Beruflich Dokumente
Kultur Dokumente
Roads Design Department
1 Purpose
The purpose of this document is to provide additional guidance to the users of Qatar Traffic Control Manual
(QTCM) and Qatar Highway Design Manual (QHDM) for producing consistent traffic signal design plans.
2 Background
Presently, traffic signals are designed by consultants and in‐house staff. QTCM does not provide sufficient
guidance as to the detailed design components. This has resulted in design inconsistencies causing confusion
among motorists. This document is an effort to fill gaps in the existing standards to provide a comprehensive
guide to the uniform design of traffic signals in the State of Qatar.
3 Issues
3.1 All Red Phase for Pedestrian Crossing
Where a dedicated right‐turn slip lane is not provided, right‐turning traffic typically moves simultaneously with
the adjacent on‐demand pedestrian crossing movement. Ideally, right‐turning traffic should yield to
pedestrians. However, motorists may not give a priority to pedestrians, potentially resulting in pedestrian
crashes.
Policy
3.1.1 When a pedestrian makes a call on an approach where a dedicated right‐turn slip lane is not provided, the
pedestrian shall receive the Green Man indication before vehicles travelling in same direction receive the
green traffic signal. Only after an interval of time sufficient for a pedestrian to reach a safe point (either
median refuge or sidewalk), should the green indication to vehicles in the same direction be released. The
designer shall propose the best possible phasing option and timings to facilitate a safe pedestrian crossing.
3.2 Signalized Staggered Pedestrian Crossing
Where pedestrian crossing times would cause undue delays to conflicting traffic, whether at mid‐block
locations or at signal‐controlled intersections, a staggered pedestrian crossing refuge with pedestrian rails
should be provided.
Policy
3.2.1 Staggered pedestrian crossings should be designed to force pedestrian to face oncoming traffic in the lanes
to be crossed, i.e., staggered to the right.
3.2.2 Staggered pedestrian crossings and associated signal phasing should only be provided when the crossing
distance is at least 15m and the median width is at least 3.5m [QHDM, Part 19, Section 2.5.5] for new
designs and at least 2.5m for retrofits.
3.2.3 Appropriate Pedestrian protection (Guard‐Rail/Barriers) should be provided based on prevailing standards
and specifications.
Policy Statement: PS‐RDD‐01 Page 3 of 16
All printed copies, and all electronic copies and versions except the one accessible on the PWA Portal, are considered uncontrolled copies used for reference only
Public Works Authority ‐ Infrastructure Affairs
Roads Design Department
TYPICAL STAGGERED CROSSING
3.3 Requirement for Number of Signal Heads
The number of traffic signal heads shall be optimized to provide needed visibility to approaching traffic and
also to assist in decision making, keeping in mind that too few signal heads would compromise on safety and
too many signal heads would add to motorist confusion (see exhibits below for few typical settings).
Policy
3.3.1 For every signal group, there shall be a minimum of 2 traffic signal heads. This shall include at least one
primary signal head
3.3.2 For each through lane, there shall be a minimum of 1 traffic signal head.
3.3.3 Closely associated secondary traffic signal heads should be installed under the following circumstances:
When the distance between the stop bar and the far‐side secondary signal head exceeds 45m;
When far‐side left turn signal heads on mast arms cannot be provided due to mast arm length
limitations (Policy 3.12.5), then near‐side as well as far‐side heads shall be provided on poles; or
Where visibility and sight distance warrant the need.
3.3.4 A primary traffic signal head for through traffic shall not be installed in the median when the median width
is less than 2m and the primary traffic signal head for left‐turn traffic is installed in the same median.
