such as travel lanes,
medians, on-street parking, cycle facilities and the
four zones of the pedestrian realm, as defined in
Chapter 5.
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3.2.3 Stage III: Evaluate Concept Design Context Design and Connectivity Yes No Unclear
Table 3.1 lists the studies, audits and performance Does the design include provisions for many types of
measures that must be conducted before submitting uses?
the concept plans for approval to the reviewing
Is it easy to get from one use to another?
agencies. This is not an exhaustive list and additional
guidance from the reviewing agencies may be Does the design contain spaces that will attract people at
required. Where the design needs to be revised times other than rush hour?
or adjusted, review and re-evaluate. This review Does the design have continuity of street level activity?
process may require designers to gather additional
information or simply to adjust the Concept Design. Are ground floor uses active and welcoming, and does
the street have a welcoming character?
Conduct Safety Audit
Are building front doors noted and well served by the
Conduct a safety audit per DoT, local Municipality and pedestrian realm?
Abu Dhabi Police (ADP) requirements to ensure the
Is the scale of nearby buildings comfortable for
safety of all users. Refer to the Emirate of Abu Dhabi
pedestrians, with choices of places to sit or use?
Road Safety Audit Manual for additional guidance.
Conduct Street Design Review
Safety Considerations Yes No Unclear
Table 3.1 provides a street design review checklist for Are pedestrian crossings and junction designs safe for all
all stages of design development. This is intended as users?
an iterative process in order to achieve high-quality
street design. The list should be reviewed and revised Is there appropriate lighting along the street?
with every design iteration. Does the design contain spaces that children can use
independently?
Apply Connectivity Measures
Connectivity measures test the accessibility,
Design Considerations Yes No Unclear
connectivity and cordon capacity of a street or street
network and will be conducted by the UPC and Do buildings give ‘life’ to the street?
DoT. Appendix C provides a toolbox of connectivity Does the area project a distinctive image?
measures.
Is seating and other street furniture well located?
Finalise Concept Design Is lighting adequate for the different street users?
After evaluation and performance analysis, the Does the design fit with the image goals of the
concept plans and street cross sections should be Municipality and the UPC?
finalised. The level of detail should ensure that the
Does the design create a unique identity for the area?
street design is sensitive to adjacent land uses and
complies with Universal Design guidelines.
Table 3.1 Street design review checklist
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Abu Dhabi Urban Street Design Manual
Chapter 3 - Design and Review Process
Table 3.1 Street design review checklist (continued) Does the design provide private places for women?
Does the design have spaces for groups to gather?
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Abu Dhabi Urban Street Design Manual
Chapter 3 - Design and Review Process
3.2.4 Stage IV: Review and Approval of Detailed Landscape and Streetscape Design Plans 3.4 USDM Exception Process
Concept Design and Supporting Documents
The typical cross sections in Chapter 5 may not be
For network and street Concept Designs, proceed with In the detailed landscape and urban design plans, appropriate for some streets, and designers may apply
the approval process. Contact the UPC and all other identify materials, shade structures, planting palette, for an exception to address special conditions. An
reviewing agencies for submission requirements. water usage and any other necessary elements, such exception is required when the proposed dimensions
as specifications. Refer to the PRDM and Estidama are outside the minimum and maximum range in
Submit Plans to Reviewing Agencies PRS requirements for additional guidance. Specify Table 5.2. All exception requests will be reviewed by
Once an internal review of the street design process locations for signs, lighting, utilities and pavement the UPC and the appropriate agencies. The exception
is complete and the design is adjusted, as required, markings. process allows for innovative design and adjustments,
plans and supporting documentation must be Phasing in specific circumstances, to the established
submitted to the reviewing agencies for formal standards, which are based on sound planning and
approval. Major design parameters are set at this A phased approach may be required to develop engineering judgement.
stage and must be met during Stage V of the process the street for various reasons including: budget
for approval of the final detailed design. constraints in developing a full streetscape; lack of An exception request requires the following:
right-of-way availability to develop the necessary
3.2.5 Stage V: Develop Detailed Design street network; or incremental development of t Proposed alternative cross section.
Upon approval of the Concept Design, the Detailed adjacent properties. Should phasing be required, t Justification for the desired difference(s).
Design should incorporate all comments received include the general time frame and coordination t Example graphics or photos of the desired
from the previous stage. Refer to the DoT manuals with influencing factors, such as land acquisition or condition.
and local Municipality manuals for design details completion of adjacent development.
t Explanation of why the proposed condition will
regarding street geometry, lighting, traffic calming, produce a better result than the preferred street
etc. Principles and design guidance in the USDM 3.3 UPC Review Process design.
should not be compromised during Detailed Design.
For information on approvals requirements, contact There are two review processes at the UPC: t A description of any proposed innovation in street
the relevant agencies. design.
1 No Objection Certificate (NOC):
Includes new street / network design / existing t A description of the land use(s) supporting the
Civil Engineering Drawings
street retrofit carried out by the DoT and/or local special condition requested and how the proposed
These drawings should include details of all geometric Municipalities. design better serves these uses.
elements, including radii and lengths of straights, lane t A description of how the proposed street design
widths, elevations, and longitudinal gradients and 2 Development Review Process:
conforms with the principles and goals in Chapter
crossfalls to ensure positive drainage, avoid standing Includes new streets proposed as part of all
2 of this Manual.
water and eliminate obstacles for all users. developments and master plans.
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Abu Dhabi Urban Street Design Manual
Chapter 3 - Design and Review Process
See Figure 3.7 for an example of an exception Once approved, the exception process must continue
request. in the same fashion as the general design process
outlined in this chapter. In no cases will the UPC and
The UPC and the reviewing agency may make one of the reviewing agency approve a design it believes will
the following findings: compromise the goals and principles of this Manual.
t Approve the request as presented.
t Deny the request.
t Approve the request with conditions or
modifications.
A 0.9 m wide Furnishings zone and a 0.5 m wide Frontage zone were added to
provide adequate room for required utilities. The increase in overall pedestrian
6.8 m 3.3 m 3.3 m 6.8 m
realm space was used to accommodate trees and shade structures.
Pedestrian 2.5 m Travel Pedestrian
Realm Parking Lanes Realm
Chapter 3 Page 10
Part II
Design of Complete Streets
Chapter 4: Chapter 8:
Chapter 5: Chapter 6: Chapter 7: Retrofit of Existing
Design
Street Design Junction Design Streetscape Design Streets and
Considerations
Junctions
The Manual’s street Street composition, Junction types with Streetscape elements Guidance for
classification and design typical cross sections guidance on design such as materials, retrofitting existing
considerations for and flexible dimensions details. landscaping, furniture, streets, junctions and
various users. with guidance on design lighting, etc. crosswalks.
details.
Chapter 4 - Design Considerations
Abu Dhabi Urban Street Design Manual
Chapter 4 - Design Considerations
4.1 Introduction In order to provide a high-quality urban street greater network connectivity, and in some cases,
environment, two basic influencing factors need to more travel lanes.
The best urban streets are exciting public spaces be considered and balanced when considering the
where pedestrians, transit users, cyclists and vehicles intended function of a street. These factors are: Liwa Road in Madinat Zayed, Al Gharbia, provides
all mix. A multi-modal integrated design process that an example of a single street that passes through a
t Land use context.
considers all users is necessary for street networks to series of different land use contexts (see Figure 4.1).
function safely and efficiently. t Anticipated travel demand. As the street progresses, it changes in nature and
performs different functions for all the existing modes
To achieve a context-driven urban street design, a Only when both of these factors are given appropriate of transport - pedestrians, cyclists and motor vehicles
number of factors must be taken into consideration consideration can a truly urban street design be - in the different urban settings.
before the initiation of the process. Significant to achieved. It is with this fundamental approach that
Abu Dhabi, urban street design must consider local the design concepts contained within this Manual Khaleej Al Arabi street in Abu Dhabi City also
climate and contexts and various design priorities and have been developed. provides an example of a street passing through
parameters. This chapter establishes street typologies a variety of land uses and changes in density.
for Abu Dhabi and discusses various design priorities The land use context will, in many cases, change Figure 4.2 illustrates this change as Khaleej Al Arabi
and parameters that influence street design. along the same street. This change needs to be Street moves from a predominantly residential
reflected in the design of the street to ensure a neighbourhood near Al Saada Street, through a mix of
seamless transition as it adapts to meet the needs community facilities and park space, to finally meet
of its surroundings. More intensive land uses may the Corniche Road with its surrounding high density
require greater provision for transit, wider sidewalks, mixed uses.
Figure 4.1 Madinat Zayed, Al Gharbia: land use context Figure 4.2 Khaleej Al Arabi street, Abu Dhabi: land use context
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Chapter 4 - Design Considerations
4.2 Street Typology t Emirati Neighbourhood - A sub-set of the There should be no parking on Access Lanes except
residential context, primarily designed for the in low density residential areas, where parking
The USDM defines urban streets with a two name very low density Emirati Neighbourhoods should be provided on one side only, as this could
convention. The first name is the Context name, comprising only villas (see Appendix E for more compromise the access function.
based on land use and community character, and the details). Examples include Zakher and Falaj Hazza
Special street types, such as one-way streets and
second name is the Street Family name, describing in Al Ain.
shared streets (Mushtarak) are also provided for in
the transport capacity of the street.
t Industrial – Areas for businesses that include Section 5.4.
4.2.1 Street Context Names production, warehousing and distribution with
support commercial services, ancillary office 4.2.3 Functional Classification
Context names and characteristics are defined in space and guest worker accommodation. These
detail in Chapter 5 and summarised below: areas generally have low levels of pedestrian The traditional Functional Classification system
activity and limited active frontage. Examples makes reference to a hierarchy of street types such
t City – Central Business District and high density
include Mussafah in Abu Dhabi, and Sanaiyia in as Arterial, Collector and Local Street, based on
mixed-use neighbourhoods around the city
Al Ain. the vehicle movement and property access roles
are generally characterised by high levels of
in the network. However, this system makes no
activity. In large cities some district centres
4.2.2 Street Family Names reference to adjacent land uses, which is the basis
may also have these characteristics. Examples
for context sensitive street design. Table 4.1 shows
include Abu Dhabi’s and Al Ain’s downtown
Street Family names are: the relationship between Street Family and Functional
areas, and other centres such as Reem Island
Classification systems.
and Capital City District. t Boulevard: A high vehicle capacity 3+3 street
(three lanes in each direction). Boulevards may
t Town – Mixed-use areas with medium levels Functional Classification
have frontage lanes. Existing streets with 3+3 or
of pedestrian activity, where buildings are USDM Street
more lanes are also classified as Boulevards. Family Principal Minor
typically three to five storeys. Examples include Arterial Arterial
Collector Local
Al Muroor area, Abu Dhabi. t Avenue: A medium vehicle capacity 2+2 street
Boulevard
(two lanes in each direction). Avenues may have
t Commercial – Areas throughout the city Avenue
frontage lanes.
intended to provide a variety of working,
Street
shopping and service options as well as t Street: A low vehicle capacity 1+1 street (one
convenience offerings. Examples include Liwa lane in each direction). Anticipated low traffic Access Lane
Road commercial strip and Madinat Zayed in Al volumes and low speeds. Additional Street
Gharbia. Types
t Access Lane: A very low vehicle capacity 1+1 Mushtarak
t Residential – Areas that provide a variety of street (one lane in each direction). Anticipated
housing opportunities, with densities varying very low traffic volumes and very low speeds. Table 4.1 Relationship between Street Family and
from villa to multi-dwelling residential buildings. Functional Classification
Examples include most of Al Mirfa in Al Gharbia, Access Lanes are located to the rear of buildings,
except in low density residential areas, and can be Based on ‘Design Walkable Urban Thoroughfares:
and Khalifa City A in Abu Dhabi. A Context Sensitive Approach’, ITE
used as a service entrance for retail and commercial
buildings.
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Chapter 4 - Design Considerations
4.2.4 Street Typologies 4.2.5 Street Typology Variations Because right-of-way widths are very difficult to
change over time, widths may need to exceed the total
Table 4.2 illustrates the 20 potential street typologies. For new street networks, urban streets should not
widths provided in this Manual in order to allow for
Using this table, a high capacity street in a high exceed 3+3 travel lanes unless otherwise approved
future growth. In such cases this additional width should
density mixed-use area is defined as a City Boulevard. through the exception process described in Chapter
be incorporated into the pedestrian realm and into
A medium capacity street in an industrial area is an 3. Higher projected volumes of traffic should be
medians and not into additional travel lanes, or wider
Industrial Avenue. Dimensions for each of these street accommodated in the street network through additional
than typical lanes.
types, including typical cross sections, are found in connecting streets, the distribution of traffic over a larger
Chapter 5. area, or by providing enhancements to other modes of
travel.
In cases where there is a dedicated transit lane on
the street, the transit lane will not be counted in the Where streets with greater than 3+3 travel lanes are
definition of the Street Family name. For example, a unavoidable, this Manual’s principles and guidelines still
2+2 street with one lane of transit in either direction apply, as appropriate. In such cases, key components,
in a mixed-use city context will be referred to as a such as improved pedestrian facilities, revised lane
City Transit Avenue. Table 4.3 provides examples of widths and right turn lanes should be incorporated. Refer
streets as classified with the new street typology. to Chapter 8, for additional guidance.
Avenue 2+2 City Avenue Town Avenue Commercial Avenue Residential Avenue Industrial Avenue
Street 1+1 City Street Town Street Commercial Street Residential Street Industrial Street
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Abu Dhabi Urban Street Design Manual
Chapter 4 - Design Considerations
Boulevard
Avenue
Street
Access Lane
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Chapter 4 - Design Considerations
4.3 Design Priorities & Parameters In order to design a successful street incorporating 4.3.1 Pedestrians
an attractive and welcoming pedestrian environment,
When designing urban streets in the Emirate of Abu Pedestrians in Abu Dhabi have unique needs and
it is important to establish standard design criteria
Dhabi it is imperative to balance the needs of all characteristics that should be considered as part of
for all users. The following design dimensions
travellers: every urban street design project. These include:
and parameters shall be considered and used as
Pedestrians appropriate for urban street designs throughout the t Shelter, shade, protection and comfort to address
Emirate. Design dimensions inform the cross section extreme temperatures and solar exposure,
Transit riders dimensions and other design guidance provided in particularly during the humid summer months.
Cyclists Chapter 5 ‘Street Design’.
t Cultural needs, such as privacy for women and
accessibility to mosques from the public realm.
Motor vehicle drivers
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Chapter 4 - Design Considerations
Special care should be taken to ensure the safety must be accommodated in all aspects of design. Vertical Separation
of children, especially near schools, playgrounds, Special consideration should be given to older adults
Pedestrian- and vehicle-dominant spaces across the
mosques, community centres and neighbourhood as they may use wheelchairs or motorised carts to
street right-of-way are usually separated vertically,
stores. Children are less visible to drivers and they are travel along pedestrian routes (see Figure 4.4). When
such that pedestrians are elevated above motor
limited in their judgment of speed, sound direction walking, they may travel at slower rates or have
vehicles. This discrepancy in vertical elevation, as
and distance of oncoming vehicles. sight and hearing impairments. Refer to Chapter 5
illustrated in Figure 4.5, provides users with a clear
and the PRDM for additional design guidance related
Mobility Considerations definition of space. Additional design guidance is
to accessibility within the pedestrian realm. Design
provided in Chapter 5.
In November 2006, the United Arab Emirates Federal parameters for all pedestrians include:
Government passed the UAE Disability Act (Federal t As pedestrians cross a vehicle-dominant space
t A maximum uninterrupted pedestrian crossing
Law No. 2006/29). The Law was enacted to protect (such as the traveled way), they should transition
distance of four travel lanes. See Chapter 5 for
the rights of people with special needs. In accordance down the curb to a lower level, therefore being
techniques on shortening pedestrian crossing
with this Law, equitable access and related facilities made aware that they have entered another
distances and providing median refuges when
space that requires more cautious and considered
exceeding the maximum crossing distance.
movement.
t Smooth, slip resistant surfaces (in all weather
conditions) and unobstructed travel ways.
2.0
2.0
2.0
1.8 m
1.8 m
2.0
2.0
1.1 1.8
Figure 4.3 Pedestrian design dimensions (metres) Figure 4.4 Wheelchair user passing / turning Figure 4.5 Pedestrian and vehicle vertical
dimensions separation
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Abu Dhabi Urban Street Design Manual
Chapter 4 - Design Considerations
t Conversely, when a vehicle crosses a pedestrian- 4.3.3 Cyclists 4.3.4 Motor Vehicles
dominant space, such as in a frontage lane,
Cycles provide an extremely efficient and sustainable Details on design parameters for motor vehicles are
the vehicle will be elevated to the level of
means of transport. Designs for new and existing found throughout this Manual, including parking
the pedestrian and must give priority to the
urban streets in the Emirate of Abu Dhabi shall standards, street cross sections and junction design
pedestrian.
accommodate cyclists in accordance with DoT details. Dimensions for motor vehicles are illustrated
t Similar treatment applies to transit and cycle standards and guidelines. in Figure 4.7.
facilities, depending on their location within the
street right-of-way. A typical cycling speed is 20-15 km/h. However, On urban streets, motor vehicles are accommodated
cyclists can travel as slowly as 5 km/h or up to 30 within the traveled way and frontage lanes. Frontage
t The inclusion of additional separation measures, lanes provide access and parking to land uses along
km/h. Figure 4.6 provides design dimensions for
such as bollards, may be considered on a case- Boulevards and Avenues and are separated from the
cyclists.
by-case basis. traveled way using side medians.
4.3.2 Transit Users Cycle facilities may be provided in the pedestrian
realm in the form of cycle tracks, or within the To determine the required number of travel lanes, lane
Public transit serves an important role as a traveled way as cycle lanes or shared lanes. Cycle capacity and traffic volumes to be accommodated,
sustainable and efficient mode of transport in urban tracks and cycle lanes are dedicated cycle paths, refer to DoT standards and guidelines. Most street
areas. Transit provision in Abu Dhabi is integral to whereas shared lanes are not delineated and share design standards discussed in this Manual fall within
meeting the goals of the 2030 Plans. For transit to motor vehicle travel lanes. the range of guidelines or recommended practices
provide optimal service, streets must accommodate of recognised organisations such as the American
transit vehicles as well as pedestrian access to transit Association of State Highway and Transportation
stops. Design parameters for transit are covered by Officials (AASHTO) and Institute of Transportation
various documents available from the DoT planning Engineers (ITE).
˻̄˼
2.3
2.3
standards for the provision of public transport
services.
1.0 1.8 ˺̄˼
1.3
0.8-0.3 ˹̄́-˹̄˾
0.8-0.5
Transit patrons have basic needs such as safety,
security, and comfort at waiting areas. They also
need to be able to cross streets efficiently and
conveniently to access transit stops. Crossing facilities
1.95
1.95
2.3
2.3
2.3
Figure 4.6 Minimum cycle design dimensions Figure 4.7 Motor vehicle design dimensions
(metres) (metres)
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Chapter 4 - Design Considerations
Vehicle Speeds and Pedestrian Safety and enforcement of speed limits and other traffic of this speed range is a key characteristic of a safe
regulations. Operating speeds of vehicles in Abu and walkable city.
