Abu Dhabi Urban Street Design Manual English (Small) FINAL
Abu Dhabi Urban Street Design Manual English (Small) FINAL
Abu Dhabi Urban Street Design Manual English (Small) FINAL
Table of Contents
Abu Dhabi Urban Street Design Manual
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Abu Dhabi Urban Street Design Manual
Page ii
Abu Dhabi Urban Street Design Manual
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Abu Dhabi Urban Street Design Manual
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Chapter 1 - Foundation
1.1 Introduction
1.2 Manual Intent
1.3 Manual Jurisdiction
1.4 Key Design Principles
1.5 Manual Goals
1.6 Design Flexibility
The metro rail network Dhabi International Airport via Capital
include cross-platform interchanges kilometres apart, except
The metro network will consist of City (along Airport Road and Hamdan
with the main loop. areas along Hamdan Str
approximately 130 kilometres of two-way Street to the Central Business District
A dedicated airport expr
track and frequent stations throughout four station) and on to Saadiyat via Suwa 4. A spur will connect Shamkah to the
will run directly from the
sections: and Reem is planned for completion by Mohammed bin Zayed City loop and
District station, featuring
2015 to accommodate the current high serve as a direct link to Capital City.
and special train cars fo
travel demand. Pending further investigation, it may
The Abu Dhabi Urban Street Design Manual has been The Abu Dhabi Urban Planning Council (UPC) and
commissioned by the Abu Dhabi Urban Planning the Department of Transport (DOT), in conjunction P
Council (UPC) to address the needs of the growing with the municipalities of Abu Dhabi, Al Ain, and Al Abu Dhabi
International
population and a desire to improve pedestrian Gharbia, as well as the Abu Dhabi Police (ADP), have P
Airport
facilities to create more walkable communities. This developed the Abu Dhabi Urban Street Design Manual P Capital City
(future)
Manual has been developed to address the following as a tool for the continuing implementation of the
needs: 2030 Plans for all three municipalities making up the Metro
To accommodate existing driver behavior which emirate of Abu Dhabi. It is part of the DOTs mandate P
Metro Stops
is unique to the Emirate of Abu Dhabi due to the to deliver an effective, multi-modal transport P
To design streets that create a safe environment Mixed Use - Special Tourist Recreation
Mixed Use - Light Industrial / Artisan
To introduce fine-grained street networks that street design process integrates the needs of different Natural Open Space
Forest / Woodland / Shelter Belt
Farms / Agriculture
allow greater route choice for pedestrians and agencies, including the Department of Municipal
Archeological Site
Desert Reserve
Desert Reserve / Aquifer
improve the capacity and efficiency of the Affairs (DMA), UPC, DOT, ADP, and Civil Defense,
OTHER
Utility / Infrastructure
Wadi
Roads
Emirates urban streets. and shall be undertaken by multiple professionals, Al Ain 2030 Land Use Framework
Urban Growth Boundary
Dam Walls
International Border
The Manual introduces to Abu Dhabi the concept engineers, civil engineers, and landscape architects. 1:50,000 @ 1.27 m x 0.9 m Paper size N directives for specific sites or areas.
59,760
L
53
16,500
120,000
overall street composition and shows how this and The Abu Dhabi Urban Street Design Manual will be
.
.
the traveled way are combined to provide an overall updated regularly as new data and experience with Silaa Ruwais
Mirfa
balanced street network for all modes of transport. best practices become available. Please check the Ghayathi
.
UPC and DOT websites for the latest version before Madinat Zayed
.
Chapter 1 Page 2
Abu Dhabi Urban Street Design Manual
Chapter 1 - Foundation
1.3 Manual Jurisdiction 1.4.1 The Best Transport Plan Is a Good Land 1.4.4 Street Connectivity Enhances Capacity
Use Plan and Allows Smooth Traffic Flow
For the purpose of this Manual, urban streets are
all streets within the existing and planned urban Streets are not just for movement, but for supporting By creating a network of many connected streets,
areas of the Emirate, except for rural roads and the land uses along them, including space for caf wide streets can be avoided and vehicle flow can be
urban freeways (as shown in the Abu Dhabi Surface seating, social exchange, children playing, and public improved while simultaneously increasing pedestrian
Transport Master Plan). Urban areas are defined in plazas. Streets are for the enjoyment of residents and comfort and safety. A connected street network
the maps contained in the Plan Abu Dhabi 2030, Plan visitors and the economic success of businesses along reduces the amount of vehicle kilometers traveled
Al Ain 2030, and Plan Al Gharbia 2030 plans. Refer them. by providing direct linkages. When coupled with
to separate DOT guidelines for the design of rural an effective multi-modal transport system, it can
1.4.2 Good Street Design Starts with
roads and urban freeways. Where ambiguity arises decrease congestion and idling rates at junctions and
Pedestrians improve overall capacity.
regarding the jurisdiction of a particular street, consult
with the UPC. The worlds great cities are delightful and safe for
1.4.5 Street Design Reflects Plan 2030 Goals
walking, resulting not only in reduced rates of driving,
for Abu Dhabi Emirate
1.4 Key Design Principles but also improved public health. Streets throughout
the Emirate will be designed to emphasize family, The Abu Dhabi Urban Street Design Manual reinforces
The standards and guidelines in this Manual are based hospitality, inclusiveness, and pedestrian access the Abu Dhabi vision established by the 2030 Plans
upon the following key design principles: to neighborhood facilities, including mosques and for three municipalities: Abu Dhabi City, Al Ain, and Al
The best transport plan is a good land use plan. schools. Shading and cooling methods will be Gharbia. The guiding principles of these documents
developed to ensure comfort. Streets shall also feel require the conservation and protection of the natural
Good street design starts with pedestrians. secure for all users, including women and children, at environment, conscious and deliberate design of the
A well designed street network provides safety for all times of day and night. public realm, especially streets, and a proper land use
all modes of transport. program that enhances and reinforces Abu Dhabis
1.4.3 A Well Designed Street Network Provides
unique cultural identity.
Street connectivity enhances capacity and allows Safety for All Modes of Transport
smooth traffic flow. 1.4.6 Street Design Supports Estidama
The design process in this Manual creates safe,
Principles
comfortable, and aesthetic street environments that
Street design reflects Plan 2030 goals for Abu
provide a genuine choice of movement. All streets By designing streets to accommodate all modes of
Dhabi Emirate.
should be designed to accommodate pedestrians, transport, using landscaping and associated irrigation
Street design supports Estidama principles. cyclists, transit riders, and motorists so that all modes thoughtfully, and enhancing pedestrian comfort, a
offer an attractive choice. Safety is achieved through significant reduction to Abu Dhabis carbon emissions,
The street design process within the Manual balances speed management and enforcement. Application of urban heat gain effect, and water consumption can be
all of the above principles through integrated design Universal Design principles (see 6.2) also ensures safe made.
and multiple, quantitative measures of success. and easy access to enhance the social function of
Designers, urban planners, civil and traffic engineers, streets as public spaces.
and others will work together to enhance the quality
of streets throughout the Emirate.
Chapter 1 Page 3
Abu Dhabi Urban Street Design Manual
Chapter 1 - Foundation
1.5.2 Safety
Abu Dhabis streets will be safe for all users at all
times of the day, especially for pedestrians, and
with a particular emphasis on children, older adults,
and people with impaired mobility. Safety will be Provide a continuous pedestrian network and adequate accommodation to ensure pedestrian safety.
achieved in the following ways:
The reduction in total crashes, injuries, and
fatalities by targeting speed, network design, and
prioritization of vulnerable users.
Application of this Manual, educational campaigns
for all users, monitoring and effective enforcement
of existing laws, and the introduction of
strengthened laws and regulations.
Chapter 1 Page 4
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Chapter 1 - Foundation
Chapter 1 Page 5
Abu Dhabi Urban Street Design Manual
Chapter 1 - Foundation
Chapter 1 Page 6
Chapter 2 - Manual Approach
2.1 Introduction
2.2 Conventional Approach
2.3 Emerging Practices
2.4 Emirate Approach
2.5 Applying the Manual
Abu Dhabi Urban Street Design Manual
Chapter 2 - Manual Approach
Chapter 2 Page 2
Abu Dhabi Urban Street Design Manual
Chapter 2 - Manual Approach
2.4 Emirate Approach 2.4.1 Changing Land Use Context As the street progresses, it changes in nature and
performs different functions for all the existing modes
In order to provide a high quality urban street The land use context will, in many cases, change
of transport - pedestrians, bicyclists, and motor
environment two basic influencing factors need to be along the same street. This change needs to be
vehicles - in the different urban settings.
considered and balanced. These factors are: reflected in the design of the street as it adapts to
meet the needs of its surroundings. More intensive
Land use context Khaleej Al Arabi in Abu Dhabi City also provides an
land uses may require greater provisions for transit,
example of a street passing through a variety of land
Transport capacity wider sidewalks, greater network connectivity, and in
uses and changes in density. Figure 2.3 illustrates
some cases, more travel lanes.
this change as Khaleej Al Arabi moves from a
Only when both of these factors are given appropriate predominantly residential neighborhood near Al Saada
consideration can a truly urban street design be Liwa Road in Madinat Zayed, Al Gharbia, provides
Street, through a mix of community facilities and
achieved. It is with this fundamental approach that an example of a single street that passes through
park space, to finally meet the Corniche road with its
the design concepts contained within this Manual a series of different land use contexts (Figure 2.2).
surrounding high density mixed land use.
have been developed.
Figure 2.2 Liwa Road in Madinat Zayed Figure 2.3 Khaleej Al Arabi Land Use Context
Chapter 2 Page 3
Abu Dhabi Urban Street Design Manual
Chapter 2 - Manual Approach
2.4.2 Street Typology Street family names are: use area as a City Boulevard. A medium capacity street
Boulevard: a high vehicle priority 3+3 street (three in an industrial area becomes an Industrial Avenue.
The Manual defines streets with a two name
lanes in each direction). Dimensions for each of these street types, including
convention. The first name, the Context name, is
sample cross sections, are found in Chapter 5.
based on the urban land use, such as Residential or Avenue: a medium vehicle priority 2+2 street
Commercial. The second name, the Street Family (two lanes in each direction). In cases where there is a dedicated transit lane on
name, refers to the transport capacity of the street.
the street, the transit lane will not be counted in the
Street: a low vehicle priority 1+1 street (one lane
definition of the street family name. For example, a
Context names are defined in detail in Chapter 5 and in each direction).
2+2 street with one lane of transit in either direction
summarized below:
Access Lane: a very low vehicle priority 1+1 in a mixed use city context will be referred to as a
City Mixed use Central Business Districts street (one lane in each direction). This could also City Transit Avenue.
(CBD) and high density neighborhoods with high be a one-lane shared street.
levels of pedestrian activity, where buildings are Urban streets should not exceed 3+3 lanes unless
typically seven stories and higher. otherwise approved through the exceptions process
Note that the terminology used to define the
Town Mixed use areas with medium levels of street typology (i.e. Boulevard, Avenue, etc.) is for described in Chapter 4. Higher projected volumes of
pedestrian activity, where buildings are typically professional use; it is possible that the public naming traffic should be accommodated in the street network
three to six stories. of the streets will follow different conventions. layout through the addition in the number of streets
and the distribution of traffic over a larger area, or by
Commercial Areas throughout the city intended Table 2.1 illustrates the 24 potential combinations of providing enhancements to other modes of travel.
to provide a variety of working, shopping, and standard street types. Using this table it is possible to
service options and convenience. define a high capacity street in a high density mixed
Residential Areas that provide a variety of
Transport Capacity Land Use Context
housing opportunities, allowing for densities
Street Residential
varying from villa to multi-dwelling residential Family Vehicle Travel City Town Commercial No Active
(1-3 Industrial
buildings. Priority Lanes (7stories +) (3-6 stories) (1-3 stories)
stories)
Frontage
Industrial Areas for businesses that have Town Commercial Residential Industrial General
potential to create adverse visual, noise, or Boulevard High 3+3 City Boulevard
Boulevard Boulevard Boulevard Boulevard Boulevard
other impacts to adjoining public and residential
properties. Uses include warehousing and Commercial Residential Industrial General
Avenue Medium 2+2 City Avenue Town Avenue
distribution with support commercial services, Avenue Avenue Avenue Avenue
ancillary office space, and labor camps.
Commercial Residential Industrial General
Street Low 1+1 City Street Town Street
No Active Frontage Places where no buildings or Street Street Street Street
land uses front onto the street, such as a perimeter
wall around a palace or residential neighborhood. Very 1+1 Commercial Residential Industrial General
Access Lane City Access Town Access
These areas experience low levels of pedestrian Low 1 shared Access Access Access Access
activity.
Table 2.1 Naming Combinations
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Abu Dhabi Urban Street Design Manual
Chapter 2 - Manual Approach
Boulevard
Avenue
Street
Access
Lane
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Chapter 2 - Manual Approach
Table 2.2 provides examples of streets as classified Abu Dhabi drivers are noted for their high rate
with the new street typology. of compliance with traffic signals. As a result,
the Manual tends to emphasize use of signalized
2.5 Applying the Manual junctions and pedestrian crossings in order to
maximize safety, rather than assuming motorists
The 2030 Plans guide the Emirates transition will yield to pedestrians. Similarly, to enhance
toward more sustainable land use planning. In the pedestrian safety, the Manual restricts the use of
same fashion, this Manual guides the transition of unprotected left- and U-turns on larger streets.
the Emirates streets toward a more multi-modal,
walkable, low-carbon future. Changing from Abu Modern European concepts of shared roadway
Dhabis current auto-oriented streets and driving space, including removal of all curbs, junction
behaviors, however, will present certain challenges. controls, and signage from major junctions, are
not included in this Manual except on very low
volume, low speed streets. As motorists become The Manual will emphasize the use of signalized
To be effective, the new street designs presented
more accustomed to the presence of pedestrians junctions and pedestrian crossings in order to
here should be supplemented with ongoing
and more aware of pedestrian right-of-way, maximize safety.
enforcement of laws regarding safe driving behavior
particularly reduced vehicle speeds and yielding shared space concepts may be introduced.
to pedestrians in urban areas. In addition, new
streets require a public education campaign aimed at This Manual prescribes a typical design process,
changing the culture of transport in the Emirate. The provided in Chapter 4, but also recognizes that some
educational campaign should address the Emirates streets require flexibility when the typical standards
great diversity, ensuring that there is a common may not be appropriate. Chapter 5 defines standard
understanding of the rules of the road. Beyond dimensions and cross sections for streets throughout
improving compliance with traffic laws, however, the the Emirate. The majority of the Emirates urban
education effort should also provide encouragement streets fall under these standards while others require
of more walking, bicycling, and transit use, even as a customized approach.
the networks for these modes are being developed.
As the Emirate continues to develop and change,
While this Manual represents a significant departure these and other considerations should be revisited
from past practice, it remains a transitional continually through local data collection and analysis, The Emirate of Abu Dhabi will shift its focus from
document, recognizing that driver behavior and rates and consideration of the worlds best practices. a vehicle-dependent society to adopt an integrated
of walking in the Emirate are different from Europe multi-modal transport system.
and North America. While moving the Emirates
streets toward the future envisioned in the 2030
Plan, the Manual acknowledges current conditions in
many ways, including the following:
Chapter 2 Page 6
Chapter 3 - Design Priorities
& Parameters
3.1 Introduction
3.2 Cultural Inspiration
3.3 Climate & Geography
3.4 Design Considerations
3.5 Design Methods
Abu Dhabi Urban Street Design Manual
Chapter 3 - Design Priorities & Parameters
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Abu Dhabi Urban Street Design Manual
Chapter 3 - Design Priorities & Parameters
3.4 Design Considerations for all users. The following design dimensions and Pedestrians walk at speeds ranging from 0.8 to 1.8
parameters shall be considered and used where meters per second. For safety in critical situations,
When undertaking the design of urban streets in the appropriate for street design. such as estimating pedestrian crossing times at
Emirate of Abu Dhabi it is imperative to balance the junctions, designers shall accommodate a walking
needs of all travelers: 3.4.1 Pedestrians
speed of 1.0 meter per second. Figure 3.1 provides
Pedestrians Pedestrians in Abu Dhabi have unique needs and the design dimensions for pedestrians.
characteristics that shall be considered as part of
Transit riders Mobility Considerations
every street design project. These include:
Bicyclists Shelter, shade, protection, and comfort to address In November 2006, the United Arab Emirates Federal
extreme temperatures and solar exposure, Government passed the UAE Disability Act (Federal
Motor vehicle drivers Law No. 29/2006). The law was enacted to protect
particularly during the humid summer months.
the rights of people with special needs. In accordance
In order to design a successful street incorporating Cultural needs, such as privacy for women and with this law, equitable access and related facilities
an attractive and welcoming pedestrian environment, accessibility to mosques from the public realm. must be accommodated in all aspects of design.
it is important to establish standard design criteria Special consideration should be given to older adults
as they may use wheelchairs or motorized carts to
Design Priorities
In line with the Plan 2030 goals that promote walking and the creation of a sustainable city
environment, the user priorities governing the design of all urban streets throughout the Emirate
shall be:
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Abu Dhabi Urban Street Design Manual
Chapter 3 - Design Priorities & Parameters
travel along pedestrian routes. When walking, they Accommodating Women and Children 3.4.2 Transit
may travel at slower rates and have less mobility, or
Specific accommodation should be provided to Transit patrons have basic needs such as safety,
they may have sight and hearing impairments.
address the safety and security of women and security, and comfort at waiting areas. They also
children in street design. Separated waiting areas and need to be able to cross streets efficiently and
Design parameters for all pedestrians include:
visual buffers should be installed in locations that conveniently to access transit stops. Some transit
A maximum pedestrian crossing distance of women frequent. riders have mobility, sight, or other impairments that
13 meters. See Chapter 5 for techniques on limit their ability to drive, walk, or bicycle, so they
shortening pedestrian crossing distances and Children are expected to walk along and cross all rely on transit as their primary mode of transport.
providing median refuges. urban streets in the Emirate, and they may use
Smooth, slip resistant surfaces and unobstructed many residential streets and access lanes for playing. Design parameters for transit are covered by various
travel ways. Special care should be taken to ensure the safety documents available from the DOT. Figure 3.3
of children, especially near schools, playgrounds, provides simple spatial dimensions for buses and
Multi-sensory warnings such as audible warnings mosques, community centers, and neighborhood trams.
and message systems, tactile warnings, and raised stores. Children are less visible to drivers and they are
and Braille letters for communication. limited in their judgment of speed, sound direction,
and distance of oncoming vehicles.
