DRAWING OPFICE Ceapy SCC elec Cg aos Municipal Affairs and Agriculture Civil Engineering Baraat QATAR HIGHWAY DESIGN MANUALdaly jlly dyalall yoo itll Introduction by ULE. Minister for Municipal Affa The State of Qatar is witness development and the road construction sector is most closely connected with this development. It is highly important when designing roads to take into consideration the latest international standards and specifications which in tum conform to cavironmental requirements and the future need {0 link the road network with the development programme. Therefore, the initiative of the Civil Engineering Department in the Ministry of Municipal Affairs and Agricultural to up- date the Qatar Highway Design Manual, which was published for the first time in 1989, is the best evidence of its desire to that this country is witnessing and emphasises the determination of this Ministry that its achievements are proof of its work keep up with the prog We ask God to guide our steps to the righteous path os! ALI BIN S& dc jlly 39 (dslem aglS nd Agriculture gobi Ly cla shy cle Lbs Gass 2d Gob Eth piss ALLS Lal jac Lays © Olja AS yay Ae ile Lbaill oe SS) ge ered ic Gel gl gla La Gay eal y Lined golly SY 3 yall eb SAG Cal al Aas allel Fala 4 ialh yal a $LbSth @ yh ss ks all Aglp—eall Aginall X__assigll 8 fa) 8 yale Qld LS Aely jhy Mall! 99 a Ls gl" pbS 8 Gohl peach GLK Guan eS 5g) NAAM alc bye Ug pace A —agill AS) gal Gn ys isle Ue fasi_ig ¢ 2X Uo ag 5 II st yaad 9S Gi tle B41} Noda pj ad ata 9 eh Gal 8 ej + Wgllec! te @ til Gl le UUs 31 uy gh JLius ailly + agi ST asta G1 gle ED AL KHAYAREEN caaball yo 5itall 5259 MINISTER OF MUNICIPAL AFFAIRS AND AGRICULTUREdc sIjllg A gall yo Sail dyl5g Jug /dslow dol and Ag The Road Network represents the arteries for traffic movement in the modern state Streets are not just for pedestrian and trallic movement but contain electricity and telephone cables, and sewerage networks, Therefore, the information that should be ayailable for the road designer should not be confined to population density, the nature of land and its topography only. ‘The designer has to coordinate with service authorities and study — the development progress. of the its environment and the effects of road construction and the movement of traffic. area, The publication of the Qatar Highway Design Manual, ina new issue by the Civil Engineering Department, is undoubtedly a pin the right path, and is: the fastest way to reach our objective { our purpose and will guide us on the right path, ion by HLE, the Undersecretary of th Ministry of Munici iculture FAS sh ot GL Js Soe eS ge Lal bated A al CAS pall LS jay jee le Ly ald shy tgp ides doy bd gy gil lay Jas) +(e guledlly eye haa I La gle GLa a gay Repel foe Pomona) Knghay ¢ Apis {_atislh le aa OF te dy «bbl fo ay GS apaay GLa il y3 ae Gath Sal aaa tp eal yg Ist pl LS psy Gy cL 5 iy + gle 531) p39 Agia Kata 53) anal | Gt paces) 6S Hel yy alll 9 95 Os 5p BS 94 Sagal tia 8 (hi § sll Gephlld . peal Gabi gle le - hag pall deal @ pal ya + x all saga 98 5 Leal el yy coe ally gyloSll sem 52 gle ALL BIN SAAD AL KUWARI Ay jl dgalall so5itill yl 5g JuSy UNDERSECRETARY OF THE MINISTRY OF MUNICIPAL AFFAIRS, AND AGRICULTUREGzisoll dussioll dylal p10 / gull dolS Introduction by the Dire This is the second issue of the Qutar Highway Design Manual we present to ngineers working in the roads and construction sector in the State of Qatar The first issue was published in December 1989 and we have been cager that this, issue should contain more details of the methods and ideas which have developed Guring this period regarding the design and ruction of roads, especially those adopted in the USA, UK and other countries in the last few years cons Whilst it is the intention of this Manual to be used in the road construction sector, never the less, it should not be considered the only source; it is only a guide to hway engineers, ‘The engineer needs to research, review and_ be assisted by other scientific sources. ‘The Manual does not cover the area of traflic engineering and related matters such as planning and transportation studies and issues of general policy. We will welcome any observations, suggestion or additions for future issues. ‘The Civil Engineering Deparment while working earnestly to benefit: from new engineering developments to keep up with the times, requests all those specialising in road design in the State of Qatar to implement the specifications and standards contained in this Manual May god gives us the fortune to carry out the trust we bear and to do what benefits the Country, or of C gineering Department LS ye Ath Aaa a ode (qo pd Gy ll Se a EG RS Salata Suen » abs 0 Rs prongs gods IY deg sya ok sats gle La ya ally. p49 dL Q He ucalill go lay je Abadi i oka JUS Chaat ll yas SL antsy 6 G phil eb y puna Qe A M1 santa UY ltd Gracie! ll Cada gp lage pated aL, 3 SY col shall HL ASH Ie arent cle Jari 3) Gay eg YY) GB yhall Slge 5 4p eal waged LS) Aly y8 Up ass gl a> pall SOT My a ed eo Cae ss Sl ale jalaey LEY y uaa Joes gh 2 Y GES Ls Gi ae ee Ney net Lage yy pel EDL nal gall Cola jay ¢ dagla sll Gai Gil 1). Atl Sly 93 by LAL) gi GLa I yf GL ade 4 + Uta Stell Batla hd 8 Xpand! Xoaaigll 6 hal Gf EL Slyl ane dS 4 Baldi a GL said Qe Go bi. yal © gS Ass GA 5 yall py ts cally GU inal gall Goss le at + AUSH The gies A Ld Jelly GLY cal alll Lath y - DL 15 JI pals ous gle ALI BIN NASSER AI. THAN sisal dussioll dylad 5150 DIRECTOR OF CIVE ENGINEERING DEPARTMENTQATAR HIGHWAY DESIGN MANUAL DOCUMENT HISTORY DOCUMENT HISTORY The purpose of the Document History is to record changes to the Qatar Highway Design Manual. In the event of a revision to the manual, CED will issue the amended pages and re-issue the Document History. The Document History pages should contain a description of the change, the issue reference and the date of issue as noted below. The updated Document History should replace the superseded history and the revised pages of the manual should be placed in the appropriate position in the manual. Description Issue Date Qatar Highway Design Manual Original Issue December 1989 Qatar Highway Design Manual 2nd Edition (Rev0) January 1997 Large January 1997 Page DHAQATAR HIGHWAY DESIGN MANUAL ACKNOWLEDGEMENTS. The Qatar Highway Design Manual draws on technical input and experience from a number of recognised international sources and applies these to the road system requirements for Qatar. Within the text there are reterences to publications where the engineer may seek further information on a specific topic, The main reference sources are acknowledged below: © Qatar Construction Specification © Qatar Traffic Manual © Design Manual for Road and Bridgeworks - British Goverment Highway Agency © Policy on Geometric Design of Highways - American Association of State Highway and Transportation Officials. © Road Design Manual - National Association of Australian State Road Authorities Designing for Deliveries - Freight Transport Association, ‘Seetion 6 Copyright Acknowledgement Section 6 of this manual contains toxt and diagrams which are based on matosal contained within the British Government's Highways Agancy publication the “Dosign Manual for Road and Bridges - Volume 6 Soction 2 Crown copyright material hae bean adapted with the permission of the contillor ol Her Majesty's Stationery Qificg and the Highways Agency wha do not accept any responsibil for the accuracy oF comprehensiveness of te contents tis Man January 1997 Page AKAM.@ Koux QATAR HIGHWAY DESIGN MANUAL CONTENTS Page No. GLOSSARY 22... 7 Gn ROAD SYSTEM IN QATAR .. +. RSM ‘The Highway Network Primary Routes Secondary Routes Tertiary Routes ‘The Route Classification Qatar Area Zones SECTION1 DESIGN SPEED Clause 1.1 General. : 1" Clause 1.2 Design Speed Related Parameters... 1" Clause 1.3 Selection of Design Speed 2 Clause 1.4 Posted Speed 2 Clause 1.5 Changeover of Design Speed 12 Clause 1.6 Changeover to 1g Roads .. 12 Clause 1.7 Selection of Parameter Values . we Clause 1.8 Relaxations and Departures 12 Clause 1.9 Special Considerations . .. 