An important influence on walkability of streets
Dhabi should be appropriate to the function and
is vehicle speed. Pedestrians and cyclists are the
context of the street. Table 4.4 illustrates desirable The following design factors contribute to speed
most vulnerable street users. In the event of an
vehicle operating speeds for all urban street types management and should be incorporated into the
accident, the severity of an injury is directly related
in the Emirate of Abu Dhabi, as applicable. The street design process, as appropriate, in urban areas:
to the speed of the vehicle during impact. Studies
actual posting and enforcement of speed limits is t Recommended lane widths.
have shown that a pedestrian hit by a vehicle at
the responsibility of the local Municipalities and Abu
approximately 30 km/h has a %95 chance of survival, t No ‘shy’ areas or shoulders between travel lanes
Dhabi Police.
while the chances of survival are reduced to %15 and curbs.
when the vehicle speed is 65 km/h (see Figure 4.8).
The various design dimensions of the traveled way
t No super-elevation at street corners.
are determined by the design speed, and sometimes
Lower vehicle speeds are needed on urban streets
the timing of signals. The vehicular design speed t On-street parking.
in order to create safe and comfortable public
should directly correlate with the desired travel speed
spaces. Due to the high pedestrian volumes in Abu t Tight corner radii at junctions.
of the motor vehicles, or operating speed. Desirable
Dhabi’s urban environments, vehicle speeds need to
operating speed ranges from 20 to 60 km/h for the t Elimination or reconfiguration of high-speed
be managed through safe street design, education
street types described in this Manual. The lower end channelised right turns.
%70
Boulevard 60-40 km/h 60-40 km/h 60-40 km/h 60-40 km/h 60-40 km/h
%60
%50
%40 Avenue 50-40 km/h 50-40 km/h 50-40 km/h 50-40 km/h 50-40 km/h
%30
%20
%10 Street 30 km/h 30 km/h 30 km/h 30 km/h 30 km/h
%0
20 mph 30 mph 40 mph
(32 kph) (48 kph) (65 kph)
Access Lane 20 km/h 20 km/h 20 km/h 20 km/h 20 km/h
Figure 4.8 Relationship between speed and risk of
pedestrian fatality Table 4.4 Desirable vehicle operating speeds
Source: Rudolph Limpert, Motor Vehicle Accident Note: Mainly applies to new developments and to existing urban areas with active frontage and pedestrian activity.
Reconstruction and Cause Analysis, 1994.
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Chapter 4 - Design Considerations
4.0
car, or a curb extension, at very low speeds.
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4.3.5 Emergency Vehicles Street designers must demonstrate that the proposed t Providing frequent fire hydrants with sufficient
design of streets and networks meet Civil Defence’s water pressure in order to reduce fire truck size
Emergency vehicles include large fire trucks and
objectives. For this reason, the Concept Design layout and the need for added on-truck water storage
water tankers, medium fire trucks, moderately
needs to be discussed with Civil Defence at the start and pumping.
sized ambulances and police vehicles. Urban
of the design and approval process.
streets throughout the Emirate shall be designed to t Creating connected street networks that allow
accommodate occasional use of emergency vehicles. emergency vehicle access to all buildings, and
When proposing narrow, single-lane streets,
Note, however, that emergency vehicles do not providing alternative routes should one street be
designers should work closely with Civil Defence to
represent the design vehicle. If the occasional large blocked.
ensure adequate emergency vehicle access while
emergency vehicle becomes the design vehicle
maintaining high levels of safety for all modes. t Providing staging areas on narrow streets to
standard, the result will be excessively large streets
Consideration should be given to: accommodate emergency vehicle stabilisers and
that encourage speeding, thus jeopardising safety
objectives. Figures 4.10 to 4.12 provide spatial t Providing adequate staffing and educating all Civil access to onboard equipment.
dimensions for emergency vehicles. Defence staff, fire fighters in particular, about the
new street design standards and guidelines.
Designers should be aware that emergency service
vehicles are able to:
t Use dedicated transit lanes, cycle lanes and
cycle paths, and in extreme circumstances, the
pedestrian realm.
t Mount sidewalk curbs as necessary to turn
4.0
corners.
3.60
2.5
t Complete turns by crossing over centrelines into
opposing traffic.
2.5 2.55 0.1 1.8 0.1
t Cross raised medians as necessary to bypass 0.2 0.2 0.2 0.2 2.0
traffic queues by using opposing lanes of traffic. 2.9 2.95
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Chapter 4 - Design Considerations
4.3.6 Freight & Servicing Vehicles 4.4 Maintenance and Management t Utility placement for existing and new utilities,
ensuring that all street elements are returned to
Developments that attract heavy goods vehicles A good street maintenance programme is critical to their original quality so as not to detract from the
require areas where trucks may be turned safely, proper street functionality. The following elements of public realm, impair pedestrian and vehicular sight
parked securely when not in use, and loaded street design and maintenance are paramount for Abu lines or obstruct pathways.
efficiently without disrupting other traffic. New Dhabi’s streets:
developments that require this type of facility must t Street furniture that is maintained to a suitable
t Surface treatments that ensure an even and
accommodate movement and turning manoeuvres standard.
undisrupted horizontal surface is maintained and
within their site boundary and not create larger than
in safe operating condition for all users at all times, t Temporary signs and construction fences that
necessary streets to accommodate this activity. See
including paved surfaces in the pedestrian realm, do not impair visibility or obstruct pedestrian
Figure 4.13 for design dimensions for freight vehicles.
cycle tracks, transit areas and the traveled way. pathways and refuge areas.
t Landscaping that will last 20 years or longer, to be
trimmed and maintained regularly to ensure foliage Street designs should consider the quality and
does not obstruct sight lines or lighting, and to be kept life-cycle of streetscape materials and furniture to
clear of debris and rubbish. facilitate easy maintenance. Refer to Chapter 7 for
guidance on materials and furniture. Additionally,
t Clearance of sand build-up at vertical deviations in Chapter 8 provides guidance on streetscape
4.5
the street surface, such as up-stand curbs at the improvements that can be made during routine
edge of the traveled way and at roundabout islands maintenance works.
and storm drains.
0.2
2.6 2.1 t Surface water drainage to reduce the level of
˹̄˻
0.2 ˹̄˻ ˹̄˺
0.2 0.1 ˹̄˺
0.1
˾̄˻
5.5
blockage within the surface water drainage system.
4.5
Figure 4.13 Freight vehicle design dimensions Maintain surface treatment to avoid hazardous Temporary signs should not obstruct pedestrian
(metres) conditions pathways and refuge islands
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Chapter 5 - Street Design
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Chapter 5 - Street Design
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Chapter -5 Street Design
Section Example 1: City Boulevard with Frontage Lane Example 2: Town Avenue
1 Pedestrians 5.7
Bus
2 Transit Users 5.8
Tram
Cycle Track
Travel Lanes
Centre Median
5 Median 5.10.8
Side Median
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Abu Dhabi Urban Street Design Manual
Chapter 5 - Street Design
Frontage Zone
The Frontage zone is adjacent to the building or
property line. It provides space for door openings,
steps, architectural elements, utilities, window
shopping, signs, displays, awnings and similar
features. Refer to DMA and Municipality standards
for design guidance on awnings and other building
integrated shade structures.
t Keep this space as clear as possible so that people
may walk and stand in the shadow of buildings.
t Vertical changes between the pedestrian realm
grade and ground floor levels should be addressed
internally within buildings / plots.
t Construct the Frontage zone at the same grade Plot
Boundary Frontage Through Furnishings Cycle Track Edge
and level as the Through zone.
Space between Obstacle-free space for clear Primary buffer space Designated Interface
t The surface material should be the same as the the building pedestrian through travel. between the active track for between the
Through zone, but accent paving or colour may be façade, wall or This is the primary walking pedestrian walking area cyclists; may on-street
used to delineate the Frontage zone. fence and the area of the pedestrian realm. of the Through zone and not be required parking or
Through zone of adjacent thoroughfares. on some travel lane.
Through Zone the pedestrian streets.
realm.
The Through zone is an obstacle-free space
for pedestrian movement. It must remain both Pedestrian Realm Zones
horizontally and vertically clear and provide a direct The Frontage, Through, Furnishings and Edge zones shall be designed to fit the adjacent land uses along the street.
connection along pedestrian desire lines. Refer to Chapter 7 for streetscape guidelines related to these zones of the pedestrian realm.
t Provide a firm, smooth and slip-resistant surface. Figure 5.2 The function of the pedestrian realm zones
t Increase the width of the Through zone in places
Furnishings Zone t Break up the Furnishings zone to provide
that will attract high volumes of pedestrians, such
The Furnishings zone is where street furniture, pedestrians access to crossings, taxi lay-bys, bus
as near public transit facilities, malls and other
necessary utility equipment, trees, landscaping, transit stops and other facilities.
major destinations to accommodate pedestrian
movement and volumes. stops and other features such as kiosks, sidewalk t Provide screening and buffering of utility fixtures
cafés and vendors may be located. in this zone while maintaining clear access for
t Consolidate and organise furnishings to maximise utility agencies for maintenance.
public use and benefit.
t Refer to Chapter 7 for additional guidance related
to streetscape furnishings.
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Chapter -5 Street Design
Edge Zone 5.3 Typical Cross Sections multiple functions or accommodates multiple modes,
The Edge zone is adjacent to on-street parking or this is reflected by the use of coloured bars in the
The following dimension tables and cross sections tables and cross sections (see Figure 5.3).
travel lanes. The Edge zone provides space to open
have been organised according to the Emirate’s land
a car door. It is where pedestrians wait for taxis or
use context categories: City, Town, Commercial, Most of the dimensions in the preferred dimension
buses. This zone is often where street lights, signals,
Residential (including Emirati Neighbourhood context) tables are fixed values. These prescribed dimensions
traffic signs, parking meters and other street-related
and Industrial. The tables and cross sections use a reflect best practices applied under typical conditions
infrastructure are placed. These elements may also
colour code to identify the street design elements with regard to the specific element and in the given
be placed in the Furnishings zone, particularly on
that compose the pedestrian realm and the traveled land use context. See Appendix D for example street
narrower streets, or on the side median where there
way. Where space within the cross section fulfils configurations. An example of a typical Town Avenue
is a frontage lane.
is provided below.
t Provide 4.5 m vertical clearance in travel lanes
adjacent to the Edge zone for tall vehicles.
t Combine the Furnishings zone and Edge zone
where necessary for transit stops and taxi lay-
bys. If this is not possible, provide a minimum of
1.5 m horizontal clearance where pedestrians are
likely to wait for taxis or buses.
Cycle Track
A cycle track may be included in the pedestrian realm,
between the Furnishings and Edge zones, to provide
cyclists with a dedicated right-of-way separate from
the traveled way. Coordination is required with the
DoT to determine the specific facilities required.
Pedestrian Realm Parking / Curb Travel Left Median Travel Curb Parking/ Pedestrian Realm
Pedestrian Lane / Lane Turn Lane Lane / Pedestrian
Realm Transit Lane Transit Realm
Figure 5.3 Example of a typical Town Avenue with transit, Mirfa Master Plan, Al Gharbia
Good street design is vital to the safety of, and quality of life for,
all residents of Abu Dhabi Emirate.
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Abu Dhabi Urban Street Design Manual
Chapter 5 - Street Design
Boulevard 0.8 3.6 2.0 2.0 1.5 n/a n/a n/a n/a n/a 3.5 3.3 6.0
with Frontage Lane 0.8 3.6 1.0 n/a 1.5 2.5 3.0 2.0 n/a n/a 3.5 3.3 6.0
Avenue 5 0.8 3.4 1.0 2.0 1.5 n/a n/a n/a 2.5 2.0 3.5 3.3 6.0
with Frontage Lane 6 0.8 3.4 1.0 n/a 1.5 2.5 3.0 2.0 n/a 2.0 3.5 3.3 6.0
Street 0.5 2.5 1.0 n/a 1.5 n/a n/a n/a 2.5 2.0 3.0 n/a n/a
Access Lane n/a 2.5 n/a n/a 0.5 n/a n/a n/a n/a n/a 3.0 n/a n/a
1 Parking along pedestrian realm. 4 Median dimensions include 3.0 m left turn lane.
2 Designers to determine type of cycle facility as per Section 5.9 and consult with the DoT. Streets and Access Lanes may have 5 When a cycle track is provided on Avenues without frontage lanes, the Furnishings zone Optional
cycle lanes or cycles may share the curb lane. Ensure Edge zone does not act as a barrier between parking areas and pedestrian realm. should be 1.5 m minimum.
3 Use 3.5 m if buses use curb lane as part of a regular transit route. 6 On Avenues with a frontage lane, provide either a cycle lane or a shared lane (in the
frontage lane).
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Typical City Boulevard (with Frontage Lane) Typical City Access Lane
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Boulevard 0.8 3.1 2.0 2.0 1.5 n/a n/a n/a n/a n/a 3.5 3.3 6.0
with Frontage Lane 0.8 3.1 1.0 n/a 1.5 2.5 3.0 2.0 n/a n/a 3.5 3.3 6.0
Avenue 5 0.8 2.9 1.0 2.0 1.5 n/a n/a n/a 2.5 2.0 3.5 3.3 6.0
with Frontage Lane 6 0.8 2.9 1.0 n/a 1.5 2.5 3.0 2.0 n/a 2.0 3.5 3.3 6.0
Street 0.5 2.0 1.0 n/a 1.5 n/a n/a n/a 2.5 2.0 3.0 n/a n/a
Access Lane n/a 2.5 n/a n/a 0.5 n/a n/a n/a n/a n/a 3.0 n/a n/a
1 Parking along pedestrian realm. 4 Median dimensions include 3.0 m left turn lane.
Optional
2 Designers to determine type of cycle facility as per Section 5.9 and consult with the DoT. Streets and Access Lanes may have 5 When a cycle track is provided on Avenues without frontage lanes, the Furnishings zone
cycle lanes or cycles may share the curb lane. Ensure Edge zone does not act as a barrier between parking areas and pedestrian realm. should be 1.5 m minimum.
3 Use 3.5 m if buses use curb lane as part of a regular transit route. 6 On Avenues with a frontage lane, provide either a cycle lane or a shared lane (in the
frontage lane).
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Boulevard 0.8 3.1 2.0 2.0 1.5 n/a n/a n/a n/a n/a 3.5 3.3 6.0
with Frontage Lane 0.8 3.1 1.0 n/a 1.5 2.5 3.0 2.0 n/a n/a 3.5 3.3 6.0
Avenue 5 0.5 2.7 1.0 2.0 1.5 n/a n/a n/a 2.5 2.0 3.5 3.3 6.0
with Frontage Lane 6 0.5 2.7 1.0 n/a 1.5 2.5 3.0 2.0 n/a 2.0 3.5 3.3 6.0
Street 0.5 2.0 1.0 n/a 1.5 n/a n/a n/a 2.5 2.0 3.0 n/a n/a
Access Lane n/a 2.5 n/a n/a 0.5 n/a n/a n/a n/a n/a 3.0 n/a n/a
1 Parking along pedestrian realm. 4 Median dimensions include 3.0 m left turn lane.
Optional
2 Designers to determine type of cycle facility as per Section 5.9 and consult with the DoT. Streets and Access Lanes may have 5 When a cycle track is provided on Avenues without frontage lanes, the Furnishings zone
cycle lanes or cycles may share the curb lane. Ensure Edge zone does not act as a barrier between parking areas and pedestrian realm. should be 1.5 m minimum.
3 Use 3.5 m if buses use curb lane as part of a regular transit route. 6 On Avenues with a frontage lane, provide either a cycle lane or a shared lane (in the
frontage lane).
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Typical Commercial Boulevard (with Frontage Lane) Typical Commercial Access Lane
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Chapter 5 - Street Design
5.3.4 Residential Context (including Emirati enhance residential quality of life. High levels of
street connectivity, including use of Sikkak and other
Neighbourhoods)
pedestrian-only routes, should be provided to allow
Definition direct access for all residents to transit stops, retail
centres, mosques and schools.
Areas that provide a variety of housing opportunities,
allowing for densities varying from villa to multi- Examples
dwelling residential buildings. Emirati Neighbourhoods Low density residential neighbourhoods, including most
are primarily designed as very low density residential, of Madinat Zayed, Al Mirfa, Al Ain and Abu Dhabi City.
comprising only of villas (see Appendix E for more
Development Code Designations
details).
Abu Dhabi:
Design Considerations Low Density Residential (R15A / VR).
Pedestrian safety is of paramount importance. On
some Residential Streets and all Residential Access Al Gharbia:
Lanes, children’s play should be accommodated in the Residential Districts (MDR2- / MDR1- / LDR / VLR / PL
street by ensuring very low speeds for automobiles. / WV).
Landscape should provide shade for pedestrians and
Al Ain: To be added when available.
Typical Residential / Emirati Neighbourhood Dimensions
Boulevard 0.8 3.1 2.0 2.0 1.5 n/a n/a n/a n/a n/a 3.5 3.3 6.0
with Frontage Lane 0.8 3.1 1.0 n/a 1.5 2.5 3.0 2.0 n/a n/a 3.5 3.3 5.0
Avenue 5 0.5 2.7 1.0 2.0 1.5 n/a n/a n/a 2.5 2.0 3.5 3.3 5.0
with Frontage Lane 6 0.5 2.7 1.0 n/a 1.5 2.5 3.0 2.0 n/a 2.0 3.5 3.3 5.0
Street n/a 3.0 n/a n/a 1.5 n/a n/a n/a 2.5 2.0 3.0 n/a n/a
Access Lane n/a 2.25 n/a n/a 1.5 n/a n/a n/a 2.5 n/a 3.0 n/a n/a
1 Parking along pedestrian realm. 5 When a cycle track is provided on Avenues without frontage lanes, the Furnishings zone Optional
2 Designers to determine type of cycle facility as per Section 5.9 and consult with the DoT. Streets and Access Lanes may have should be 1.5 m minimum.
cycle lanes or cycles may share the curb lane. Ensure Edge zone does not act as a barrier between parking areas and pedestrian realm. 6 On Avenues with a frontage lane, provide either a cycle lane or a shared lane (in the
3 Use 3.5 m if buses use curb lane as part of a regular transit route. frontage lane).
4 Median dimensions include 3.0 m left turn lane. 7 On-street parking on Access Lanes on one side only
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Chapter -5 Street Design
Typical Residential / Emirati Neighbourhood Boulevard Typical Residential / Emirati Neighbourhood Access
Typical Residential / Emirati Neighbourhood Avenue Typical Residential / Emirati Neighbourhood Street
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with Frontage Lane 0.5 2.5 1.0 n/a 1.5 3.5 4.0 2.0 n/a n/a 3.5 3.5 5.0
Avenue 5 0.5 2.0 1.0 2.0 1.5 3.5 n/a n/a 3.5 2.0 3.5 3.5 5.0
with Frontage Lane 6 0.5 2.0 1.0 n/a 1.5 3.5 4.0 2.0 n/a 2.0 3.5 3.5 5.0
Street 0.5 2.0 1.0 n/a 1.5 n/a n/a n/a 3.5 2.0 3.5 n/a n/a
Access Lane n/a 2.5 n/a n/a 0.5 n/a n/a n/a n/a n/a 3.5 n/a n/a
1 Parking along pedestrian realm. 4 Median dimensions include 3.0 m left turn lane.
Optional
2 Designers to determine type of cycle facility as per Section 5.9 and consult with the DoT. Streets and Access Lanes may have 5 When a cycle track is provided on Avenues without frontage lanes, the Furnishings zone
cycle lanes or cycles may share the curb lane. Ensure Edge zone does not act as a barrier between parking areas and pedestrian realm. should be 1.5 m minimum.