Refer to Chapter 6 for additional design details related The Pedestrian Realm
to accessibility within the pedestrian realm.
Pedestrians are mainly accommodated in the space
between a building or lot line and the curb within the
street right-of-way. Throughout this Manual, this
space is referred to as the pedestrian realm and is
composed of four zones:
The frontage zone provides room for activities
along building frontages.
The through zone is an unobstructed pedestrian
path of travel.
1.8 m 1.8 m
The furnishings zone is used for placement of
shade structure, landscaping, signing, and other
facilities.
1.8 m
1.8 m
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Chapter 3 - Design Priorities & Parameters
3.4.3 Bicycles 3.4.4 Motor Vehicles Lanes of appropriate width without excess
Bicycles provide an extremely efficient means Details on design parameters for motor vehicles are No shy areas or shoulders between travel lanes
of transport. All urban street design for new and found throughout this Manual, including parking and curbs
reconstructed streets in the Emirate of Abu Dhabi standards, street cross sections, and junction design
shall accommodate bicyclists in accordance with the details. No super-elevation
provisions in Chapter 5 and DOTs requirements. On-street parking
Design speed is a speed selected to determine the
Typical bicycling speed is 15-20 km/h. However, various design dimensions of the traveled way, Tight curb return radii at junctions and elimination
bicyclists can travel as slow as 5 km/h or up to 30 and sometimes the timing of signals. On streets in or reconfiguration of high-speed channelized right
km/h. Figure 3.4 provides design dimensions for Abu Dhabi, the vehicular design speed shall directly turns
bicyclists. correlate with the desired travel speed of the motor
Spacing of signalized junctions and
vehicles, or target speed.
synchronization of signals to the desired speed
Bicycle facilities may be provided in the pedestrian
realm in the form of cycle tracks, or within the Target speed ranges from 15 to 60 km/h for the Paving materials with texture (crosswalks,
traveled way as bicycle lanes or yield lanes. Cycle street types described in this Manual. TheCHAPTER
lower8 end
INTERSECTION ELEMENTS
junctions) detectable by drivers as a notification
tracks and bicycle lanes are dedicated bicycle paths, of this speed range is a key characteristic of a safe of the possible presence of pedestrians
whereas yield lanes are not delineated and share and walkable world class city. Dimensions for motor
vehicles are illustrated in Figure 3.5. Vertical shifts, such as raised pedestrian crossings
motor vehicle travel lanes.
and junctions where appropriate
Pedestrian space - The following design factors contribute to speed Gateway elements and other appropriate devices
two people walking management and should be incorporated into the to reduce speeds at urban settings
street design process as suitable in urban areas:
Curb extensions
2.3
Bicycle facilities
3.4.5 Emergency Vehicles When proposing narrow, single-lane streets, 3.4.6 Freight & Servicing
designers shall work closely with Emergency
The general principle concerning emergency service Developments that attract heavy goods vehicles will
Services to ensure adequate emergency vehicle
vehicles is to design streets so that they may use require areas where trucks may be turned safely and
access while maintaining high levels of traffic safety.
more of the street than automobiles may legally and conveniently, parked securely when not in use, and
Consideration should be given to:
properly use. This principle is important, because loaded easily and efficiently without disrupting other
if the occasional large emergency vehicle becomes Locating fire stations and providing adequate traffic. New developments that require this type of
the design vehicle for a street, the result will be staffing so that smaller, more specialized facility must accommodate movement and turning
excessively large streets that encourage speeding, emergency service vehicles that are compatible maneuvers within their site boundary and not create
putting traffic safety at odds with fire safety. with narrow streets can be used. larger than necessary streets to accommodate this
Providing frequent fire hydrants with a sufficiently activity (refer to site design requirements from the
Emergency service vehicles shall be allowed to: high level of water pressure in order to reduce fire UPC). See Figure 3.7 for design dimensions for Freight
Use transitways, bicycle lanes, and bicycle paths truck size and the need for added on-truck water Vehicles.
storage and pumping.
Mount sidewalk curbs as necessary to turn
corners Creating connected street networks that allow
emergency vehicle access to all buildings, and
Complete turns by crossing over centerlines into
providing alternate routes should one street be
opposing traffic
blocked.
Cross raised medians as necessary to bypass
Providing staging areas on narrow streets to
traffic queues by using opposing lanes of traffic
accommodate stabilizers and access to onboard
Control traffic lights to clear queues and avoid equipment.
delay Figure 3.6 provides spatial dimensions for Emergency
Reverse in traffic in order to complete turns or Vehicles.
maneuver around obstacles
Figure 3.6 Emergency Vehicle Design Dimensions Figure 3.7 Freight Vehicle Design Dimensions
(meters) (meters)
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Chapter 3 - Design Priorities & Parameters
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Chapter 3 - Design Priorities & Parameters
Chapter 3 Page 8
Chapter 4 - Design Process
4.1 Introduction
4.2 Phase I: Gather & Present Information
4.3 Phase II: Develop Conceptual Design
4.4 Phase III: Evaluate & Review Design
4.5 Phase IV: Finalize Design
4.6 Design Flexibility For Fixed Right-of-Way Dimensions
4.7 Exceptions
4.8 Integration with the Approvals Process
Abu Dhabi Urban Street Design Manual
Chapter 4 - Design Process
4.1 Introduction 4.1.1 Integrating the Street Network Layout & 4.1.2 Phases of the Design Process
Street Design Process The design process applies to all street design
The planning, design, and approval process within the
Manual shall be used for the development of all new No matter the scenario, street network, new street, scenarios and entails four phases:
and retrofit street design and the development of all or retrofit, the design process is essentially the same. Phase I: Gather and present information
street networks, new and existing. For all designs, Land use directs design for streets and networks,
connectivity and safety must be addressed in the and the design must cater to pedestrians, transit, Phase II: Develop conceptual design
design process. bicycles, and motor vehicles in their priority order as Phase III: Evaluate and review design
established in Chapter 3. This rationale allows for one
A fine-grained network of small, interconnected process to guide all aspects of street design, whether Phase IV: Finalize design
streets and short block lengths provides an inviting it is for new streets, retrofit streets within fixed
environment for walking, bicycling, and transit rights-of-way, or street network layout. Figure 4.1 provides a brief overview of the design
use, thereby reducing vehicle trip generation. By process as it follows these four phases. At the
distributing traffic across many streets, designers completion of Phase I, II and III a formal submission
can avoid building wide streets that will be difficult shall be made to the relevant authority and approval
and potentially dangerous for pedestrians to cross. obtained before progressing to the following phase.
A strong network of streets can also decrease the
number of vehicle kilometers traveled by increasing
route choice and providing multiple alternatives. This Not Accepted
network, in turn, has the positive impact of reducing
Accepted
vehicle idling at junctions.
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Abu Dhabi Urban Street Design Manual
Chapter 4 - Design Process
4.2 Phase I: Gather & Present Figure 4.2 Phase I: Gather & Present Information
Information Not Accepted
At the beginning of the design process, the UPC, DOT,
and local municipality must be approached in order Accepted
to compile information relating to the existing and
planned conditions. Based on discussions with these Phase I: Phase II: Phase III:
organizations, the designer must determine if there Phase IV:
are other design requirements that must be met by Gather & Develop Evaluate
Finalize
other agencies. Present Conceptual & Review
Design
Information Design Design
Figure 4.2 provides a list of information that needs
to be collated and presented during this phase. This
list is intended as a guide and is considered to be the 4.2.1 Land Use Influence (UPC)
minimum required. Additional information as deemed
necessary by any of the approving agencies should be 4.2.2 Transport Requirements (DOT)
included. 4.2.3 Existing Environment (DMA / Research)
Once compiled, all of the gathered information must be 4.2.4 Estidama + Water Budget (UPC / DMA)
illustrated in a Context Plan as illustrated in section 4.3.
4.2.5 Urban Design (DMA / Plan 2030)
4.2.1 Land Use Influence
4.2.6 Utility Requirements (Utility Providers)
Information on the existing and proposed land use(s)
must be presented on the Context Plan. Land use
influences all aspects of street design, including
4.2.2 Transport Requirements 4.2.3 Existing Environment
the general layout of streets within communities, For all street design projects, contact the DOT for Gathering information on key environmental factors is
the activities taking place along the street, and the guidance on the expected volume of traffic. Designers necessary for developing a sustainable design. Such
volumes of pedestrian activity, bicycle activity, transit should also consult with the DOT to determine information includes topography, wind direction, sun
usage, and traffic to be accommodated. In line with priorities for bicycles, buses, trams, and metro, noting patterns, key views of the natural context such as
this Manuals approach, land use dictates the street special treatment as needed for these modes. Lane a shoreline or hill, and natural or landscape features
context name (see Table 2.1). capacity and initial traffic volumes shall be addressed such as unusual soil type, adjacent oasis, or wadi.
in line with DOTs latest requirements.
To determine the overall land use context, consult New streets in an existing development area will also
with the UPC for the relevant Plan 2030, land use Determining the transport capacity provides the need to respect existing built environment features
maps, and site plans for any planned or existing information necessary to determine the street family such as landmarks, existing community areas, and
nearby developments. name (see Table 2.1). Information on transport open spaces.
requirements, along with land use influence, is
essential in determining street type.
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Chapter 4 - Design Process
4.2.4 Estidama An analysis of potential views and vistas should also 4.2.7 Context Plan
direct some design elements. For example, mosques
The UPC or municipality can provide details on Using the information gathered on land use, transport
may be made more prominent within a community if
how Estidama principles apply to urban streets, requirements, and natural and built environmental
they are placed at the end of T junctions to create
particularly with regard to the provision of shade, conditions, develop a context plan that shows the
terminating vistas. Design consideration may also
the allocation of irrigation for landscaped areas, and planned and proposed conditions of the network or
be given to streets that act as gateways into special
the minimization of urban heat effect. Since a water street within its surrounding context. Note strengths
districts.
budget will be provided, the designer will need to and opportunities during this stage of the design
concentrate available landscape water in locations 4.2.6 Utility Requirements process.
that most benefit pedestrians.
It is important that utility requirements are identified Remaining information that was collected in this
4.2.5 Urban Design and agreed upon in the early stages of design, and phase of the design process should be presented in
Streets are an expression of a places identity. Consult that communication and coordination with the a separate report noting transport needs, Estidama
with the municipalities, the local 2030 Plans, and utility providers is maintained throughout the design direction from the UPC, urban design direction from
any detailed area plans for guidance on potential or process. Right-of-way restrictions may arise at local municipalities, and utility requirements as
proposed unique urban design objectives for the area. this stage and must be addressed during the design prescribed by utility providers.
process by using flexible provisions outlined in
section 4.6. Figure 4.3 provides an example of the information to
be provided in the context plan.
Approvals will be required from each of the utility
providers before street design may move into
construction.
restaurant hotel lobby
TRANSIT
WIND DIRECTION
MIXED USE
RESIDENTIAL
park entrance
HOTEL
MIXED USE OFFICE
mosque
public park ACTIVITY
NODE
Figure 4.3 Context Plan
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Chapter 4 - Design Process
4.3 Phase II: Develop Conceptual Design Figure 4.4 Phase II: Develop Conceptual Design
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higher pedestrian volumes. In the traveled way, Figure 4.5 Identifying the Pedestrian Network
wider medians provide refuge for a larger volume
of pedestrians at crossings. Active land uses that
generate high levels of pedestrian activity may be
determined, and the location of schools, restaurants,
mosques, and other specialized uses should be
considered. This level of detail informs the next steps
of the street design process.
4.3.2 Identify Pedestrian Networks
The analysis of land uses and specialized activity
areas provide information on pedestrian destination
and flows. Consider which routes will require the
greatest provision of shade at different times of
the day. Ensure that median transit stops have safe
pedestrian crossings at both ends of the platform
and that pedestrian through zones accommodate
the projected volumes of pedestrian flow. Using the
pedestrian crossing guidelines in Chapter 5, lay out a
preferred pedestrian network considering pedestrian
volume, junction and mid-block crossings, refuge
accommodation, and connections into adjacent
blocks; see Figure 4.5.
4.3.3 Identify Transit Networks
It is important to determine the type, frequency,
alignment, and expected routes for planned transit.
4.3.4 Identify Bicycle Networks 4.3.5 Identify Vehicle Networks
This information should have been gathered in Phase
I from the DOT (4.2.2 Transport Requirements). In During this phase of the street design process, Use the information gathered in Phase I of the design
Phase II of the design process, the type of facility the type of facility and expected volumes need to process to determine the number of lanes necessary
required to accommodate the projected volumes of be estimated in accordance with the information to accommodate projected vehicle volumes and
transit riders must be determined. The location for gathered in Phase I from the DOT on the proposed allocate on-street parking where there is demand.
supporting facilities should also be identified. Special bicycle network. Consider land uses and specialized Junction design should be given special consideration
consideration must be given to junction design and activity areas, and provide bicycle parking where high and expected turning movements should be identified
stop location at this point. volumes of bicycle stops are expected. Ensure that to enhance the capacity of street networks.
bicycles facilities are safe; do not use bicycle lanes
and yield lanes on high priority traffic streets.
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For the efficient design of networks, it is important Figure 4.6 Initial Concept Plan
to ensure that there is sufficient connectivity created
by using through streets. The recommended spacing
for these are shown in Section 5.10.3. Sufficient
route choice shall be provided for all main centers and
external connections.
Smaller streets, including Streets and Access 4.3.6 Determine Cross Sections 4.3.7 Transfer into Plan
Lanes, may be designed with short straight lengths Once a streets context name and family name have Once the typical cross sections are assigned, the
connected by deflections of 15 to 30, or even been determined through an analysis of the land use street corridor should be transferred into an initial
by turns of 45 or more - sometimes becoming a context and transport capacity, respectively, the street concept plan. This detail should be added to all
different street in the process. It is acceptable to typology as established in Chapter 2 may be applied to existing or planned land uses and natural features in
design new curved Avenues and Streets in order to further guide the design process. Standard dimensions the surrounding context. All of the applicable street
celebrate a special feature such as a park, bay, hilltop, and cross sections are provided in Chapter 5. facilities should be noted in the Conceptual Plan,
etc., in which case such streets are called crescents. including travel lanes, medians, parking, bicycle
Crescents should adopt a regular geometric form such Street type must also be determined for all side and facilities, and the four zones of the pedestrian realm.
as a semicircle or a segment of an oval. intersecting streets. Transit and bicycle facilities must Sight distance requirements should be noted at this
be included when developing the cross sections. It stage to ensure clear visibility.
is recommended that a number of alternative cross
sections be developed for each street type to respond The plan should detail the main study street and all
to differing land use frontages. side and intersecting streets, including sikkas and other
pedestrian passageways. The extent to which the side
and intersecting streets should be designed should be
confirmed with the UPC, DOT, and the local municipality.