3 SECTION2 — SIGHT DISTANCE Clause 2.1 General... 2n Glause 2.2 Stopping Sight Distance 2n Clause 2.3 Full Overtaking Sight Distanco... 2n Clause 2.4 Obstructions to Sight Distance .- : 22 Clause 2.5 Effect of Horizontal Curves on Sight Distance 22 Clause 2.6 Special Considerations . 212 SECTION3 — HORIZONTAL ALIGNMENT Clause 3.1 General. : an Clause 3.2. Minimum Curvature .. ant Clause 3.3 Transition Curves an Clause 3.4 Camber and Superelevation 3/2 Clause 3.6 Widening on Curves 7 316 Clause 3.6 Harmonising the Alignment... 3/8 Clause 3.7 Horizontal Clearances 3no Clause 3.8 Special Considerations 3n2 SECTION 4 VERTICAL ALIGNMENT Clause 4.1 General Controls .. 4n Clause 4.2 Maximum and Minimum Grades . an Clause 4.3 Vertical Curves . be : 4r2 Clause 4.4 Harmonising the Vertical Alignment . 413 Clause 4.5 Phasing Horizontal and Vertical Alignment. 4s Clause 4.6 Vertical Clearances . : 419 Clause 4.7 Special Considerations ..... ano SECTIONS CROSS SECTIONAL ELEMENTS Clause 5.1 Road Reservations A sf Clause 5.2 Lane Widths . St Clause 5.3 Lane Capacity Sz Clause 6.4 Shoulders . sn Clause 5.5 Edge Strips and Shy Distances 53 Clause 5.6 Medians peed 53 January 1997 Page CitQATAR HIGHWAY DESIGN MANUAL CONTENTS Clause 5.7 Verges.............- sna Clause 5.8 Parking Bays and Lanes 55 Clause 5.9 Side Slopes... 5G Clause 5.10 Auxiliary Lanes . sn Clause 5.11 Service Roads... 57 Clause 5.12 Pedestrian Facilities . 58 Clause 5.13 Utilities .. 5H9 Clause 5.14 Use of Kerbs... 5/19 Clause 5.15 Safety Fences...............005 5/20 Clause 5.16 Crash Cushions... Per 5/26 Clause 5.17 . 7 I 5/27 Clause 5.18 7 ; 5/27 Clause 5.19 Landscaping 5130 SECTION6 JUNCTIONS Clause 6.1 General.....-.. 2-2. | 7 en 644 Junction Spacing 612 Traffic Flows 613 Design Vehicles 614 Siting of Junctions Clause 6.2 Types of Junction... 66 621 ‘T-Junetion 622 Simple Crossroads 6.23 Staggered Junction 624 ‘Skew or Y-Junction 6.25 Roundabout 626 Grade Separated Interchange 62.7 —_ Tralfic Signals Clause 6.3 Junction Selection . PE aleetctat ae - oF 6.3.4 Status of intersecting Roads 63.2 Continuity of Standard 6.3.3 Junction Capacity Clause 6.4 —_Major/Minor Junctions - General 6/9 Clause 6.5 Safety At Major/Minor Junctions .. 6/9 Clause 6.6 —_Major/Minor Junction Types... 69 6.6.1 The Simple T-Junction 6.6.2 T-dunotion with Ghost Island 6.6.3 T-Junetion with Single Lane Dualling 6.6.4 T-Junction on a Dual Carriageway with Median Opening (Signalized) ‘T-Junotion on a Dual Carriageway with Carriageway Separation Crossroads Staggered Junction 6.6.8 Right and Left Hand Skew Junction Clause 6.7 —_ Major/Minor Junction Elements ............000000000008- ona 67.4 General 672 Design Speed Visibility Corner Radi Carriageway Widths Central islands - Major Road Central istand Tapers Turning Length in Median Direct Taper Length Left Turning Lanes 67.11 Median Openings 67.12 Traffic Islands 67.13 Nearside Diverging Tapers and Auxiliaty Lanes 6.7.14 Merging Tapers PPEPPOAS January 1997 Page G2QATAR HIGHWAY DESIGN MANUAL CONTENTS: Stagger Distances ‘Skew Junctions ‘T-Junetion with Carriageway Separation Channelizing [stands Spliter/Right Turn Islands Drainage and Crossfall Traffic Signs and Road Markings Road Lighting Clause 6.8 Roundabouts - General .. : 6133 68.1 General Principles 6.82 Types of Roundabout Clause 6.9 Safety at Roundabouts... 6135, 6.9.1 General 6.9.2 ‘Two Wheeled Vehicles 6.9.3 Large Goods Vehicles Clause 6.10 Roundabout Elements ........ 7 - 638 6.10.1 Definition 6.102 — Entries 6.10.3 Entry Width 6.10.4 Flare Design at Entry 610.5 Entry Angle 610.6 — Entry Radius 6.10.7 Entry Kerbing 6.10.8 Entry Deflection 6.10.9 Achieving Entry Dettection 6.10.10 Visibility 6.10.11 Circulatory Carriageway 6.10.12 Inscribed Circle Diameter (ICD) 6.10.13 Exits 6.10.14 Crossfall and Longitudinal Gradient 6.10.15 Segiegated Right Turning Lanes 6.10.16 Road Markings Clause 6.11 U-Turns-General...... 6/60 Clause 6.12 Safety At U-Turns 6/60 Clause 6.13 U-Turn Elements 7 6/60 6.13.1 General 613.2 Direct Taper Length 6.13.3 Width of Physical Islands in the Median 613.4 Left TurnLano 6.13.5 Median Openings 6.13.6 Storage/Queuing length 6.13.7 Merging Length 6.13.8 Pavement Construction 6.13.9 Road Lighting 6.13.10 Traffic Signs and Road Markings 6.13.11 Drainage and Crosstall Clause 6.14 Urban Road - Service Road Divergertrge .. : + 6163 Clause 6.15 Special Considerations . eal res 6.15.1 Residential Areas 6.15.2 “Older Residential Areas 6.15. Other Road Users Clause 6.16 — Signalized Junctions . . ores, 6.18.1 Introduction 6.16.2 Basic Requirements 6.16.3 Typical Layout Features January 1997 Page C3QATAR HIGHWAY DESIGN MANUAL CONTENTS: SECTION7 — INTERCHANGES Clause 7.1 7A Clause 7.2 7H General Full Interchange Compact interchange Clause 7.3 Selection of Junction Type. te 716 734 General Tratfic Flows and Design Year Junction Spacing within the Network. Initial Information Requirements and Decisions ‘Types of Interchange for Preliminary Design Preliminary Designs Clause 7.4 Design Elements . 7 7 ce 78 ; Definitions. Design Speed Lane Provision and Capacity Hard Shoulders and Edge Strips Merges and Divorges at interchanges Slip Roads Link Roads Loop Roads Weaving Sections Clause 7.5 Other Design Considerations ........ 7H6 T5A Clearance and Headroom 752 Superelevation 753 Safety Fencing 754 Signing 755 Lighting 756 Utilities 757 Emergency Vehicles 758 Maintenance Provisions 759 Environmental Issues SECTIONS DRAINAGE Clause 8.1 Introduction. :. 7 an 814 Functions of Highway Drainage B12 Minor and Major Systems Clause 8.2 Design Criteria... eet ere 8.2.1 Hydrological Data 8.2.2 Design Retum Period 8.2.3 Design Method Clause 8.3 Urban Drainage : ; ena 8.3.4 Introduction, 8.3.2 Urban Catchment 833 Positive Drainage 8.3.4 Drainage of the Carriageway 8.3.5 Drainage of Medians, Footways and Verges 8.3.6 Emergency Flood Area (EFA) 837 Maintenance Strategy Clause 8.4 Rural Drainage . : : ens 84.4 Introduction 842 Rural Catchment 843 Drainage of the Carriageway 844 Drainage of Medians and Verges 845 Natural Surface Drainage Clause 8.5 Junction Drainage . cae 9722 85.1 Introduction 852 Drainage at Junctions January 1957 Page CiQATAR HIGHWAY DESIGN MANUAL Clause 8.6 Subsurface Drainage . 8.64 Introduction 86.2 ‘Subsurface Drainage Methods SECTIONS — PAVEMENT Clause 9.1 Introduction . . 944 General 912 Typical Pavement Structures 913 Road Deterioration 914 Variability in Materials and Road Performance Clause 9.2 Traffic Assessment . a iat 9.2.1 Introduction 9.22 Design Life 92.3 Traffic Forecasting 92.4 Traffic Counts 9.2.5 Standard Axies 9.26 Determination of Cumulative Standard Axles 92.7 Design Traffic Classes Clause 9.3 Pavement Materials . 93.1 Qatar Construction Specification (QCS) 9.3.2 Subgrade 9.3.3 Granular Material for Sub-base and Roadbase 93.4 Roadbase - Asphalt Concrete 935 Cement Bound Material 9.3.6 Wearing Course 937 Concrete for Rigid Pavements 9.3.8 Precast Paving Blocks Clause 9.4 Design Charts : ale General Asplialt Concrete Roadbase Asphalt and Granular Roadbase Flexible-Composite Roadbase Reinforced Jointed Concrete Slabs 9.46 Precast Block Paving Clause 9.6 Special Pavement Sections .... 95.1 Staged Construction (Siaio Layer Construction)’ Clause 9.6 Pavement Evaluation . . Introduction Routine Monitoring Detailed Survey Detailed investigation Interpretation and Design of Remedial Works Clause 9.7 References... Annex 9A —_ Basis of the Design Method for Asphalt Roadbase 9AA Design Methods 9A2 Design Strategy 9A3 Applicable Methods oa ‘Specific Method for Qatar 9A Weak Subgrades 9A6 References, SECTION 10 ROADWAY LIGHTING Clause 10.1 Introduction . 