Policy Statement: PS‐RDD‐01 Page 4 of 16
All printed copies, and all electronic copies and versions except the one accessible on the PWA Portal, are considered uncontrolled copies used for reference only
Public Works Authority ‐ Infrastructure Affairs
Roads Design Department
TYPICAL 4‐LEGGED TRAFFIC SIGNAL LAYOUT
Policy Statement: PS‐RDD‐01 Page 5 of 16
All printed copies, and all electronic copies and versions except the one accessible on the PWA Portal, are considered uncontrolled copies used for reference only
Public Works Authority ‐ Infrastructure Affairs
Roads Design Department
TYPICAL MID‐BLOCK TRAFFIC SIGNAL LAYOUT
TYPICAL T‐INTERSECTION TRAFFIC SIGNAL LAYOUT
Policy Statement: PS‐RDD‐01 Page 6 of 16
All printed copies, and all electronic copies and versions except the one accessible on the PWA Portal, are considered uncontrolled copies used for reference only
Public Works Authority ‐ Infrastructure Affairs
Roads Design Department
3.4 Signal Indications for Traffic
Each signal indication is meant to communicate timely information to oncoming traffic. The signal indication
should be located conspicuously to eliminate any sight distance constraints.
Policy
3.4.1 All new traffic signal lanterns shall be LED.
3.4.2 All new traffic signal aspects shall be 300mm in diameter [QTCM, Part 5, Section 2.6].
3.4.3 Through traffic shall receive full circular indications (R, Y, G)
3.4.4 The Straight‐Up Arrow indication for through lanes shall be used only in special cases [QTCM, Part 5, Section
2.7]
3.5 Mast Arm Signal Heads
Mast arms attached to poles are structures on which traffic signal heads may be provided to improve their
visibility for traffic approaching an intersection.
Policy
3.5.1 Traffic signal heads shall be mounted on mast arms:
When there is more than 1 lane (through or left)
When there is only one approach lane with stopping sight distance constraint
3.5.2 A support system other than a mast arm may be used for 2‐lane approaches in some special circumstances
(context sensitive).
3.6 Raised Left Turn Separator
Raised left turn separators may be used where lane violation is high and control via pavement markings does
not yield compliance.
Policy
3.6.1 A raised left turn separator shall be installed for left turns unless otherwise constrained by right‐of‐way.
3.6.2 Unless the designer provides specific justification to do otherwise, the nose of a raised left‐turn separator
and the nose of the main median separator extend an equal distance into the intersection. Raised median
separators should not interfere with the path of any traffic movement. .
3.6.3 The minimum width of a left‐turn separator shall be 1.2m.
3.7 Extension Lines for Multiple Left‐Turn Lanes at Intersections
Extension lines guide traffic on multiple turning lanes (or through lanes in some cases) to navigate through an
intersection safely.
Policy
3.7.1 White extension lines (Marking M106) shall be installed for multiple (2 or more) left‐turn lanes [QTCM, Part
6, Section 3.1.11].
3.8 Yellow Box
The painted Yellow Box (Marking M207) is meant to discourage traffic from blocking an intersection to avoid
possible gridlock. However, this can result in masking the left‐turn lane extension lines causing hazardous
conditions.
Policy Statement: PS‐RDD‐01 Page 7 of 16
All printed copies, and all electronic copies and versions except the one accessible on the PWA Portal, are considered uncontrolled copies used for reference only
Public Works Authority ‐ Infrastructure Affairs
Roads Design Department
Policy
3.8.1 A painted Yellow Box may be installed at signalized intersection. Yellow Box proposals should be supported
with adequate assessment of level of congestion and the likelihood of spillback blockage. The proposal
should also consider at what stage of the Design Life this may be necessary so that a recommendation for
a future implementation may be proposed.
3.9 Pedestrian Clearance Interval
Pedestrians assume a sense of protection that while crossing an intersection a conflicting movement will not
be released.
Policy
3.9.1 The pedestrian clearance interval (Flashing Green Man) shall be calculated based on a normal walking
speed of 1.2 meters per second [QTCM, Part 5, Section 2.20.2.3]. The entire crossing distance shall be
factored into the calculation of the pedestrian clearance interval. No other factor can be used in an attempt
to decrease the pedestrian clearance interval (such as assumption of pedestrians walking faster during the
latter part of the interval).