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4.3.8 Locate Street Elements Transit stop and bicycle parking areas (pedestrian An example of this step is to rationalize interaction
and bicycle) areas into junctions using guidelines provided
Street elements including tram stops, bus stops, taxi
in section 5.10. Optimal locations for signalized
lay-bys, metro station entrances, and major utilities Street crossings (pedestrian, transit, bicycle, and
crossings should be determined in this step. On
must be incorporated in the Conceptual Plan. Chapters vehicle)
Boulevards, minimize driveways and determine
5 and 6 provide guidance on including these elements It is important to consider the potential flows and where signalized pedestrian-only crossings are
in the street design without over-sizing the street volumes of movement for all user groups. This necessary to serve the pedestrian network. While
right-of-way. Figure 4.6 illustrates the development will aid in the next step of the design process: the the best traffic calming measures are well designed
of a concept plan with street elements. rationalization of solutions. narrow streets, physical traffic calming measures
are sometimes required and are therefore to be
4.3.10 Rationalize Solutions
4.3.9 Note Interaction Areas on Plan considered throughout the design process.
After determining the context and user interactions
Interaction areas occur where multimodal networks along a street, apply the priority of street users to Every street will have different user networks and
intersect and design elements cause potential rationalize solutions for interaction and conflict desire lines; the application of standard solutions
obstructions. Figure 4.7 identifies the different user areas. The safety of all street users should not must be informed by context-driven requirements.
zones. From this identification the user interaction be compromised; pedestrians and bicycles are All conflicts must be considered in relation to
and conflict areas can be shown. These areas will considered most vulnerable. Chapters 5 and 6 provide each other, as each potential solution will result in
generally include the following: detailed guidance for this process. variations in the street design. It may be possible to
Main junctions (all users) combine solutions for specific locations; however,
Secondary access points (all users) these combinations should never be at the expense
of pedestrians as they are the most vulnerable street
users.
secondary
transit stop
access point
Interaction Zone
Furnishings Zone
street crossings
Through Zone
Bicycle
main junction
Bus Stop
Figure 4.7 Identification of Interaction Zones
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4.3.11 Begin Urban Design & Landscape Figure 4.8 Phase III: Evaluate & Review Design
Planning
Not Accepted
Determine where to locate the highest level of
investment in landscape water and design features. Accepted
These investments should typically occur where there
will be the highest concentration of pedestrians such
Phase I: Phase II: Phase III:
as at junctions, transit stops, and along pedestrian Phase IV:
through zones near major destinations. The design is Gather & Develop Evaluate
Finalize
then detailed and finalized in Phase IV of the process. Present Conceptual & Review
Design
Information Design Design
4.4 Phase III: Evaluate & Review
Design
All designs must undergo evaluation and review 4.4.1 Conduct Transport Study
by the UPC, DOT, ADP, DMA, and the relevant
municipality, along with other approval agencies 4.4.2 Conduct Safety Audit
as required. A design may be finalized only after
4.4.3 Conduct Street Design Audit
it demonstrates that it meets the Plan 2030 goals,
Estidama principles, and direction from the approval 4.4.4 Apply Performance Measures
agencies. Figure 4.8 lists types of studies, audits,
4.4.5 Submit Plans to Reviewing
and performance measures that must be conducted
Agencies
before submitting the Conceptual Plans for approval
to the UPC. Where the design needs to be adjusted,
review and re-evaluate. The review process may street design addresses the needs of the projected on a street such that an Avenue becomes a Boulevard,
require designers to go back and gather extra demands, as dictated by the land use and other a Street becomes an Avenue, etc. These iterations
information, or simply to adjust the Conceptual previously collected information. continue until the needed capacity is achieved. In
Design. the network layout process, the fewest number of
4.4.1 Conduct Transport Study With regard to motor vehicle capacity, if excess Boulevards and Avenues should be used to achieve
capacity is present, reduce the number of lanes more pleasant, walkable, environments.
Using DOTs Transport Impact Study guidelines, such that Boulevards become Avenues and Avenues
evaluate facilities and ensure that the projected 4.4.2 Conduct Safety Audit
become Streets, etc. Where additional capacity is
volumes of the varying modes are being needed, break up large blocks by adding through The Manual recognizes pedestrians and bicyclists
accommodated in the selected capacity measures. streets until the minimum spacing criteria as provided as the most vulnerable street users; however, it is
in Chapter 5 is achieved. Should further capacity essential that safety concerns are addressed for all
Evaluation of pedestrian, transit, and bicycle require accommodation, increase the number of lanes modes of transport. Conduct a safety audit as per the
facilities should be conducted to determine that the DOT and ADPs requirements.
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4.4.3 Conduct Street Design Audit 4.5 Phase IV: Finalize Design 4.5.2 Detailed Landscape & Streetscape
To determine if the Conceptual Design meets the Design Plans
Once the approval agencies accept the Conceptual
projects larger goals, a qualitative street audit Design, it must be finalized and prepared for a In the detailed landscape and urban design plans,
provides designers with a list of questions (see Table detailed planning review in accordance with the identify materials, shade structures, plants, water
4.1). The criteria are presented in general terms design parameters established during the conceptual usage, and other necessary elements. Specify
and may not apply to all street design conditions. design review. The detail provided in these plans locations of signage, lighting structures, and utility
Note that such a design audit should be applied at must ensure that the street design is sensitive to works, along with all pavement markings.
all stages of design development. This is intended as adjacent land uses on the street level, and that it
an iterative process in order to achieve the highest complies with Universal Design requirements and This step should result in a series of plans depicting
quality spaces. The final audit will be submitted Estidama principles. Chapter 6 provides guidelines for the location of facilities, supported by illustrations
to the UPC, along with a written discussion by the this detailed level of design. and written material that describe the details of the
design team describing what has been done to meet design elements and their facilities. Adherence to
each criterion. 4.5.1 Civil Engineering Drawings the design parameters established by the approval
These drawings should include details of all geometric agencies should be demonstrated.
4.4.4 Apply Performance Measures
elements, including radii and lengths of straights,
This part of the evaluation and review phase will elevations, and grades to provide suitable longitudinal
be prescribed by the UPC and DOT. Performance dimensions and cross falls to ensure positive drainage,
measures may test the accessibility, connectivity, and avoid standing water, and eliminate obstacles for all
cordon capacity of a street or street network. Details users.
of performance measures are shown in Appendix A.
4.4.5 Submit Plans to Reviewing Agencies
Not Accepted
Once an internal review of the street design process is
complete and the design is adjusted accordingly, plans Accepted
and supporting documentation must be submitted to
the reviewing agencies. Major design parameters are Phase I: Phase II: Phase III:
set at this stage and must be met during Phase IV of Phase IV:
Gather & Develop Evaluate
the process for approval of the final detailed design. Finalize
Present Conceptual & Review
Design
Information Design Design
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4.7 Exceptions If, in the opinion of the approval agency, the applicant 4.8 Integration with the Approvals
has presented conformance with sufficient elements
The typical cross sections in Chapter 5 may not be of the above, the approval agency may: approve the
Process
appropriate for all streets, and designers may apply request, as presented; deny the request; or approve The design of urban streets and networks throughout
for a design exception to address unusual conditions. the request with conditions or modifications as the the Emirate of Abu Dhabi requires approval from a
All exceptions will be reviewed by the Review approval agency deems appropriate. Once approved, number of agencies throughout the design process.
Committee (see section 9.2). The exceptions process the exceptions process must continue in the same Section 4.4 of the Manual explains the evaluation
allows for innovative design throughout the Emirate, fashion as the general design process outlined in this and review process and provides guidance on the
but requires further information during the approvals chapter, keeping in mind the accepted exceptions. In required audits and performance measures. This
process. Design exceptions fall into two categories. no case shall the approval agency approve a design it section provides a timeline of events and lists a non-
4.7.1 Category 1 Exception believes will compromise user safety. exhaustive list of deliverables to ensure that the
urban street design process is integrated with the
In the event that designers wish to vary from the 4.7.2 Category 2 Exception
UPCs Development Review Process (Figure 4.12).
standard cross section dimensions in Chapter 5 but In the event that practitioners wish to vary from the
still lie within the allowable ranges of dimensions for minimum and maximum dimensions in Chapter 5, 4.8.1 Step 1: Enquiry Meeting
retrofit streets, the following additional information is the designer will be required to provide a description This step takes place during the first phase of street
required for the approval process: of the extraordinary circumstances that justify design. Consultation with lead agencies ensures all
Development of the proposed cross section an exception from the use of the allowed retrofit the available information is gathered so that it may be
dimensional ranges. presented on Context Plans.
Justification for the desired difference(s)
If, in the opinion of the approval agency, the applicant 4.8.2 Step 2: Pre-Concept Stage
Example graphics or photos of the desired
condition has presented full and adequate conformance with all Once the first phase of the street design process is
of the above, the approval agency may: approve the complete, the conceptual design must be developed.
Explanation of why the proposed condition will request, as presented; deny the request; or approve Consultation is necessary at this step for developing
produce a better result than the preferred street the request with conditions or modifications as the the Conceptual Design and incorporating the required
design approval agency deems appropriate. Once approved, information to ensure safety and quality in design.
A description of any proposed innovation in street the exceptions process must continue in the same Internal review of the process occurs at this step
design fashion as the general design process outlined in this until the conceptual plan is ready for Step 3 of the
chapter, keeping in mind the accepted exceptions. In Approvals Process.
A description of the land use(s) supporting the no case shall the approval agency approve a design it
special condition requested and how the proposed believes will compromise user safety.
design better serves these uses
A description of how the proposed street design
conforms with the principles and goals in Chapter
1 of this Manual
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4.8.3 Step 3: Concept Planning Review Pedestrian, transit, and bicycle networks as 4.8.4 Step 4: Detailed Planning Review
applicable
Prepare and submit a concept planning application Once concept planning approval is granted, applicants
with a concept plan(s) to the lead agency to ensure Preliminary junction requirements must finalize their design in order to apply for detailed
compliance with the Abu Dhabi Urban Street Design planning review. Detailed planning review addresses
Manual. Include materials as directed in Step 1, such Connectivity and accessibility calculations for new more specific street design issues, such as:
as: networks as required by approval agencies
A description of how the conceptual design
A description of how the conceptual design Transport study to determine overall development conforms with the principles and goals outlined in
conforms with the principles and goals outlined in capacity and transport network in accordance Chapter 1 of this Manual (including the application
Chapter 1 of this Manual with DOTs latest requirements Estidama principles as directed by the UPC and
local municipality)
Existing and/or proposed land uses, including Street safety and quality audits
entrances, driveways, and parking A Transport Impact Study (in line with the DOT
Any other special requirements
documentation)
Street layout and conceptual cross sections, noting
street type All street cross sections, identifying street type
Details on pedestrian, bicycle and transit facilities
What determines whether the
application is reviewed by Universal Design considerations (see Chapter 6)
UPC or the Municipality? BUILDING PERMITS
Does the proposal have one or Landscaping and urban design details
more of the following
ENQUIRY characteristics?
.Pre than one building
ABU DHABI/AL AIN
Junction details
.Pre than detached villas
*GBredevelopment, an increase in built-up area /WESTERN REGION
or height, or change of land use
$SFBUJPOPGOFXQMPUTPVUTJEFUIFVSCBOHSPXUI
boundary
MUNICIPALITY
(ALL DEPTS INCLUDING
Impact on utilities and planned new utility
YES
"DJWJDPSJOTUJUVUJPOBMTUSVDUVre (excluding
mosques, and educational institutions below
college level)
NO
BUILDING PERMITS)
Architectural and regulatory
corridors
-PDBUJPOXJUIJOB61$EFOFE4QFDJBM%JTUSJDU specifications of infastructure and
then it must go "OZSJHIUTPGXBy, public areas, or other space buildings reviewed and approved
through UPC reveiw for public use Then it goes to
ADM for
review permits
Collation of geotechnical information
UPC REVIEW
Project goals and character
identified and a way forward
Topographic survey data
determined
EXTERNAL
AGENCY INPUT AGENCY REVIEW
AS NEEDED
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Chapter 4 - Design Process
not accepted
accepted
TIS
Start
Concept Detailed
Approvals Enquiry Pre-Concept
Planning Planning
Process Meeting Stage
Review Review
All major design Confirmation
parameters are set that design
at this stage detail is
consistent with
approval
Construction
Permitting
Figure 4.13 Integrating the Design Process with the UPCs Approvals Process
Chapter 4 Page 16
Chapter 5 - Street Design Elements
5.1 Introduction
5.2 Street Composition
5.3 Standard Cross Sections
5.4 Flexible Dimensions for Restricted Right-of-Way
5.5 Additional Street Types
5.6 Designing for Pedestrians
5.7 Designing for Transit Users
5.8 Designing for Bicyclists
5.9 Designing for Motor Vehicles
5.10 Junction Design
5.11 Traffic Calming Measures
Abu Dhabi Urban Street Design Manual
Chapter 5 - Street Design Elements
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Chapter 5- Street Design Elements
Section Example 1: Avenue with Transit Median Example 2: Boulevard with Frontage Lane
Pedestrians
1 5.6
Transit Users
Side Bus / Tram
2 5.7
Center Bus / Tram
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steps, architectural elements, utilities, window horizontally and vertically clear and provide a direct Edge Zone
shopping, signs, displays, and similar features. connection along pedestrian desire lines. The edge zone is adjacent to on-street parking or
Keep this space as narrow and clear as possible so Provide a firm, smooth, slip-resistant surface. motor vehicle lanes. The edge zone provides space
that people may walk and stand in the shadow of to open a car door. It is where pedestrians wait
Increase the width of the through zone in places for taxis or buses. This zone is often where street
buildings.
that will attract high volumes of pedestrians, such lights, signals, traffic signs, parking meters, electric
Vertical changes between the pedestrian realm as near Metro station entrances, malls, and other car recharge stations, and other street-related
grade and ground floor levels should be addressed major destinations. infrastructure are placed. These elements may also
internally within buildings as a last resort in the be placed in the furnishings zone, particularly on
frontage zone. Do not substitute steps with a low Furnishings Zone narrower streets, or on the side median where there
wall or a series of low walls. The furnishings zone is where street furniture, is a frontage lane.
Construct the frontage zone at the same grade and necessary utility equipment, trees, landscaping, transit Provide 4.5 m vertical clearance in the edge zone
level as the through zone. stops, and other features such as kiosks, sidewalk for tall vehicles.
cafs, and vendors may be located.
The surface material should be the same as the Combine furnishings zone and edge zone where
Consolidate and organize furnishings to maximize necessary for transit stops and taxi lay-bys. If
through zone, but accent paving or color may be public use and benefit.
used to delineate and distinguish the frontage this is not possible, provide a minimum of 1.5 m
zone from the through zone. Break up the furnishings zone to provide horizontal clearance where pedestrians are likely
pedestrians access to crossings, taxi lay-bys, bus to wait for taxis or buses.
Through Zone stops, and other facilities.
The through zone is an obstacle-free space Bicycle Facilities
Provide screening and buffering of utility fixtures
for pedestrian movement. It must remain both A cycle track may be included in the pedestrian realm,
in this zone while maintaining clear access for
between the furnishings and edge zones, to provide
utility providers for maintenance.
bicyclists with a dedicated right-of-way separate
Refer to Chapter 6 for additional guidance related from the traveled way. Coordination is required with
to streetscape furnishings. the DOT to determine the specific facilities required.
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Figure 5.3 The Function of the Pedestrian Realm Zones 5.3 Standard Cross Sections
The following dimension tables and cross sections
have been organized according to the Emirates land
use context categories: City, Town, Commercial,
Residential, Industrial, and No Active Frontage. The
tables and cross sections presented use a color code
to identify the street design elements that compose
the pedestrian realm and the traveled way. Where
space within the cross section fulfills multiple
functions or accommodates multiple modes, this is
reflected by the use of colored bars in the tables and
cross sections.