10.1.1 Reasons for Lighting 10.1.2 Justification 10.1.3 Scope 10.1.4 Complementary Standards Clause 10.2 Performance Requirements . . : 10.2.1 Summary of Road Ciassifications in Qatar 10.2.2 Lighting Performance Recommendations 10.2.3 Limitation of Glare and “Light Pollution* CONTENTS: ont 2 one 9ng 10/1 10/1 January 1997 Page O/6QATAR HIGHWAY DESIGN MANUAL, CONTENTS Clause 10.3 Recommended Practice . cesses 1072 10.3.1 Decisions Prior to De 10.3.2 Standard Lighting Geometries for Different Road Profiles 10.3.3 Lighting Columns as Hazards 10.3.4 Typical Lighting Layouts at Junctions Clause 10.4 Specification of Equipment . : 107 Clause 10.5 Electrical Distribution 107 10.5.1 Supply 10.5.2 Feeder Pillars 105.3 Cables 105.4 Ducts 10.5.5 Earthing Systems 105.6 Safety Standards Clause 10.6 Maintenance and Operation -+ 1078 10.6.1 Design Implications 10.6.2 Quality of Equipment 10.6.3 Inventory and Fault Reports 10.6.4 Cleaning and Lamp Replacement 10.6.5 Frequency of Inspections 10.6.6 Hours of Operation APPENDIX A SURVEYS Clause Al Introduction. . AN Clause A2 Survey in Qatar... : An A2A Centre for GIS - Mapping and Positioning Services A22 Land Information Centre - General Survey Section (GSS) A238 Planning Department 24 CED Survey Unit Clause AI Survey Work Procedures ... aati - AS ABA ‘Topographical Surveys AB2 Services Surveys 3.3, As-built Surveys Clause A4 Approved Survey Companies taal AG Clause AS Specification for Topographical Survey |... AG ASA Features to be Observed AS Preparation of Survey Data ASS Specitications ASA Checking and Vertication APPENDIX B GUIDANCE NOTES TO PREPARE A BRIEF FOR GEOTECHNICAL SITE INVESTIGATIONS Clause B1 Introduction... Pete Bit Clause B2 Initial Considerations... . BA Clause B3 Preparation of the Brief . B2 B31 Geotechnical investigation Works: B32 Field Tests 83.3 Laboratory Tests Clause B4 —_Engineering Considerations Br B44 Methods of Investigation. B414 Trial Pits B41.2 Borehole B4.1.3 Samples B42 Testing B42.1 In Situ Testing B4.22 Laboratory Testing B43. Earthworks, B44 Retaining Structures Bas Geo-synthetics Clause B5 Sample Pro Forma for Quantifying Geotechnical Site Investigations B/14 January 1997 Page C/6QATAR HIGHWAY DESIGN MANUAL. SECTION 8 DRAINAGE 8.1 INTRODUCTION 8.1.1 Functions of Highway Drainage The requirement for satisfactory toad drainage has a direct bearing on the ability to use the road during and after a rainfall event, long-term serviceability of the road structure, provision of an acceptable urban environment and minimising health risk caused by long term surface ponding. Construction of a highway shall not be allowed {0 increase the risk of flooding to properties. ‘The highway drainage system must therefore be considered as providing four primary functions, which due to land use constraints are usually dealt with differently in urban and rural situations, namely: © Collect precipitation falling on the highway reservation, adjacent side toads and catchment and convey to a suitable outfall: - Reduces the danger of standing water to traffic - Maintains the use of all trafficked lanes. - Reduces sediment build up at the road side - Reduces percolation into: the road structure, ° Gulde surface water run-off safely: across or under roadways: - Minimises disruption to traffic - Minimises damage to the pavement or embankment structure - Guides surface water run-off to suitable discharge points - Minimises road impact on the natural surface hydrology in rural areas. © Remove water percolating through the pavement, lower ground water and prevent capillary rise: SECTION 8 Reduces the damaging affect of pore water build up in the Pavement, formation or subgrade Prevents pavement weakening due to ingress of salt lenses from the lower subgrade layers. ° In the case of exceptional rainfall events the road surface itself can be used as a storin carrier: - Prevents damage to property in flood prone areas ~ Concentrates flood water to discharge basins for easy removal, The engineer shall undertake the following minimum studies for each highway using the ia set out in the clauses in this section: © Determine the total amount and rate (Q) of storm water run-off reaching the point under consideration © Select appropriate criteria on limits and frequency of acceptable flooding © Determine points of concentration, discharge and hydraulic controls, together with method of entry into and exit from the drainage system Determine the requirement for the provision of sub-surface drainage. 8.1.2 Minor and Major Systems. Drainage of highways is the joint responsibility of the Civil Engineering Department's Roads Division and Drainage: Division. Each Division has defined responsibilities and procedures which shall be adhered to when’ designing highway drainage. These are explained in the following clauses. Minor System ‘The Roads Division is responsible for the design Of the Minor System, namely the road drainage, comprising gullies, soakaways, connecting pipework and storage ateas required prior to discharge into the Drainage Division Network. The highway drainage sysiem shall be designed using parameters defined in this section. The point of discharge and discharge parametors listed below, will be provided by the January 1997 Page aitQATAR HIGHWAY DESIGN MANUAL CED Drainage Division: iameter of trunk sewer . Allowable discharge volume . Invert level of trunk sewer - Location of trunk sewer - Acceptable method of discharge into the trunk sewer. Major System CED Drainage Division is responsible for the ‘Major System which comprises all the drainage components beyond the agreed interface point with the minor system: - Trunk, surface water sewer network - Surface water pumping stations = Ground water control networks - Surface water storage retention aroasitanks, ‘The preferred drainage method is by a positive system, However should this not be practical Glue to distance from a suitable discharge point ‘or economics, agreement to discharge water to the ground or adjacent areas may be sought from the Director of the Civil Engineering Department. 8.2 DESIGN CRITERIA 8.2.1 Hydrological Data Rainfall Characterization Long term rainfall records for Qatar commenced in 1962 and are recorded daily, together with other weather information, from a number of locations by the Civil Aviation and Meteorology Department of the Ministry of Communications and Transport. Summaries of recorded data are issued regularly. Qatar ties in an arid region and annual rainfall may vary from 20mm to over 300mm per annum. Individual storms occasionally as intense as 124mm in a 24 hour period and 54mm in a 3 hour period, have been recorded. Rainfall is therefore characterised by: High variability e Severe thunderstorms of limited geographical extent. SECTION 8 For the purpose of highway drainage design the, ‘country shall be considered as having the same rainfall characteristics for all regions, The Total Rainfall and Maximum Rainfall in 24 hours data (Table 8.1a & b) provided from Doha International Airport Meteorological Station provides the longest available rainfall record and shall be referred to for design purposes. However, a more onerous review may be required in specific cases where flood damage to strategic highways or property would be severe. Intensity-Duration-Frequency Data regarding individual storm events in Qatar is scarce and generally inadequate. However, statistical analysis and comparisons by a number of researchers has established an intensity - duration - frequency relationship which is generally found to stand comparison with Bahrain data and to some extent,’ the Bilham Formula. See Figure 8.1a & b. 1s 25.4 [1.25 TINP™ - 0.1] T Where rainfall intensity (mm/h) T= duration of storm (hours) N= Probable number of ‘ocourrences in 10 years Run-off Coefficients (C) Typically, for densely built up areas, there is a high run-off for all rainfall intensities. However, as development becomes more sparse or ground conditions more pervious the total run- off will reduce. Run-off is also affected by storm intensity. Calculation of surface water run-off shall be made using Figure 8.2 which gives values for Tun-ott coefficients which reflect the above situations. January 1997 Page 8/2QATAR HIGHWAY DESIGN MANUAL, SECTIONS lon: Dots tonto po State of Qatar otal Monthy Raa (ron) inisty of Commuricaens & Transport Deparimontot Ci Aviation & Motaorciogy oof oof ss] sea] oof oof oof co] oo| as] se} vole ‘04 $3 ee{ oof a[ oof oof oof oof co| wa] amealassas. wri} ao [oo | oo fOr] oo | oo | ao] oa] eo] ool ool vor] wo bexto- wo] Ql or [sr [ sooo [seo [oo [oo | oo | so] ve | mer ws | asf ws] os te | roo} co} eo} oof oof oo] oof aa [wm [er [or | coo | tae | me] co] ool ao] oo] tam] ao wef e| al | nfo [af seep P| zo} wo[ er [ oof oof oo| eo| co] oo] vs wo [ or [es [ ws [ oo] | co] oo | vom | oo [am | oo wo | woe | oes [coo] anf a] oo | wow | gr [mp | mg | ver Po BRB. 2 7 360 Table 8.1a Total Rainfall - Doh¢ Internafional Airport 1962 - 1995 (Data to be reviewed at at euaintoryals ~oe aye January 1997 Page &/3QATAR HIGHWAY DESIGN MANUAL SECTION 8 State of Qatar aaty of Cormuricaios 4 Trnapa apa Cal aon say ‘oe aa 2 Han yewntonn [aw] reo | wma] wn [ww] wm] an] avo] oo | oor] nov] oo] vm we{ cof oof o| ca[ oo] o0[ 00 eof cof oof oo] a2 wos sof oo] ao{ m| oo] o| oo eo] oof wo] oo] 00 wa] oof wo] oof e| oo] oo| oo wo] oof oo] oo] we wa [oof 0] oof wo] oof o0| 00 co] co] oo [ oo] 20 wo[ a7 oo] vs] cof oof oo| vo eo[ cof oof oo] a7 wal of | oo] | oof | vo col eof oof o2| 7 wa] sof oo] oof oz{ oof o| ao wo[ co[ of oo] wo wal sa] ez] eo] w{ of oof oof oo] oo| oo| oo| es] aa ws [m2] ma] | v2[ too] oof co| oo] co] co] oo| ar] wo wo] az] meas [ os | taco | 00 [ vme | oo] ao| se] os] tam | xo wo [v2] m2] o[ mmo [ or[ oof cof oo] co] oo| tum| tow | 02 wer [ea] 24 | ver | woo] to | oof oo] oo | co] oo] om | to] er woe ref oo] or[ ea] oof oof oo] 00| tam | tao] va| na] aoa wmf sof af wo] so oo] oo | oo| mm] co] oo | oo| mm] wo wot | taco | tom | v2 | tom | 02 | ao | oo | oo] eo] oo| oo] wa] wa wes | iz] oof as] wwe | twee | oo | oo] tuce| 00] 00 | tac a woo] or] or] a+| ss | tm] on | oo] oof oo| ov | ma] wo] wa war { os] or | mo| toe | tom] on] oof oof ao| taw| oo| oa] mo wo far | as] ea [ er [oo] on | vee] oof oo | oo | 00 | to] aa woo [tee to] eo[ ze{ oo] oo | oof oof oo| oo| os] wo] ao wo [75] oe| as] ea] tw| oo| oo] co] eo] oo] oo| oo] 7m won| oz is] ur] oo] oof oof oo| oo| co| oo] oo| 10] ver woo [ss | wo [ [ao [ se] oo | te | oo | oo] ov] oo] tao | ace wor or] os] eo| zo| oo] oo oo] to] ov | raw | oo | too] a0 vigpen |_ soo sais [oxo | oo | tae | or | twee | va] wo] sor | oor Table 8.1b Maximum Rainfall - Doha International Airport 1962 - 1995. (Data to be reviewed at regular intervals) January 1997 Page 6/4QATAR HIGHWAY DESIGN MANUAL SECTIONS 2 fo e Ra ele Els Ele. | Zils How Ho gle 3 {3 2|3 Qo g € as /2 a oO oO ee 3 ea 0.2 0.4 ° ° 3 (yjuaw) Aysuezuy ypezurey Figure 8.1 Bilham Formula, Intensity - Duration - Frequency Chart (0-4h) January 1997 Page 8/5QATAR HIGHWAY DESIGN MANUAL SECTIONS 22 23 24 19 20 21 T 18 T 7 16 t 15 —+— 2 }- T 14 T 13 50 T 12 T 1 Duration of Storm (h) 10 Retum Period in Years 100 10 = Z| 50 0 2 2 2 ° 3 & 2 {yfwus) Aysuoquy feyurey Figure 8.1b Bilham Formula, Intensity - Duration - Frequency Chart (1-24h) January 1997 Page 8/6QATAR HIGHWAY DESIGN MANUAL SECTIONS 10 ‘Gorbrete] Surthcin uli] utyup at aor OB o7 06 08, 4 COEFFICIENTS OF RUNOFF (¢) oa 02 oa 20 RAINFALL INTENSITY (1) mm/h 90 60 70 89 $0 100 110 120 130 140 450 160 170 400 Figure 8.2 Run-olf Coefficients for Urban Catchments January 1997 Page 6/7QATAR HIGHWAY DESIGN MANUAL Catchment Area (A) Rural The area to be considered shall. incorporate two parts: © Thearea di the toad corridor subject to direct precipitation ° ‘The broader natural catchment area within which the road runs. Specifically, the effect the road may have on the natural surface and sub- surface drainage of the area. Reference to topographic mapping should bo made to assess the catchment area. Urban ‘The area to be considered shall incorporate two, parts: ° ‘The area of the road corridor subject to direct precipitation ° The additional adjacent area assessed by reference to the Development Plans and topographic mapping for the area. The additional area will be dependent on factors such as intensity of development, provision of flood storage areas, and contribution from adjacent roads and developments. Surface Run-off (Q) Highway drainage areas to be considered in Qatar are typically less than 50 Hectares, For these.areas surface run-off (Q litres/second) shall be calculated using the formuta: C= Run-off coefficient = Rainfall intensity (mm/h) A= Area (hectares) For areas larger than 50 Hectares, mostly rural conditions, consideration should’ be given to assessment of run-off by a combination of historic observation and generation of storm hydrographs. The method used shall be agreed with CED. Time of Concentration (Tc) ‘The engineer wishing to size a drainage system ‘must ascertain the peak rainfall run-off from the catchment under consideration for the designated design storm return period. SECTION 8 Ata chosen point the peak flow generally ‘occurs at the instant all parts of the catchment are contributing to the flow. The Time of Concentration (7c) is defined as the interval in time from the beginning of the rainfall to the time when water from the most remote part of the catchment reaches the point under consideration by the engineer. The Time of Concentration is a function of the average slope, length and roughness of the catchment. Anumber of equations have been developed for computation of the Time of Concentration for various methods of flood analysis. However, it is recommended that where the Rational Method is employed, Manning's equation is used for the calculation of flow velocity in gutters, drainage channels or pipes. Manning's Equation: V=_AR St n Where V_ = Mean velocity of flow (m/s) n= Manning's coefficient of roughness R= Hydraulic radius (metres) S = Slope (percent) Time of Concentration: To= b. Vv Where Te = Time of — Concentration (seconds) V_ = Mean velocity of flow (m/s) L = Length of flow path from the point of consideration to the furthest catchment extremity (metres) For easy reference, when preparing drainage ‘computations to the Rational Method, the engineer may use the nomograph given in Figure 8.3. When considering short duration storms the rainfall intensity changes rapidly with only a small change in storm duration, (Figure 8.1a). ‘Therefor itis important that for small drainago areas an accurate assessment of Time of Concentration is made. However, due to the necessity for the surface to receive rainfalt and reach a flowing condition the Time of Concentration shall not be reduced to less than 8 minutes. January 1957 Page 6/6QATAR HIGHWAY DESIGN MANUAL Permeability (P) Permeability of the ground shall be determined by in situ geotechnical testing as described In Appendix 8 of this manual. Ideally the permeability will be assessed at a number of locations along a project site and soakaway sizes optimised on the basis of the test results. Should geotechnical data not be available then reference to Table 8.2 and to records held by CED Roads and Drainage Divisions should assist the engineer. However, where existing Tecords are used, this should be verified by site permeability testing during construction in order to confirm the design values used. Soll Type Pormeatitty (nis) 1 ‘Clean gravels to! 10° ‘Clean sande and sand 10° ‘gravel mixtures 10" Dosiocated and fissured clays Very tine 10° sands, silts and clay-sit 10° laminate to 10° Uniissurad clays and clay-sits (620% clay) 10° so" "Special measures required i iis range, Table 8.2 Typical Permeability 8.2.2 Design Return Period The design of an economic surtace water drainage system is related to the acceptable risk against flooding. Though Qatar is an arid country, when storms ocour, the disruption and damage caused can be considerable. However, to provide a complete, risk free, surface water drainage system would be _ prohibitively expensive. The following Design Return Period tables list the minimum storm return periods to be used in the design of surface water systems. The engineer may chose a reduced level of risk ita specific project requires this. SECTION 8 The run-off that a positive highway drainage system shall