3 Use 3.5 m if buses use curb lane as part of a regular transit route. 6 On Avenues with a frontage lane, provide either a cycle lane or a shared lane (in the
frontage lane).
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Chapter -5 Street Design
Typical Industrial Boulevard (with Frontage Lane) Typical Industrial Access Lane
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Chapter 5 - Street Design
5.3.6 Transit Dedicated Lanes pedestrian realm than the typical dimensions in order 5.4 Special Street Types
to accommodate stops, shelters and high pedestrian
Transit may be accommodated on a street through activity. Design guidance for pedestrian and cycle Variations from the preferred cross sections may
the addition of dedicated travel lanes for trams or facilities related to transit is provided in Section 5.8. be permitted, along with unique, custom-designed
buses, as required by the DoT. Transit lanes may be Refer to DoT standards and guidelines for transit streets. All of the detailed design guidance in this
accommodated in the centre median or side travel facility requirements for all types of transit (Metro, Manual applies to these custom-designed streets, and
lanes. Transit streets may benefit from a wider Light Rail Transit or tram, Bus Rapid Transit and bus). the dimensional guidance of individual elements of
the example cross sections may also apply. Provision
of special street types may require an exception
process and this will be evaluated on a case-by-case
basis. Contact the UPC and other reviewing agencies
for further information on the approval process for
special street types.
5.4.1 One-way Streets
One-way streets accommodate traffic moving in only
one direction and may be designed using the sample
cross section below. One-way streets in the Emirate
require consideration on a case-by-case basis
through discussions with the appropriate agencies.
Example of a City Transit Avenue with centre-running tram
Pedestrian Pedestrian
Realm Realm
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Chapter -5 Street Design
Particular consideration is required when a Mushtarak Example of a Mushtarak Mushtarak in a mixed-use context
meets a higher capacity street. A transition must be
introduced to ensure that any high speed vehicles are
slowed before entering the Mushtarak (see Figure
5.4).
Mushtarak
junction junction
provided below. For additional design guidance,
Mushtarak
Street
see the PRDM, and Homezone Design Guidelines,
published by the Institute of Highway Incorporated
Engineers (UK).
t Limit the length of Mushtarakat based on walking
distance to bus stops and available vehicular route Mushtarak
choices.
Mushtarak
t Public transit should not be present on Raised
Mushtarakat. However, people living along a junction
Mushtarak should not have to walk more than 350
m to reach the nearest transit stop.
t Mushtarakat entrances should be clearly marked
using signs and pedestrian tactile paving for the
visually impaired. Figure 5.4 Transition to Mushtarak in a residential neighbourhood
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t Parts of the Mushtarak may be designed for t Speed control measures should be provided at
pedestrian use only and separated from vehicles appropriately spaced intervals, depending on
using trees, planting, or bollards. The minimum specific site conditions.
width of such areas shall be 1.80 m.
t Parking areas should be clearly identifiable using
t Space for vehicular traffic along a Mushtarak surface markings or landscaping to prevent
should be a minimum of 6 m wide for two-way indiscriminate parking.
traffic and 3 m wide for one-way Mushtarakat.
t Blocks of parking should be used to divert
t Speeds on Mushtarakat shall not exceed 20 km/h. vehicular routes and provide traffic calming. These
should not be longer than 6-4 parallel parking Mushtarak, Mushrif Gardens, Abu Dhabi
t Low speeds can be achieved by horizontal
bays (see Figure 5.5).
deflections on the route, around features such
as parking, trees, planting, furniture and vertical t Parking areas can be parallel, perpendicular or
deflections such as speed tables. angled (30o, 45o or 60o).
t The entrance to a Mushtarak may transition in the
pedestrian realm as a curb cut, raised junction,
or a raised surface set back from the main street
junction by no more than 10 m, to indicate street
hierarchy (see Figure 5.6).
t A raised entrance should preferably be placed Mushtarak with traffic calming, Al Raha Gardens,
at approximately 6 m from the junction to allow Abu Dhabi
storage of one car.
Mushtarak
10 m (max)
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5.4.3 Sikka 5.4.4 Shared Access Lane 5.4.5 Special Condition Streets
A Sikka is a pedestrian passageway between The Shared Access Lane is a variation of the Special Condition Streets may include Ceremonial
properties and is common throughout the Emirate Access Lane in that it provides a single wide lane Routes, Themed Corridors, Transit Corridors and other
in old and new neighbourhoods. No motor vehicles that accommodates both directions of travel. The special streets as defined in the PRDM. Ceremonial
are accommodated in a Sikka, however cyclists may pedestrian realm dimensions on a Shared Access streets may have wider travel lanes than the typical
share this space. Sikkak are a useful tool for increasing Lane are the same as the typical Access Lane, but the cross sections and significantly wider medians. The
walkability within a neighbourhood by providing direct typical travel lane dimension is a maximum of 4.2 m pedestrian realm may also be wider with greater
links to commercial uses and community facilities. in order to allow a motor vehicle and cycle to pass attention to the landscape. Water requirements, as
Sikkak should be provided only when they can each other when travelling in opposite directions. The discussed in Chapter 7, are especially important in
improve connectivity within a neighbourhood. When minimum travel lane width is 3 m. these streets and will need to be confirmed at the
used in high density areas, such as in Abu Dhabi CBD, beginning of the design process.
special consideration should be given to maintenance. Shared Access Lanes are only used on very low
The large scale of current CBD blocks makes the Sikka volume streets, such as service roads, and are Vehicle speeds need to be moderated where these
an important component of the urban form. intended for garage / parking access, garbage streets go through parks or other areas with high
collection and other building services / maintenance volumes of pedestrians. Traffic calming and safe
Sikkak should be well-designed spaces with good operations. Shared Access Lanes should have a pedestrian crossings should be provided as needed.
quality surfaces, furniture and lighting. Avoid clutter maximum length of 200 m. Through traffic is
and utilities that obstruct pedestrian movement. The generally not possible or discouraged by network
narrow width of Sikkak (typically 5-2.5 m) increases design.
the amount of shading for pedestrians. Additional
shading may be provided using shade structures.
Refer to the PRDM for further design guidance.
Pedestrian Pedestrian
Realm Realm
Commercial Sikka, Residential Sikka, Example of a Shared Access Lane Transit Corridor
Abu Dhabi Abu Dhabi
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5.5.1 USDM Alignment with the Abu Dhabi In order to provide more flexibility for the designer, 5.6 Design Flexibility for Fixed
Utility Corridors Design Manual more than one option is proposed in the UCDM for
the same USDM Street Family. A summary of the Right-of-Way Dimensions
The USDM defines the various elements of streets USDM Street Families and the UCDM street types is The typical dimensions shall be used for the design of
and their application in different land use contexts. provided in Table 5.1. Description of each street type all new streets. However, when redesigning existing
The Utility Corridors Design Manual (UCDM) conforms is provided in Annex A of the UCDM. The right-of- streets, addressing safety and security requirements,
to and complements the USDM and provides design way defined in the UCDM is the absolute minimum or accommodating utilities for new or existing streets,
guidance to optimise the placement of utilities within required for the installation of utilities. the total right-of-way dimensions may not meet the
the rights-of-way proposed in this Manual.
typical street design dimensions. This section offers
guidance for such cases, with priorities for shrinking
USDM Street Families UCDM Street Types or expanding the street to fit the predetermined right-
Type 1 (absolute minimum with utility tunnel) of-way. The minimum and maximum dimensions
provided in Table 5.2 show the allowable ranges.
Without Frontage Lane Type 1A (absolute minimum without utility tunnel) Chapter 8 provides additional guidance for existing
Boulevard
Type 2 (with cycle tracks on both sides) street retrofit and Appendix D illustrates example
street configurations.
With Frontage Lane Boulevard with Frontage Lane
Type 1 (no on-street parking) 5.6.1 Too Little Right-of-Way
Without Frontage Lane Type 2 (on-street parking on both sides) Street design might be restricted with a limited right-
Avenue of-way in cases where there are existing buildings or
Type 3 (on-street parking and cycle track on both sides) utilities that cannot be moved. In such cases, follow
With Frontage Lane Avenue with Frontage Lane the design priorities outlined in Figure 5.7.
Type 1 (on-street parking on one side only) 5.6.2 Too Much Right-of-Way
Street Type 2 (on-street parking on both sides) In cases where utility requirements or existing
Type 3 (on-street parking and cycle track on both sides) conditions specify a wider right-of-way than the
typical dimensions, consult with the UPC and local
Access Lane Municipality to determine if the extra land may be
Access Lane
(For City, Town and Commercial Contexts)
converted to new building sites or public open space.
Residential / Emirati Neighbourhood Access Lane Type 1 (no on- Otherwise, apply the design priorities outlined in
street parking) Figure 5.8, in order, until the street fills the available
Residential / Emirati Neighbourhood Access Residential / Emirati Neighbourhood Access Lane Type 1 (on-street right-of-way.
Lane parking on one side only)
Emirati Neighbourhood Access Lane Type 3 (on-street parking on
both sides)
Table 5.1 USDM and UCDM integration
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Too much right-of-way retrofit example, Al Ain Figure 5.7 Too little right-of-way
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City Context
Boulevard 0.5 1.5 2.8 4.0 1.2 3.5 1.5 2.5 0.2 2.0 2.5 2.5 3.0 3.3 0.5 4.0 n/a n/a n/a n/a 3.3 3.5 3.3 3.3 2.0 6.0
Avenue 0.5 1.5 2.4 4.0 1.0 3 1.5 2.5 0.2 2.0 2.5 2.5 3.0 3.3 0.5 4.0 2.5 2.5 1.5 2.5 3.3 3.5 3.3 3.3 2.0 6.0
Street 0.5 1.5 2.4 3.0 1.0 2.4 1.5 2.5 0.2 2.0 n/a n/a n/a n/a n/a n/a 2.5 2.5 1.5 2.5 3.0 3.5 n/a n/a n/a n/a
Access Lane n/a n/a 1.8 2.5 n/a n/a n/a n/a 0.2 1.5 n/a n/a n/a n/a n/a n/a 2.5 2.5 n/a n/a 3.0 3.3 n/a n/a n/a n/a
Town Context
Boulevard 0.5 1.5 2.4 3.5 1.2 3.0 1.5 2.5 0.2 2.0 2.5 2.5 3.0 3.3 0.5 4.0 n/a n/a n/a n/a 3.3 3.5 3.3 3.3 2.0 6.0
Avenue 0.5 1.5 2.0 3.0 1.0 2.4 1.5 2.5 0.2 2.0 2.5 2.5 3.0 3.3 0.5 4.0 2.5 2.5 1.5 2.5 3.3 3.5 3.3 3.3 2.0 6.0
Street 0.5 1.5 2.0 2.4 1.0 2.0 1.5 2.5 0.2 2.0 n/a n/a n/a n/a n/a n/a 2.5 2.5 1.5 2.5 3.0 3.5 n/a n/a n/a n/a
Access Lane n/a n/a 1.8 2.5 n/a n/a n/a n/a 0.2 1.5 n/a n/a n/a n/a n/a n/a 2.5 2.5 n/a n/a 3.0 3.3 n/a n/a n/a n/a
Commercial Context
Boulevard 0.5 1.5 2.4 3.5 1.2 3.0 1.5 2.5 0.2 2.0 2.5 2.5 3.0 3.3 0.5 4.0 n/a n/a n/a n/a 3.3 3.5 3.3 3.3 2.0 6.0
Avenue 0.5 1.5 2.0 3.0 1.0 2.4 1.5 2.5 0.2 2.0 2.5 2.5 3.0 3.3 0.5 4.0 2.5 2.5 1.5 2.5 3.3 3.5 3.3 3.3 2.0 6.0
Street 0.5 1.5 2.0 2.4 1.0 2.0 1.5 2.5 0.2 2.0 n/a n/a n/a n/a n/a n/a 2.5 2.5 1.5 2.5 3.0 3.5 n/a n/a n/a n/a
Access Lane n/a n/a 1.8 2.5 n/a n/a n/a n/a 0.2 1.5 n/a n/a n/a n/a n/a n/a 2.5 2.5 n/a n/a 3.0 3.3 n/a n/a n/a n/a
Industrial Context
Boulevard 0.3 0.5 2.0 3.6 1.2 2.4 1.5 2.5 0.2 2.0 3.3 3.7 3.3 4.0 0.5 4.0 n/a n/a n/a n/a 3.3 3.7 3.3 3.7 2.0 6.0
Avenue 0.3 0.5 2.0 3.4 1.0 2.4 1.5 2.5 0.2 2.0 3.3 3.7 3.3 4.0 0.5 4.0 3.3 3.7 1.5 2.5 3.3 3.7 3.3 3.7 2.0 5.0
Street 0.3 0.5 2.0 3.0 1.0 1.5 1.5 2.5 0.2 2.0 n/a n/a n/a n/a n/a n/a 3.3 3.7 1.5 2.5 3.3 3.7 n/a n/a n/a n/a
Access Lane n/a n/a 1.8 2.5 n/a n/a n/a n/a 0.2 1.5 n/a n/a n/a n/a n/a n/a 3.3 3.7 n/a n/a 3.0 3.7 n/a n/a n/a n/a
Table 5.2 Minimum and maximum dimensions (for specific conditions only) Optional
1 Edge zone must be a minimum of 1.5 m where there is on-street parking or a cycle track. It may only go down to 0.2 m when sufficient room is available for signing, lighting, and utilities within an adjacent Furnishings zone.
2 Minimum pedestrian refuge in the median shall be 2 m (or 3 m where there is high pedestrian activity). An additional 3 m is required to accommodate left turn lanes.
3 Use 3.5 m if buses use curb lane as part of a regular transit route.
4 Dimensions provided here are assuming parallel parking. In situations of alternate parking configurations, refer to DoT standards.
Note: The figures in this table are for the design of atypical streets and are only to be used for specific conditions. All new streets should be designed using typical cross section dimensions in Section 5.3. Total right-of-way
using this Table shall not be less than the UCDM Absolute Minimum.
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Street N/ A N/ A N/ A N/ A
Avenue Level
crosswalk Maximum
Boulevard uninterrupted
crossing distance
Acceptable to use marked Consider traffic calming, Do not use marked crosswalk without a signal Raised
uncontrolled crossing signal, or other & consider additional traffic calming measures median
‘nose’
Table 5.3 Recommendations for installing pedestrian crossings at mid-block locations Raised
median
5.7.2 Crossing Design ° Reduce the number of travel lanes.
° Install refuge islands with a minimum width
Pedestrian crossings range from raised speed table-
of 2 m located within clearly visible areas
style crosswalks to informal crossings. Table 5.3
(see Figure 5.10).
provides recommendations for facility type, based Figure 5.10 Typical crosswalk elements
on Street Family. Crossing and waiting areas should t Mid-block crossings in medians on Boulevards and
be free of any obstacles such as street furniture Avenues should be staggered so that pedestrians
and signs. Traffic signals and sign poles that are will be oriented towards oncoming traffic.
required for the crossing should be located so as not t Curb ramps should be provided to accommodate
to obstruct visibility for both pedestrians and drivers. the change in grade at the ends of crossings.
Crossings can be raised or not, depending on specific
conditions. Refer to Section 5.11 for raised crosswalk t Crossings should be placed in line with and at the
design. Additional guidance on crossing design is same width as the adjoining walkway or curb
provided below. ramp.
t Maximum uninterrupted crossing distance without ° The pedestrian route may diverge by no more
a median refuge shall not exceed four (4) travel than a ratio of 1:5.
lanes. For existing streets, in order to reduce t The typical crosswalk width should be 5-3 m,
pedestrian and cyclist crossing distance, designers with 5 m on Boulevards with anticipated high
should: pedestrian volumes or when shared with cyclists.
° Provide curb extensions. Raised crosswalk aligned with pathway, Abu Dhabi
t Vehicle stop lines should be placed 3-2 m before
° Narrow the width of travel lanes to the typical
the crosswalk.
dimensions (see Section 5.3).
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5.7.4 Curb Height along a building frontage), a longitudinal ramp is t Curb ramps should not be provided at refuge
necessary. islands for pedestrians. Full cut-through openings
Curbs shall be designed to discourage motor vehicles should be provided at grade with the street in
from encroaching onto the pedestrian realm while t Longitudinal ramps should not exceed a maximum these cases.
still making it easy for pedestrians to step up and ramp grade of 1:12.
down from the pedestrian realm to the traveled way.
Guidance on curb height is provided below. t Edge protection for ramps steeper than 1:20 or
landings more than 1.3 m above the adjacent
t Typical preferred height: grade should be provided.
° Boulevard and Avenue: 150 mm
° Street, Access Lane & frontage lane: 100 mm 5.7.6 Curb Ramps
t Use of rolled curbs are appropriate to minimise Curb ramps provide accessibility at street junctions,
sand accumulation, but should only be used in mid-block crossings, and other areas where elevated
areas with low traffic volumes. walkways are edged with curbing. Curb ramps
facilitate crossing for wheelchair users, people
t Higher curbs may be installed at bus stops; refer to
pushing strollers, cyclists and others. They also
DoT requirements.
help vision-impaired pedestrians identify the street
t Where parking on curbs in the pedestrian realm is crossing location. For additional design guidance on
an issue, pedestrian protective techniques should the use of curb ramps at junctions, see Chapter 6 and
be employed, such as bollards and planters, to Appendix G.
prevent cars from impeding on the pedestrian t Curb ramps should be located in the centre of the Curb ramp centred and constructed at full width of
realm. crosswalk, along the full width of the crosswalk. the crosswalk, Salam Street, Abu Dhabi
t Positive drainage via swales, cross-slopes, t The low end of the curb ramp should be designed
longitudinal grades and other grading techniques so it meets the street grade with a smooth %12.5
75 mm
should be provided for, rather than higher curbs. transition and no lip (see Figure 5.11). max. rise
0.6 m ramp
5.7.5 Slopes & Grade 150 mm 10 %
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5.8 Designing for Transit Users t Special paving treatments should be used at No-obstacle, clear
transit stops. zone of 2 m (min)
The introduction of transit, including Metro, tram, around bus stops
BRT, buses and taxis is integral to meeting the goals t Locating transit stops adjacent to curb cuts,
of the 2030 Plans and the STMP. Transit systems driveways, and busy vehicular entrances should
provide an optimal service when streets are designed be avoided to minimise vehicular conflicts.
to properly accommodate transit vehicles and access t Shaded seating areas, trash receptacles, cycle SHELTER
to transit stops. DoT guidance and standards on public parking, lighting and information displays for bus
transit takes precedence for all streets and all types of arrivals should be provided. Pedestrian
transit. The PRDM provides additional guidance for the
crossing
design of transit facilities, especially in the pedestrian t Clear signs should be provided to help transit users
realm. The design and location of transit facilities identify routes and the travel schedule.
Figure 5.13 Obstacle-free zone around bus stops
should ensure easy access and support placemaking.
5.8.2 Access to Transit
5.8.1 Transit Facilities in the Pedestrian Realm
Most transit users walk or cycle to transit stops, and
Where transit facilities need to be accommodated in order for a transit system to function effectively,
within the pedestrian realm, they should primarily streets should be designed to provide excellent access
occur in the space formed by the combined width and high-quality facilities for pedestrians and cyclists.
of the Furnishings and Edge zones as well as curb
t Transit stops should be located close to activities
extensions.
and uses that will benefit from their proximity.