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Boulevard 0.8 3.5 1.5 - 3.0 2.0 0.5 - 1.5 n/a n/a n/a n/a n/a 3.5 3.3 6.0
with Frontage Lane 0.8 3.5 1.8 - 3.0 n/a 0.5 2.3 2.8 2.0 n/a n/a 3.5 3.3 6.0
Avenue 0.8 3.0 1.5 - 2.0 2.0 0.5 - 1.5 n/a n/a n/a 2.5 2.0 3.5 3.3 6.0
with Frontage Lane 0.8 3.0 1.5 - 2.0 n/a 0.5 2.3 2.8 2.0 2.5 2.0 3.5 3.3 6.0
Street 0.5 2.8 1.2 - 1.8 n/a 0.5 n/a n/a n/a 2.3 2.0 3.0 n/a n/a
Access Lane n/a 1.8 n/a n/a 0.5 n/a n/a n/a n/a n/a 3.0 n/a n/a
Optional
Chapter 5 Page 6
Access Lane (in Mixed-Use City Context)
Standard City Boulevard (with Frontage Lane) Standard City Access Lane
2.8 m 3.5 m 3.3 m 3.3 m 6.0 m 3.3 m 3.3 m 3.5 m 2.0 m 2.8 m 2.3 m 3.0 m 3.0 m
Travel/ Transit Stop Curb Lane Travel Lane Travel Lane Center Median Travel Lane Travel Lane Curb Lane Side Travel Parking Curb Curb
Lane Median Lane Lane Lane
1 4 5 4 5 4 5 4 1 1 4 1
3 2 4 2 3 3
2.0 m 2.5 m 3.5 m 3.3 m 6.0 m 3.3 m 3.5 m 2.5 m 2.0 m 2.3 m 3.0 m 3.0 m 2.3 m
Cycle Parking Curb Lane Travel Center Median Travel Curb Lane Parking Cycle Parking Curb Lane Curb Lane Parking
Track Lane Lane Track
1 3 1 4 5 4 1 3 1 1 4 1
2 4 2 2
3
5.8 - 9.3 m 5.8 - 9.3 m 5.0 - 5.6 m 5.0 - 5.6 m
Pedestrian Realm Traveled Way Pedestrian Realm Pedestrian Realm Traveled Way Pedestrian Realm
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with Frontage Lane 0.8 3.5 1.8 - 3.0 n/a 0.5 2.3 2.8 2.0 n/a n/a 3.5 3.3 6.0
Avenue 0.8 3.0 1.5 - 2.0 2.0 0.5 - 1.5 n/a n/a n/a 2.5 2.0 3.5 3.3 6.0
with Frontage Lane 0.8 3.0 1.5 - 2.0 n/a 0.5 2.3 2.8 2.0 2.5 2.0 3.5 3.3 6.0
Street 0.5 2.4 1.2 - 1.8 n/a 0.5 n/a n/a n/a 2.3 2.0 3.0 n/a n/a
Access Lane n/a 1.8 n/a n/a 0.5 n/a n/a n/a n/a n/a 3.0 n/a n/a
Optional
Chapter 5 Page 8
Access Lane (in Mixed-Use Town Context)
2.0 m 3.5 m 3.3 m 3.3 m 6.0 m 3.3 m 3.3 m 3.5 m 2.0 m 3.0 m 3.0 m
Cycle Transit Stop Curb Lane Travel Lane Travel Lane Center Median Travel Lane Travel Lane Curb Lane Cycle Curb Curb
Track Track Lane Lane
1 3 1 4 5 4 1 3 1
1 4 1
2 4 2 3
2.3 m 2.3 m
7.3 - 10.8 m 7.3 - 10.8 m Traveled Way
Pedestrian Realm Traveled Way Pedestrian Realm Pedestrian Realm Pedestrian Realm
2.0 m 2.5 m 3.5m 3.3 m 6.0 m 3.3 m 3.5 m 2.5 m 2.0 m 2.3 m 3.0 m 3.0 m 2.3 m
Cycle Parking Curb Lane Travel Lane Center Median Travel Curb Lane Parking Cycle Parking Curb Lane Curb Lane Parking
Track Lane Track
1 3 1 4 5 4 1 3 1 1 4 1
2 4 2 2
3
5.8 - 9.3 m 5.8 - 9.3 m 4.6 - 5.2 m 4.6 - 5.2 m
Pedestrian Realm Traveled Way Pedestrian Realm Pedestrian Realm Traveled Way Pedestrian Realm
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with Frontage Lane 0.5 2.5 1.5 - 1.8 n/a 0.5 2.3 2.8 2.0 n/a n/a 3.5 3.3 6.0
Avenue 0.5 2.2 1.5 - 1.8 2.0 0.5 - 1.5 n/a n/a n/a 2.5 2.0 3.5 3.3 6.0
with Frontage Lane 0.5 2.2 1.5 - 1.8 n/a 0.5 2.3 2.8 2.0 2.5 2.0 3.5 3.3 6.0
Street 0.5 2.0 1.2 - 1.5 n/a 0.5 n/a n/a n/a 2.3 2.0 3.0 n/a n/a
Access Lane n/a 1.8 n/a n/a 0.5 n/a n/a n/a n/a n/a 3.0 n/a n/a
Optional
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Boulevard with Frontage Lane (Commercial Context)
Standard Commercial Boulevard (with Frontage Lane) Standard Commercial Access Lane
3.0 m 3.0 m
Curb Curb
2.8 m 3.5 m 3.3 m 3.3 m 6.0 m 3.3 m 3.3 m 3.5 m 2.0 m 2.8 m 2.3 m Lane Lane
Travel Transit Stop Curb Lane Travel Lane Travel Lane Center Median Travel Lane Travel Lane Curb Lane Median Travel Parking
Lane Lane 1 4 1
1 5 4 4 3
4 5 5 4 1
3 2 4 2 3 2.3 m 2.3 m
Traveled Way
5.0 - 5.3 m 5.0 - 5.3 m Pedestrian Realm Pedestrian Realm
Pedestrian Realm Frontage Lane/ Traveled Way Frontage Lane/ Pedestrian Realm
Side Median Side Median
2.0 m 2.5 m 3.5m 3.3 m 6.0 m 3.3 m 3.5 m 2.5 m 2.0 m 2.3 m 3.0 m 3.0 m 2.3 m
Cycle Parking Curb Lane Travel Lane Center Median Travel Lane Curb Lane Parking Cycle Parking Curb Lane Curb Lane Parking
Track Track
1 3 1 4 5 4 1 3 1 1 4 1
2 4 2 2
3
4.7 - 8.0 m 4.7 - 8.0 m 4.2 - 4.5 m 4.2 - 4.5 m
Pedestrian Realm Traveled Way Pedestrian Realm Pedestrian Traveled Way Pedestrian
Realm Realm
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with Frontage Lane 0.5 2.2 1.5 n/a 0.5 2.3 2.8 2.0 n/a n/a 3.5 3.3 5.0
Avenue 0.5 2.0 1.5 2.0 0.5 - 1.5 n/a n/a n/a 2.3 2.0 3.5 3.3 5.0
with Frontage Lane 0.5 2.0 1.5 n/a 0.5 2.3 2.8 2.0 2.3 2.0 3.5 3.3 5.0
Street 0.3 1.8 1.2 - 1.5 n/a 0.5 n/a n/a n/a 2.3 2.0 3.0 n/a n/a
Access Lane n/a 1.8 n/a n/a 0.5 n/a n/a n/a n/a n/a 3.0 n/a n/a
Optional
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Access Lane (Residential Context)
Standard (Residential
Boulevard Residential Context)
Boulevard Standard Residential Access Lane
2.3 m 2.3 m
7.7 m 7.7 m Traveled Way
Pedestrian Realm Traveled Way Pedestrian Realm Pedestrian Realm Pedestrian Realm
Street (in Residential Context)
Avenue (in Residential Context)
2.0 m 2.3 m 3.5 m 3.3 m 5.0 m 3.3 m 3.5 m 2.3 m 2.0 m 2.3 m 3.0 m 3.0 m 2.3 m
Cycle Parking Curb Lane Travel Lane Center Median Travel Lane Curb Lane Parking Cycle Parking Curb Lane Curb Lane Parking
Track Track
1 3 1 4 5 4 1 3 1 1 4 1
4 2
3
4.5 - 7.5 m 4.5 - 7.5 m 3.8 - 4.1 m 3.8 - 4.1 m
Pedestrian Realm Traveled Way Pedestrian Realm Pedestrian Traveled Way Pedestrian
Realm Realm
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with Frontage Lane 0.5 2.0 1.5 n/a 0.5 3.5 4.0 2.0 n/a n/a 3.5 3.5 5.0
Avenue 0.5 2.0 1.2 - 1.5 2.0 0.5 - 1.5 n/a n/a n/a 3.5 2.0 3.5 3.5 5.0
with Frontage Lane 0.5 2.0 1.5 n/a 0.5 3.5 4.0 2.0 3.5 2.0 3.5 3.5 5.0
Street 0.3 1.8 1.2 n/a 0.5 n/a n/a n/a 3.5 2.0 3.5 n/a n/a
Access Lane n/a 1.8 n/a n/a 0.5 n/a n/a n/a n/a n/a 3.5 n/a n/a
Optional
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Access Lane (Industrial Context)
Standard Industrial Boulevard (with Frontage Lane) Standard Industrial Access Lane
4.0 m 3.5 m 3.5 m 3.5 m 5.0 m 3.5 m 3.5 m 3.5 m 2.0 m 4.0 m 3.5 m 3.5 m 3.5 m
Travel Lane Transit Stop Curb Lane Travel Lane Travel Lane Center Median Travel Lane Travel Lane Curb Lane Side Travel Lane Parking Curb Curb
Median
Lane Lane
1 4 5 4 5 4 5 4 1 1 4 1
2 4 2 3
4.5 m 4.5 m
2.3 m 2.3 m
Pedestrian Frontage Lane/ Traveled Way Frontage Lane/ Pedestrian
Traveled Way
Realm Side Median Side Median Realm Pedestrian Realm Pedestrian Realm
3.5 m 3.5 m 3.5 m 5.0 m 3.5 m 3.5 m 3.5 m 3.5 m 3.5 m 3.5 m 3.5 m
Parking Curb Lane Travel Lane Center Median Travel Lane Curb Lane Parking Parking Curb Lane Curb Lane Parking
1 4 5 4 1 1 4 1
3 2 4 2 3 2
3
4.2 - 7.5 m 4.2 - 7.5 m
3.8 m 3.8 m
Pedestrian Traveled Way Pedestrian
Pedestrian Traveled Way Pedestrian
Realm Realm
Realm Realm
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Avenue n/a 2.0 1.2 - 1.5 2.0 0.15 - 1.5 n/a n/a n/a 2.3 2.0 3.5 3.3 5.0
Street n/a 1.8 1.2 - 1.5 n/a 0.15 - 0.5 n/a n/a n/a 2.3 2.0 3.0 n/a n/a
Access Lane n/a 1.8 n/a n/a 0.5 n/a n/a n/a n/a n/a 3.0 n/a n/a
Optional
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Access Lane (in No Frontage Context)
Standard
Boulevard (No FrontageNo Active Frontage Boulevard
Context) Standard No Active Frontage Access Lane
1 4 5 4 1
1 4 1
3 2 4 2 3
2
3
3.35 - 7.0 m 3.35 - 7.0 m 2.3 m 2.3 m
Pedestrian Traveled Way Pedestrian Traveled Way
Pedestrian Realm Pedestrian Realm
Realm Realm
Street (in No Frontage Context)
1 4 5 4 1 1 4 1
3 2 4 2 3 2
3
3.35 - 7.0 m 3.35 - 7.0 m
Pedestrian Traveled Way Pedestrian 3.5 - 3.8 m 3.5 - 3.8 m
Realm Realm Traveled Way
Pedestrian Realm Pedestrian Realm
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Cycle Curb Lane Travel Lane Platform Tramway Platform Travel Lane Curb Lane Cycle
Track Track
Pedestrian Realm Pedestrian Realm
1
Example of a City Transit Avenue with Side-Running Tram
4 2
5 5 5
Pedestrian Realm Cycle Platform Tramway Curb Lane Travel Lane Center Median Travel Lane Curb Lane Tramway Platform Cycle Pedestrian Realm
Track Track
1 3 2 4 2 3 1
5
1 1
Chapter 5 Page 18
City Context
Boulevard 0.5 1.5 2.8 4.0 1.2 3.5 1.5 2.5 0.15 2.0 2.0 2.3 2.5 3.0 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 1.2 3.0 1.5 2.5 0.15 2.0 2.0 2.3 2.5 3.0 0.5 4.0 2.1 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 0.15 2.0 n/a n/a n/a n/a n/a n/a 2.1 2.4 1.5 2.5 3.3 3.5 3.0 3.3 n/a n/a
Access Lane n/a n/a 1.8 2.5 n/a n/a n/a n/a 0.15 0.5 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a 2.7 3.0 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 0.15 2.0 2.0 2.3 2.5 3.0 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 1.2 2.4 1.5 2.5 0.15 2.0 2.0 2.3 2.5 3.0 0.5 4.0 2.1 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 0.15 2.0 n/a n/a n/a n/a n/a n/a 2.1 2.4 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 0.15 0.5 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a 2.7 3.0 n/a n/a n/a n/a
Commercial Context
Boulevard 0.5 1.5 2.4 3.0 1.2 3.0 1.5 2.5 0.15 2.0 2.0 2.3 2.5 3.0 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 1.2 2.4 1.5 2.5 0.15 2.0 2.0 2.3 2.5 3.0 0.5 4.0 2.1 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 0.15 2.0 n/a n/a n/a n/a n/a n/a 2.1 2.4 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 0.15 0.5 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a 2.7 3.0 n/a n/a n/a n/a
Residential Context
Boulevard 0.5 1.0 1.8 2.8 1.2 2.0 1.5 2.5 0.15 1.8 2.0 2.3 2.5 3.0 0.5 4.0 n/a n/a n/a n/a 3.3 3.5 3.3 3.3 2.0 5.0
Avenue 0.5 1.0 1.8 2.0 1.2 2.0 1.5 2.5 0.15 2.0 2.0 2.3 2.5 3.0 0.5 4.0 2.1 2.4 1.5 2.5 3.3 3.5 3.3 3.3 2.0 5.0
Street 0.3 1.5 1.8 2.0 1.0 1.8 1.5 2.5 0.15 2.0 n/a n/a n/a n/a n/a n/a 2.1 2.4 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 0.15 0.5 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a 2.7 3.0 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 0.15 2.0 3.3 3.7 3.7 4.0 0.5 4.0 n/a n/a n/a n/a 3.3 3.7 3.3 3.7 2.0 5.0
Avenue 0.3 0.5 2.0 3.4 1.2 2.4 1.5 2.5 0.15 2.0 3.3 3.7 3.7 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 0.15 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 0.15 0.5 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a 2.7 3.0 n/a n/a n/a n/a
No Active Frontage
Boulevard 0.3 0.5 1.8 3.5 n/a n/a 1.5 2.5 0.15 0.5 2.0 2.3 2.5 3.0 0.5 4.0 n/a n/a n/a n/a 3.3 3.5 3.3 3.3 2.0 5.0
Avenue 0.3 0.5 1.8 3.0 n/a n/a 1.5 2.5 0.15 0.5 2.0 2.3 2.5 3.0 0.5 4.0 n/a n/a 1.5 2.5 3.3 3.5 3.3 3.3 2.0 5.0
Street 0.3 0.5 1.8 2.4 n/a n/a 1.5 2.5 0.15 0.5 n/a n/a n/a n/a n/a n/a n/a n/a 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 0.15 0.5 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a 2.7 3.0 n/a n/a n/a n/a
Optional
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Sikka (Pedestrian Way)
5.5.3 Sikka
A Sikka is a pedestrian passageway between Example of a Sikka
properties common throughout the Emirate in
historic and new neighborhoods. No motor vehicles
are accommodated in a Sikka, however bicyclists
may share this space. They can be a useful tool for
increasing the walkability of a neighborhood. The
narrow width of the Sikka (typically 2.5 - 5.0 m)
increases the amount of shading for pedestrians.
5.5.4 Shared Access Lane
The Shared Access Lane is a variation of the
Access Lane in that it provides a single wide lane
that accommodates both directions of travel. The Pedestrian Way
1
pedestrian realm dimensions on a Shared Access Lane
are the same as the standard Access Lane, but the Sikka in Abu Dhabi.
standard travel lane dimension is a maximum of 4.2
m in order to allow a motor vehicle and bicycle to
pass each other when traveling in opposite directions. Example of a Shared Access Lane
The minimum travel lane width is 2.7 m. Shared
Access Lanes are only used on very low volume
streets.
5.5.5 Special Condition Streets
Special streets may include ceremonial streets,
parkways (4+4), and other unique streets. Ceremonial
streets may have wider travel lanes than the standard
cross sections and significantly wider medians. The
pedestrian realm may also be wider with greater Pedestrian Pedestrian
Realm Realm
attention to landscape. Water budget requirements, as
Parking Shared Lane Parking
referred to in section 4.2.4, are especially important 1 4 1
on these streets and will need to be confirmed at the 3
beginning of the design process.
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Avenue
Boulevard
Provide curb ramps to accommodate the change in Provide dynamic timing (countdown) signals.
grade at the ends of crossings.
Provide audible pedestrian signals.
Place in line with and at the same width as the
adjoining walkway or curb ramp. Pedestrian Refuges
The pedestrian route may diverge by no more Minimum width: 2 m (typically 10 m2; 12 m2 on
than 1:5. Boulevards).
Typical width: 3 m; 5 m on Boulevards.
Extend median tips/noses past crossings at
Vehicle stop lines 3 m ahead of the crosswalk, 10 junctions (see Figure 5.5).
m ahead at mid-block crosswalks.
Crossing area to be flush (cut-through).