3.9.2 An initial start‐up time (invitation to cross) of 7 seconds should be provided for the (steady) Green Man
phase.
3.10 Pedestrian Crossing at Right‐Turn Slip Lane
Safety of pedestrians crossing right‐turn slip lanes at signalized Intersections shall be reviewed. Where
there is a sight distance constraint for pedestrians who are crossing the slip lane, a 3‐aspect (Right‐Arrowed)
signal head arrangement may be installed to warn and stop traffic. The provision of Signal controlled
crossing at right‐turn slip lanes is subject to justification of pedestrian safety needs supported by an
assessment of all contributing factors such as the Vehicle‐ Pedestrian level of conflict. In the case that the
pedestrian safety needs will only be realized sometime after the Opening Date, the designer should provide
the infrastructure elements (e.g. ducts) and provide proposals for future provision
Policy
3.10.1 The signal head shall stay flash yellow at all times unless otherwise actuated by pedestrian. [[A signal head
that is sometimes or usually dark will not be noticed by motorists. [Note, for example, the southeastbound‐
to‐southwestbound right turn at the Al Corniche Street/Conference Center intersection.]
3.10.2 The signal indications should follow the sequence as laid out in the exhibit below:
Pedestrian Arrival: Flashing yellow (red for pedestrian)
Pedestrian Call: Steady yellow (red for pedestrian)
Pedestrian Walk: Red (green for pedestrian)
Pedestrian Don’t‐Walk: (red for pedestrian)
No Pedestrian: Flashing yellow (red for pedestrian)
3.10.3 Where a Right‐Turn exit is controlled by the Yield‐Sign, then the Right‐turn phase should be tied to the
adjacent through phase.
Policy Statement: PS‐RDD‐01 Page 8 of 16
All printed copies, and all electronic copies and versions except the one accessible on the PWA Portal, are considered uncontrolled copies used for reference only
Public Works Authority ‐ Infrastructure Affairs
Roads Design Department
Policy Statement: PS‐RDD‐01 Page 9 of 16
All printed copies, and all electronic copies and versions except the one accessible on the PWA Portal, are considered uncontrolled copies used for reference only
Public Works Authority ‐ Infrastructure Affairs
Roads Design Department
3.11 Traffic Signal Design Plans
Design plans should be clear and precise and shall contain the following information consistent with Roads
and Maintenance Department (RMD) requirement (see attachment A):
Policy
Sheet 1: Traffic Signal Layout
Sheet 2:
o Phasing Diagram [QTCM‐2.2]
Sheet 3:
o Ducting Details
o Cabling Details
Sheet 4: Gantry and Pole Details
Appendix Sheets: Typical Standard Details
3.12 Traffic Signal – Other Standards
Policy
3.12.1 At each intersection, the number of support structures used for signals, signs, lighting, cameras, ITS sensors,
and other street furniture should be minimized.
3.12.2 Gantry Poles should be located at a minimum of 2m from the curb face.
3.12.3 Other poles should be located at a minimum of 1.2m from the curb face.
3.12.4 Median poles shall be located at a minimum of 0.6m from the curb face.
3.12.5 Median poles shall be located at a minimum of 1.75m from the nose.
3.12.6 Pedestrian push buttons should be within 1.5m of (extension of) crosswalk.
3.12.7 Mast arm length shall be maximum of 19.8m.
3.12.8 All pole baseplates shall be flush with the finished surface.
3.12.9 All Pedestrian paths should be clear of any obstructions.
3.12.10 Traffic signal controller shall be equipped with communication card to interface with the prevailing
Adaptive Traffic System .
3.12.11 Traffic Signal controller shall be currently able (or retrofitable) to connect to ITS cabinet.
3.13 Emergency Vehicle Preemption (EVP) System
EVP systems are provided to give immediate priority to emergency vehicles while terminating or reducing
the priorities for all conflicting movements.
Policy
3.13.1 All signalized intersection approaches with a functional classification of arterial, or higher, shall be equipped
with an EVP system to facilitate the movement of emergency vehicles. The traffic signal controller shall be
currently able (or retrofitable) to handle the intended operations.