In cases where the combined width of these t Safe and convenient pedestrian crossings should
elements is insufficient to accommodate these always be provided adjacent to transit stops.
facilities, reduce the Through zone width up to the
minimums indicated in Table 5.2 (see Section 5.6). t Full access should be provided for people with
Where the lay-by will compromise the pedestrian mobility impairments.
High-quality tram station, Bilbao, Spain
realm or cycle facilities, eliminate parking on the t A minimum 2 m obstacle-free clear zone should
frontage lane and/or narrow the combined width of be provided around transit stops to ensure
the Furnishings and Edge zones. accessibility (see Figure 5.13).
t Streetscape elements should be consolidated
t Pedestrian crossings should be located before
to create a clear waiting space and minimise
vehicle waiting areas or bus stops to avoid
obstructions between the Through zone, waiting
conflicts and delays.
area and boarding area.
t Transit stops should be attractive, and visible from
a distance.
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5.9 Designing for Cyclists ° When locating cycle lanes adjacent to on- t Shared lane - a narrow (3 m maximum), low
street parking, reduce the parking lane to the speed lane that cyclists and drivers share and
This section addresses cycle facilities and provides minimum width and increase the cycle lane generally do not pass each other, e.g. Access Lane
guidance as to their location and cycle parking. Refer to the maximum width. This will encourage or frontage lane. The width may be increased in
to the DoT for standards and details on any cycle motorists to park close to the curb and Industrial contexts.
network and facility requirements within the street provide space for motor vehicle doors to open
design area. without impeding cycle travel. Pavement Facility selection is an iterative process. A higher
markings may also be used to delineate door quality facility will encourage additional ridership,
Important design points include the following: zones. including that of children and older adults. Projected
t Highlight cycle facilities with coloured pavement, ridership volumes will affect the type and width of
especially at junctions and other conflict zones. cycle facilities.
t Design to reinforce that cyclists are to yield to
pedestrians at all intersection points.
Taxi lay-by and bus stop
5.9.1 Cycle Facility Type & Selection
Cycle facility selection is largely a function of motor
vehicle speed and volume, plus available width;
facilities will vary along a route just as street types
vary. Cycle facilities come in three general types:
Route cycle track
t Cycle track – any number of facilities reserved for
behind bus stop
cyclists and separated from motor vehicle traffic.
Figure 5.14 Cycle track behind bus lay-by
° Where a cycle track passes by a bus stop,
route the track behind the stop (see Figures
5.14 and 5.15). Cycle racks
t Cycle lane – a lane (2.5 – 1.5 m) reserved Bus shelter
for cyclists. Design to discourage drivers from
blocking cyclists in the cycle lane. Include buffer
zones between the cycle lane and on-street
parking and travel lanes.
° Where a cycle lane passes by a bus stop, route Route cycle track
the lane to the back of the stop and clearly behind bus stop
mark it. Figure 5.15 Cycle track behind bus shelter
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See Figure 5.16 for examples of the three types projected volumes do not warrant a separate facility.
of cycle facilities. Cyclists can also share space Coordination with the DoT is necessary to confirm the
with pedestrians in some low density areas if application of cycle facilities.
Typical cycle track Typical cycle lane with parking Typical shared lane with ‘Sharrow’ marking in
frontage lane
Figure 5.16 Examples of cycle facilities
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t Include curb extensions, wherever possible, at t Frontage lanes may include a shared lane for the Furnishings zone in order to provide sufficient
crossings, transit stops and junctions (see Chapter cycles and will require approval from the DoT and waiting areas for transit and taxi passengers along
6). the local Municipality. Where provided, additional the side median.
cycle tracks or cycle lanes are not necessary.
t Angled and perpendicular parking should be t Raised intersections and speed tables should be
included only on existing streets and on streets t Connections to frontage lanes should be avoided used where Access Lanes or major pedestrian
where there is ground-floor retail and additional except at intersecting streets. Cars entering a paths intersect frontage lanes in order to reduce
front-door parking is needed. street from a frontage lane should be required to speeds.
stop and yield to traffic on the street.
t Angled parking: t Specific geometry should be developed for
Reverse angle parking is acceptable because t At taxi lay-bys and bus stops, it may be each frontage lane entry and exit, depending on
°
it enhances visibility between motorists appropriate to eliminate on-street parking along a individual requirements and conditions.
and cyclists. This requires clear signs and frontage lane and/or deviate the frontage lane into
education and may not be appropriate in all
locations.
Larger turning radius
° Head-in operation may be used adjacent to
for trucks
playgrounds, sidewalk cafés, vendors, etc.
° Either 45 or 60 degrees preferred.
Cycle track ramps down to
5.10.6 Frontage Lanes street level, cycles share
Frontage lane frontage lane
Although they are used by motor vehicles, frontage
lanes are also an extension of the pedestrian realm
and speeds shall be managed accordingly. Refer to
Figures 5.22 and 5.23 for examples of frontage lane
design.
Figure 5.22 Typical entry to frontage lane
t Frontage lanes should be provided when there is
parking demand on Boulevards; they may also be Cycle track ramps down to
included on Avenues. Smaller turning radius to street level, cycles share
t Frontage lanes should be kept as narrow as calm traffic frontage lane
possible in order to ensure slow travel speeds.
t Diagonal and perpendicular parking should be
avoided along frontage lanes because they require
extra width for the drive aisle and therefore
encourage excessive speeds. Use diagonal and Frontage lane
perpendicular parking only in existing situations
with significantly excessive rights-of-way and a
shortage of parking.
Figure 5.23 Alternative entry to frontage lane
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5.10.7 Curb Extensions This space is used by cyclists when queuing at a Medians should be:
signal or while waiting to turn. Alternatively, the curb t A minimum width of 2 m, increasing to 3 m
Curb extensions should be employed wherever extension may extend into the travel lane, at which
there is on-street parking to calm traffic and reduce where there is heavy pedestrian activity. Left turn
point it becomes a traffic calming device. lanes shall be accommodated with an additional 3
crossing distance for pedestrians (see Figure 5.24).
A continuous row of parked cars can be detrimental 5.10.8 Medians m (see Figure 5.25).
to the human scale of a street, so provision should be Medians, the dividing part of the traveled way, are t Include vertical elements (trees, banners, light
made to break up the parking with curb extensions. typically used to separate traffic flows and control poles, etc.) in medians to create rhythm along the
These can be placed at strategic locations to coincide turning movements. They are typically located in street.
with pedestrian crossing points or to break up long the middle of the street, but may be located on
lines of parked cars. In areas of high pedestrian t Cluster trees where shade is most valuable, such
the sides (side medians) where there are frontage
activity, curb extensions should be provided every as at pedestrian crossings of the median, while
lanes. Medians benefit pedestrians by providing a
80-60 m. also ensuring that pedestrians are clearly visible to
protected pedestrian ‘refuge’ in the middle of the
oncoming traffic.
street (see Section 5.7.2). It is preferable to minimise
median widths in order to reduce the overall width t If needed, provide barriers such as fences, shrubs,
of the street and the length of the street crossing. etc. to prevent illegal pedestrian crossings.
An increased crossing distance also adds time to the However, additional crossings may then be
Curb signal sequence and causes traffic delay. However required to respond to desire lines.
Extension medians should be wide enough to provide adequate
refuge for projected pedestrian volumes.
A
Plan
Section AA
Figure 5.24 Typical curb extension at pedestrian
crossing Figure 5.25 Plan and cross section of left turn at median
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5.11 Traffic Calming t Legibility and predictability: users are more able to an important supplement to physical traffic calming
accurately respond to their surroundings. measures, but they are ineffective on their own over
Streets in the Emirate of Abu Dhabi should be the long term.
designed to decrease vehicle speeds; however, in
Traffic calming must function at all times of the day,
some instances additional measures may be required. Traffic calming can be either proactive or reactive.
especially at night when volumes are lower and
This section covers traffic calming techniques that The street cross sections and junction details included
speeds tend to be higher.
may be applied throughout the Emirate. Vehicle in this Manual are meant to create streets that have
speeds shall be managed in order to provide a been designed to keep speeds low and crossings
Traffic calming measures may be applied on a street-
balanced, safe environment for all street users. short. At locations where pedestrian safety is of
by-street basis or in an area-wide plan. Providing
traffic calming measures for entire neighbourhoods concern, such as near schools, designers should use
The Emirate of Abu Dhabi lost an average of one traffic calming devices as part of the new street
and/or districts is more comprehensive as it allows
person (pedestrians and vehicle occupants) each design process. After streets are built, if designers
for better management of speed and volumes
day to vehicle crashes (2010-2007 data, Abu Dhabi find that traffic speeds or volumes are excessive, or
throughout the entire area, rather than redirecting
Police). Many of these fatalities could have been that safety is compromised, traffic calming devices
traffic to adjacent streets.
avoided if vehicle speeds were maintained at a safer should be retrofitted into the problem streets. In both
level. This Manual intends to manage vehicle speed scenarios, design and implementation are an iterative
Traffic calming measures are usually physical because
to provide a safe environment for all street users. process that requires monitoring and adjustment.
of their proven effectiveness in reducing speeds, and
Designing streets to mitigate the negative impacts of
collisions. Education and enforcement measures are
motor vehicle traffic is known as ‘traffic calming’.
5.11.1 Traffic Calming Principles
Traffic calming devices affect one or more of the
following:
t Vehicle speed: vehicle speed is a significant
determinant of the severity of crashes; it
is a critical factor in safety where there are
intersecting modes. Vehicle speed in a heavily
populated urban environment shall be kept below
60 km/h to reduce the severity of crashes.
t Exposure risk: shorter crossing distances and
priority at signals reduce pedestrian and cyclist
exposure to the risk of a crash. Traffic calming using raised crosswalk, Abu Dhabi (above left) and Al Ain (above right)
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5.11.2 Traffic Calming Measures Vertical Traffic Calming Measures t Raised crosswalks (preferred option in the urban
environment, as illustrated in Figure 5.28) are
The following describes some of the traffic calming Vertical calming measures may be appropriate in
speed tables marked for pedestrian crossing, built
devices suggested for use throughout the Emirate. some cases and should be considered on a case-by-
to a curb height of 100-150 mm (preferred).
These should be selected based on traffic volumes, case basis. Adequate signs and road markings should
Along existing streets with curb heights of 200
desirable speeds and the needs of cyclists and be provided to warn drivers and cyclists so that they
mm or more, curbs should be dropped to the
pedestrians in order to ensure effectiveness. Traffic can reduce their speed accordingly.
recommended crosswalk height. Crosswalks
calming devices should be selected, designed and
should be at least as wide as the pedestrian
constructed in accordance with relevant standards, Some suggested devices include:
crossing (5-3 m), and preferably 4 m wide.
including ADM Traffic Calming Guidelines. t Speed tables are ramped, flat-topped raised areas, Appropriate vehicle ramp grades (maximum %10
100-75 mm high and 6-3 m wide. They are slope) should be considered for specific street
Where possible, consideration should to be given to applicable in all street contexts and easily installed types. Refer to Appendix G for standard details
combining traffic calming measures with pedestrian into existing streets (see Figure 5.26). of raised crosswalks. For the design of raised
crossings to provide integrated solutions that lower
t Speed cushions are sloped, raised areas, 100-75 crosswalks along regular bus routes, refer to DoT
vehicle speeds and provide safe, suitable and
mm high and 1.9-1.6 m wide, with wheel cutouts standards and guidelines.
correctly placed pedestrian crossings. Cycles can be
accommodated by either allowing them to bypass the designed to allow large vehicles, such as fire
traffic calming device, or slowing vehicles such that trucks and buses, to pass with minimal disruption.
cyclists can merge into the travel lane. They are used instead of speed tables on primary
emergency response or transit routes (see Figure
5.27).
Figure 5.26 Typical speed Figure 5.27 Typical Figure 5.28 Typical raised crosswalk, the Existing curb dropped to the recommended raised
table speed cushions preferred approach in urban environments crosswalk height
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t Raised junctions are speed tables placed within Horizontal Traffic Calming Measures
junctions, built to curb height, or slightly lower.
Horizontal traffic calming measures may not be
They cover the entire junction and have the
appropriate in all cases and need to be addressed
benefit of calming two streets at once as well as
on a case-by-case basis. Signs should be located in
the junction itself, where pedestrians are naturally
advance so that drivers can slow down to negotiate
at greater risk (see Figure 5.29).
the feature. Clear marking should be provided to
indicate direction and priority of traffic flow. Where
possible, cyclists should have a separate route to
avoid conflicts. Planting and street furniture should
be placed so that visibility is not compromised. The
following measures are recommended, depending on
Raised pedestrian crossing, Al Ain the function and context of the street.
t Lateral shift is a technique where the travel lane
is offset, with the transition angle enforcing a
particular speed. It typically includes an island and
curb extensions (see Figure 5.30).
t Chicanes are similar to lateral shifts, but the travel
lane is shifted back to the original alignment,
which produces lower speeds (see Figure 5.31).
t A centre island narrowing is an island placed in
the centre of the street, causing drivers to steer
around it. It can be coupled with on-street parking
to create a lateral shift or chicane. The island
also creates a refuge at pedestrian crossings. It
is largely used in existing conditions, although it
Figure 5.29 Typical raised junction with all-way Raised junction, Abu Dhabi can be included in a new street layout (see Figure
yield 5.32).
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Figure 5.30 Typical lateral shift ATP lines can be unsuitable in some urban areas,
especially in residential neighbourhoods, as the noise
Raised curb with hardscape or landscape
that is generated when a vehicle travels over them
can be a nuisance. However they are recommended
in other areas such as near schools, mosques,
community facilities, etc. where a large number of
pedestrians congregate. Use of this form of traffic
calming will need to be discussed with the reviewing
agencies before incorporating it into designs.
Parking prohibited
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Chapter 6 - Junction Design
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Chapter 6 - Junction Design
Urban junctions should be as compact as possible and Maximum 15º angle, otherwise t Minimise conflicts between modes sharing the
designed for low speeds. There are many ways to separate into two junctions (possibly same location at the same time.
achieve this. For example, a junction of two Access with one signal control)
t Provide good visibility, particularly between
Lanes may be best served by a raised junction pedestrians and motorists. Trees, signs and other
with an all-yield condition. In this manner, vehicle street furniture should not obstruct visibility.
Y-junction
speeds are kept low; drivers, cyclists and pedestrians
are forced to make eye contact; and conflicts are Bend minor street t Avoid extreme angles and complex junctions.
minimised. Maximum 15º angle t Minimise pedestrian exposure to moving vehicles
by reducing crossing distance.
At the other extreme, a large junction is best
served by separating lanes for the various vehicle Angle Junction
movements, providing refuge islands for pedestrians Junction design should balance the needs of all users.
and distinct cycle travel ways, as well as installing Treat as two Y-junctions Design parameters that help determine design details
traffic control devices. Travel speeds through large should be selected based on trade-offs between
Rectilinear Junction with extra legs vehicle capacity, pedestrian safety and the need
junctions can be moderated by design features and
operations. Separate extra legs into right-in, right- for a robust public realm. Designers should always
out junctions consider an interdisciplinary approach to resolving
conflicts and achieving a balanced design. Refer to
6.2 Junction Types Roundabout DoT standards and guidelines for design details. At
Table 6.1 lists various junction types along with the Multi-arm, yield to circulating traffic no point in the design process should pedestrian
basic characteristics of each one. The matrix only safety be compromised. All designs should be audited
provides a graphic indication of the different types Table 6.1 Junction type matrix in accordance with the Emirate of Abu Dhabi Road
of junctions. For design details, refer to DoT and local Safety Audit Manual.
Municipality standards and guidelines.
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6.3.1 Visibility and Sight Distances It is important to note that urban, signalised junctions t Design vehicle – a vehicle that must be regularly
will have lower sight distance requirements than accommodated without encroachment into the
Clear visibility and sufficient sight at junctions
other junctions. However at these junctions clear opposing traffic lanes. This vehicle may vary
are important to ensure that all users are able to
visibility for the signal control lights must be depending on the street type and context.
identify when it is safe to cross, or enter a junction.
maintained to ensure vehicle drivers have a clear view
Providing excessive visibility, however, specifically for t Control vehicle – a vehicle that infrequently uses
of the signal heads.
motorised vehicles, can lead to higher than desirable a facility and must be accommodated. For these
speeds, making the junction less safe for more vehicles, encroachment into the opposing traffic
For unsignalised junctions, a minimum clear sight
vulnerable users, including pedestrians and cyclists. lanes, multiple-point turns or minor encroachment
distance of 25.0 m shall be maintained from the
into the roadside is acceptable.
centreline of the side street, a distance of 2.4 m from
Sight distance requirements include the following:
the stopline (see Figure 6.2). t Non-motorised vehicles – on priority cycle routes,
t Provide curb extensions and restrict parking near special design consideration is necessary for
crossings to improve visibility between motorists 6.3.2 Design Vehicle
cycles (see Section 5.9).
and pedestrians (see Figure 6.1). Junction design requires consideration of at least four
t Lower vehicle speeds. design vehicles: A junction designed to accommodate a large vehicle
t Speed control vehicle - for all street types, this will allow faster turns by smaller vehicles. Figure
t Restrict turning movements.
is a passenger car, and it is used to determine 6.3 illustrates this point: a junction large enough to
t Clear visual obstacles from the pedestrian realm. maximum vehicle speeds at turns. accommodate a WB12- at 15 km/h allows passenger
car speeds of 40 km/h or higher, creating an unsafe
condition for pedestrians crossing the street.
Car
Clear sight
distance
R:12 m
2.4 m
WB12-
Truck turning path
Figure 6.1 Curb extension increases visibility Figure 6.2 Sight distance requirements Car turning path
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Table 6.2 lists recommended design and control t In Industrial contexts, corner radii can be increased t However, occasional larger vehicles, including
vehicle types for streets and junctions. to 12 m to accommodate larger numbers of freight emergency vehicles, may cross into opposing
and servicing vehicles. lanes and drive over corners to complete the turn
Street Design on low volume Streets and Access Lanes.
Control Vehicle t Design turns so that vehicles may not turn faster
Family Vehicle than 15 km/h. t Lower curb heights (100 mm) and adequate
Boulevard / WB33-DM obstacle-free areas at corners should be provided
WB12- t Calculate effective turning radius and available
Avenue (Double Trailer) to allow emergency vehicles to mount curbs in
space for turning, including the space for on-street
Smeal Aerial RM extreme circumstances.
parking, cycle lanes and all travel lanes on the
Street City-Bus M
100 Fire Truck receiving street (not just the nearest lane). 6.3.4 Control Measures
SUM (Medium SUM (Medium t Use computer software for designing and testing
Access Lane While this Manual does not address the details of
Truck) Truck) turning radii, provided the built-in tolerances do junction operations, Table 6.3 provides recommended
Table 6.2 Design and control vehicle types not cause overly large radii (see Figure 6.5). types of operation control for junctions.
t Corner radii can be increased to meet the 6.3.5 Junction Transitions
6.3.3 Corner Radii
operational requirements of the Civil Defence
Corner design deserves special consideration as it Department at specific locations. In all cases, All junctions can be considered as transitions,
directly impacts pedestrian crossing distances and the minimum radius to meet these requirements however designers need to take special care when
vehicle turning speeds. Corner radius is the actual should be used. a high vehicle priority street meets a low vehicle
dimension of the curb, while turning radius is the priority street, for example, when a Boulevard meets
t Simulation for turning movement for large vehicles a Street at a right-in, right-out junction (see Figure
effective dimension of the motor vehicle turn (see
should be completed to ensure that these vehicles 6.6). Refer to Appendix G for more details.