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max. rise
8.33% 0.6 m ramp
150 mm
150 mm 10 %
max. rise
1.8 m ramp max. rise
1.5 m ramp
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Sidewalk Plaza
platforms, or where transit efficiency is not a priority,
Center
trams may be operated in the curb lane. Trams may
Side
be operated for short distances in the pedestrian
realm or in parks and plazas for specific reasons
(such as to connect across a plaza where the street
grid does not continue). Table 5.3 lists comparative Conflicts with Other Traffic
advantages and disadvantages of each alignment. Tram Speed
Design guidance for tram shall be obtained from DOT.
Pedestrian Waiting Comfort
5.7.3 Bus Rapid Transit Pedestrian/Cyclist Interference
Bus Rapid Transit (BRT) is similar to a tram service Right Turn Interference
in that buses operate mainly in their own right-of- Driveway Interference
way, protected from congestion, with high quality Left Turn Interference
stations. Design guidance for BRT shall be obtained
Pedestrian Realm Vitality
from DOT.
More Right-of-Way Required for
Platforms
High quality Metro station entrance, Paris, France. Advantage Neutral Disadvantage
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Mid-block
Near-side
Far-side
At complex junctions with dual right or left turns, particularly on Boulevards and Avenues near major
place stop on the far side. destinations. At major taxi stands, shade and other
amenities should be provided for waiting passengers.
Eliminate driveways where they interfere with Where the lay-by will compromise the pedestrian
transit operations. Walk Time to Junction
realm or bicycle facilities, eliminate parking on the
frontage lane and/or narrow the combined width of Pedestrian Sight Distance
Bus Stop Design the edge and furnishings zones. Junction Capacity
All bus stops are to offer clear, paved pedestrian Right Turn Conflicts
access, shade, seating, and route information. Other Where taxi lay-bys or bus shelters are provided mid- Approach Sight Distance
amenities include trash receptacle, bicycle parking, block on Boulevards with Frontage Lanes, designers
Cross Traffic Sight Distance
lighting, real-time information display for bus arrivals, may create additional space for waiting passengers
and air-conditioning. by eliminating parking in the frontage lane to expand Increased Chance of Rear-End
Collisions
Curbside bus stop length: the side median, shrinking the furnishings zone, and
re-aligning the frontage lane toward the pedestrian Congested Waiting Area
Near-side: 28 m realm. Where there are transit medians, a shift of Right Turn Capacity
Far-side: 25 m travel lanes into the medians along tramways may Traffic Can Block Junction
Curb extensions at bus stops (bus bulbs) need also provide additional space.
only be long enough to service bus doors. Preferred Acceptable Not Preferred
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5.8 Designing for Bicyclists When locating bicycle lanes adjacent to Facility selection is an iterative process. A higher
on-street parking, reduce parking lane to quality facility will encourage additional ridership,
This section addresses bicycle facilities and provides minimum width and increase bicycle lane including that of children and older adults. Projected
guidance as to their location and bicycle parking. to maximum width. This will encourage ridership volumes will affect the type and width of
Refer to the DOT for standards and details on any motorists to park close to the curb and bicycle facilities. See Figure 5.10 for examples of the
bicycle requirements within the street design area. provide space for motor vehicle doors to open three types of bicycle facilities.
without impeding bicycle travel. Pavement
Important design points include the following: markings may also be used to delineate door Bicyclists can also share space with pedestrians in
Highlight bicycle facilities with colored pavement, zones. some low density areas if projected volumes do not
especially at junctions and other conflict zones. A Yield Lane is a narrow (3.0 m max), low speed warrant a separate facility. Coordination with the DOT
lane that bicyclists and drivers share and generally is necessary to confirm the application of this facility.
Create bicycle facilities that are wide enough for
bicycles with two passengers, especially parents do not pass each other, e.g. Access Lane or
with children. Frontage Lane. The width may be increased in
Industrial contexts.
Design to reinforce that bicyclists are to yield to
pedestrians at all intersection points. Route cycle track behind Passenger waiting area
lay-by depth 2.0 m min.
5.8.1 Bicycle Facility Type & Selection
15.0 m 6.0 m
Bicycle facility selection is largely a function of motor
3.0 m
vehicle speed and volume, plus available width;
facilities will vary along a route just as street type
varies. Bicycle facilities come in three general types.
A Cycle Track any number of facilities reserved
for bicyclists and separated from motor vehicle
Cycle track width
traffic.
reduced to minimum
Where a cycle track passes by a bus stop,
route the track behind the stop (see Figures Figure 5.8 Taxi and Private Bus Lay-By
5.8 and 5.9)
Bicycle Racks
A Bicycle Lane a lane (1.5 2.5 m) reserved
for cyclists. Design to discourage drivers from
blocking bicyclists in the bicycle lane. Include
buffer zones between bicycle lane and on-street
SHELTER
parking and travel lanes.
Where a bicycle lane passes by a bus stop,
route the lane to the back of the stop and
clearly mark it. Cycle track width
Figure 5.9 Typical Bus Stop on Boulevard or Avenue reduced to minimum
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Pedestrian Bicycle
Realm Lane Pedestrian Side Median
Realm
Pedestrian Traffic Lanes
Realm
Typical Cycle Track Typical Bicycle Lane with Parking and Door Zone Typical Yield Lane with Sharrow Making for
Shared Lane
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CHAPTER 5 STREET DESIGN ELEMENTS Chapter 5- Street Design Elements
s,
affic.
ys.
d other
PREFERRED NotDDesirable
NOT ESIRABLE Preferred
Consolidate
Figure 5.36 driveway access.
Medians and fewer driveways reduce conflict points
Figureon sidewalks
5.14 Limited Driveway Access
L &$
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5.9.5 On-Street Parking 5.9.6 Frontage Lanes Frontage Lanes offer a high quality bicycle facility;
Although they are used by motor vehicles, Frontage where provided, additional cycle tracks or bicycle
The standard dimensions and cross sections provided
Lanes are intended to act as a portion of the lanes are not necessary.
in section 5.3 provide guidance for the width and
location of on-street parking. Boulevards may only pedestrian realm and speeds shall be managed
Avoid connections to Frontage Lanes except at
accordingly. Refer to Figures 5.16 and 5.17 for
provide on-street parking through the addition intersecting streets. Cars entering a street from a
examples of frontage zone design.
of a frontage lane. General objectives include the Frontage Lane should be required to stop and yield
following: Frontage Lanes are required when there is a
to traffic on the street.
parking demand on Boulevards; they may also be
Provide 0.5 m horizontal clearance in the edge included on Avenues. At taxi lay-bys and bus stops, it is appropriate
zone where there is parallel on-street parking and to eliminate on-street parking along a Frontage
0.7 m clearance where there is angled parking. It is essential to keep Frontage Lanes as narrow
as possible in order to ensure slow travel speeds. Lane and/or deviate the Frontage Lane into the
Include curb extensions wherever possible at They need not accommodate fire trucks fire Furnishings Zone in order to provide sufficient
crossings, transit stops, and junctions (see section trucks can access buildings from the Boulevards waiting area for transit and taxi passengers along
main travel lanes. the side median.
5.9.7).
Diagonal and perpendicular parking should be Use raised intersections and speed tables where
Angled and perpendicular parking should be avoided along Frontage Lanes because they
avoided except in retrofit cases and on streets Access Lanes or major pedestrian paths intersect
require extra width for the drive aisle and
where there is ground-floor retail and additional therefore encourage excessive speeds. Use Frontage Lanes in order to reduce speeds.
front-door parking is needed. Details of acceptable diagonal and perpendicular parking only on the Specific geometry shall be developed for each
parking configurations for too much right-of-way retrofit situations with significantly excessive
right-of-way and a significant shortage of frontage lane entry and exit, depending on
scenarios are shown in Figure 5.15. individual requirements and conditions.
parking.
Angled parking:
Back-in operation is acceptable because it
enhances visibility between motorists and
bicyclists. Back-in parking requires good
signage and education and may not be
appropriate in all locations.
Head-in operation may be used adjacent to
playgrounds, sidewalk cafes, vendors, etc.
45, 60, or 90 degrees only
Stall width: 2.5 m
Stall projection: 5.0 m
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Speed table
Figure 5.17 Alternative Entry to Frontage Lane Figure 5.18 Curb Extensions Create Parking Pockets Figure 5.19 Left Turn at Median
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Angle Junction
treat as two Y-junctions
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5.10.3 Through Street Junction Spacing Figure 5.21 Town Maximum Spacing Table 5.7 Through Street Spacing Criteria (meters)
It is important to the functionality and capacity of Context Boulevard Avenue Street
street networks and individual streets that suitable Min 400 200 100
spacing is maintained between junctions. City
Max 750 375 175
If junctions are too close to each other, then the Boulevard Min 600 300 140
operational capacity may suffer as traffic queues Town
can back-up if sufficient queuing space is not Max 1000 500 250
available. Avenue Min 1000 400 125
Commercial
If junctions are spaced too far apart from each Max 1500 750 375
Street
other, then there may be insufficient connectivity Min 1000 400 125
Residential
within the overall street network and the overall Max 1500 750 375
capacity of the network will suffer.
Min 800 400 -
Industrial
Table 5.8 Junction Control Matrix Max 1500 750 300
Either of these situations will reduce efficiency and
create vehicle delay. In order to reduce their potential
Boulevard-Boulevard
Boulevard- Avenue
impact, it is preferred that recommended street and
Boulevard-Access
Boulevard-Street
Avenue-Avenue
Avenue-Access
Access-Access
Avenue-Street
Street-Access
Street-Street
junction spacing is maintained where possible.
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5.10.5 Sight Distances 5.10.6 Design Vehicle A junction designed to accommodate a large vehicle
will allow faster turns by smaller vehicles. Figure
Sight distance requirements include the following: Junction design requires consideration of at least four
5.24 illustrates this point: a junction large enough to
Provide curb extensions and restrict parking near design vehicles:
accommodate a WB-15 at 15 km/h allows passenger
crossings to improve visibility between motorists Speed control vehicle - for all street types, this car speeds of 43 km/h, creating an unsafe condition
and pedestrians (see Figure 5.22). is a passenger car, and it is used to determine for pedestrians crossing the street.
maximum vehicle speeds at turns.
Lower vehicle speeds.
Design vehicle a vehicle that must be regularly Table 5.9 lists recommended design and control
Restrict turning movements. vehicle types for streets and junctions. These should
accommodated without encroachment into the
opposing traffic lanes. This vehicle may vary confirmed with the DOT at the beginning of the street
Clear visual obstacles from the pedestrian realm.
depending on street type and context. design process.
It is important to note that that urban, signalized Table 5.9 Junction Control Matrix
Control vehicle a vehicle that infrequently
junctions will have lower sight distance requirements uses a facility and must be accommodated. For Street Family Design Vehicle Control Vehicle
than other junctions. these vehicles encroachment into the opposing Boulevard WB-15M WB-33DM
traffic lanes, multiple-point turns, or minor Avenue (Semitrailer CB) (Double Trailer)
For unsignalized junctions, a minimum clear sight encroachment into the roadside is acceptable.
distance of 25.0 m shall be maintained from the Smeal Aerial
centerline of the side street, a distance of 2.4 m from Non-motorized vehicles on priority bicycle Street City-Bus M RM 100 Fire
the stopline; see Figure 5.23. routes, special design consideration is necessary Truck
for bicycles (see section 5.8). SUM (Medium SUM (Medium
Access Lane
Truck) Truck)
Obstruction Line
2.4 m
Sight
25.0 m
15 km/h
43 km/h
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Chapter 5 Page 41
Outside radius Outside radius
R1 = 12.5 - 20 m R1 = 7 - 10 m
Inside radius Inside radius
CHAPTER 5 STREET DESIGN ELEMENTS
Abu Dhabi Urban Street Design Manual R2 = 6.5 - 15 m R2 = 2 - 5 m
Circulating lane Circulating lane
Chapter 5 - Street Design Elements B=5-6m B=4-6m
Bicycle ramp 1:2 Rumble strip Rumble strip
5.10.10 Roundabouts Deflection 1:5 b1 = 1 - 1.5
needed on adjoining streets depending m the
upon b1 = 1 - 1.5 m
Figure 5.32 Mini-Roundabout Design
to 1:7 Outside radius Outside radius
street type; see Figure 5.32.L = 5 m R1 = 12.5 - 20 m R1 = 7 - 10 m
Modern roundabouts may be used according to Inside radius Inside radius
the Junction Control Matrix in Table 5.8, provided R2 = 6.5 - 15 m R2 = 2 - 5 m
in section 5.10.3. Table 5.10, Modern Roundabout Roundabout R1 geometries will be dependant on Circulating lane Circulating lane
B=5-6m B=4-6m
Criteria Matrix, lists basic design parameters. capacity, which
R 2 shall be identified and presented Rumble
as strip Rumble strip
Bicycle ramp 1:2 B
part of the
Deflection 1:5 Transport Study for DOT. b1 = 1 - 1.5 m b1 = 1 - 1.5 m
to 1:7
Roundabouts shall be designed so that drivers yield b1 L=5m
R1
to pedestrians and bicyclists. Roundabout design There are many several helpful resources that guide R2 B
guidelines include: the design of modern roundabouts
20 mR1 including: www. b1
Cycle track
transitions to roundaboutsusa.com
L and www.trl.co.uk.
R2 B
One-lane roundabouts shall have raised, marked
pedestrian area
crossings. Refer to Figure 5.33 for design guidance 3m R as per designb1 R1
Raised vehicle RBas per design
related to one-lane roundabouts. R2
crosswalk vehicle
20 m b1
Cycle track
Two-lane roundabouts may have raised crossings transitions to L
pedestrian area
across entry and exit areas; see Figure 5.34.The 3m R as per design
R as per design
Raised vehicle
dimensions of a two-lane roundabout will be Table 5.10 Modern
crosswalk Roundabout Criteria Matrix vehicle
Cycle track
determined by the design vehicle and capacity. 2-lane roundabout
Mini-roundabout 1-lane roundabout
Roundabouts with moreFigure 5.x Design
than two lanes for
areOne
notLane Roundabout (signalized)
recommended without initial approval from the Maximum Cycle
Entrytrack
Speed, km/h 15 20 30
UPC. Figure 5.x Design for One Lane Roundabout Figure 5.x Design for Mini Roundabout
Maximum Exit Speed, km/h 15 25 35
Note: Center
Pedestrian crossing distances shall be as short as Maximum Daily Motor Vehicle Volume island
6000is 30,000
Figure 5.x Design for Mini Roundabout 35,000
mountable
possible, with a maximum of two lanes to cross. Maximum Hourly Motor Vehicle Volume of Single Note: Center
-- island is 1200 1500
ABU DHABI URBAN STREET DESIGN MANUAL Leg mountable Page 5-1
Bicycle lanes are not striped within a roundabout.
803,*/(%3"'5tth"6(645 Maximum Outside Diameter, m 20 20 --
Lanes should end a minimum of 20 meters ahead ABU DHABI URBAN STREET DESIGN MANUAL Page 5-1
803,*/(%3"'5tth"6(645
of the roundabout pedestrian crossing. A bicycle Maximum Island Diameter, m 15 15 --
ramp should be provided to allow bicyclists to ride Circulating Lanes 1 1 2
up onto the pedestrian realm and either travel
Entry Lanes 1 1 2
through or dismount to cross. The pedestrian
realm shall have ample width in these areas to Exit Lanes 1 1 1
accommodate bicyclists and pedestrians. Splitter Island No Yes Yes
Splitter islands serve as pedestrian refuges, and a Truck Apron No Maybe Yes
minimum width of 3.0 m is required at pedestrian Mountable Island Yes No No
crossing locations. Separate Cycle Track No Maybe Yes
Marked crosswalks and bicycle lanes are not Raised Crosswalk Maybe Yes Maybe
required within mini-roundabouts, but may be Signalized Crosswalk No No Yes
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Chapter 5- Street Design Elements
CHAPTER 5 STREET DESIGN ELEMENTS
R1
R2 B
b1
R1
R2 B
20 m b1
Cycle track
transitions to L
pedestrian area
3m R as per design Cycle track R as per design
Raised vehicle R as per design
vehicle
transitions to vehicle
crosswalk
pedestrian area
Cycle track
Figure Figure
5.x Design
5.33for One Lane
Design Roundabout
for One-Lane Roundabout Figure 5.34 Design for Two-Lane Roundabout
Pedestrian bridge as architectural icon, Chicago, USA. Pedestrian bridge connecting two halves of a park Existing pedestrian tunnel, Abu Dhabi.
over a highway, Guangzhou, China.