3.14 Retro‐Reflective Street Name Signs
These are reflective aluminum plates which provide efficient recognition of the street name by all road
users approaching an intersection.
Policy
Policy Statement: PS‐RDD‐01 Page 10 of 16
All printed copies, and all electronic copies and versions except the one accessible on the PWA Portal, are considered uncontrolled copies used for reference only
Public Works Authority ‐ Infrastructure Affairs
Roads Design Department
3.14.1 Where mast arms are provided at traffic signal intersections, the street name sign shall be mounted on the
mast arm.
3.14.2 Street name signs may be mounted on a pole in the absence of a mast arm, taking into consideration the
applicable vertical and horizontal clearance requirements.
3.14.3 All street name signs should have a dual tie‐in safety system, i.e., typical strap brackets and safety cable.
3.15 Clearance Interval
A clearance interval is used to guarantee that conflicting traffic will not be released before the subject
movement clears an intersection.
Policy
3.15.1 The Flashing Green indication should not be used at any new or newly signalize intersection [QTCM, Part
5, Section 2.4.2].
3.15.2 There shall be a Steady Yellow for minimum of 3 seconds. The Steady Yellow time shall be calculated based
on the speed of approaching traffic and the distance required to clear the intersection (Table A).
3.15.3 There shall be a steady All‐Red for minimum of 2 seconds.
TABLE A - Yellow Change Interval Chart
Approach Speed Yellow Interval
(km/h) (seconds)
40 or less 3.0
48 3.2
56 3.6
64 3.9
72 4.3
80 4.7
3.16 Right‐Turn Provision When There is No Island
Where a dedicated right‐turn slip lane is not provided, undue delay is incurred to the right‐turning traffic
which must wait for an entire cycle to make a right‐turn.
Policy
3.16.1 There should be a signal head with flashing yellow right‐turn arrow to allow right‐turning motorists to come
to a stop, look for conflicting traffic, and make a turn when it is safe to do so.
3.16.2 The flashing yellow right‐turn arrow should become a full circular green during the adjacent green phase.
3.17 Cabling and Ducting Detail
It is important to call out cabling and ducting details correctly on the plans to avoid confusion during
construction.
Policy
3.17.1 The designers should use the following scheme for Cabling and Ducting details:
Policy Statement: PS‐RDD‐01 Page 11 of 16
All printed copies, and all electronic copies and versions except the one accessible on the PWA Portal, are considered uncontrolled copies used for reference only
Public Works Authority ‐ Infrastructure Affairs
Roads Design Department
Policy Statement: PS‐RDD‐01 Page 12 of 16
All printed copies, and all electronic copies and versions except the one accessible on the PWA Portal, are considered uncontrolled copies used for reference only
Public Works Authority ‐ Infrastructure Affairs
Roads Design Department
3.18 Traffic Signal Heads for Public Transport
For public transport systems requiring a dedicated right‐of‐way (e.g., tram, light rail, etc.), a distinct traffic
control system is provided. [QTCM, Part 5, Section 7.1]
Policy
3.18.1 For public transport systems sharing the right of way (ROW) with other transportation modes, e.g. bus
priority measure:
3.18.1.1 The signal head shall consist of only one aspect.
3.18.1.2 The one‐aspect signal head shall be provided with a monochrome (White) bar or dots.
3.18.1.3 The indications on the bar system shall be as follows:
Horizontal
Vertical
Diagonal
3.18.1.4 The signal head may be mounted either as a stand‐alone on a pole or in conjunction with a regular
(3‐aspect) traffic signal assembly.
3.18.1.5 When mounted with the traffic signal assembly for vehicles, the one‐aspect signal head shall be
placed on top.
3.18.2 For public transport systems operating within a dedicated right of way (ROW), the signal head shall consist
of a regular (3‐aspect) traffic signal assembly.