Figure 6.4). Smaller corner radii facilitate direct
remain within the same lane during turning
pedestrian desire lines and discourage speeding,
movements.
creating junctions that are safer for pedestrians,
cyclists and motor vehicles.
t In low density residential areas, a maximum
corner radius of 5 m should be used at junctions.
However 7.5 m may be considered in particular
R1
circumstances to accommodate frequent usage by
large vehicles such as buses and delivery vehicles. R2
Ensure the width of the traveled way is not less
than 6 m in total (excluding on-street parking) and
no refuge islands are provided on Streets. R1: Actual turning
radius
t In City, Town and Commercial contexts, a corner
radius of 7.5 m should be used at junctions. R2: Effective turning
radius
Figure 6.4 Actual versus effective turning radius Figure 6.5 Example of swept path simulation
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Avenue-Access Lane
Street-Access Lane
Boulevard- Avenue
Boulevard-Street
Avenue-Avenue
Boulevard-Boulevard
Avenue-Street
Street-Street
Signal Two-lane roundabout, Al Ain
-1Lane Roundabout
-2Lane Roundabout
Mini-Roundabout
All-Way Stop
-2Way Stop or Yield
All-Way Yield
Table 6.3 Junction control matrix Street-street junction with -2way stop, Al Ain
Preferred Acceptable Not Preferred
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6.4 Junction Spacing and Layout 6.4.1 Through Street Junction Spacing Figure 6.7 and Table 6.4 provide desirable dimensions
for street spacing. For new development networks and
The spacing of junctions should be determined at It is important to maintain suitable spacing between
new street designs, the recommended street spacing
the planning stage based on the anticipated travel junctions in order to ensure proper functionality and
dimensions correspond to junction spacing. For existing
demand, land use context, and type and size of urban capacity of street networks and individual streets.
street redesigns, the dimensions should be used as
blocks. Junctions should be located more frequently t If junctions are too close to each other, then the a guide for considering additional street links and
in higher density and pedestrian movement areas operational capacity may suffer as traffic queues improving connectivity.
to provide route choices and improve connectivity. can back up if sufficient queuing space is not
The needs of all users should be considered while available. Attention should be paid to the location of Access
developing the junction layout. Lane locations as these may impact the operation of
t If junctions are spaced too far apart from each
other, then there may be insufficient connectivity junctions. Refer to Section 5.10.4 for guidance.
within the overall street network and the overall 6.4.2 Junction Layout
capacity of the network will suffer.
The following are important objectives to be achieved
Either of these situations will reduce efficiency
in junction layout and design. Figure 6.8 provides
and create vehicle delay, therefore apply the
an example of two Boulevards with cycle tracks
1000 m recommended street and junction spacing where
intersecting in an urban area.
possible.
500 m t Pedestrians and cyclists must be routed through
250 m the junction with minimum deviation from their
direct path.
Context Boulevard Avenue Street
t Provide shade at and near junctions, particularly in
Boulevard Min 400 200 100 areas where pedestrians are waiting to cross the
City
Max 750 375 175 street.
Min 600 300 140 t Design junctions with the understanding that
Town
Max 1000 500 250 turning vehicles may turn into any lane of the
receiving street and larger vehicles may cross the
Min 1000 400 125 centreline.
Avenue Commercial
Max 1500 750 375
t Bring cycle tracks into the junction at the
Street Min 1000 400 125 pedestrian level.
Residential
Max 1500 750 375 t Pave any surface that extends across the
Min 800 400 - pedestrian realm. Pedestrians should be required
Industrial to transition down to the traveled way level across
Max 1500 750 300
junctions, with the exception of raised crosswalks /
Figure 6.7 Town streets desirable spacing, as per Table 6.4 Through street spacing criteria (metres) speed tables that may occur where traffic calming
Table 6.4 (desirable dimensions for Town context shown in is required.
Figure 6.6)
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Chapter -6 Junction Design
Curb ramp
Crosswalk
Figure 6.8 Typical Boulevard and Boulevard junction with cycle track Figure 6.9 Aligning ramps and crosswalks at
junctions
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6.5 Signalised Junctions additional safe refuge medians (see Figure 6.10).
It might be required in extreme conditions to include
6.5.1 Left Turn Lanes triple left turn lanes but these should only be
considered after ensuring that alternative solutions
Left turn lanes shall be at least 3.0 m wide. The left are not feasible and with the approval of the local
turn lanes and auxiliary lanes should be sufficiently Municipality, UPC and DoT. In such cases special
long to store the number of vehicles likely to consideration will need to be given to pedestrian
accumulate during a critical period (minimum of 24 crossings and median refuges.
m). The storage length should be sufficient to avoid
the possibility of left-turning vehicles stopping in 6.5.2 Right Turn Lanes
the through lanes waiting for a signal change or for Minimise the use of dedicated right turn lanes
a gap in the opposing traffic flow. Tapers should be a and right turn slip lanes. Listed below are five
minimum ratio of 1:4. Left turns shall occur after the alternative options for right turns, in priority order.
through phase of a signal (not before). On Boulevards A traffic analysis (software simulation) of both the
and Avenues, a minimum 2.0 m pedestrian refuge intersection turning movements and the localised Figure 6.11 Option 1: No dedicated right turn lane
must be provided in the median when introducing left network is required for all but Option 1.
turn lanes.
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4-
cur 3.75
bt
o c m*
urb
60º
* The design
R 20 m should prevent
two vehicles Dedicated right turn lane
passing each
other.
Figure 6.14 Right turn slip lane dimensions Figure 6.16 Option 5: Yield-controlled right turn slip lane with dedicated right turn lane and
acceleration lane
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6.6 Roundabouts
Roundabouts may be used according to the Junction
Control Matrix in Table 6.3. The Roundabout Criteria
Matrix (see Table 6.5) lists basic design parameters.
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t Splitter islands serve as pedestrian refuges, and a Refer to DoT standards and guidelines for additional
minimum width of 3.0 m is required at pedestrian design guidance. Roundabout geometries will be
crossing locations. dependant on capacity, which shall be identified and
presented as part of the Transportation Impact Study
t Marked crosswalks and cycle lanes are not
for the DoT.
required within mini-roundabouts, but may be
needed on adjoining streets depending upon the
There are several helpful resources that guide
street type (see Figure 6.18).
the design of roundabouts including: www.
roundaboutsusa.com and www.trl.co.uk.
Exit Lanes 1 1 2
Splitter Island No Yes Yes
R as per
Apron Maybe Maybe Yes design vehicle
Mountable Island Yes No No
Separate Cycle Track No Maybe Yes
Raised Crosswalk Maybe Maybe Maybe
Outside radius Circulating lane
Signalised Crosswalk No No Maybe
R1 = 10 - 7 m B=6-4m
Table 6.5 Roundabout criteria matrix
Based on: ‘NCHRP Report 672 - Roundabouts: An Informational Guide;’ US Department of Transportation Inside radius Apron
* Actual capacity is dependant on roundabout configuration and flows. An analysis, in-line with the DoT’s TIS R2 = 5 - 2 m b1 = 1.5 - 1 m
requirements, is to be used to assess capacity. Figure 6.18 Mini-roundabout design
** Actual R1 and R2 dimensions will vary depending on specific site conditions.
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R1 B
R2 R1
B
R2
b1
b1
20 m
Cycle track L
transitions L
R as per design
to pedestrian Cycle track
vehicle R as per design
area 3m transitions to
pedestrian area vehicle
Raised (optional)
or level crosswalk Raised (optional)
or level crosswalk
Cycle track
Figure 6.19 Design for one-lane roundabout Figure 6.20 Design for two-lane roundabout
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6.7 Grade Separations For approval, the following must be demonstrated: 6.7.1 Pedestrians on Bridges in Urban Areas
t The bridge or tunnel will add no more than 50
Pedestrian bridges and tunnels (underpasses) should In the event that a bridge in an urban area is to be
percent to the time it would take a person to cross
not be used on streets covered by this Manual, except constructed, suitable provision will need to be made
the street at grade.
as permitted by the DMA, local Municipality, UPC for pedestrians and cyclists, both along and under /
and DoT. Refer to DoT standards and guidelines for t The bridge or tunnel will positively affect the over the bridge.
additional design guidance. They may be considered identity of the area. t A minimum 2 m pedestrian zone should be
only in the following situations: provided, free of obstacles, along both sides of the
t To traverse a major obstacle, such as a highway, Motor vehicle grade separation shall not be permitted bridge.
railway or waterway. on urban streets without an exception from the UPC
t Resting areas and amenities, as required, should
and DoT. When permitted, they may be built provided
t To provide a direct elevated level pedestrian route, be provided on long bridges. The location of these
they do not adversely impact the surrounding urban
such as between an elevated Metro station and a should be coordinated with important views and
context.
shopping mall or a park. vistas, if applicable.
t Where there are extensive pedestrian flows, such t The preferred curb height of 200 mm should be
as at a stadium. used for the pedestrian zone. Provision of physical
barriers between the pedestrian zone and travel
lane is not recommended.
Pedestrian bridge across Salam Street, Abu Dhabi Pedestrian bridge connecting retail and commercial Pedestrian tunnel, Abu Dhabi
buildings, Dubai
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t Accommodate pedestrians and cyclists at bridge When planning and designing bridge connections
landings and the land interface. Adequate between islands and mainland coastlines, the
pedestrian realm and safe crossings shall be following features should also be considered:
provided. Refer to the DoT for cycle requirements. t Relate entries to the urban and physical context
t Transition between the bridge and the existing and reinforce the association with the waterway
pedestrian sidewalk(s) should be seamless, with and canal systems.
no barriers. t Consider relationship with the existing and
t Steps and ramps should be provided to reconcile proposed hierarchy of bridges so varying gateway
grade changes. experiences of leaving and moving between
islands and the mainland are achieved.
t The inclusion of dedicated cycle lanes or cycle
tracks will need to be coordinated with the DoT. t Integrate lighting into gateway entry elements.
t Elements for universal design such as tactile t Consider innovative bridge design with multiple
paving, ramps, lifts and/or elevators may be functions in addition to connections and linkages
incorporated as needed. (storage, underneath bridges on waterfront
promenades as areas of respite from heat, small
scale retail uses, observation points, etc.)
Suitable provision might be required for pedestrians
and cyclists to cross under bridges at the abutments.
t The addition of the bridge should not impede
surface movement.
t A minimum headroom of 2.5 m shall be provided
with a Through zone width of at least 2 m.
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Chapter 7 - Streetscape Design
7.1 Introduction
Streetscapes refer to elements of a street including
the sidewalk, median, street furniture, trees and open
spaces that combine to form the street’s character.
They are important public resources, and collectively
they are an essential part of the open space of urban
areas. Streetscapes are a representation of a city’s
vitality and liveability.
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Before After
Before After
Vertical changes addressed using a combined step Retrofits addressing vertical changes along existing building frontages, Al Ain
and ramp design, Dubai Mall
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7.4 Shade and Climate Attenuation 7.4.1 Mitigating the Urban Heat Gain Effect t Shade structures built from materials with low
Solar Reflectance Index (SRI) values, as per
Streetscape elements that attenuate the Emirate of Thermal comfort in intensely urbanised areas of
Estidama PRS requirements.
Abu Dhabi’s hot and humid climate will be critical for Abu Dhabi Emirate is influenced not only by the
encouraging multi-modal travel. Thermal comfort local climate, but also by additional heating effects t Indigenous, native or locally adaptive trees and
for cyclists and pedestrians is a key factor in mode from urban heat gain caused by direct and reflected landscaping, as defined in the PRDM, to lower
choice. sunlight and heat radiating back from warmed ambient temperatures. Such landscaping can also
surfaces (see Figure 7.3). Effective reduction of the induce a psychological ‘cooling’ effect.
In traditional Arabian architecture and urban form, urban heat gain may be achieved through:
t Unused surface areas left unpaved and
streets and pedestrian passageways (Sikkak) were t Architectural elements and ground surfaces covered with a layer of exposed crushed rock,
narrow and shaded by buildings. Where additional constructed with materials that retain and radiate decomposed granite, or stabilised sand.
or temporary shade was needed, fabric or wooden less heat.
coverings were constructed to span over areas of
the street adjacent to buildings, particularly where t Porous and open grade pavements that permit
pedestrian activity was focused. water and air to pass through to allow cooling by
air movement and evaporation.
Shade and shelter from the sun, as well as climate t Passive shading measures that lessen the
attenuation through wind capture, landscaping exposure of pavement and wall surfaces to the
and selection of suitable materials as part of the sun and increase air circulation.
streetscape design, will be critical in creating a
comfortable street environment in the Emirate’s
desert climate.
re
Di
Shade
Ra
di
at
io
n
Figure 7.3 Urban heat gain effect Unused ground surface paved with crushed rock
and mulch, Masdar, Abu Dhabi
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7.4.2 Shading the Pedestrian Realm t Use materials that will minimise and mitigate 7.4.3 Types of Shading
urban heat gain.
Streetscape design in the Abu Dhabi Emirate shall Table 7.1 illustrates and describes various types of
enhance thermal comfort by creating a network t Encourage air flow through passive ventilation overhead shading elements that can be freestanding
of continuous shaded routes in accordance with design. or attached to buildings.
the PRDM and Estidama PRS minimum shading
requirements. t Provide adequate lighting to ensure shade Vertical screens shade areas with direct exposure to
structures provide a sense of security for low sun angles. These structures work best when
When developing new streets, they should be pedestrians at night. combined with overhead elements that provide shade
oriented and sized to take advantage of shading from t Consider integrating efficient radiant cooling and when the sun is higher in the sky. When placing
adjacent buildings where possible. In developments solar photovoltaic systems into the architecture of vertical screens consideration of visibility for safety
where buildings are not high enough to provide usable the shade structure. and security purposes is essential.
shade within the pedestrian realm, architectural
solutions, including canopies and arcades in adjacent t Comply with the minimum horizontal and vertical
buildings, should be incorporated. clearance dimensions.
t Locate trees strategically, consistent with the
Additional considerations for developing an effective guidelines in Section 7.5.
shade strategy are as follows:
t Complete detailed sun angle / shade projection t Locate shade structures such that they do not
studies to effectively inform the need for obscure sightlines at junctions and crossings nor
streetscape shade. the location of building entrances (see Figure 7.4).
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May include attached arcades, galleries, canopies and pergolas. May include artist-designed shade elements that merge function and creativity.
Should be located at the ground level of building façades, in coordination with Can be installations that provide continuous shade or at special locations.
building owners.
Should respond to context and reinforce local identity.
May overhang and shade the Frontage and Through zones.
Should coordinate location of columns with underground utilities.
May include freestanding structural or fabric canopies, pergolas and shelters. Should use climate adaptive species with adequate canopy to shade Through zone.
Should coordinate location of columns with underground utilities. Should be located in Furnishings zone, or in Frontage zone when there is no active
frontage.
Should consider visibility at junctions, transit and taxi stops, and pedestrian
crossings. May be best when planted in groups and bosques.
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7.5 Landscaping & Water Use Water Source: Where available, Treated Sewage
Effluent (TSE) should be used for irrigation, thus
Water is a precious resource in the desert. reducing the demand for potable water.
Streetscapes shall be designed to use irrigation water
efficiently. Designs must reach a balance between Integration with Utilities: Placement of tree corridors,
the benefits of a green streetscape and the necessary tree pits and root barriers should be coordinated with
financial and environmental costs to irrigate them. underground utilities.
Refer to PRDM, Estidama PRS and local Municipality
requirements and guidelines for additional guidance Noise Attenuation: Street trees dampen street noise,
on landscaping and water use. providing health and psychological benefits.
High-quality, attractive streetscapes are desired, Aesthetics and Character: Planting should add colour,
particularly to improve the pedestrian environment texture, contrast, motion and scents that create a
and increase transit use, but they must be carefully beneficial association between nature and all street
designed in order to conserve water to the maximum travellers, in vehicles and on foot. Trees and plants
extent. Streetscape designers should prioritise the use should be provided to enhance urban character and
of water in areas of high pedestrian activity. reinforce the human scale.
Design of the landscape should also consider Function and Form: Planting should delineate edges
environmental variations of the different regions of or identify special places and add a processional
the Emirate. Street trees, landscaping and water use quality to a street (particularly on ceremonial streets).
should align with the following key principles: Planting of native, drought tolerant shrubs and ground
cover on road verges can also help stabilise the sandy
Sustainability: Estidama principles, such as the use of verges and reduce maintenance requirements and
water conserving native trees and plants, xeriscaping, costs.
use of water-efficient irrigation and the provision of
shade in pedestrian areas, should be applied. Public Safety and Security: Public safety and security
should be maximised by keeping sight lines and views
Climate Attenuation: Street trees and landscaping clear and open. Trees and plants selected should be
in the streetscape should be designed and placed to appropriate for public use.
provide shade and to lower ambient temperatures.
These functions create more comfortable micro- Cultural Value: Some plant species may have a Streetscapes that maximise the use of low to
climates by reducing the amount of heat reflected off cultural association that can be honoured in how they moderate water use plants, Green Community in
paved surfaces. are used in the streetscape design. Dubai (top), Masdar (middle) and Saadiyat Island
(bottom) in Abu Dhabi
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7.5.1 Tree & Plant Selection ° Low or moderate water usage. t Plants and trees shall be planted in locations set
t Trees should be selected for their shading back sufficiently from the curb edge to properly
t Select plant materials that thrive in urban shade the pedestrian realm. Trees and shrubs
capability, including mature height, spread and
conditions and climates. should be planted at a distance of 1.5 m and
density of foliage.
groundcover plantings at 0.6 m from the edge of
t Choose the best plant material for aesthetic
t Refer to the PRDM and UPC plant list for the curb (see Figure 7.5).
and functional purposes, and avoid use of plant
preferred trees, shrubs and groundcover for
materials that can become invasive, drop messy t Shrubs that grow to a maximum height of 0.85 m
streetscapes in the Emirate.
fruits, or may be thorny or toxic. should be used where open sight lines between
7.5.2 Plant Placement & Location motorists, pedestrians and cyclists are needed.
t Select appropriate species for the local
Trees may be placed in these areas as long as the
environment. Species that thrive in Abu Dhabi City
t Trees, shrubs and groundcover planting should mature trunk width does not exceed 0.3 m in
may not be right for the different conditions of Al
be installed where they are most effective diameter (see Figure 7.5).