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Chapter 5- Street Design Elements
5.11 Traffic Calming Measures Traffic calming must function at all times of the day,
especially at night when volumes are lower and
Streets in the Emirate of Abu Dhabi shall be designed speeds tend to be higher.
to decrease vehicle speeds; however, in some
instances additional measures may be required. This Traffic calming measures may be applied on a street-
section covers traffic calming techniques that may by-street basis or in an area-wide plan. Providing
be applied throughout the Emirate. Vehicle speeds traffic calming measures for entire neighborhoods
shall be managed in order to provide a balanced, safe and/or districts is more comprehensive as it allows
environment for all street users. for better management of speed and volumes
throughout the entire area, rather than redirecting
In 2008 the Emirate of Abu Dhabi lost an average traffic to adjacent streets.
of three people (pedestrians and vehicle occupants)
each day to vehicle crashes. Many of these fatalities Traffic calming measures are usually physical because
could have been avoided if vehicle speeds were of their proven effectiveness in reducing speeds,
maintained at a safer level. This Manual intends to cut-through volumes, or collisions. Education and
manage vehicle speed to provide a safe environment enforcement measures are an important supplement
for all street users. Designing streets to mitigate the Figure 5.35 Relationship between Speed and
to physical traffic calming measures, but they are Pedestrian Fatality
negative impacts of motor vehicle traffic is known as ineffective on their own over the long term.
traffic calming.
5.11.1 Traffic Calming Principles Traffic calming can be either proactive or reactive.
The street cross sections and junction details earlier
Traffic calming devices affect one or more of the in this chapter are meant to produce streets that keep
following: speeds low and crossings short naturally. At locations
Vehicle speed: vehicle speed is a significant where pedestrian safety is of special concern, such
determinant of severity of crashes; it is a critical as near schools, designers should use traffic calming
factor in safety where there are conflicting devices as part of the new street design process.
modes. Vehicle speed in a heavily populated urban After streets are built, if designers find that traffic
environment shall be kept below 60 km/h to speeds or volumes are excessive, or high crash rates
reduce the severity of crashes. are recorded, traffic calming devices should be
retrofitted into the problem streets. In both scenarios,
Exposure risk: shorter crossing distances and
design and implementation are an iterative process
priority at signals reduce pedestrian and bicycle
that requires monitoring and adjustment.
exposure to the risk of a crash.
Legibility and predictability: users are more able
to accurately respond to their surroundings.
Traffic volume: fewer vehicles equates to fewer
negative impacts.
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5.11.3 Application
Table 5.18 describes the applicability and vertical
placement of traffic calming devices on different
street types. Combining devices and street geometry
increases effectiveness and is encouraged. Examples
include a raised crosswalk with curb extensions, a
center island with a speed table.
Chapter 5 Page 48
Chapter 6 - Streetscape Design
6.1 Introduction
6.2 Universal Design Guidelines
6.3 Surface Materials
6.4 Cohesive Design with Adjacent Building Frontage
6.5 Shade & Climate Attenuation
6.6 Landscaping & Water Use
6.7 Lighting
6.8 Streetscape Furnishings
6.9 Signing & Wayfinding
Abu Dhabi Urban Street Design Manual
Chapter 6 - Streetscape Design
6.1 Introduction
Streetscapes are important public resources, and
collectively they are an essential part of the open
space of urban areas. They are a representation of a
citys vitality and livability.
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Context Sensitive Design Wise Use of Public Resources 6.2 Universal Design Guidelines
Streetscape design shall strengthen and enhance As an extension of the public realm, streetscapes shall
each municipality and the districts, neighborhoods, be designed for intensive public use and the wise use Universal design should result in comprehensive and
and community centers within. Lighting, furnishings, of public resources. All streetscapes shall be designed seamless mobility options from origin to destination
shade shelters, paving, and other elements shall be for longevity - emphasizing durability, high quality and the removal of any barriers and obstacles.
designed to reinforce the signature character and materials, and maintainability.
create a sense of place, which also will facilitate Urban Braille in the form of visual or textural cues
wayfinding. Multi-modal Transport could also be installed to warn pedestrians when
Design streetscapes to directly influence the comfort, exiting the pedestrian realm. Additional guidance can
Strong Relationship between Streets & Adjacent convenience, and attractiveness of walking, bicycling, be found in the UPCs Urban Braille guidelines.
Land Uses and riding transit in order to encourage travel by 6.2.1 Provide Direct & Continuous Pedestrian
Visual and physical interaction between the multiple transportation modes. Routes
streetscape and the adjacent land uses and
architectural styles is important. Pedestrian spaces Vitality & Livability The through zone of the pedestrian realm shall be
along the street shall support and enhance the uses Incorporate public art, pedestrian signs, wayfinding clearly visible, open, and continuous.
of the buildings that front onto them. elements, sidewalk cafes, shade ways, desert Pedestrians shall not be required to travel out of
appropriate trees and landscaping, and various other their way unnecessarily.
Estidama types of outdoor spatial experiences to enhance the
Design of the streetscape shall reinforce and comply streetscapes of the Emirate of Abu Dhabi. Walking routes shall not stop abruptly. If a route
with the sustainability principles of Estidama. must detour, it shall seamlessly connect to another
Creative, Integrated, & Collaborative Design viable route.
Water Management Design creativity and interdisciplinary collaboration
Landscapes that minimize water use and maintenance are strongly encouraged in development of the
are required. streetscape environments in the Emirate. Close
coordination and collaboration between urban
designers, landscape architects, civil engineers,
architects, planners, and other professionals involved
in streetscape projects must occur from the outset
and throughout design and construction.
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6.2.2 Maintain Horizontal & Vertical At a minimum, two pedestrians should be able 6.2.5 Provide Level Pedestrian Routes
Clearances to walk side by side (Chapter 3 defines this
Abrupt changes in elevations create barriers and
dimension at 1.8 m), and different walking speeds
Maintaining horizontal and vertical clear widths tripping hazards for pedestrians. Curbs, steps, and
should be possible along any pedestrian route.
is particularly critical for accommodating people stairways obstruct wheelchair users and people
(Refer to the dimensional standards in Chapter 5
with visual impairments. No obstacles such as pushing strollers or carts.
for minimum, maximum, and preferred widths for
awnings, overhangs, signs, newspaper stands, trash The pedestrian through zone shall be level, with
all pedestrian realm zones.)
receptacles, or other elements shall protrude into the no vertical changes in grade.
clear width and height area. In areas of intense pedestrian use, more space
should be provided. Paved surfaces shall be well maintained to avoid
Keep the pedestrian Through zone clear; provide
buckled unit pavers or cracks.
accommodations for pedestrians with sight A minimum clear height (vertical) of 2.1 m is
impairments (see Figure 6.2). required in all areas used by pedestrians (relating Tree grates, drainage inlets, and other elements
to the 2.0 m pedestrian design dimensions as shall be flush with grade and shall contain no
established in Chapter 3, plus an additional 10 open spaces wider than 1.2 centimeters in one
cm clearance), measured from grade level to the direction.
lowest above grade element in the pedestrian Where it is not possible or practical to avoid the
area. The minimum clearance above a cycle track installation of steps and stairways, longitudinal
or path, however, shall be 2.4 m (relating to the ramps should be provided to facilitate full access.
2.3 m bicycle design dimensions as established in
Chapter 3, plus an additional 10 cm clearance). Longitudinal ramps may not exceed a maximum
ramp grade of 1:12. Provide minimum width
6.2.3 Minimize Obstacles of 1.1 meters with clear space of 0.9 meters
Consolidate obstacles in the furnishings zone (e.g. between handrails. Provide maximum cross slope
Pace of 2 percent and sufficient to provide positive
place multiple signs on one post, place signs on light
0.9 m - 1.7 m drainage.
standard posts, etc.). Make sure fixed objects are
clearly detectable at grade level. Provide a maximum 2 percent cross slope on
6.2.4 Provide Passing & Resting Areas all paved surfaces in the pedestrian realm and
street crossings (including sidewalks and ramps).
Provide resting areas along the pedestrian route in the Maintaining this maximum cross slope will
furnishings zone. These will aid people with lower facilitate travel by wheelchair users, minimize
stamina or health impairments. Locate benches and tripping hazards for pedestrians, and enable
seating walls strategically and frequently. Provide positive drainage for hard surfaces.
0.7 m resting posts, leaning rails, drinking fountains, and
other amenities to aid pedestrians.
0.2 m 0.2 m
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6.4 Cohesive Design with Adjacent As these properties redevelop, building frontages Wrap-around one- and two-level arcades,
should be reconstructed with low planters, seating outdoor porches, or shaded atriums could enhance
Building Frontage walls, stairways with ramps aligned at entries, and the buildings relationship to the sidewalk and
Successful streetscapes are contingent upon what arcades to clearly define pedestrian areas. This street, reduce overly wide sidewalks, and allow
happens outside and along the right-of-way, just reconstruction will remove the vertical disparities opportunities for architectural enhancements and
as much as what happens within the right-of-way. from pedestrian areas, as shown in Figure 6.3. The signing upgrades.
Adjacent buildings and land uses strongly influence furnishings zone should be used to reconcile grade
the ability to create pleasant urban environments for changes.
pedestrian activity. Developments must be designed A. Plantings along Frontage B. Seatwalls and Planters
to strongly relate to the pedestrian realm (with
pedestrian oriented features and accommodations).
Refer to the Abu Dhabi Development Code for design
guidance on these elements.
Frequency, orientation, and detailing of building
SECTIONS
entrances are important to create a functional
and engaging pedestrian environment. Entrances
should be clearly articulated, and the streetscape
design should complement and highlight the
entrance.
Narrow passageways (sikkas) are encouraged to
connect the interiors of adjacent neighborhoods
and developments with the surrounding street
network.
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6.5 Shade & Climate Attenuation 6.5.1 Mitigating the Urban Heat Gain Effect
Streetscape elements that attenuate the Emirate of Thermal comfort in intensely urbanized areas of the
Abu Dhabis hot and humid climate will be critical for Abu Dhabi Emirate is influenced not only by the local
encouraging multi-modal travel. Thermal comfort climate, but also by additional heating effects from
for bicyclists and pedestrians is a key factor in mode urban heat gain caused by direct and reflected sun
choice. light and heat radiating back from warmed surfaces
(see Figure 6.4). Effective reduction of the urban heat
In traditional Arabian architecture and urban form, gain can be achieved through:
streets and pedestrian passageways (sikkas) were Architectural elements and ground surfaces
narrow and shaded by buildings. Where additional constructed with materials that retain and radiate
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 Passive shading measures that lessen the
pedestrian activity was focused. exposure of pavement and wall surfaces and
increase air circulation.
Shade and shelter from the sun, as well as climate Desert adaptive, drought tolerant trees and
attenuation through wind capture, landscaping, landscaping to lower ambient temperatures.
and selection of suitable materials as part of the Such landscaping can also induce a psychological
streetscape design will be critical in creating a cooling effect.
comfortable street environment in the Emirates
desert climate. Unused ground surface areas should be left
unpaved, as exposed crushed rock, decomposed
granite, or stabilized sand or soil. Sculptures create shade in the pedestrian realm;
pavement delineates through zone, Dubai, UAE.
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6.5.2 Shadeways & Shade Spots Shadeways will be the primary routes that allow Complete detailed sun angle/shade projection
pedestrian travel under relatively shaded conditions studies to effectively inform the need for
Streetscape design in the Abu Dhabi Emirate shall
throughout the day. In many circumstances, this streetscape shadeways and shade spots.
enhance thermal comfort by creating a network of
may be simply a matter of designating routes that
safe, comfortable, and continuous shaded routes Be sure your design is appropriate to the context
are already shaded by building shadows for many
called shadeways and shade spots. Refer to based on street type, location within the street,
hours out of the day. In other cases, supplemental
Figures 6.5 and 6.6. In accordance with the Abu adjacent land use and building height, sun
shading through shading devices, trees, and
Dhabi Development Code, pedestrian walkways exposure, and availability of water if necessary.
landscape may be needed.
should be shaded by buildings, trees, or other
acceptable means. Refer to district or area design guidelines as
appropriate.
Primary shadeways and shade spots may also
include landscaping, pedestrian furnishings, and other
elements that enhance character and strengthen
identity and wayfinding. This approach will result in
a comprehensive, comfortably shaded, and attractive
pedestrian system that maximizes public investment
and value.
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Coordinate architectural and site design with the Table 6.1 Types of Shading
UPC and the Abu Dhabi Development Code. TYPE Architectural - Attached Architectural - Free Standing
Provide free-standing shade or trees when
architecturally integrated or attached shade
structures are not feasible - particularly in areas
where there is regular pedestrian activity and
where the sun angles/shadow analysis dictates
the need for shade.
Use materials that will minimize and mitigate
Photo References
urban heat gain.
Allow air to flow through via passive ventilation
design.
Provide adequate lighting to ensure shade
structures provide a sense of security for
pedestrians at night.
Consider the possibility of integrating efficient
radiant cooling and solar photovoltaic systems into
the architecture of the shade structure.
Comply with the minimum horizontal and vertical
clearance dimensions. Attached colonnades Free standing arcades
Examples/Notes
Locate trees strategically, consistent with the Attached galleries and passages Free standing trellises
guidelines in section 6.6.
Attached trellises Transit shelters
Locate shade devices such that they do not mask
or hide the location of main building entrances. Shade structures for pedestrians
6.5.3 Types of Shading Along ground level building facades Streets with wide sidewalks and frequent
Table 6.1 illustrates and describes the various types pedestrian traffic
May be overhanging the frontage zone and
Appropriate
Locations
of shading elements that can be designed and through zones May be overhanging the frontage zone and
installed along shadeways and in shade spots. through zone (columns in furnishings zone)
Less likely, but could be set back from
the right-of-way line, adjacent to the Intersection locations, curb extensions, transit
pedestrian realm and taxi stops, etc.
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Table 6.1 continued
Sculptural Free Standing and Independent Trees and Landscaping Vertical Screens
TYPE
Photo References Elements
Large scale shade sculptures and structures Shade-providing trees (better in bosques and Patterned screens of metal, wood, or other
groupings) materials
Examples/Notes
Can be particularly responsive to context Use desert adaptive, drought tolerant species Cast immediate shade for pedestrians in areas
where sun is at low angles
Streets with wider sidewalks and frequent Streets with narrower sidewalks and frequent Along pedestrian through zones
pedestrian traffic pedestrian traffic
Appropriate
Locations
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Open air street market; architectural louvers provide Historical photograph showing wind capture through
shade and direct winds to the ground level, Dubai. the use of a wind tower, integrated in a sikka.
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6.6 Landscaping & Water Use Aesthetics and Character: Plantings should add color, Trees and plants that are either native or desert-
texture, contrast, motion, and scents that create a appropriate are required. Consider microclimate
Water is a precious resource in the desert. Streets beneficial association between nature and street influences of the different regions and areas of
shall be designed to use irrigation water efficiently. travelers (pedestrians, bicyclists, transit riders, and the Emirate when selecting the plant palette.
Street designs must reach a balance between the motorists). Trees and plants should be provided to Conduct a site analysis of specific conditions
benefits of a green streetscape and the costs of enhance urban character and introduce human scale (climate, wind, soils, etc.) for each project.
irrigating that green. to the streetscape.
Trees, shrubs, and groundcovers should be chosen
High quality, attractive streetscapes are desired, Function and Form: Plantings should delineate edges for the following qualities:
particularly to improve the pedestrian environment or identify special places and add a processional Growth habit typically upright and branched
and increase transit use, but they must be carefully quality to a street (particularly on ceremonial streets). above 2 m for street trees
designed in order to conserve water to the maximum Planting of native, drought tolerant shrubs and ground Low or moderate water usage
extent. Streetscape designers shall carefully consider cover on road verges can also help stabilize the sandy Aesthetic compatibility and enhancement
where to prioritize the use of water. verges and reduce maintenance requirements and appropriate contrast or harmony of color,
costs. texture and form
Design of the landscape should also consider Shading capability, including mature height,
environmental variations of the different regions Public Safety and Security: Public safety and security spread, and density of foliage
of the Emirate. Refer to the UPC, DMA, and local should be maximized by keeping sight lines and views Maintenance requirements low maintenance
municipalities for additional guidance, as well as clear and open. Trees and plants selected should be plants should be used in difficult-to-maintain
the June 2009 Parks and Recreational Facilities appropriate for public use. Refer to the guidelines of areas, such as medians
Division, ADM, document entitled Landscape Design the municipality in this regard.
Guideline. Refer to the UPC and other agencies for preferred
trees, shrubs, and groundcovers for streetscapes
Cultural Value: Some plant species may have a
Street trees, landscaping, and water use should align in the Emirate.
cultural association that can be honored in how they
with the following key principles: are used in the streetscape design. The date palm, for
instance, is associated with the image of the Emirate,
Sustainability: Application of Estidama principles in particularly in the City of Al Ain.
landscaping, such as the use of water conserving
native trees and plants, xeriscaping, and the 6.6.1 Tree & Plant Selection & Qualities
introduction of shade in pedestrian areas, will be
critical. Select plant materials that thrive in urban
conditions and climates.
Climate Attenuation: Street trees and landscaping Choose the best plant material for aesthetic
in the streetscape should be designed and placed to and functional purposes, and avoid use of plant
provide shade and to lower ambient temperatures. materials that can become invasive, drop messy
These functions create more comfortable micro- fruits, or may be gaseous, thorny, or toxic. Trees and other plantings are important for improving
climates by reducing the amount of heat reflected off the aesthetic quality, character, functionality, and the
paved surfaces. micro-climate along street corridors.