3.19 Traffic Signal Heads for Shared Through & Left turn lanes
There are instances when an approach lane to a signalized intersection must be shared by the through and
left‐turn movements.
Policy
3.19.1 If there is one lane which is shared by the through and left‐turn movements and there is no other exclusive
left‐turn lane, then a 3‐aspect traffic signal head should be installed (see below).
3.19.2 If there is one lane which is shared by the through and left‐turn movements and there are also one or more
exclusive left‐turn lanes, then traffic signal heads with left arrows shall be installed for the exclusive lanes
and a 4‐aspect signal head should be installed for the shared lane (see below).
3.19.3 Alternately, a 4‐aspect signal head may be installed as needed as depicted in QTCM (Vol 1, Part 5, Figure
3.1).
Policy Statement: PS‐RDD‐01 Page 13 of 16
All printed copies, and all electronic copies and versions except the one accessible on the PWA Portal, are considered uncontrolled copies used for reference only
Public Works Authority ‐ Infrastructure Affairs
Roads Design Department
3.20 Traffic Signal Loop Detectors
At an approach to a signalized intersection, vehicle detection is needed to allow the controller to provide
priority to each movement on an as‐needed basis. Vehicle detection can be provided by several devices, of
which the ground‐cut inductive loop detector is widely used.
Policy
3.20.1 Each lane approaching a signalized intersection shall be equipped with a loop detector.
3.20.2 The loop detector shall be installed at 3m and 30m from the stop line.
3.20.3 The size of a loop detector shall be as follows:
2m x 4m
3.21 Traffic Signal Visibility
At signalized intersections, motorists waiting behind a stop line (during red phase) should be able to see the
traffic signal faces at all times with ease. Therefore, it is important that traffic signal heads be located within
the horizontal and vertical cones of vision of the motorists (as shown in the exhibit).
Policy
3.21.1 Traffic signals should be located within the 20° horizontal cone of vision.
3.21.2 Traffic signals should be located within the 15° vertical cone of vision.
3.21.3 The minimum vertical clearance of a traffic signal head mounted on a mast‐arm overarching a roadway
shall be 6m from finished surface.
3.21.4 A far‐side, mast‐arm‐mounted traffic signal head shall be located at a minimum of 20m from a stop line.
3.21.5 Consideration shall be given, when designing and installing traffic signals, to special weather and
environmental conditions, e.g., sunrise and sunset.
Policy Statement: PS‐RDD‐01 Page 14 of 16
All printed copies, and all electronic copies and versions except the one accessible on the PWA Portal, are considered uncontrolled copies used for reference only
Public Works Authority ‐ Infrastructure Affairs
Roads Design Department
Policy Statement: PS‐RDD‐01 Page 15 of 16
All printed copies, and all electronic copies and versions except the one accessible on the PWA Portal, are considered uncontrolled copies used for reference only
Public Works Authority ‐ Infrastructure Affairs
Roads Design Department
4 Policy Position
This document shall be read in conjunction with QTCM and QHDM. The policy in the document is intended to
take immediate effect on Local Roads as well as Highway Program Projects in the following manner:
1. Projects in Design: Implement subject to Impact Assessment to be carried out by the GEC. No impact is
expected for projects in Concept or Preliminary Design stage while impact may be expected on projects at
an advance Detailed Design stage.
2. Projects between Design and Tender: Implement, subject to Impact Assessment, of the document except
Policy 3.2 “Staggered Crossing” due to expected significant impact on design. However, to avoid
impacting an imminent tendering process, projects with forecast Construction start earlier than Q2 2017
will either be excluded or treated separately (Tender Circular).
3. Projects in Construction: Implement, subject to Impact Assessment, of the document except Policy 3.2
“Staggered Crossing” due to expected significant impact on design.
This policy statement supersedes all other documents including but not limited to Interim Advisory Note (IAN)
017.
Policy Statement: PS‐RDD‐01 Page 16 of 16
All printed copies, and all electronic copies and versions except the one accessible on the PWA Portal, are considered uncontrolled copies used for reference only