Ain or Al Gharbia, for instance.
visually and functionally, such as areas of high
t Trees and plants that are either native, non- pedestrian concentration that are not shaded by
invasive, or climate-adaptive are required. Consider other structures. Refer to the PRDM and the local
microclimate influences of the different regions Municipality for additional guidance.
and areas of the Emirate when selecting the
t Locating trees in groups will maximise shade
plant palette. Conduct a site analysis of specific
and root zone access to air and water. Trees
conditions (climate, wind, soils, etc.) for each
also provide an additional cooling effect through
project.
transpiration, particularly when planted in
t Native, drought tolerant shrubs and high ground clusters or closely spaced double rows.
cover plants can help stabilise the sandy soils and Tree with 0.3 m (max)
t A regular presence of trees in the Edge zone
reduce maintenance needs. trunk width
is desirable to frame the street, calm traffic
t Street trees should typically be upright and and enhance pedestrian crossings. Informal
branched above 2.2 m to provide adequate walking groupings or double rows can be provided at
clearance under branches. regular intervals discernible to motorists. This Tree placement
spacing should coincide with pedestrian crossing 1.5 m (min)
t Trees, shrubs and groundcover should be chosen points along the street. Ensure placement of from curb edge
for the following qualities: trees in the Edge zone does not conflict with
° Aesthetic compatibility and enhancement – underground utilities.
appropriate contrast or harmony of colour,
texture and form t Low maintenance shrubs and groundcover
planting can be included in the tree planting Groundcover placement
° Maintenance requirements – low maintenance 0.6 m (min) from curb edge
plants should be used in difficult-to-maintain areas where they do not obstruct pedestrian
areas, such as medians travel or visibility. Figure 7.5 Tree placement and visibility
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t Location and routine maintenance of trees used t Trees and planting in medians are not encouraged groundcover should be installed in these areas,
at pedestrian crossings should ensure visibility for unless for shading at pedestrian crossings or although trees planted in sealed planters are
pedestrians, cyclists and vehicles. aesthetic purposes along signature streets. allowed.
t Plants with similar water requirements should t Trees in medians should be widely spaced except t Root barriers may be used to direct tree roots
be grouped for more efficient irrigation. at pedestrian crossings for shade provision (see away from underground utilities and prevent
Generally, a variety of species should be used for Figure 7.6). potential damage.
compositional and seasonal interest. Certain trees
t The location and depth of utility lines should be t Trees and street lighting columns shall be spaced
and shrubs, however, may be planted along the
confirmed before developing the planting plan. If so as to maintain suitable lighting levels on the
entire length of a street for maintenance efficiency
utility lines are shallow (deeper than 0.3 m, but traveled way, pedestrian realm and crossing
and visual cohesiveness.
less than 1 m below ground) only shrubs and locations as shown in Figure 7.7.
t Tree spacing may vary based on the streetscape
design intent and site-specific factors such as
adequate planting space, species and shading
requirements.
Cycle track
Figure 7.6 Example of tree spacing along the median on a signature street with raised crosswalk Figure 7.7 Median planting and street lights
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Connected tree pit, Al Raha Beach, Abu Dhabi Tree grate, Corniche Road, Abu Dhabi Tree pit surfaced with stabilised granite, Denver, USA
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7.6 Materials, Furnishing and t Pavers should be laid with no joint space and t Tactile paving is a discernible, standardised surface
maintained in a smooth and level condition with intended to function much like a stop sign to
Lighting a sufficiently deep and compacted subsurface (to alert pedestrians who are visually impaired to the
Abu Dhabi’s streets should be designed to create reduce possibilities of settling). presence of hazards in the line of travel (such as
a safe and coherent streetscape. For additional at the edge of streets or tram line platforms) and
guidance, refer to PRDM, DoT, DMA and local Slip Resistance should only be used for this purpose.
Municipality standards and guidelines. Do not use highly polished, slick surfaces (such as t Use an accepted truncated dome standard surface
polished granite tiles), and other decorative surfaces for tactile paving.
7.6.1 Materials and Finishes
(such as exposed aggregate) that become slippery
Surfaces where pedestrians travel should be firm, when wet or dusty and produce excessive glare in t The strip should have a width of 0.6 m in the
smooth, stable and slip resistant. Surfaces must sunlight. Broom finishes, gritty surfaces, or rough direction of pedestrian travel and extend the full
be firm enough to support higher point loads of textures provide resistance to slipping. width of the curb ramp, cut through, or other
wheelchair wheels, crutch tips, and other mobility flush surface.
aids as well as light service vehicles. Tactile Paving
t There shall be a minimum of 70 percent visual
t Paving material, such as concrete unit pavers, People with sight impairments need cues as they
contrast in light reflectance between the
brick and cut stone, should be of a high-quality travel through a pedestrian system to detect changes
detectable warning and an adjoining surface, or
and suitable for the desert climate with the in slopes and curb drops, and to identify traffic areas.
the detectable warning should be a contrasting
following qualities: Tactile paving strips and surfaces can provide this cue.
colour.
° A matte, slip resistant finish to avoid glare and
slippery surfaces when wet or dusty.
° Resistance to damage caused by salts and
chemicals in irrigation water.
° Resistance to discolouration caused by intense
sunlight.
° Appropriate SRI, durability, modularity
(recyclability) and recycled content.
t Asphalt is not desirable in the pedestrian realm
due to its high heat absorption characteristics,
except for cycle tracks where it would be typically
coloured.
t Crushed quarry fines, such as decomposed
granite, can be compacted to a sufficient level
of firmness, and stabilised to further improve
strength and longevity. Slip resistant paving, Al Raha Beach, Abu Dhabi Curb ramps with tactile paving, Salam Street,
Abu Dhabi
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7.6.2 Street Furniture Design and select street furnishings in accordance t Concentrate streetscape furnishings in areas of
with the following considerations. specific need, such as within shaded areas of
Street furniture includes amenities located in the
t A palette should be developed for each the street, at transit stops, and near pedestrian
Furnishings zone (sometimes combined with the
streetscape project that includes furnishings, crossings and building entrances).
Edge zone) provided for pedestrian convenience and
comfort. shade structures, lighting, trees, landscaping and t Locate street furniture in the Furnishings zone.
paving.
Street furniture is an integral part of the overall t Street furniture may also be located in areas such
t Choose materials and styles for maximum as junctions, transit stops and Edge zones, based
streetscape design and should complement the durability, comfort, safety, security and usability.
scale and urban qualities of the street. A coordinated on need and where space permits.
suite of street furniture should be selected to create t The palette should illustrate how the streetscape All timber used should not be treated with Chromated
consistent character. Coordinate with the UPC and will enhance the identity and character of the Copper Arsenate (CCA) or other hazardous chemicals.
the local Municipality on the selection of streetscape corridor and surrounding district in accordance All timber should also be certified as sustainably
furnishings. A typical palette of common streetscape with municipal requirements. harvested by the Forest Stewardship Council or
furnishings with guidelines is illustrated in Table 7.2. comparable body (Refer to the Estidama PRS).
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Wood, metal or synthetic fabric shade material. Provide ample seating in shaded locations. Litter and recycling receptacles should have
coordinated appearances.
Finishes and style should complement other Seating surfaces should be low heat conducting.
street furnishings. Design should facilitate easy removal of litter /
recyclables.
See Table 7.1 for shade structure types.
Design should conceal litter and litter bags.
Locate in high-use pedestrian areas and rest Locate in gathering areas and where pedestrians Provide pedestrian-scaled lighting in all
stops. may change their route. pedestrian areas to create a safe and pleasant
environment.
Ensure height is accessible to all users. Use a coordinated system for all wayfinding
elements. Light intensity should coincide with surrounding
land use.
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Grates should permit ample tree growth and Consider in areas of high pedestrian activity or Provide at transit stops and key cycling
provide a comfortable walking surface. hardscape with planting constraints. destinations.
Tree guards are required only where trees are Locate so as not to impede pedestrian flow and Locate so as not to impede pedestrian flow and
susceptible to damage by vehicles or machinery. accessibility. accessibility.
Irrigation and maintenance need to be Refer to Section 5.9 Designing for Cyclists.
considered.
Use to delineate pedestrian and vehicular areas Finishes and style should complement other Integrate utility elements with the streetscape.
where no vertical curb is present. street furnishings.
Can contribute to the identity of a district or
Can be lit or unlit. Design so as not to be a dominant streetscape neighbourhood.
Space bollards to permit universal accessibility. feature.
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Chapter 7 - Streetscape Design
7.6.3 Lighting Pedestrian Lighting t Lighting levels for all areas of the streetscape
Pedestrian environments need light that is tailored shall never fall below the minimum required for
Lighting, whether to illuminate the street, pedestrian
to the activities occurring within them. Areas with personal safety and security.
areas or crosswalks, is an integral part of street
higher pedestrian activity typically need a higher
design. This is especially true in the Emirate of Abu t Pedestrian lighting should be designed for
intensity of light. Light should be evenly distributed to
Dhabi where much activity occurs in the cooler horizontal and vertical luminance to improve
avoid dark areas that could be potentially unsafe.
evening hours. Lighting should also be provided for security and not create inordinate shadows or
adjacent public spaces. glare.
Standard street lighting fixtures on tall poles are
not sufficient to meet the needs of pedestrians, as t Pedestrian lighting fixtures should be spaced
Typically, two levels of illumination are appropriate
these are designed to focus light on the traveled closely and evenly to allow the use of lighting
for a streetscape:
way. However, a pedestrian-scaled light fixture fixtures with low wattage luminaires to reduce
t Lighting along the motor vehicle traveled way, may be integrated into the pole design. A system of the overall lighting power density and glare, and
placed in the Edge zone (sometimes combined pedestrian lighting with the following characteristics provide consistent lighting levels.
with the Furnishings zone) or the median. should be provided along all urban streets in Abu
t Pedestrian-oriented lighting along sidewalks Dhabi:
and cycle ways, placed in the Furnishings zone
(depending on the width of the pedestrian realm,
it may be combined with the Edge zone) or
attached to buildings.
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Chapter 7 - Streetscape Design
t Sufficient lighting should be provided throughout Street Lighting for the Traveled Way 7.6.4 Multifunction Pole Systems
the streetscape. Certain locations may require The principal purpose of street lighting is to facilitate
Multifunction pole systems are light and/or
additional lighting (beyond uniformly spaced immediate visibility (clear, accurate and comfortable)
signal poles which also accommodate a range
fixtures) to meet the prescribed lighting levels, at night for motorists. In general, street lighting in Abu
of street furniture including signs, banners and
including: Dhabi should provide levels of illuminance at junctions
waste receptacles. These poles allow the fixing of
and along street corridors in accordance with DMA
° Junction crosswalks and mid-block crossings accessories at suitable heights and the possibility to
and local Municipality standards and guidelines.
° Stairs and ramps move or relocate them as needed. Poles should be
° Transit stops t Street lights for motor vehicle lanes should appropriate for the scale of the street.
° Pedestrian underpasses generally be located in the Edge zone or the
median. Co-locating multiple street elements on a single
° Building entrances
° Plazas and public spaces t When street trees are located along the same line pole reduces the visual clutter of a streetscape as
° Entrances to parking garages as street lights, the lights should be located in well as obstacles within the pedestrian zone. It
° Under awnings and arcades between the trees so that the tree canopies do not also reduces the amount of elements that could be
interfere with the illumination coverage. damaged by vehicles or other equipment. Adjustable
t In the redesign of existing streets, pedestrian light mounting brackets can be used to allow retrofitting of
fixtures may be mounted onto existing street light t When locating lighting near important buildings accessories as requirements change.
poles (at a suitable level) if a separate pedestrian or along view corridors, care should be taken
lighting system is not practical and sufficient to preserve important view corridors and avoid
pedestrian lighting can be provided through this excessive light spill.
method.
t Light poles should be placed properly to ensure
safety of all road users and to avoid conflicts with
trees and utilities.
t Speciality light pole styles and creative forms
of lighting such as accent lights, in-ground
up-lights and coloured lighting, can be used to
convey a particular theme or design character in
coordination with the local Municipality.
Linear placement of street lights and trees, Yas Multifunction pole systems combining street lights,
Island, Abu Dhabi signs and banners
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Chapter 7 - Streetscape Design
7.7 Signage & Wayfinding t Consider use of variable message signs. 7.7.2 Types of Signs
A comprehensive system of signage and wayfinding t Establish the branding and a unified visual
Identification Signs
elements should be cohesively integrated into the language for the street network, as well as a
Emirate of Abu Dhabi urban street system. They recognisable hierarchy. Identification signs indicate special places and are
should complement other streetscape elements and used to welcome people and orient them to locations
t Reinforce primary gateways and landmarks. and services. In this context, identification elements
contribute to the local identity. Refer to the DoT,
DMA and local Municipality policies and guidelines on include vehicle, pedestrian and transit identification
7.7.1 Placement of Signage & Wayfinding
signage and wayfinding for further guidance. signs and should be placed within the Edge zone.
The design and placement of signage and wayfinding
t Establish consistent design standards and Regulation Signs
should be consistent.
guidelines for all signs (materials, colour, scale,
t Avoid interfering with pedestrian travel; do not These signs communicate laws and regulations to
type, location, etc).
locate signs in the Through zone. the public primarily for vehicle traffic regulation.
t Enhance the visitor experience with key Design and placement of these signs should comply
placement of signs. t Place gantries and other types of sign poles in the with DoT, DMA and local Municipality standards and
median and Edge or Furnishings zones. requirements. They are placed within the Edge or
t Ensure that signage and wayfinding elements Furnishings zone, dependent on whether they are
are consistently placed and are not inadvertently t No signs or advertising structures shall be placed
within 10 m of junctions. directed at vehicles or pedestrians.
located; avoid their placement becoming an
impediment or barrier to pedestrians and cyclists t Minimise sign clutter by locating multiple, related
Direction Signs
or interrupt sight lines. signs on single poles. Vehicle direction signs (including primary and
t Ensure that wayfinding elements utilise secondary vehicle direction signs) direct motor
t Avoid conflicts with underground utilities.
appropriate placement, colour contrast and Braille vehicle users to destinations. Vehicle signs are meant
to be accessible to all users. t Provide flexibility for expansion and change in the to be read from a car and should be placed in the
signage and wayfinding system as needed. Edge zone or the median, and can span over the
travel lanes. These typically include directions to
destinations and parking. Maximum three messages
per vehicle sign.
Information Signs
Information signs are intended to give detailed
information and orient pedestrians to the surrounding
context. These signs may include information
pertaining to transit facilities, location maps, hours of
operation, listings of tenants and services, site and
project directories and other public information. They
are intended to be read while walking and may be
placed in either the Edge or Furnishings zones.
Street with signage clutter, Abu Dhabi Signage and advertisement clutter, Abu Dhabi
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Chapter 7 - Streetscape Design
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Chapter 8 - Retrofit of Existing Streets and Junctions
Abu Dhabi Urban Street Design Manual
Chapter 8 - Retrofit of Existing Streets and Junctions
8.1 Introduction Considerations should be given to the potential 8.2 Retrofit of Existing Streets:
impact of retrofitting works on existing utilities and
This chapter provides design guidance for retrofitting parking provisions. Such constraints often trigger A Three-Step Approach
existing streets, junctions, and pedestrian crossings, different design solutions and may have varying This is a proposed staged approach to existing street
following USDM standards and guidelines. For existing cost implications. Close coordination with the DoT, improvements, with three distinct steps as listed
streets, successful implementation of the Manual’s DMA, and utility agencies is important while planning below:
principles and goals can be achieved through an and designing for the retrofit of existing streets and
incremental process – where streets are improved as junctions.
required and as opportunities arise. t Step 1: Declutter
The three categories of retrofit described here – t Step 2: Pedestrian Realm Improvements
Street improvements can be implemented during streets, junctions and crosswalks – present different
routine maintenance, when new utility work is challenges. Some of these challenges are illustrated t Step 3: Recreating the Street
performed, or when buildings are constructed on using examples from different parts of the Emirate.
adjoining plots. These retrofits can be low cost and This Approach offers incremental steps and can be
quick to implement, requiring few resources and The examples and design solutions provided in this used as a menu of improvement options depending
little disruption. Comprehensive plans for sectors chapter are conceptual only, based on the USDM on budget or required degree of reconstruction (see
and neighbourhoods should be prepared, prior to guidelines and standards. Figure 8.1). The recommended list of improvements
commencing a retrofit, to ensure that improvements has increasing complexity, level of inter-agency
are consistent with the long-term vision and 8.1.1 Design Flexibility for Fixed Right-of-Way coordination, and associated costs.
objectives for the area. Conditions
Retrofitting existing streets should take into account The three steps are illustrated on the following pages,
Retrofitting works have recently been carried out not only the factors required for designing new using two examples from Abu Dhabi and one from Al
by the DoT, AAM, ADM and private developers with streets, but also existing conditions that may be fixed Gharbia. All three represent right-of-way conditions
successful results. Some of these improvements or outside of the scope of the project. For this reason, typically found in the Emirate.
include the expansion of pedestrian refuge islands designers must be flexible in their application of the
and sidewalks, the narrowing of right turn lanes, USDM for retrofits, without losing sight of the core
the installation of textured paving and the addition principles of this Manual.
of raised crosswalks. The street improvements
surrounding Abu Dhabi’s Central Market are an Urban streets that require retrofitting may have:
example of incremental retrofitting steps having
t Too little right-of-way, or;
an immediate, positive impact on the public realm
adjacent to a new development. t Too much right-of-way.
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Chapter 8 - Retrofit of Existing Streets and Junctions
This step involves removing unnecessary This step creates an improved pedestrian realm This step involves the complete reconstruction
or obsolete signs, poles and other sidewalk that follows the USDM principles of streetscape of the street based on the Manual’s principles.
furniture which no longer serves a purpose. design, with minor changes to the curb. Refer to Refer to the UCDM and coordinate with relevant
Evaluate the need for all street furnishings based the UCDM and coordinate with relevant utility utility agencies when major utility relocations
on use patterns at all times of the day and only agencies when minor utility relocations are are required. It incorporates all elements of the
replace those that provide a necessary function. involved. Pedestrian realm improvements include: previous steps with additional efforts to create a
t Thoroughly survey the street for the t Well-defined Edge, Furnishings, Through and complete street.
following elements that may be removed: Frontage zones. t Recreating the Street may be triggered
Permanent and temporary traffic signs by a major street reconstruction, such as
° t Cycle tracks, if applicable.
and barriers that obstruct pedestrian Salam Street in Abu Dhabi, utility relocation
movement. t Pedestrian crossings, with accessible curb or the introduction of significant transport
Damaged litter receptacles, signs and ramps or raised crosswalks: infrastructure such as the proposed Metro or
°
benches. tram lines.
° Can be added to existing streets without
° Bollards or other unnecessary or obsolete reconstruction. t The design should consider adjacent
vertical projections within the pedestrian ° Need to take stormwater drainage into land uses and associated travel demand.
realm. account. The dimensions of the traveled way and
t Consider the use of multi-function pole ° Add bollards at raised crosswalks pedestrian realm should be determined
systems which accommodate signs, lights (optional). accordingly.
and elevated trash receptacles. t Pedestrian-scaled paving indicating sidewalk
t This step may include some or all of the
zones.
t Relocate only high-quality furniture and/ following:
or add new furniture within the designated t Trees, shade structures and awnings to Road Diet (see Section 8.5)
°
Furnishings zone. provide shade in primary pedestrian areas. Traffic Calming (see Section 5.11)
°
t Conflicts with, or relocation of, existing ° Signalised Mid-block Pedestrian
t Coordinated palette of street furniture and
utilities should be avoided. Crossings (see Section 5.7)
streetscape elements.
° Access Management (see Section 5.10.4)
t Limited modification of frontage lanes, t Landscape works and new street amenities
parking areas and taxi / bus lay-bys. should be considered.
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Chapter 8 - Retrofit of Existing Streets and Junctions
2
Step 1: Declutter 2
2
1 Remove unnecessary signs and sign posts.
1 1
Relocate and consolidate signs on multi-
2
function pole systems.