be designed for is determined by the Time of Concentration and reference to the acceptable frequency limits provided for the different highway classes in Table 8.3. SS Table 8.3 Design Retum Period - Posi System Where a positive drainage system is not avaliable and drainage is to soakaways, then the 24nrs total rainfall figures given in Table 8.4 shall be used. Atea Description Falntat Residential Areas & 1or Roads. Yamm in 24 hours Major Roads & Commercial Areas 18mm in 24 hours Table 8.4 Design Total Rainfall - Soakaway System Where the highway is required to cross a water Course, the acceptable frequency limits against flooding and damage from natural water courses given in Table 8.5 shall be maintained: Highway Sitvaton | Storm Return Classification Parioct (years) Primary Rural tinso Urban 1in50 ‘Secondary ural tin 20 Urban 1in20 Tertiary ural tin t0 Urban tin 10. Table 8.5 Design Return Period - Natural ‘Surface Run-off January 1997 Page 8/9QATAR HIGHWAY DESIGN MANUAL If there is a requirement to utilise the road as a storm run-off cartier in the case of a major rainfall event then advice regarding the acceptable frequency limits for individual situations should be obtained from the CED Drainage Division. This will typically reflect those shown on Table 8.6. CClasstication of Area Subject to Flood ‘storm Roturn Period Hospital Alport ‘in 100 Industiot in 60 Prestigious Commercial in 20 Government Offices ard Private Offices | 1 in 20 Residential & Light Commorciat sin 10 Table 86 Design Return Period - Areas It an area forms a boundary with no natural outlet for surface run-off then higher acceptable frequency limits may apply. CED Drainage Division should be consulted further for advice. 8.2.3 Design Method Surface water drainage design should be ‘submitted to the CED Roads Design Section for approval as part of the project detall design report. Detail design should utilise the Information provided within this Design Manual. Basic design methods to be used are as follows: Lloyd Davis Rational Method Suitable for the majority of surface water drainage systems envisaged in Qatar, eg. Minor branch connections 10 a major trunk sewer designed by others. The relevant storm and catchment parameters given in this section are used to calculate surface water discharge flows, and the piped system is sized to suit these flows. A standard calculation sheet to be completed and submitted with designs is given in Figure a4, A number of important points need to be considered by the engineer ullising this method. ° ‘Simple to use © Larger catchments can provide conservative results, typically when chosen pipe diameters exceed 600mm. Care should be taken in selecting run-off coefficiants and rainfall intensities for use in the equations. SECTION 8 © Catchments where the contributing area does not increase uniformly with time can produce erroneous results, Hydrograph Methods Suitable for larger urban catchments where storage in pipes and above ground becomes significant, and for calculation of overland flow in larger rural catchments for the sizing of culverts and retention ponds. ‘Storm hydrographs should be built up from existing known storm data. However, this information is currently not widely available in Qatar and hydrographs such as a UK summer storm are considered generally equivalent to Qatar storms and therefore suitable for use in hydrograph models. Design of larger diameter piped systems should take account of pipe storage and proprietary computer software models should be used at the direction of CED Roads to optimize system design. Retention ponds, storage tanks and hydraulic, restrictors shall be modelled using methods as agreed with CED Roads. ‘Soakaway Design Soakaways should be considered for surface water drainage in areas where a positive system is not available or economies preclude the use of a positive system However, areas of high groundwater table shall hot be considered suitable for soakaways. In these areas positive systems shall be provided with outtalls to EFA's, storage/retention tanks or pumping stations. Where permeability has been accurately assessed with confidence and where its tong term availabilty through maintenance is without doubt, then ground permeabilily can be considered within the design of the soakaway. tn all other situations the soakaway shall be considered a storage chamber and shall be ‘capable of storing the total rainfall requirement of Table 8.4, below carriageway formation level. Each gully shall be connected to an individual soakaway, except at junctions where areas to be drained are reduced due to gully/channet requirements, Soakaways shall be positioned in accordance with the reservation cross-sections given in Section 5. January 1997 Page 6/10QATAR HIGHWAY DESIGN MANUAL ‘Soakaways can introduce localised subsidence due to wash out of fines. As such, they shall not be positioned undor the carriageway, shoulder or Parking area or within 5m of a structure (subject, to geotechnical advice). ‘Soakaways shall be sized and located so as not to introduce water to the pavement construction. Soakaways should be constructed with a rising piece to enable shallow utilities to pass above the main chamber. {n particular situations the engineer can consider inking soakaways by pipe connections at invert or intermediate levels. However, he should ensure that this is not going to meraly Concentrate the surface water at the road valley Point. ‘Where the existence of a perched water table has been established by _ geotechnical investigation, CED Drainage shall be consulted regarding the use of combinations of boreholes and soakaways to discharge to lower aquifers. it should be noted that in some areas lower aquifers may be under a piezometric head or Utilised for potable water purposes, When a road is reconstructed or a piped drainage system is installed in an existing road, the original soakaways aro unlikely to be either efficient or undamaged by corrosion and will need to be removed or renovated. SECTION 8 January 1997 Page 6/11QATAR HIGHWAY DESIGN MANUAL SECTION 8 500 1000 100 200 50 20 LENGTH OF OVERLAND FLOW (m) 10 5 215 1 3 4 10 20 \ TIME OF TRAVEL OVER SURFACE (min) 60 5040 30 Figure 8.3 Time of Concentration - For Use with Rational Method January 1997 Page 8/12SECTION QATAR HIGHWAY DESIGN MANUAL Page 813 rT T {yy an - r TT T + or) wT Ton wos ‘ea [aon (oi) | tual dois ol Taex | m0 | wo | speou tha [ypede; 2G Puewey hoon ROR] MEE [Keoded edig | mog (eH) Bary enweuedy 4110 eui| Aor) adi | waSueq | uw yo [eda yo uopeo0y SNOILVLAdNOS NOISSG HIMES WHOLS Figure 8.4 Storm Sewer Design Computation Form January 1997QATAR HIGHWAY DESIGN MANUAL 83 URBAN DRAINAGE 8.3.1 Introduction Drainage of highways in urban areas of Qatar is, achieved using the major and minor systems described in Clause 8.1.2 and constructed and maintained by the CED Roads and Drainage Divisions. Highway drainage shall be provided for all urban roads, Rainfall falling within the catchment area shall be collected and disposed of within the highway limits or to a designated outfall point. Surface run-off shall not be allowed to shed outside the highway reservation unless to a specified discharge point. Surface water shall not be allowed to stand within the highway reservation for an extended period of time so as to cause public nuisance or a health hazard, It is important that the highway drainage requirements are established early in the design process to ensure that adequate reservation space is provided and service utilities routed to avoid possible clashes, particularly with soakaways. Refer to typical cross-sections in Section 5. Drainage problems can often be alleviated by the engineer considering the layout of the road system and planning of a new development in harmony with the natural drainage of a ‘catchment. The roadway can be used to provide the following functions: © Gulide overtand flow © Isolate drainage calchments into manageable sizes © Increase the drainage path and hence time of concentration © Provide additional flood storage area © Provide a drainage reservation to the area discharge point, Open areas such as parks, school yards, car parks ete, can provide storage aroas should the drainage system be unable to cope with area surface water run-off. Their location should therefore be carefully chosen at the planning stage to make the best use of topography and drainage constraints. SECTION 8 83,2 Urban Catchment Urban development causes changes to the run- off process by both altering the route and Highways form a part of the urban catchment and the highway engineer must carefully consider adjacent development and _ its discharge points and characteristics in order to accurately assess the total catchment that may be contributing to the highway drainage system under dosign. The urban catchment provides the engineer with further points for consideration; that of availabilty of discharge points for the collected water, and the environmental damage due to increasing build up of pollutants washed into the highway drainage system. 