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6.6.2 Plant Placement & Location Native, drought tolerant shrubs and high ground
cover plants can help stabilize the sandy soils and
Select appropriate species for the local environment.
reduce maintenance needs.
Species that thrive in Abu Dhabi City may not be
right for the different conditions of Al Ain or Liwa, for A regular presence of trees in the edge zone is
instance. desirable to frame the street, calm traffic, and
Plants with similar water requirements should enhance pedestrian crossings. Informal groupings
be grouped for more efficient irrigation. or double rows can be provided at a regular
Generally, a variety of species should be used for intervals discernable to motorists. This spacing
compositional and seasonal interest and to avoid should coincide with pedestrian crossing points
the risks associated with monotypic planting. along the street.
Certain trees and shrubs, however, may be planted Locating trees in groups will maximize shade
along the entire length of a street for maintenance and root zone access to air and water. Trees
efficiency and visual cohesiveness. also provide an additional cooling effect through
Trees, shrubs, and groundcover plantings should transpiration, particularly when planted in clusters
be installed where they are most effective visually or closely spaced double rows. In other areas
and functionally. along streetscapes, tree spacing may vary.
Shrubs that grow to a maximum height of 1 m Shrubs and groundcover plantings should be
should be used where open sight lines between included in the tree planting areas.
motorists, pedestrians, and bicyclists are needed.
Trees may be placed in these areas as long as 6.6.3 Tree Pits
the mature trunk width will not exceed 0.3 m Tree pits expand the area for root growth for trees,
diameter. and research shows that tree pits extend the life
of street trees and result in less root interference
The location and depths of utility lines should be
with paved surfaces and utilities. Tree pits can be
confirmed before developing the planting plan.
individual, elongated, or connected. They may be
If utility lines are shallow (above 1 m but below
surfaced with pavers, rocks, or grates that allow
0.3 m) only shrubs and groundcovers shall be Streetscapes will maximize the use of
water to readily flow to the root zone, or they may be
installed in these areas, although trees planted in xeriscaping and drought tolerant plant
landscaped with soil and mulch. Along with the use
movable planters are allowed. Depending upon the materials.
of tree pits, landscape architects should consider the
species, trees may be planted over utilities when
use of structural soils to further enhance tree health
the depths of the lines exceed 1 meter, with the
and longevity. Tree pits should be adequately sized to
approval of relevant utility providers.
fit the species of tree being planted.
Plants and trees shall be planted in locations set
back sufficiently from the pedestrian and bicycle
through zone so as not to impede travel (no
protruding branches or spiny leaves).
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Water Management Plans integrated into the streetscape can bring multiple
Along with a site analysis, soils report, landscape benefits, such as:
plan, and irrigation plan, streetscape projects must Psychological cooling effects
include a water management plan submitted as
part of the design approval process. The water Microclimate temperature reduction, particularly
management plan will demonstrate that the proposed with wind interaction
water use meets the applicable requirements. The
Funneling of water to vegetated areas
proposed water management plan shall indicate:
Masking urban noise
Total planted area of the streetscape design in
square meters If provided, water features must be designed in
accordance with Abu Dhabi Estidama principles and
Graphic depiction of the planted area that will
the following provisions:
include low water use plantings (a recommended
80 percent) and the planted area that will include Water features must serve multiple purposes, such
moderate water-use plantings (a recommended as runnels that cool adjacent walkway zones and
20 percent) - correlated to the planting plan and direct water to planted areas.
irrigation zones Water must re-circulate.
Total area of irrigated landscape broken out The amount of water used must be the minimum
according to water use hydrozones and hydrozone necessary to be effective.
information table
Water features should be placed where many
Description of the source of irrigation water, people can enjoy them.
including sources and documentation of
alternative water source investigation and findings The water feature must be placed in a shaded area
Streetscapes should be planted with drought tolerant
to minimize exposure to evaporation. species to conserve water.
Other special landscape care instructions or
maintenance requirements Salt water features should be considered for
coastal areas.
Water budget calculations
The feature must be integral to other elements of
Water Features the streetscape and attractive when water is not
Any use of water that might be or appear wasteful present (such as when the water is turned off or
shall be avoided. Water features are allowed in repairs are underway).
streetscape projects, but only with design review to Standing water features are not allowed in
ensure that the features are carefully designed and streetscapes.
water conservation is maximized. Water features
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6.7 Lighting Lighting also may be provided for adjacent public Lighting patterns at junctions need to differ from
spaces, buildings, transit stops, parking areas, and the approaching streets to provide an advance
Lighting, whether to illuminate the street, pedestrian other outdoor areas. Lighting is a key element in warning to drivers.
areas, or crosswalks, is an integral part of street creating walkable pedestrian networks. Illumination
design. This is especially true in the Emirate of Abu Light pole locations need to be coordinated in
also improves safety and wayfinding. Coordinate
Dhabi where much activity occurs in the evening design to avoid conflicts with other above- and
with the UPC, local municipalities, and district master
after the sun goes down and temperatures drop. below-grade utilities and street signing.
plans on specific lighting styles to be used. Consider
the use of energy efficient, non-light pollution Regular spacing of street lights may not always be
Typically, two levels of illumination are appropriate fixtures, as well as the use of solar energy through possible due to driveway cuts or other features, so
for a streetscape: photovoltaics to power light sources. placement requires some flexibility.
Lighting along the motor vehicle travel way,
placed in the edge zone (sometimes combined When street trees are located along the same line
with the furnishings zone) or the median.
6.7.1 Street Lighting for the Traveled Way as street lights, the lights should be located in
The principal purpose of street lighting is to facilitate between the trees so that the tree canopies do not
Pedestrian-oriented lighting along sidewalks interfere with the illumination coverage.
immediate visibility (clear, accurate, and comfortable)
and bike ways, placed in the furnishings zone
at night for motorists. In general, street lighting Choose fixtures that are durable and resistant to
(depending on the width of the pedestrian realm,
in Abu Dhabi shall provide levels of illuminance at environmental conditions. Choose energy efficient
it may be combined with the edge zone) or on
intersections and along street corridors in accordance light sources that have a longer lamp life to
buildings.
with the tables provided in Appendix D. minimize repeated replacement of lamps.
Following design standards for illuminance has been Transition lighting should be provided along streets
shown to result in reduced pedestrian accidents, that lead from more intensely illuminated urban
reduced fear of crime, and promotion of business areas to outer, less developed areas. This involves
through use of public streets and spaces at night. The a gradual change in lighting level as motorists
illuminance design methodology follows prescribed transition to a different type of street and/or
standards for the amount of light to be provided significant change in urban density.
at the surface of the street. The following design
When locating lighting near important buildings
requirements apply to general street lighting.
or along view corridors, care should be taken to
Street lighting in urban areas typically provides preserve important view corridors and eliminate
fixtures that should be mounted at 7.6 m to 12.2 sight obstructions.
m above grade, depending on the style of light
pole and luminaire selected. For lighting along highways, refer to the DOT
lighting standards.
Cutoff luminaires should be provided to minimize
Street light for motor vehicles. glare and light pollution.
Street lights for motor vehicle lanes should
generally be located in the edge zone or the
median.
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Chapter 6 - Streetscape Design
Essential for pedestrian Essential for transit stops Delineate pedestrian Street/pedestrian realm Provide protection from
areas and at key bicycling space stays cleaner vertical drops of 0.7 m
destinations or more
Provide center/ Provide protection from Coordinate recycling
intermediate armrests on See Bicycle Parking in vehicle movements containers with Leaning rails are popular
benches section 5.8.3 municipality programs at transit stops
Can be lit or unlit
Wide variety of materials Wide array of styles,
and styles Keep height in scale with colors, materials
pedestrians
Low heat reflecting
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Chapter 6 - Streetscape Design
Table 6.2 continued
Streetscape Furnishings
Tree Grates and Guards Custom Manholes/Utility Kiosks/ Transit Stops/ Drinking Sinks/ Ablution
Screens Pedestrian Signs Shelters Sinks
When combined with Can screen unsightly Locate in key areas Maximize shade Provide only in essential
tree pits/boxes and good elements where pedestrians may areas, such as pedestrian
sub-structure, grates can change their route; Provide lighting for gathering areas and
provide enhanced growth Add character and pedestrian gathering security mosques
environment interest to the pedestrian areas, etc.
realm Can be customized Provide good drainage to
Guards only needed in Should be professionally with special designs, avoid wet surfaces
areas where trees are designed by graphic artist and community
susceptible to damage artists involvement Provide accessible height
drinking fountains
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Direction Signs
Vehicle and pedestrian direction signs direct people
to destinations within a city. Vehicle signs are
meant to be read from a car and shall be placed in
the edge zone or the median, and can span over the 5.5 m
travel lanes. Messages typically include directions
to destinations and parking. Pedestrian signs are
intended to be read while walking and may be placed
in either the edge or furnishings zones. Maximum
Figure 6.8 Primary Vehicle Direction Sign in the Example of a primary vehicle direction sign.
three (3) messages per vehicle signs. More messages
Median or Edge Zone
may be listed on pedestrian signs.
Information Signs
Information signs are intended to give people more
detailed information about the citys environment.
These signs may include information pertaining
to parking information, location maps, hours of
operation, listings of tenants and services, site and 1.5 m 2.8 m
project directories, and other public information. They
are placed within the furnishings or edge zones.
Regulation Signs Figure 6.9 Secondary Vehicle Direction Sign in the Example of a secondary vehicle direction sign.
Furnishings Zone
These signs communicate laws and regulations to the
public primarily for vehicle traffic regulation. Design
and placement of these signs shall comply with DOT
standards and requirements. They are placed within
the edge or furnishings zone, depending on if they
are directed at vehicles or pedestrians.
2.4 m min
Figure 6.10 Regulation Sign in the Edge Zone Example of a regulation sign.
Chapter 6 Page 22
Chapter 7 - Sample Projects
7.1 Introduction
7.2 North Wathba Development
7.3 Phase I: Gather & Present Information
7.4 Phase II: Develop Conceptual Design
7.5 Phase III: Evaluate & Review Design
7.6 Phase IV: Finalize Design
7.7 Design Flexibility
Abu Dhabi Urban Street Design Manual
Chapter 7 - Sample Projects
7.1 Introduction The street network for North Wathba was developed 7.3 Phase I: Gather & Present
with the overall goal of establishing a network of
Previous chapters described the various principles safe, legible, and efficient streets. Interconnected
Information
and processes involved in the design of urban streets and small block lengths are intended to At the beginning of the design process, relevant
streets in Abu Dhabi Emirate. This chapter discusses encourage walking, bicycling, transit use, and information was gathered from UPC, DOT, ADM and
North Wathba, a new master planned city, designed
efficient vehicular movements, thus reducing vehicle the utility agencies. All of the information gathered
following the basic principles of the Manual. This
trip generation. The changing land use context along was presented in the context plans (see Figure 7.2).
example also demonstrates how street design must
the street and anticipated traffic flows defined the Following are the fundamental factors that influenced
consider the context within which the street lies.
street types to be incorporated. the street and network design for North Wathba.
At the time of the development of the Manual, North
The following steps and figures illustrate the design
Wathba was in the master planning stage. There are
process.
three main design scenarios covered in the street
design process of this Manual: street network design,
new street design, and flexible design for streets with
fixed right-of-way dimensions. North Wathba is used
to illustrate all three design scenarios.
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7.3.1 Land Use Influence urban design objectives for North Wathba. Potential
view corridors, especially along major streets, guided
The site is bounded by the master planned
the location of neighborhood facilities and landmark
community of South Shamkha to the northeast, a
buildings. Connections to the external corridors
small residential neighborhood to the north, and
also mark gateways to the site, requiring special
the community of Baniyas to the south of the site
treatment.
boundary. Connections must be made to these
existing and planned uses. Existing uses on the site 7.3.6 Utility Requirements
include an oil well and industrial facilities (see Figure
Utility service reserves required by the utility
7.3).
providers informed right-of-way widths. Storm
7.3.2 Transport Requirements water, electricity, telecommunications, and gas are
preferably located below parking areas constructed
Data regarding existing and planned streets, transit, Figure 7.3 Land Use Requirements
with interlocking pavers within the pedestrian realm.
and connections to the surrounding developments
Where right-of-way widths need to be minimized,
were collected (Figure 7.4). There are plans for metro
sewer and storm water drains may be located below
and tram lines to go through the site.
asphalt travel lanes. Provision was also required for
7.3.3 Existing Environment district cooling in certain areas.
Desert ridges that run east-west through the site and
Using the information gathered, a context plan was
lowlands that exist in the southwest portion of the
developed which shows the planned and proposed
site influenced the street network layout (Figure 7.5).
conditions of the network within its surrounding
The prevailing winds come from the northwest and, if
context (see Figure 7.2).
channelled properly, could be used to provide natural
cooling on streets.
7.3.4 Estidama Figure 7.4 Transport Requirements
Estidama principles were applied to the street
design, especially with regard to the provision of
shade, allocating irrigation and landscaped areas, and
minimizing urban heat gain effect. In order to optimize
the water budget, shade elements and landscape
features need to be located where they most benefit
pedestrians.
7.3.5 Urban Design
Plan Abu Dhabi 2030, the Draft Abu Dhabi
Development Code, and an examination of the
opportunities and constraints of the site informed the
Figure 7.2 Context Plan Figure 7.5 Low Land and Desert Ridges
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The Town Center was located at the center of the Figure 7.6 Transport Elements and Nodes Figure 7.7 600 m Grid Pattern
site, and the convergence of the grid and the Town
cemetery
Center determined the location of the metro station arterial
street
and transit hub (Figure 7.6). Three district nodes BRT/tram line South
provide community facilities for areas to the north, Shamkha
ad
Ro
Neighborhoods were designed on a 600 m by 600 arterial
d
metro line
ar
street
ey
m grid, which is adaptable to transit stop spacing
av
Gr
district
(Figure 7.7). Higher density neighborhoods were node
district
located adjacent to transit corridors and district metro line
arterial node
street desert ridge desert ridge
nodes. Community facilities such as mosques,
schools, parks, and recreational centers were placed
in highly accessible locations that are walkable, create town
center
focal points, and enhance the design of individual
neighborhoods.
lowlands district
Baniyas node future road connection
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Transit Avenue
Transit Avenue: 2+2 travel lanes with parallel
Avenue
parking and a center aligned tram line
Street
Avenue: 2+2 travel lanes with parallel parking and Street & Access
a center median Lane
Metro line
Street: 1+1 travel lanes with parallel parking
Figure 7.9 Multimodal Networks & Street Hierarchy
Street: 1+1 travel lanes with parallel parking on
one side
Local Access Lane: Intended for garage access and
serve as alleys
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7.4.3 Determine Street Cross Sections pedestrian amenities are provided along mixed use
town areas with higher pedestrian activity. Using
Street types and the corresponding cross sections
the recommended cross section tables, the preferred
were determined by adjacent land uses, projected
dimensions for each zone (frontage, through,
traffic volumes, and transit and bicycle networks.
furnishings, and edge) were identified (Fig 7.14).
Street cross section dimensions were determined
using the standards in Chapter 5.
The Avenue has a proposed tram line running through
the median with a central platform serving both
The Avenue with tram running through the northern
transit-way directions (Figures 7.15 and 7.16). Mid-
part of North Wathba can be used to illustrate the
block pedestrian crossings are provided on either side
street design process. Figure 7.12 shows how
of the platform. At junctions, tram lines shift to the
land use varies as the Avenue passes through the
center of the median to incorporate left turn lanes for
development.
vehicles.
Pedestrian realm dimensions vary according to
A cycle track is provided in the pedestrian realm along
adjacent land uses. For instance, more vegetation
the Avenue as it connects high density residential
and shade structures, wider sidewalks, and higher
areas, neighborhood centers, civic centers, transit Frontage &
Furnishings Cycle Edge
Through
stops, and community facilities. Two typical cross Track
Commercial/Retail
Town Transit Avenue
High density residential sections of the Avenue are shown in Figure 7.15 and
Medium-high density residential 7.16, and these correspond to residential and mixed
Medium density residential
use town land uses.
Civic/Institutional
Community facilities
General Industrial The traveled way remains the same along the entire
Infrastructure length of the Avenue, since the volumes of traffic
Parks/Recreation that are expected along its length all fit the 2+2 lane
Open space configuration. Lane widths were determined from the
RESIDENTIAL AVENUE tables in Chapter 5. On-street parallel parking is provided
along the Avenue.