Step 1: Declutter
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Chapter 8 - Retrofit of Existing Streets and Junctions
1 Pedestrians
Centre Line
2 Transit Users
3 Cyclists
4 Motor Vehicles
5 Medians
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Chapter 8 - Retrofit of Existing Streets and Junctions
2 4
Wide travel lanes (4.6 m). 1
1 Pedestrians
4 Motor Vehicles
1 1
Reduce length of perpendicular parking spaces 2
2
to 5.5 m.
Add shared lane (with ‘Sharrow’ marking) for Option 1: Recreated street (proposed)
5
cyclists (optional).
1 Pedestrians
3 Cyclists
4 Motor Vehicles
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Chapter 8 - Retrofit of Existing Streets and Junctions
1 Pedestrians
3 Cyclists
4 Motor Vehicles
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8.3 Retrofit of Existing Junctions 8.3.2 Wider Median Refuge Island 8.3.5 Textured Surface
This section recommends a number of improvements When additional space is available, either from Textured unit pavers create a visual and tactile cue
that can be made to existing junction configurations reducing lane widths or other junction reconfiguration that can help slow vehicles and indicate to drivers
to improve pedestrian crossings and help calm traffic. options, increase the width of the median refuge that they have entered a different place where
These improvements include the following. island. The minimum median width at junctions shall pedestrians are present. They also help define
be 2 m. Refer to Chapter 5 for additional information. the junction as a pedestrian zone by creating an
appearance similar to sidewalks and other paved
t Re-design right turn slip lanes as per the USDM, 8.3.3 Reduce Lane Widths
pedestrian spaces. Textured paving in crosswalks
including raised crosswalks.
Reducing lane widths, including frontage lanes, to should be universally accessible.
t Widen median refuge island. recommended dimensions as shown in Chapter 5
helps slow traffic moving through junctions and
8.3.6 Shading
t Reduce lane widths. shortens the distance for pedestrians to cross. Provide shade at junction corners and refuge islands
t Consider raised junctions. This can be accomplished in two ways: to maximise shade in pedestrian waiting areas.
t Restriping - which is a lower cost solution that When using trees or shade structures, ensure their
t Provide textured surface. placement does not obstruct visibility / pedestrian
can have the same effect on driver behaviour; or
movement or conflict with underground utilities.
t Add shading.
t Physically shifting the curbs - which allows for
wider pedestrian zones at the corner, particularly
An example of junction retrofit (at Muroor Road and in the median.
Hamdan Street) is provided in the following pages.
This example illustrates some of the improvements 8.3.4 Raised Junctions
listed above.
Raising the entire junction places equal emphasis
8.3.1 Redesign Right Turn Slip Lanes on all crossing points and designates the junction as
a special place with a pedestrian emphasis. Raised
Redesign right turn slip lanes as per Section 6.5.2.
junctions should be restricted to low speed Avenues,
Introduce raised crosswalks to slow traffic at
Streets and Access Lanes. Bollards should be used at
junctions and increase pedestrian visibility and
corners to prevent vehicles from encroaching on the
priority. Raised crosswalks can be located on right
sidewalk.
turn slip lanes and at minor street junctions.
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Chapter 8 - Retrofit of Existing Streets and Junctions
Example of Junction Retrofit: Hamdan Street and Muroor Road, Abu Dhabi
The junction of Hamdan Street and Muroor Road (IP18-) in Abu Dhabi’s CBD is used as an example to illustrate a junction retrofit. Some of the recommended improvements are
shown here including reduced lane widths, widened medians and raised crosswalks. The specific conditions at this junction are typical of many existing junctions in the city, as
listed under ‘Existing Issues’ below.
4 4
1 A B
1 3 5
5
6
3
7
2 6
A B
3 Wide right turn slip lane (6.2 m). 3 Narrow right turn slip lane (4 m) and add raised crosswalk.
4 Narrow median refuge island (1.3 m). 4 Widen median refuge island (3.6 m) and add cut-through pedestrian crossing.
5 Narrow side medians (1.3 m). 5 Widen side medians (3.5 m).
6 Absence of curb ramps or raised crosswalks. 6 Add curb ramps and detectable warning strips.
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The images below illustrate differences between previous practice in Abu Dhabi and application of the USDM standards and guidelines for junction design.
Raised crosswalk encourages cars to yield to A wider median refuge island provides a safe and Reduced width of travel lanes slows traffic moving
pedestrians comfortable waiting area for pedestrians through junctions and shortens the distance for
pedestrians to cross
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8.4 Retrofit of Existing Pedestrian t Crossing should be staggered so that pedestrians 8.5 Road Diet
on the central refuge are guided to face the
Crossings oncoming traffic. Ensure there is adequate space A Road Diet is an optional strategy recommended
Most of the existing mid-block crossings in Abu Dhabi in the refuge island for pedestrians to safely wait. as part of Step 3 ‘Recreating the Street’, to achieve
are striped and often unsignalised, creating unsafe slower and safer vehicular travel speeds. It can
t Provide well-designed barriers in the refuge island provide more sidewalk and median refuge space
crossing conditions. A simple, low cost and effective to protect and guide pedestrians.
retrofit for most mid-block crossings is the provision for pedestrians and cyclists and reduce pedestrian
of raised crosswalks in the traveled way. Detailed t The crosswalk and the refuge island should be crossing distances.
components and benefits are listed below: free of obstacles and trip hazards.
Successfully implemented throughout the world,
t Improves driver compliance in giving priority to Ensure the crosswalk height (maximum 150 mm) Road Diets have:
pedestrians, as the raised crosswalk slows vehicle is equal to the curb height and is appropriate for the
speed and allows safer crossing for pedestrians. street type. If the existing curb is higher, it should be t Reduced the number of travel lanes on streets that
dropped to the recommended crosswalk height. have more lane capacity than needed.
t Should be located in well-lit areas to ensure Provide adequate curb ramps when the crosswalk is
visibility at night. t Reduced the width of the traveled way where
lower than the existing curb. lanes are wider than necessary.
t Flashing amber lights should be used to warn
drivers at day and night.
A low cost method to reduce the number of travel
lanes without moving curbs is to reassign the
curb lanes to on-street parking. Adding on-street
parking slows traffic and reduces crossing distance
for pedestrians. A common strategy for reducing
lane widths is to restripe lane markings and add a
dedicated cycle lane. If a cycle lane is not appropriate,
textured paving can be added between the curb lane
and the curb, which can only be driven on during
emergency situations. Consult with the DoT and
other relevant agencies while considering Road Diet
strategies.
Chapter 8 Page 17
Part III
Supporting Material
Appendices Acknowledgements
A.1 Introduction A.2 North Wathba Development The street network for North Wathba was developed
with the overall goal of establishing a network of
Previous chapters described the various principles and North Wathba is located to the southeast of the safe, legible and efficient streets. Interconnected
processes involved in the design of urban streets in Capital City District (see Figure A.1). Approximately streets and small block lengths are intended to
the Emirate. This chapter discusses North Wathba, a 19,000 residential units are planned for, with a total encourage walking, cycling, transit use and efficient
newly master planned city in Abu Dhabi Metropolitan projected population of approximately 128,000 vehicular movements, thus reducing vehicle trip
Area, designed using the overarching principles of residents. The development area also contains some generation. The changing land use context along the
the Manual. This example demonstrates how street mixed-use elements in the form of office, retail, street and anticipated traffic flows defined the street
design must consider the context within which the community facilities and light industrial uses. types to be incorporated. The following steps and
street lies.
figures illustrate the design process.
There are three main design scenarios covered in the
street design process of this Manual:
1. Street network design.
2. New street design; and.
3. Flexible design for streets with fixed right-of-
way dimensions.
North Wathba is used to illustrate all three design
scenarios.
Appendix A Page 2
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Appendix A - Sample Project
Appendix A Page 3
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Appendix A - Sample Project
Figure A.4 Transport requirements Figure A.5 Low land and desert ridges
Appendix A Page 4
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Appendix A - Sample Project
Appendix A Page 5
Abu Dhabi Urban Street Design Manual
Appendix A - Sample Project
ad
m grid, which is adaptable to transit stop spacing
Ro
d
Metro line Arterial
ar
(see Figure A.9). Higher density neighbourhoods
ey
street
av
Gr
District
were located adjacent to transit corridors and district node
nodes. Community facilities, such as mosques, Arterial
District
node
Metro line street Desert ridge Desert ridge
schools, parks and recreational centres, were placed
in highly accessible locations that are walkable, create
focal points and enhance the design of individual Town
centre
neighbourhoods.
Lowlands District
Baniyas node Future road connection
Appendix A Page 6
Abu Dhabi Urban Street Design Manual
Appendix A - Sample Project
Avenue
t Avenue: 2+2 travel lanes with parallel parking and
Street
a centre median.
Street & Access
t Street: 1+1 travel lanes with parallel parking. Lane
Metro Line
t Street: 1+1 travel lanes with parallel parking on
one side. Figure A.9 Multi-modal networks & street hierarchy
destinations such as civic uses, retail venues, transit Access Regional Ped /
Cycle Links
Lane
stops, parks and open spaces. Additional pedestrian District Ped /
Sikka Cycle Links
connections are made through Sikkak. Neighbourhood
Ped / Cycle Links
Project
Boundary
Appendix A Page 7
Abu Dhabi Urban Street Design Manual
Appendix A - Sample Project
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9TH STREET
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The analysis identified areas where congestion would
TR
8TH STRE
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K STRE ET
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occur and capacity improvements would likely be ˻˻˹
6TH STRE ET
4TH STREET
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11TH STREET
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12TH STRE ET
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needed. The locations with the most congestion ˺˻˹
˺˽˹
F STREET
˺́˹
´
´
˽˽˹ ´
´
˺́˹ ̀˽˹ ̂˿˹ L AVENUE
15
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UE
TH
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ST
I STREET
˼˺˹
´
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EN
˾V̀˹
˿̀˹ 14 ET
´
̀˿˹
ET
´
T
8T
H
´
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where higher traffic volumes are anticipated. The
RE
´ ˻˹˹ S
HS
˼˼˹
TR
´
ST
EE
TR
*Note: The road names shown were
H
T
EE
7T
˼́˹
UPC, DoT and the project team worked together to developed for ease of discussion and
´
˽˹
´
GRQRWUHÀHFWWKHDFWXDOURDGQDPHV
˻˹
that may be used within North Wathba.
´
determine the appropriate junction configuration to
achieve a balance between the operational needs Figure A.12 Traffic volume forecast (2030 a.m peak hour)
of motor vehicles and the safety and comfort of
other road users. The improvements included
recommendations for street widening, junction traffic
control, signal phasing and turn lane locations (see
Figure A.13). The study concluded with DoT approval,
subject to conditions. This is a successful example of
a street design and evaluation process that balanced
the needs of all modes of transport.
Appendix A Page 8
Abu Dhabi Urban Street Design Manual
Appendix A - Sample Project
A.4.4 Determine Street Cross Sections Pedestrian realm dimensions vary according to
adjacent land uses. For instance, more vegetation
Street types, and the corresponding cross sections,
and shade structures, wider sidewalks and higher
were determined by adjacent land uses, projected
pedestrian amenities are provided along mixed-use
traffic volumes and transit and cycle networks. Street
town areas with higher pedestrian activity. Using
cross section dimensions were determined using the
the recommended cross section tables, the preferred
standards in Chapter 5.
dimensions for each zone (Frontage, Through,
Furnishings and Edge) were identified (see Figure
The Transit Avenue running through the northern
A.16).
part of North Wathba can be used to illustrate the
street design process. Figure A.14 shows how
The Transit Avenue (see Figure A.15) has a proposed
land use varies as the Avenue passes through the
tram line running through the median with a central
development.
platform serving both directions of the tram line
(see Figures A.17 and A.18). Mid-block pedestrian
crossings are provided on either side of the platform. Frontage &
Furnishings Cycle Edge
Through
Commercial / Retail At junctions, tram lines shift to the centre of the Track
High density residential
median to incorporate left turn lanes for vehicles.
Medium-high density Transition at junction Town Transit Avenue
residential
Medium density residential A cycle track is provided in the pedestrian realm along
Civic / Institutional the Avenue as it connects high density residential
Community facilities areas, neighbourhood centres, civic centres, transit
General Industrial
Infrastructure
stops and community facilities.
Parks / Recreation
Open space
Residential Avenue
Commercial Avenue
Figure A.14 Changes in land use Figure A.15 Location of Transit Avenue Figure A.16 Pedestrian realm zones
Appendix A Page 9
Abu Dhabi Urban Street Design Manual
Appendix A - Sample Project
Two typical cross sections of the Avenue are shown A.4.5 Create Plan
in Figures A.17 and A.18, and these correspond to
Cross section dimensions were applied to the entire
residential and mixed-use town land uses.
length of the corridor. The initial concept plan
shows planned land uses and natural features in
The traveled way remains the same along the entire Cross
the surrounding context. All of the street elements Section
length of the Avenue, since the volumes of traffic
(including the zones in the pedestrian realm, transit Detail: Figure
that are expected along its length all fit the 2+2 lane A.17
median, cycle track, parking and travel lanes) were
configuration. Lane widths were determined from
Platform
included in the initial concept plan. Figure A.19
the tables in Chapter 5. On-street parallel parking is
shows a small portion of the Transit Avenue where
provided along the Avenue.
it intersects a Street. Both street types provide on-
Mixed-use Town
Mixed-use Town
street parking.
Pedestrian Realm Parking 1Travel Travel Transit5Median & 4 Travel Travel Parking Pedestrian Realm
& Cycle Track Turn Lane & Cycle Track
Cross
Figure A.17 Town Transit Avenue
Section
Detail: Figure
A.18
Platform
Residential
Residential
Pedestrian Realm Parking Travel Travel Transit Median & Travel Travel Parking Pedestrian Realm
& Cycle Track Turn Lane & Cycle Track
Appendix A Page 10
Abu Dhabi Urban Street Design Manual
Appendix A - Sample Project
Appendix A Page 11
Abu Dhabi Urban Street Design Manual
Appendix A - Sample Project
Table A.1 shows the calculated results of the Index Direct Path Distance Actual Path
Origin Destination Direct Route Index
for these routes. The general consensus is that an (m) Distance (m)
actual path that is less than or equal to 1.5 times Plot A Exit Point (B) 2615 3965 1.44
its direct path is acceptable. The results for North
Wathba are all below 1.5 (ranging from 1.28 to 1.49) Plot A Transit Hub (C) 2195 3230 1.49
and imply good accessibility, on average, within the Plot A Plot D 2655 3400 1.28
development.
Table A.1 Direct Route Index
Appendix A Page 12
Abu Dhabi Urban Street Design Manual
Appendix A - Sample Project
Connectivity Index
A Connectivity Index was used to quantify how well
the roadway network connects destinations. Indices
can be measured separately for motorised and non-
motorised travel. For the North Wathba preliminary
Connectivity Index calculations, only motorised paths
were used, such as streets and alleys. Sikkak were
considered ‘pedestrian only’ and were not used in the
calculations.
Figure A.23 Connectivity Index (CI)
The Connectivity Index is the number of roadway
links divided by the number of roadway nodes
(Ewing, 1996). Links are the segments between Links: 98 Links: 93
junctions, nodes are the junctions themselves. Dead Nodes: 50 Nodes: 48
ends count the same as any other link end point. CI: 1.56 CI: 1.52
Dead ends reduce the index value (see Figure A.23).
A higher index means that travellers have increased
route choices. The more junctions, the greater the
degree of connectivity. Connectivity index values
averaging above 1.5 are a good indicator that a
community will be walkable and community facilities
will be easily accessible to its residents.
Links: 94 Links: 91
Nodes: 51 Nodes: 49 CI:
CI: 1.45 1.51
Appendix A Page 13
Abu Dhabi Urban Street Design Manual
Appendix A - Sample Project
A.6 Stage IV: Review and Approval Figure A.26 Residential Transit Avenue
of Concept Design
Following the UPC’s review and approvals process,
the project team obtained approval for Concept Design
from the UPC. No Objection Certificates (NOCs)
were also obtained from the DoT, ADM and all utility
agencies. LAND USE
Commercial / Retail
Figure A.27 North Wathba Master Plan showing land use and street types
Appendix A Page 14
Abu Dhabi Urban Street Design Manual
Appendix A - Sample Project
Urban design and landscape drawings will be t Width of the Edge zone was increased to provide a
prepared to identify materials, shade structures, buffer between the pedestrian realm and traveled
plants, water usage and other details such as signs, way.
lighting structures and utility works.
t Width of the Frontage zone was increased.
Appendix A Page 15
Appendix B - Performance Measures
Abu Dhabi Urban Street Design Manual
Appendix B - Performance Measures
B.1 Performance Measures by Mode Table B.1 illustrates common performance measures Pedestrians will engage in a number of activities
that could be considered during the street design that take a wide variety of forms, such as shopping,
In Abu Dhabi, all modes of transport contribute process. Not all of these measures will be required, walking to work or school, engaging in conversations,
toward the success of the transport system. Level of or appropriate for all street designs, and the actual hurrying for an appointment, waiting to meet a friend
Service (LOS) measures are used for each mode to performance measures to be used are to be agreed or catching a bus.
describe their contribution toward the efficiency of with the UPC and the DoT during the initial stages of
the transport network. any design work. Activity also varies depending on the specific location
on a street. In a mid-block location the movement
Quality of Service (QOS) measures are used to Pedestrians
tends to be along the street, back and forth. At
describe the effectiveness of each mode from the a junction, movement also includes waiting and
user’s perspective. Appropriate measures should Pedestrian Level of Service (LOS)
crossing, depending on the junction control type. The
be selected from Table B.1 in order to judge the Pedestrian activity on urban streets is very complex waiting period can have a significant impact on the
effectiveness of the design. and, on successful, high density streets, this activity Level of Service (LOS) and comfort experienced by
varies significantly. pedestrians.
Appendix B Page 2
Abu Dhabi Urban Street Design Manual
Appendix B - Performance Measures
For existing streets, a survey of pedestrian counts will If pedestrian crossing counts are used, then the actual
be required. For new streets, an estimate of projected number of pedestrians crossing in both directions
pedestrian counts will be required, based on the during a crossing phase is to be used.
street context and adjacent land uses. For additional
information regarding calculation of LOS based on There are a number of other calculation methods for
flow rate, platooning etc. refer to the US Highway determining pedestrian LOS for urban streets. For
Capacity Manual (HCM). example, the HCM includes a schedule of pedestrian
LOS values, which considers flow rate and speed. The
DoT and the local Municipality are to be consulted
Waiting LOS (Pedestrian Queuing Areas)
to ensure the correct method is adopted for specific
The second method, Waiting LOS, is applicable at cases where pedestrian LOS is required for a TIS.
junctions and other crossings – and is based on the
available area (m2) per pedestrian. The available area
is defined as the waiting area directly adjacent to the Walking LOS Waiting LOS
crossing. There are typically three types of areas for This median refuge illustrates inadequate space
Level of Average
pedestrian waiting as follows: Space per for pedestrians, parents with strollers and delivery
Service Pedestrian
Pedestrian* people with carts, Abu Dhabi
a) The sidewalk corner before a crossing; Area*
(m2/p)
(m2/p)
b) The refuge island at right turn slip lane; and,
A > 3.3 > 1.2
c) The median refuge island.
B 3.3 - 2.3 1.2-0.9
The limiting criteria in these cases will be either the C 2.3 - 1.4 0.9-0.6
splitter island or the median refuge. The waiting area
D 1.4 - 0.9 0.6-0.3
is to be calculated based on the available flat, level
waiting space. However, areas inclined at a slope of E 0.9 - 0.5 0.3-0.2
less than %8) 1:12) can be included in waiting areas.