8.3.3 Positive Drainage Positive drainage is preferred in all urban situations. Water collected is piped or channelled to a discharge point from whence it, can be collected and discharged away from roads and developed areas. Highway drainage by positive means involves discharging run-off to a point advised by the CED Drainage Division for onward transmission by the Trunk Sewer System. 8.3.4 Drainage of the Cartiageway Rain falling on the road surface bullds up and presents a hazard to vehicles both during and after storms. It is therefore necessary to provide drainage to the carriageway by a combination of transverse and longitudinal gradients, shedding to water collection points and a distribution system. Typical topography in urban areas of Qatar, where roads are kerbed, requires slack ‘gradients to minimise the appearance of a roller coaster road and reduce fil requirements. The minimum gradient criteria to be used are given below: © Transverse gradients of 2% are provided as normal for drainage off the travelled way to the channel January 1997 Page 6/14QATAR HIGHWAY DESIGN MANUAL ° Minimum longitudinal gradients of 0.3% should be provided to drain the edge of a travelled way to a discharge point However, a desirable minimum longitudinal gradient of 0.5% is to be Provided, where practical © Care shall be taken at junctions and areas of superelevation to ensure that the combination of transverse and longitudinal fall does not create a flat zone in the carriageway © Inparticular cases, a rolling crown may be used as an altemative to ‘superelevating channel lines to avoid flat zones, Figure 8.5. The length of the rolling crown is determined using the same formula as that_for applying ‘superelevation (refer to Clause 3.4). Croce Figure 8.5 Typical Detail of a Rolling Crown Across a Single Carriageway Drainage collection points in urban areas should typically be provided by gullies located along the channel or gutter. On gradients of 0.5% or {ess the flow of water to the gullies can be aided by the use of channel blocks. Gully spacing is a function of grating size, road gradient and crossfall and acceptable flow width at the channel, Standard gully spacings and criteria are given in Figure 8.6. Where standard criteria do not apply, the engineer should consider reducing the ‘gully spacing or referring the specific case to more detailed calculation procedures. On roads with longitudinal falls, valley points shall be provided with double gullies to aid water collection, SECTION 8 To maintain gully performance under the influence of wind bome debris and dust and to improve collection under the effect of high fainfall intensity, itis proferred that gulios are ‘constructed as pairs. Valley points of large catchments should be located in areas where flooding would present minimal hazard or disruption, or where additional water storage or dispersion is available. ie Emergency Flood Areas (EFA), Parks and gardens, trunk storm sewers etc. Gulligs shall be linked to the disposal system, by piped connections. The preferred minimum gradient for gully connections is 1%. However, gradionts of 0.5% are acceptable should situations dictate. Maximum gully connection length is 36m. Should longer lengths be required then intermediate manholes or catchpits shall be included in the scheme to facilitate cleaning, Utilities shall be located so as not to provide a hindrance to the drainage system installation and maintenance or increase the chance of damage during utility maintenance works. Storm sewer design shall be in accordance with CED Roads and Drainage Divisions’ design guides and specifications. Storm sewers shall ‘cater for the flows computed from the design criteria in this Section and any additional flows advised by CED Roads or Drainage Divisions at the project commencement. January 1997 Page 8/16QATAR HIGHWAY DESIGN MANUAL SECTION 8 300 a NOTE Graph dopicts Longitudinal gradient 180 at channel given as % - Flood width of 1.0m 470 ~ Crossfall 2% ~ Heavy Duty Grating 160 \ 150 140 \ 130 \ 120 440 | —H 190 400 90 pee GULLY SPACING (m) 80 60 50 Ht 40 p.3% lr 30 20 10 o - + 2 3 4 5 o6 7 8 8 10 11 12 IMPERMEABLE WIDTH (m) Figure 8.6 Gully Spacing Sanuary 1997 Page 6/16QATAR HIGHWAY DESIGN MANUAL 8.3.5 Drainage of Medians, Footways and Verges Medians Medians in urban ateas are normally paved or landscaped with planting. Paved medians shall be sloped to shed run-off onto the adjacent carriageway for collection by the carriageway drainage system. Landscaped areas. in medians shall be edged so as to prevent run-off from these areas taking soil and plant debris, onto the carriageway. Footways Footways shall normally be sloped at 2% towards the carriageway to shed run-off onto the carriageway. Where new highways are to be constructed in areas of existing development, caro must be taken to ensure road levels are set to allow the footway to slope from the property threshold to the cariageway. Ateas of wide paving may require sloping to additional collection points away from the carriageway. These collection Points must be suitable for pedestrian trattic to ross without risk of injury and must be situated 50 as not to be a hindrance to maintenance access. 't is the duty of adjacent property owners to prevent significant run-off across the footway by the introduction of collection channels. This is particularly relevant in the case of polluting run- off such as from petrol station forecourts. Collected water may be added to the highway drainage system once cleaned of grit, oil and other.pollutants, Verges Verges with hard landscaping shall be stoped to shed water towards the carriageway. Where soft landscaping is provided then it shall bo ‘edged and sloped to prevent run-off from depositing soil and plant debris onto the adjacent pedestrian or trafficked surfaces, or into property thresholds. Areas of raised planting which incorporate drain holes shall incorporate a filter membrane to prevent washout of soil onto adjacent areas, 8.3.6 Emergency Flood Area (EFA) Emergency Flood Areas are portions of land set aside, within or adjacent to the highway reserve, that are used for additional storage of exceptional run-off generated by storms greater than those normally designed for. SECTION 8 They are to be used in situations where run-off from sizeable catchments would become trapped at a valley point and consequential flooding would cause damage to adjacent properties or render a road impassable with no ‘equal adjacent route available for detours. Water should not be allowed to pond for extended periods so as to cause a health hazard. Emergency Flood Areas shall therefore be provided with: ° A location where water can be easily pumped by tanker or temporary Pumping station, © Borehole soakaways to aid discharge to the ground water table, where investigation hes shown this is achievable. ¢ Permanent surface water pumping sation and rising main connected to the trunk sewer system, In order to make the best use of land in developed areas it is normal practice to design EFA's as sports fields, parks, playing fields, car parks etc, EFA's that are not landscaped or utilised for other purposes have a tendency to collect tubbish and become an eyesore. EFA's should be considered a potential drowning and disease hazard. Where possible they should be kept shallow and spread over a large area. ‘This helps evaporation and dissipation and presents a less deep water hazard. Side slopes should be gentle to allow easy exit and marker posts should be located around the rim to identity the deeper area in times of heavy flooding, Prior to designing EFA's the prevailing groundwater table should be ascertained to ensure the excavation does not allow standing water to remain. Soakaways or boreholes can be constructed in the base of the EFA to encourage water dissipation, January 1997 Page 8/17QATAR HIGHWAY DESIGN MANUAL 8.3.7 Maintenance Strategy All highway drainage systems shall be designed with future maintenance procedures. being considered, Routine maintenance will be required due to build-up of wind blown debris and settled sediments in gutters, gullies and pits. Exceptional maintenance should be limited by good design and construction practices. CED Highway Maintenance Section are the responsible authority for the maintenance of the highway drainage system, including EFA's and storage areas not in the Trunk Storm Sewer System. CED Drainage Division are the responsible authority for maintenance of the Trunk Storm Sewer System. 8.4 RURAL DRAINAGE 8.4.1 Introduction Drainage of highways in rural areas of Qatar can be considered as two cases: © Drainage of rainfall falling onto the road and highway reservation © Drainage of natural overland flows. Drainage of run-off from the road and highway reservation shall normally be achieved by shedding onto adjacent land. 8.4.2 Rural Catchment The engineer is not usually faced with the problem of catching and dissipating rainfall as in urban situations, but is allowing run-off to flow generally unimpeded on its natural course. Rural catchments aro often extensive and can build considerable volumes of water in their lower reaches during even moderate storm events. Considerable care should be taken in assessing the size, slope and surface characteristics of the ‘catchment (refer to Figure 8.2) and applying the appropriate design storm (refer to Table 8.5). SECTION 8 8.4.3 Drainage of the Carriageway In order to reduce surface build up of rainfall and the consequent hazard to vehicles both during and after storms, it is necessary to provide drainage to the carriageway by a combination of transverse and longitudinal gradients shedding onto the verge and adjacent land: © Transverse gradients of 2% are provided as normal for drainage of the travelled way. © Longitudinal gradients are not considered for drainage purposes on unkerbed roads. However, care must be taken during the design of superelevated sections to avoid flat zones in the carriageway. In areas where carriageway edge run-off could damage verges or steep embankments then edge kerbing or edge channels shall be provided to collect water to discharge points. Discharge points would include gullies and precast channels. 8.4.4 Drainage of Medians and Verges Medians Medians in rural areas would normally be unkerbed and unpaved. The median should be sloped away from the carriageway to prevent run-off washing soll debris onto the road. Where run-off is collected from long sections of gradient, median outlets should be provided at i and valley points to prevent water ponding ‘and flooding onto the carriageway. Alternatively the median may be broken into individual ‘catchment segments and surface water allowed to percolate into the embankment or evaporate. Median ditches, if required, should have a maximum side slope of 1 in 6 and shall be designed such that water in the ditch cannot percolate into the road construction, see Figure 87. Where ditches are required to facilitate subsurface drainage, itis important to ensure that adequate outlets or storage volume is provided. January 1997 Page 6/16QATAR HIGHWAY DESIGN MANUAL “yo Medan H i i: Ham tm fof zs $ as taf | Ditch Profs SL column ~ seal Top of Ditch tom fe may 5-80m ele Longitar on Centretine Rainwater storage Fig 8.7 Typical Median Ditch Verges and Ditches Verges in rural areas shall be sloped to shed water away from the carriageway. Atthe back of the verge a shallow ditch may be provided to both collect and transport carriageway run-off and catch minor area run- Off for transport to wadiis along the route. The designer shall ensure that ditehos are not located so they can introduce surface water to the pavement construction. Normal practice is to ensure the ditch invert is a minimum of 0.3m, below the carriageway formation level at the outer edge of the carriageway. Ditch dimensions and shape shall be designed following consideration of its location and impact on highway safely together with the following hydraulic considerations: - contributing catchment - appropriate storm duration + gradient - roughness coefficient of lining/surface In most cases it is expected that rural ditches will be unlined. Permissible depths of flow for unlined channels are given in Figure 8.8, Shallow side ditches are not normally graded to provide a fall but follow the road profile. Ditch slopes should not present a significant hazard to traffic leaving the road during an accident. Side slopes of 1 in 6 or shallower should suffice for this. SECTION 8 In areas of steep cutting, ditches should be located so they are not filled with loose debris from the cutting. In areas where natural surface un-off is high it may be necessary to Install a ditch setback from the top of cuttings to prevent rainfall damaging the cutting face. 8.4.5 Natural Surface Drainage Where a highway crosses a wadi, the wadi eatchment characteristics, design storm and class of road will determine the type of road crossing required, It is normal practice to allow Tun-off even from small catchments, to cross under the road so as to minimise disruption to the natural surface flow. Culverts A culvertis a covered channel or pipeline used to convey a watercourse under the road. It consists of an inlet, one or more barrels and an outlet, Typieally, culvert barrels will be constructed from concrete or steel pipes or boxes. inlets and outlets may be constructed with gabions, mattresses, stone pitching or concrete. The hydraulic characteristics of a culvert aro complex due to the number of flow conditions that can occur. ‘The highway engineer shall consult specialist literature in his design of culverts and shall choose the most appropriate culver for the specific purpose considering the following general constraints: ° Preferred minimum pipe culvert diameter 800mm © Minimum pipe culvert diameter 450mm e Flooding against embankments is acceptable short term. Freeboard to edge of carriageway to be a minimum of 0.5m for the design storm. e Embankment slopes of 1 in 6 or greater do not normally require protection against washout due to short term ponding. Long term ponding may tequire embankment slopes of 1 in 10. The engineer shall balance embankment height culvert height to provide a satisfactory technical and economic solution. January 1997 Page 8/19QATAR HIGHWAY DESIGN MANUAL Fords Where wadi flows are exceptionally high or the road requires a low storm design return period and is lightly trafficked, culverts may prove impractical. The engineer may therefore consider incorporating a dry ford or vented dry ford. In designing a dry ford, care must be exercised to ensure driver awareness of the potential hazard. Guide posts should be positioned adjacent to the carriageway to assist, traffic positioning and advance signing should be used to indicate the dy ford to approaching drivers. Specific attention must be paid to minimising scour and the prevention of carriageway surfacing and edge loss. Verges, medians and embankment slopes