F < 0.5 < 0.2
The figures included in Table B.2 should be used Table B.2 Walking and Waiting Pedestrian LOS
during the design process to estimate the pedestrian
Source: *Values derived from HCM 2000 (Exhibit This median refuge illustrates adequate space for
LOS. The parameters used will need to be based on
7-18 & 3-18) and HCM 2010 pedestrians and other users not pictured (cyclists,
the design cross section and pedestrian figures taken
parents with strollers, etc.), Abu Dhabi
from pedestrian survey information and an estimation
of any anticipated increase in pedestrian activity,
based on the improvements to be undertaken.
Figure B.1 provides the HCM’s description for each
pedestrian LOS.
Appendix B Page 3
Abu Dhabi Urban Street Design Manual
Appendix B - Performance Measures
LOS A Transit
At LOS A, pedestrians move in desired paths without altering their movements in
In street design and junction operations, the most
response to other pedestrians. Walking speeds are freely selected, and conflicts
critical issue for transit is delay, which relates
between pedestrians are unlikely.
to transit’s overall efficiency as well as corridor
travel time and reliability. These are factors of high
LOS B importance to passengers. The DoT has developed
At LOS B, there is sufficient area for pedestrians to select walking speeds freely to LOS criteria for transit users and these values are to
bypass other pedestrians and to avoid crossing conflicts. At this level, pedestrians
be used where applicable.
begin to be aware of other pedestrians, and to respond to their presence when
electing a walking path.
LOS C
At LOS C, space is sufficient for normal walking speeds, and for bypassing other
pedestrians in primarily unidirectional streams. Reverse-direction or crossing
movements can cause minor conflicts, and speeds and flow rate are somewhat
lower.
LOS D
At LOS D, freedom to select individual walking speed and to bypass other pedestrians
is restricted. Crossing or reverse-flow movements face a high probability of conflict,
requiring frequent changes in speed and position. The LOS provides reasonably fluid
flow, but friction and interaction between pedestrians is likely.
LOS E
At LOS E, virtually all pedestrians restrict their normal walking speed, frequently
adjusting their gait. At the lower range, forward movement is possible only by
shuffling. Space is not sufficient for passing slower pedestrians. Cross- or reverse-
flow movements are extremely difficult. Design volumes approach the limit of
walkway capacity, with stoppages and interruptions to flow.
LOS F
At LOS F, all walking speeds are severely restricted, and forward progress is made
only by shuffling. There is frequent unavoidable contact with other pedestrians.
Cross-and reverse-flow movements are virtually impossible. Flow is sporadic
and unstable. Space is more characteristic of queued pedestrians than of moving
pedestrian streams.
Appendix B Page 4
Abu Dhabi Urban Street Design Manual
Appendix B - Performance Measures
Cyclists
Cycle LOS is largely a function of motor vehicle speed
ADT 30 km/h 40 km/h 50 km/h 60 km/h 70 km/h
and volume, plus available width. Figure B.2 illustrates
this relationship. For example, on a 50 km/h street 18,000
with 9,000 vehicles per day, a cycle lane would be
expected to provide a LOS-C for cyclists. 16,000
Appendix B Page 5
Abu Dhabi Urban Street Design Manual
Appendix B - Performance Measures
Appendix B Page 6
Appendix C - Toolbox of Connectivity
Measures
Abu Dhabi Urban Street Design Manual
Appendix C - Toolbox of Connectivity Measures
C.1 Introduction
There are many different measures that can be used
to assess the connectivity of urban (and rural) areas.
This Appendix includes details of three such measures
which are appropriate to urban street design
and can be used to improve network and street
configurations:
Appendix C Page 2
Abu Dhabi Urban Street Design Manual
Appendix C - Toolbox of Connectivity Measures
Appendix C Page 3
Abu Dhabi Urban Street Design Manual
Appendix C - Toolbox of Connectivity Measures
Appendix C Page 4
Abu Dhabi Urban Street Design Manual
Appendix C - Toolbox of Connectivity Measures
C.4 Pedshed Analysis Five and ten minute walkable catchments with %15 Five and ten minute walkable catchments with %72
walkablity in ten minutes walkablity in ten minutes
Introduction
Walkable catchments (or pedsheds) are maps
showing the actual area within a five minute and/
or ten minute walk from the physical centre of a
neighbourhood or community (typically the point
of highest transport amenity, such as the entrance
to a railway station or the bus stop closest to
neighbourhood shops or souq).
Mapping the walkable catchment does not predict the constraints to walkability within the area studied. Where there is (or will be) a fine grained street
the number of walking trips because it does not This knowledge can then inform location decisions pattern, then a useful approximation is to draw
assess the comfort, safety or scenic qualities of for other facilities that are likely to be destinations for circles of 350 m radius and 700 m radius and mark
the walking environment, nor the attractiveness of walking but which may require a different separation, them as ‘approximate 5 minute walkable catchment’
the neighbourhood centre (number and quality of or which may not suit district or neighbourhood and ‘approximate 10 minute walkable catchment’
shops, frequency of trains or buses, etc). While these centre locations. respectively. Truncate these circles where they
factors can generally be improved over time, after cross a significant obstacle (e.g. wadis, main roads,
Process for accurately mapping walkable
construction, the layout of the streets is fixed. railways, etc.). This approach does not produce
catchments accurate walkability calculations, but in a good design
Also note that the process does not force the planner For details about pedshed mapping techniques, refer the circles should, as much as possible, be just
to locate all facilities within a ten or twenty minute to Appendix 3 of the Western Australian Liveable touching each other.
walking distance from each other. It simply ensures Neighbourhoods - Community Design Code.
that the whole area is walkable and/or it identifies
Appendix C Page 5
Appendix D - Example Street
Configurations
Abu Dhabi Urban Street Design Manual
Appendix D - Example Street Configurations
Appendix D Page 2
Abu Dhabi Urban Street Design Manual
Appendix D - Example Street Configurations
Appendix D Page 3
Abu Dhabi Urban Street Design Manual
Appendix D - Example Street Configurations
Appendix D Page 4
Abu Dhabi Urban Street Design Manual
Appendix D - Example Street Configurations
Appendix D Page 5
Abu Dhabi Urban Street Design Manual
Appendix D - Example Street Configurations
Appendix D Page 6
Appendix E - Emirati
Neighbourhood Network and Street
Design
Abu Dhabi Urban Street Design Manual
Appendix E - Emirati Neighbourhood Network and Street Design
Neighbourhood Neighbourhood
Centre Parks
Appendix E Page 2
Abu Dhabi Urban Street Design Manual
Appendix E - Emirati Neighbourhood Network and Street Design
Primary shadeway
Appendix E Page 3
Abu Dhabi Urban Street Design Manual
Appendix E - Emirati Neighbourhood Network and Street Design
Appendix E Page 4
Abu Dhabi Urban Street Design Manual
Appendix E - Emirati Neighbourhood Network and Street Design
Primary Function: to t Designed to service the needs of the adjacent plots, not to
provide access to plots. be used as through ways.
t Include traffic calming measures to limit traffic speeds
Secondary Function: and deter through traffic.
to provide utility
connections to plots. t Through zone shall be clear of any obstacles - including
service boxes.
t Parallel parking located on one side of the street.
t Trees located along one side of the street only (opposite
side of parking) to offer visual interest and shade.
t Plot entrances should be staggered to ensure privacy.
Appendix E Page 5
Abu Dhabi Urban Street Design Manual
Appendix E - Emirati Neighbourhood Network and Street Design
Appendix E Page 6
Appendix F - Local Examples
of Good Street Design
Elements
Abu Dhabi Urban Street Design Manual
Appendix F - Local Examples of Good Street Design Elements
7 Through zone:
t Large and obstacle free (horizontally and
vertically).
t Provide direct connections along pedestrian
desire lines. 1 2 5
Appendix F Page 2
Abu Dhabi Urban Street Design Manual
Appendix F - Local Examples of Good Street Design Elements
8 7 4 6
7 3
8 6
1 2 5 1 2 4 5
Central Market, Abu Dhabi 2nd of December Street (previously called Al Dhiyafa Street), Dubai
4 7 8 9
7 9
6
1 2 3 5 1 2 3 5
The Walk, Jumeirah Beach Residence, Dubai Yas Island, Abu Dhabi
Appendix F Page 3
Abu Dhabi Urban Street Design Manual
Appendix F - Local Examples of Good Street Design Elements
4 Ample area (i.e. width and length) for Signalised mid-block crossing on Sheikh Khalifa Bin Zayed Street, Al Ain
pedestrians to wait in the median refuge island.
Appendix F Page 4
Abu Dhabi Urban Street Design Manual
Appendix F - Local Examples of Good Street Design Elements
1 Good clarity and visibility: Improves driver 5 Narrow lane width to slow turning vehicle 9 Tactile surface, for the visually impaired, using
compliance in giving priority to pedestrians, speed and reduce pedestrian crossing distance. different textures.
as the location and layout of the right turn
lane allows pedestrians to see and be seen by 6 Ample area (i.e. width and length) for 10 The crosswalk and refuge island are free of
approaching traffic while crossing. pedestrians to safely wait in the refuge island obstacles for pedestrians.
at the right turn slip lane.
2 Continuous path: The raised crossing is aligned 11 Flashing amber light to warn drivers at day and
with the existing sidewalk and with the rest of 7 Wider pedestrian ramps to accommodate night.
the junction. pedestrian volumes and increase the comfort
of all pedestrians crossing at that location. 12 Yield signs for drivers.
3 Raised crosswalk, with different textured
materials, to slow turning vehicles’ speed and 8 Raised pedestrian crossing height is equal to 13 Well-lit junctions.
allow easier crossing for pedestrians. the curb height and is comfortable for all types
of users. 14 Raised pedestrian crossing can accommodate a
4 Tight curb radius on the right turn lane stationary vehicle on the flat portion.
approach to slow turning vehicle speed.
11 12 13 13
11
12
4
5
2 3
8 4 5
7 9
14
3 8 10 6
14
6 9
10
2 7
1 1
Right turn lane with raised crosswalk on Salam Street, Abu Dhabi Right turn lane with raised crosswalk on Salam Street, Abu Dhabi
Appendix F Page 5
Abu Dhabi Urban Street Design Manual
Appendix F - Local Examples of Good Street Design Elements
4 9
9
10 8
2
10
3 5 6 7
4
3 5 6 7
1 1
Median refuge island on Salam Street, Abu Dhabi Median refuge island on Salam Street, Abu Dhabi
Appendix F Page 6
Abu Dhabi Urban Street Design Manual
Appendix F - Local Examples of Good Street Design Elements
6 8
5
3 9
4 7
8
7
2 5
3 4
10
2
2
1 1
Details of median refuge island on Salam Street, Abu Dhabi Details of median refuge island on Yas Island, Abu Dhabi
Appendix F Page 7
Abu Dhabi Urban Street Design Manual
Appendix F - Local Examples of Good Street Design Elements
Appendix F Page 8
Appendix G - Standard Details
Abu Dhabi Urban Street Design Manual
Appendix G - Standard Details
G.1 Introduction
The following drawings illustrate how to design some
elements of the street to meet the principles and
goals contained within the Manual.
Appendix G Page 2
Abu Dhabi Urban Street Design Manual
Appendix G - Standard Details
Appendix G Page 3
Abu Dhabi Urban Street Design Manual
Appendix G - Standard Details
Appendix G Page 4
Abu Dhabi Urban Street Design Manual
Appendix G - Standard Details
BOLLARDS
2500
PARKING
3000
DN UP YELLOW SOLID
TRIANGLE PAVEMENT
MARKING
6000
YELLOW SOLID
TRIANGLE PAVEMENT
MARKING
3000
UP DN 2
PARKING
2500
PEDESTRIAN
PLAN
SCALE 1:75 in A1 - SCALE 1:150 in A3 - SCALE 1:225 in A4
BOLLARDS BOLLARDS
TOP OF CURB
%6.67 %6.67
2 SECTION
SCALE 1:20 in A1 - SCALE 1:40 in A3 - SCALE 1:60 in A4
-
All dimensions are in mm.
Appendix G Page 5
Abu Dhabi Urban Street Design Manual
Appendix G - Standard Details
G.5 Standard
Right Turn Slip
Lane
Appendix G Page 6
Abu Dhabi Urban Street Design Manual
Appendix G - Standard Details
Appendix G Page 7
Abu Dhabi Urban Street Design Manual
Appendix G - Standard Details
Appendix G Page 8
Abu Dhabi Urban Street Design Manual
Appendix G - Standard Details
L654
L654
S427&S435
L612
L612
L612
S427&S435
S365
S330
2000
L601
3300 3300 3500
L601
L612 L654
S327
3500 3300 3300 3000
L612 2000
S327
1800
L612 4000 L654
L601
S327
L612 L654
00
60
L601
2000
S365
4 S330
CU 000-
RB 3 7
TO 5 0
CU
L612
L612
L612
RB
S330
S365
L654
S427&S435 S427&S435
Appendix G Page 9
Abu Dhabi Urban Street Design Manual
Appendix G - Standard Details
S427&S435
2
L60
L60
R10000 2
2
00
50
3000
R1
5000
3000
6000
L60
2
CYCLE LANE 20.00
APRON
2
L60
YIELD LINE
6000
3000 3000
S427&S435
Appendix G Page 10
Abu Dhabi Urban Street Design Manual
Appendix G - Standard Details
L654
G.10 Traffic Signs and
Road Markings at Double
Lane Roundabout ONLY IF RAISED
CROSS WALK
IS PROVIDED
L612
S302 & S329
L654
S427&S435
6000
L612
L6 1
2
S302 & S329 L602
RAISED (OPTIONAL) S427&S435
OR LEVEL CROSSWALK L680
L6 1
2 00
50
3300 3500
L602
L654 R2 L612 L612 L654
S515
8000
R1
70
3500 3300
00 L654
L654 L612 L612
L6 02
6000
L680 APRON
L602
YIELD LINE
L6 1
L612
2
SPUTTER ISLAND
S427&S435
L612
S427&S435
L654
Appendix G Page 11
Abu Dhabi Urban Street Design Manual
Appendix G - Standard Details
FOR ADDITIONAL
TRAFFIC CALMING,
CONSIDER USING
TEXTURED PAVING OR
RAISED TABLE AT MINI
ROUNDABOUT
Appendix G Page 12
Appendix H - Definitions
Abu Dhabi Urban Street Design Manual
Appendix H - Definitions
Appendix H Page 2
Abu Dhabi Urban Street Design Manual
Appendix H - Definitions
Appendix H Page 3
Abu Dhabi Urban Street Design Manual
Appendix H - Definitions
Appendix H Page 4
Abu Dhabi Urban Street Design Manual
Appendix H - Definitions
Appendix H Page 5
Abu Dhabi Urban Street Design Manual
Appendix H - Definitions
Appendix H Page 6
Abu Dhabi Urban Street Design Manual
Appendix H - Definitions
Appendix H Page 7
Abu Dhabi Urban Street Design Manual
Appendix H - Definitions
Appendix H Page 8
Abu Dhabi Urban Street Design Manual
Appendix H - Definitions
Upstand Curb
See Vertical Curb.
Appendix H Page 9
Abu Dhabi Urban Street Design Manual
Appendix H - Definitions
Appendix H Page 10
Appendix I - References
Overall Street Design American Planning Association. (2006). Planning and English Heritage. (2000). Streets for All - A London
Urban Design Standards. Hoboken, New Jersey: John Streetscape Manual. London: Government
Abu Dhabi Department of Transport (DoT). (2009).
Wiley & Sons, Inc. Office for London, London Forum, Pedestrians
The Surface Transport Master Plan. http://dot.
Association.
abudhabi.ae/en/stmp/
ARTISTS Project: Arterial Streets Towards
Sustainability & European Commission. (2004). Ewing, Reid, and Eric Dumbaugh. (2009). The Built
Abu Dhabi Municipality. (1998). Roadway Design
Arterial Streets for People. Europe: ARTISTS Project. Environment and Traffic Safety: A Review of Empirical
Manual. Abu Dhabi: Abu Dhabi Municipality.
Evidence. Journal of Planning Literature. -347 ,23
B-Sustainable. Livable Neighborhoods. http:// 367. DOI: 0885412209335553/10.1177. Retrieved
Abu Dhabi Urban Planning Council. (2011). Abu Dhabi
www.b-sustainable.org/built-environment/livable- from Sage Publications.
Public Realm Design Manual. http://www.upc.gov.ae/
neighborhoods-and-communities
prdm/index.asp
Federal Highway Administration. (2000). FHWA
City of San Diego Street Design Manual Advisory
Abu Dhabi Urban Planning Council. (2010). Estidama
Committee and the City of San Diego Planning
Pearl Rating Systems. http://estidama.org/pearl-
Department. (2002). San Diego Street Design Manual. Washington, D.C.: FHWA. www.fhwa.dot.gov/
rating-system-v10.aspx?lang=en-US
San Diego: City of San Diego. planning/fcsec1_2.htm.
Abu Dhabi Urban Planning Council. (2009). Plan Al
City of Seattle Department of Planning and Federal Highway Administration. (1997). Flexibility in
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Appendix I - References
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Appendix I Page 5
Acknowledgements
Abu Dhabi Urban Street Design Manual
Acknowledgements
Executive Leadership and Higher Steering Abu Dhabi Urban Planning Council Technical Advisory Committee
Committee
Project Team Department of Transport
H.E. Abdulla Rashid Al Otaiba Amer Al Hammadi, Executive Director Khaled Hashim, Executive Director
Chairman, Department of Transport Anis Anis, Senior Planning Manager Bader Al Qamzi, Director,
H.E. Majed Ali Al Mansouri Bill Lashbrook, Senior Planning Manager Hashim Al Hashimi, Director
Chairman, Department of Municipal Affairs Ibrahim Al Hmoudi (Project Director) Faisal Al Suwaidi, Director
Euclide Malagrino (Project Manager) Asma Al Jassmi
H.E. Major General Obaid Al Hairi Salem Al Ketbi
Ali Al Derei (Assistant Project Manager) Mahmoud Dibas
Deputy General Commander, Abu Dhabi Police
Mohammed Al Darei (Assistant Project Manager) Dr. Nabeel Salman
H.E. Falah Mohamed Al Ahbabi Dr. Alan Perkins Aizaz Ahmed
Director General, Abu Dhabi Urban Planning Council Jonathan Edwards Mudar Tayyem
H.E. Khalifa Mohammed Al Mazrouei Rishinath Rao Meshack Ochieng
General Manager, Abu Dhabi City Municipality Therese Hoy Mohamed Jama Mohamed
Sonal Parikh Oumar Ahmed
H.E. Musabah Mubarak Al Murar
Lim Hwa Irfan Hameed
General Manager, Western Region Municipality
Ahmed Al Hamed Jumana Nabti
H.E. Dr. Matar Mohammad Saif Al Nuamy Mohammad Abusham Dilip Karpoor
General Manager, Al Ain City Municipality Eric Wilson
Department of Municipal Affairs
Michael Stott
Dr. Abdullah Ghareeb Al Beloushi, Executive Director
Kim Walker
Ahmed Awad Al Mazrooei
Kokila Lochan
Mansoor Al Mehairi
Adam Treloar
Nicholas Wellwood
Acknowledgements Page 2
Abu Dhabi Urban Street Design Manual
Acknowledgements
Acknowledgements Page 3