should be protected by impervious layers or rock. Washout of embankment fines should be prevented by the use of filter layers or impermeable membranes. SECTION 8 January 1997 Page 6/20QATAR HIGHWAY DESIGN MANUAL SECTION 8 - = 10% 5% 1% 2% 0.5% Channel Slope, (m/m) 0.2% Erodible Soil 0.1% 0.01% 3 0.01 (w) ‘ujdoq moj wnwixey —— Erosion Resistant Soil Figure 8.8 Permissible Depths of Flow for Unlined Channels January 1997 Page 6/21QATAR HIGHWAY DESIGN MANUAL 8.5 JUNCTION DRAINAGE 8.5.1 Introduction Effective drainage of the carriageway at junctions is particularly necessary for two reasons: © The need to retain surface grip to enable the safe stopping, starting and luming — manoeuvres’ routinely undertaken by vehicles at these locations. © The need to maintain the traffic system. capacity, particularly at major junctions makes it essential that flooding of lanes and reduction in junction capacity is avoided. The following criteria must be considered to satisfy the above requirements: © Satisfactory transverse gradients must be maintained, particularly on the approach to “Stop” or “Give Way’ lines Longitudinal gradients must be carefully chosen to keep slack sections of channel to a minimum Where slack gradients are unavoidable the transverse gradient should bo a minimum of 2% © Collection points must be caretully sited to avoid ponding or run-off across carriageways from one channel to another © Collection points must link to an easily maintainable disposal system with adequate capacity. Junctions should preferably be situated away from valley points for large catchments to prevent flood concentration at these points. Locating junctions adjacent to trunk sewers or EFA's to provide additional drainage facilities should also be considered. Urban junctions should always be kerbed and are therefore drained by gullies to the disposal system, Rural junctions would normally be kerbed however an economic collection and disposal method may be achieved by flush kerbs located at collection points with shallow lined channels removing the water to the adjacent ground. SECTION 8 Lightweight Glass Reinforced Conerote (GRC) ‘embankment channels are oasily installed to prevent washout of embankment slopes at areas of run-off concentration such as at kerb ends. 8.5.2 Drainage at Junctions Carriageway crossfalls and longitudinal gradients at junctions are used to channel water to collection points. The following are ‘examples of satisfactory crossfall layouts with typical collection point T-Junetions (Figure 8.9) Constant camber maintained on major toad © Longitudinal gradient on major road maintained across minor road throat © ——Longitudinat gradient maintained on minor road to major road channel line © Constant transverse gradient on minor toad maintained to radius tangent points * Gully positions chosen to prevent flow crossing the minor road entry/exit. © tis preferred to maintain the major carriageway transverse gradients through cross roads or small signalized junctions. Figure 8.9 Typical Drainage at T-Junetions January 1997 Page 6/22QATAR HIGHWAY DESIGN MANUAL SECTION 8 Large Signalized Junctions (Figure 8.10) © Transverse gradients to be maint at approach to “Stop’ lines & pedestrian crossings © Longitudinal gradients to be satistactory to prevent a large flat area being created at the intersection point © Transverse gradients on right turn slips to provide superelevation © Valleys created in slips to have adequate collection and disposal points © Additional gullies placed at collection points serving a large surface area © Gully positions chosen to prevent flow crossing carriageways. Roundabouts (Figure 8.11) © Transverse gradients approached to “Give Way" lines © Longitudinal gradients to continue to be maintained on approaches and departures © Channel of central island to fall to one collection point © ‘Transverse —_gtadionts_—_ provide ‘superelevation for right tuners or those circulating © —— Gullies positioned to prevent cross cartlageway run-off. January 1997 Page 8/23QATAR HIGHWAY DESIGN MANUAL SECTIONS +} ll] |e cou { Je DIRECTION OF DRAINAGE Figure 8.11 Typical Drainage at Roundabouts January 1997 Page 6/24QATAR HIGHWAY DESIGN MANUAL 8.6 SUBSURFACE DRAINAGE 8.6.1. Introduction Water can be introduced to the pavement by: © Rainfall permeating through the wearing and base courses (old pavernents) ° Rainfall permeating through the verges and medians © High groundwater table at the formation due to natural water table or seasonal ponding © Capillary tise from groundwater near the formation. ‘Where these situations are prosent, subsurface drainage is required to prevent build up of pore water within the pavement, formation and subgrade. Increase in pore water can weaken the pavement by: © Transferring loads to lower (weaker) sections of the pavement through increase in pore water pressure © Washout of fines by movenent of pore water ° Increase in salt content in pavement layers and subsequent swelling due to capillary rise when appreciable quantities of salt are present in the subgrade © Sweiling in susceptible material, followed by shrinkage or drying out. ‘Subsurface drainage Is not normally detailed in Qalar as its rarely a problem. Low lying areas are normally filled prior to development to raise them sufficiently above the groundwater table. Roads are generally constructed on ‘embankments in areas of high groundwater as they are usually subject to flood inundation during storms. Subsurface drainage is therefore only considered necessary in the following situations: © Areas of existing development and rising groundwater levels SECTIONS © Tidal coastal areas where the water table varies close to the surface. It is preferred that a soils investigation is undertaken to assist in deciding the need for subsurface drainage. 8.6.2 Subsurface Di jinage Methods High Groundwater In areas of existing development where high or rising groundwater is likely to bring moisturo to the formation level, a collection and disposal system shall be installed to lower the water table. Itis normal practice that this is performed by the installation of a perforated land drain below the carriageway, together with a positive surface water drainage system. This would normally be undertaken by the CED Drainage Division as part to the Trunk Sewer Network. In these locations, soakaways shall not be used for drainage. Alternatively, in rural areas, the provision of side ditches can serve the dual function of intercepting overland flow and aid in the lowering of groundwater local to the road struoture. Coastal Areas in tidal coastal areas, sablcha is likely to be present as an indication of a high groundwater table. In these situations capillary rise of up to 1.0m can draw saline water up to the road formation levol, depositing salt lenses and increasing pore pressure. This is generally prevented by: ° Construction of high embankments © Introduction of a granular capillary break layer below the formation. General Design Consideration The highway engineer should consider the introduction of water to the formation as likely to happen duo to annual rainfall and irrigation of plants in the median and verges. In most cases the dry granular nature of the typical Qatar subgrade layers means the pore pressure rise due to percolation is slight. January 1997 Page 8/25QATAR HIGHWAY DESIGN MANUAL However, to provide an additional safety factor against this occurrence, the following measures should be considered ° Slope the formation to drain away from the carriageway to the verge or median Avoid steps in the formation that could lead to water concentration points, Keep planting areas separated from the pavement construction to prevent moisture transfer Ensure planting area watering is effectively controlled to prevent over watering Utilise surface water drainage details that will reduce the chance of accidental damage and maintenance problems Ensure soakaways do not introduce ‘water to the pavement construction. SECTIONS January 1997 Page 6/26