COMMERCIAL AVENUE
Figure 7.12 Changes in Land Use Figure 7.13 Location of Transit Avenue Figure 7.14 Pedestrian Realm
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Platform
median, cycle track, parking, and travel lanes) were Mid-block crossings give pedestrians easy access to 7.15
included in the initial concept plan. Figure 7.17 the tram stops. Bus stops are also located mid-block
shows a small portion of the Transit Avenue where for easy transfer, better sight distance, and reduced
it intersects a Street. Both street types provide on- conflicts with traffic at junctions.
Pedestrian Realm Parking 1Travel Travel Transit5Median & 4 Travel Travel Parking Pedestrian Realm
& Cycle Track Turn Lane & Cycle Track
Cross
Figure 7.15 Town Transit Avenue Section
Detail: Figure
7.16
Platform
Residential
Residential
Pedestrian Realm Parking Travel Travel Transit Median & Travel Travel Parking Pedestrian Realm
& Cycle Track Turn Lane & Cycle Track
Note changes in the pedestrian realm, transit alignment and the left turn lanes. Figure 7.17 Street Layout Plan
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7.4.6 Note Interaction Areas on Plan 7.5 Phase III: Evaluate & Review
The Avenue accommodates various modes, including Design
pedestrians, trams, buses, bicycles, and vehicles.
Results from a Transport Study will determine the traffic
These modes have exclusive zones along most of the BRT/tram line capacity in the traveled ways. A Street Design Audit
corridor, but they interact at various locations and this
and Traffic Safety Audit will be conducted to determine
led to potential conflict areas Figure 7.18 shows a Tram Station
whether the street design meets the projects larger
mid-block interaction area with tram stop, bus stops,
goals and achieves highest quality spaces.
and pedestrian crossing. Areas of potential conflicts
include: 7.5.1 Apply Performance Measures
Mid-block crossing (pedestrians, transit, and The following tests and performance measures were
vehicle) conducted to determine initial traffic capacity, network
Bus stop (pedestrian and bicycle) connectivity, and accessibility.
Chapter 7 Page 8
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creates multiple opportunities for interruptions in the Figure 7.24 Residential Transit Avenue
network in the form of tee intersections, squares,
parks, and the like to slow traffic generally and to
discourage through traffic particularly.
LAND USE
Commercial/Retail
High density residential
Medium-high density residential
Medium density residential
Civic/Institutional
Community facilities
General Industrial
Infrastructure
Parks/Recreation
Open space
Attention to Design Detail Figure 7.25 North Wathba Master Plan Showing Land Use and Street Types
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Chapter 7 - Sample Projects
7.7 Design Flexibility Some of the utilities (including electric, telecom, and
gas) are acceptable below frontage lanes constructed
The Boulevard running through North Wathba with interlocking pavers. This enabled the provision
accommodates a major utility corridor. Most of the of frontage lanes in the mixed use town area. The
utilities, except for storm drains, cannot be located Residential Boulevard has no active frontage, hence
below asphalt travel lanes. This makes the pedestrian the pedestrian realm stayed close to the traveled
realm, and hence the total right-of-way, too wide way. Pathways were provided where pedestrian
compared to the preferred street design standards. access was needed for individual plots.
This was addressed through a flexible design process,
using the priorities for expanding the street to fit the Figures 7.27 and 7.28 show typical cross sections
predetermined right-of-way. Safety and comfort for the Residential Boulevard and the Town Boulevard Frontage & Cycle Frontage
Furnishings Edge Side Me-
of all street users was the main consideration while with frontage lane. Note that the width of pedestrian Through Track Lane dian
applying these priorities. realm remains the same due to fixed right-of-way
dimensions, despite changes in land use. Figure 7.26 Frontage Lane
As the Boulevard passes through residential and
mixed use town neighborhoods, the additional right-
of-way is treated differently to respond to the land
use. The following steps were completed, in order,
until the street filled the available right-of-way:
Along the Town Boulevard, frontage lanes were
added to allow better access to active land uses
(Figure 7.26).
Width of the furnishings zone was increased to
provide attractive streetscaping.
Width of the through zone was increased to Figure 7.27 Town Boulevard with Frontage Lane
make sure that shading requirements are met for
pedestrian comfort.
Width of the edge zone was increased to provide
a buffer between pedestrian realm and traveled
way.
Width of the frontage zone was increased.
Width of cycle tracks was increased.
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Chapter 7 Page 12
Chapter 8 - Maintenance
& Management
8.1 Introduction
8.2 Sand Buildup
8.3 Traffic Signs
8.4 Surface Water Drainage
8.5 Utility Provider Responsibilities
8.6 Trees & Plantings
8.7 Street Furniture
8.8 Surface Treatment
Abu Dhabi Urban Street Design Manual
Chapter 8 - Maintenance & Management
8.1 Introduction
Streets can only function if they are maintained The most common locations for this sand
properly. In order to ensure that the street network accumulation is at vertical deviations in the street
is able to function as intended, it is important that surface (such as up-stand curbs at the edge of the
a suitable maintenance schedule and program traveled way and at roundabout islands) and at storm
is developed and adhered to through a robust drains.
Geographic Positioning System (GPS) based asset
management program. It is possible to maintain a laminar air flow, thus
greatly reducing the amount of sand deposited,
Regular condition surveys and maintenance can by designing gentle approach slopes (1:10) and
prevent minor issues from escalating into major ones. removing vertical obstacles, such as curbs, on a street
cross section. This approach is acceptable in rural
environments, some low density residential areas,
8.2 Sand Buildup and in Mushtaraks (shared streets) where there is
Streets built in a desert environment will be subject to no vertical deviation in street surface. In these areas,
sand deposits and accumulation and therefore require remedial schemes have proved to be quite successful.
a regular clearing regime. However, it is not appropriate to remove curb up-
stands on urban streets where they serve a specific
separation function.
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Chapter 8 - Maintenance & Management
Maintain surface treatment to avoid hazardous conditions, and ensure the upkeep of markings.
Chapter 8 Page 4
Chapter 9 - Evaluation & Updates
9.1 Introduction
9.2 Review Committee
9.3 Updating the Manual
9.4 Suggestions & Requests
Abu Dhabi Urban Street Design Manual
Chapter 9 - Evaluation & Updates
Chapter 9 Page 2
Chapter 10 - Definitions
Abu Dhabi Urban Street Design Manual
Chapter 10 - Definitions
Articulation
An architectural term that refers to dividing building
facades.
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Chapter 10 - Definitions
Values Walkable
Attributes and characteristics regarded by a Streets and places designed or constructed to provide
community as having ultimate importance. safe and comfortable facilities for pedestrians, and
are safe and easy to cross for people of all ages and
abilities.
Vertical Clearance
Minimum unobstructed vertical passage along the
pedestrian realm and traveled way. Often limited by Woonerf
bridges, tree branches, signs, awnings, and other See Shared Street.
overhead elements.
Yield Lane
Vertical Curb A single travel lane used for two directions of travel.
A steep-faced curb designed with the intention of
Additional Sources of Definitions
discouraging vehicles from leaving the traveled way.
Victoria Transport Policy Institute. TDM Encyclopedia
Glossary. May 10, 2005. www.vtpi.org/tdm/tdm61.
Vision htm.
(1) The faculty or state of being able to see.
(2) Part of the process of planning a community that Federal Highway Administration. FHWA Functional
involves planning for the future, thinking creatively, Classification Guidelines, Section II. Concepts,
and establishing what they want their community to Definitions, and System Characteristics. April 2000.
be for a specific planning horizon. www.fhwa.dot.gov/planning/fcsec2_1.htm.
Street design is directed by land use context.
Metropolitan Transportation Commission (San
Vision Impairment
Francisco Bay Area). Arterial Operations Program Ped/
Loss or partial loss of vision.
Bike Safety Toolbox. April 2003.
www.bayareatrafficsignals.org/toolbox/Tools/
Walk / Walking BikeBlvd.html.
The act of pedestrian travel.
Chapter 10 Page 9
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Chapter 10 - Definitions
Chapter 10 Page 10
Chapter 11 - References
Abu Dhabi Urban Street Design Manual
Chapter 11 - References
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Lighting
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Acknowledgements
Acknowledgements
Executive Leadership and Higher Steering Technical Advisory Committee Advisors
Committee Department of Transport Dr. Reinhold Baier, BSV Bro fr Stadt- und
H.E. Falah Al Ahbabi, Department of Municipal Affairs Verkerhsplanung, Germany
General Manager, Urban Planning Council Abu Dhabi Municipality Andrew Cameron, WSP Development and
H.E. Abdulla Rashid Al Otaiba, Al Ain Municipality Transportation, UK
Chairman, Department of Transport Al Gharbia Municipality Dr. Reid Ewing, University of Utah, USA
Abu Dhabi Police, Traffic Engineering and Road Safety Gary Toth, Project for Public Spaces, New York, USA
H.E. Rashid Al Hajeri,
Department
Chairman, Department of Municipal Affairs
H.E. Khalifa al Mazroui, Consultant Team
General Manager, Abu Dhabi City Municipality
Editorial Board
H.E. Humid Humod Al Mansoori,
General Manager, Al Gharbia Municipality Colin Hill, OTAK International, project manager
Mandi Roberts, AICP, ASLA, RLA, OTAK Inc.
H.E. Awad Khalifa Al Darmaki, Jeffrey Tumlin, Nelson\Nygaard
General Manager, Al Ain Municipality
Staff Major-General Obaid Al Ketbi, Core Team
Deputy Director-General of Abu Dhabi Police Rudayna Abdo, AICP, MCIP, OTAK International
Lina Al-Dajani, OTAK International
Mark Chase, Nelson\Nygaard
Abu Dhabi Urban Street Design Manual Project Team Rick Chellman, PE, LLS, Nelson\Nygaard
Stephanie Denis, Nelson\Nygaard
Urban Planning Council Colin Hill, OTAK International
Dr. Alan Perkins, Senior Planning Manager Michael King, RA, Nelson\Nygaard
Ibrahim Al Hmoudi, Assistant Project Manager Thomas Kronemeyer, Community Design +
Bill Lashbrook, Project Manager Architecture
Vannessa Lee, LEED-AP, OTAK Inc.
Parvarthi Nampoothiri, AICP, LEED-AP, OTAK
Department of Transport
International
Jumana Nabti, Senior Specialist (Strategy & Policy) Mandi Roberts, AICP, ASLA, RLA, OTAK Inc.
Dilip Karpoor, Senior Transport Planning Analyst Matthew Root, Steer Davies Gleave
(Pedestrian & Bicycle Planning) Chris Stapleton, Stapleton Transportation and Planning
Aizaz Ahmed, Manager (Highways Management, Jeffrey Tumlin, Nelson\Nygaard
Policy & Strategic Planning) Niko Vujevic, OTAK International
Stuart Wilkins, Steer Davies Gleave
Brand Faith - Design Consultants
Chapter 11 Page 5
Appendix A
Performance Measures
Abu Dhabi Urban Street Design Manual
Appendix A - Performance Measures
Appendix A Page 1
Abu Dhabi Urban Street Design Manual
Appendix A - Performance Measures
Pedestrians The comfort LOS measure in the Emirate of Abu Dhabi Finally, conflict-free crossing time considers the total
focuses on shade, as required in the development percentage of crossing time when motor vehicles are
True Pedestrian LOS is subject to a long list of
regulations. Shade at pedestrian waiting areas is not allowed across the crosswalk, including leading
variables, each of which has complex interactions
weighted more heavily than pedestrian through pedestrian interval, all-pedestrian phase, and no
with the others. One measure included in the US
zones. turning traffic.
Highway Capacity is pedestrian crowding, which
is useful at specific locations like rail terminals and
It is calculated as follows: To calculate the aggregate Pedestrian LOS, measure
stadiums, but is not generally used in the Emirate,
each of the five components, assign the numerical
since a modest amount of pedestrian crowding is
[2 x (percent shade covering the 10 square meters score that matches the LOS rating, and take the
helpful for personal security and urban vitality.
where pedestrians wait at crossings)] + (average average. For example, a street that scored B on
percentage shade along the Through Zone). distance, C on delay, A on shade, C on lanes and
Instead, the Emirate uses an aggregation of five
B on crossing time would get an aggregate LOS of
factors of importance to pedestrians in this location,
Crossing exposure considers number of travel lanes (4+3+5+3+4 divided by 5 = 3.8) B.
detailed below.
to cross and the presence of a pedestrian refuge
median.
Distance to crossings measures the average distance
between designated pedestrian crossings, including
signalized junctions and mid-block crossings. Table A.2 Aggregate Pedestrian Level of Service for Street Design
Crossingexposureconsidersnumberoftravellanestocrossandthepresenceofapedestrianrefugemedian,
Finally,conflictfreecrossingtimeconsidersthetotalpercentageofcrossingtimewhenmotorvehiclesare
notallowedacrossthecrosswalk,includingleadingpedestrianinterval,allpedestrianphase,andnoturning
traffic. Appendix A Page 2
TocalculatetheaggregatePedestrianLOS,measureeachofthefivecomponents,assignthenumericalscore
thatmatchestheLOSrating,andtaketheaverage.Forexample,astreetthatscoredBondistance,Condelay,
Aonshade,ConlanesandBoncrossingtimewouldgetanaggregateLOSof(4+3+5+3+4dividedby5=3.8)
B.
Abu Dhabi Urban Street Design Manual
Appendix A - Performance Measures
Appendix A Page 3
Abu Dhabi Urban Street Design Manual
Appendix A - Performance Measures
A.2PERFORMANCEMEASURETARGETSBYSTREETTYPOLOGY
henretrofittinganexistingstreetwheresufficientrightofwayisnotavailable,orwhenmanagingany
street,designersmustbalancetheneedsofallstreetusersagainsteachother.Theoptimalbalancevaries
accordingtostreettype,asshowninTableA.4below.Foreachmode,anabsoluteminimum ualityof
Appendix A Page 4
Servicelevelisprovided,aswellasatargetlevel,fortypicalstreets.
TheAbuDhabiDepartmentofTransportationisidentifyingspecificstreetsthatwillbehighpriorityfor
transitservice(busandtram)andforbicycletravel.Onthosestreets,thetargetsfortheprioritymodesare
Abu Dhabi Urban Street Design Manual
Appendix A - Performance Measures
A.2 Performance Measure Targets by Table A.4: Preliminary Level of Service Targets by Mode for each Street typology
Street Typology Target LOS Minimum LOS Transit Priority Bicycle Priority
Context Street Family
When retrofitting an existing street where sufficient (typical) (typicial) Corridor Corridor
right of way is not available, or when managing any
street, designers must balance the needs of all street Boulevard
Pedestrian: A Pedestrian: C
users against each other. The optimal balance varies Transit target: A Bicycle target: A
Transit: B Transit: D
according to street type, as shown in Table A.4 City Avenue Transit minimum: Bicycle
Bicycles: B Bicycles: D
below. For each mode, an absolute minimum Quality C minimum: C
Autos: C Autos: E
of Service level is provided, as well as a target level, Town Street
for typical streets.
Residential
The Abu Dhabi Department of Transportation is Pedestrian: A Pedestrian: B
identifying specific streets that will be high priority Commercial Bicycle target: A
Transit: None Transit: None
for transit service (bus and tram) and for bicycle Access Lane N/A Bicycle
Bicycles: B Bicycles: C
travel. On those streets, the targets for the priority minimum: B
Autos: None Autos: None
modes are higher, as shown.
Boulevard
Pedestrian: B Pedestrian: C
Transit target: A Bicycle target: A
Transit: B Transit: D
Avenue Transit minimum: Bicycle
Bicycles: B Bicycles: D
C minimum: C
Industrial Autos: C Autos: E
Street
No Active
Frontage
Pedestrian: B Pedestrian: C
Bicycle target: A
Transit: None Transit: None
Access Lane N/A Bicycle
Bicycles: B Bicycles: D
minimum: B
Autos: None Autos: None
Appendix A Page 5
Appendix B
Toolbox of Connectivity Measures
Abu Dhabi Urban Street Design Manual
Appendix B - Toolbox of Connectivity Measures
Appendix B Page 1
Abu Dhabi Urban Street Design Manual
Appendix B - Toolbox of Connectivity Measures
Appendix B Page 2
Abu Dhabi Urban Street Design Manual
Appendix B - Toolbox of Connectivity Measures
Appendix B Page 3
Appendix C
Example Street Configurations
Abu Dhabi Urban Street Design Manual
Appendix C - Example Street Configurations
Appendix C Page 1
Abu Dhabi Urban Street Design Manual
Boulevard / Mixed Use City
Appendix C - Example Street Configurations
Appendix C Page 2
Abu Dhabi Urban Street Design Manual
Appendix C - Example Street Configurations Boulevard / Mixed Use Town
Appendix C Page 3
Abu Dhabi Urban Street Design Manual
Avenue / Mixed Use City Appendix C - Example Street Configurations
(No Frontage Lane)
.5
Door
Zone
.3 1.5 1.2 .5
Through Furnishings On-street Bike Lane Travel Lane
Frontage Edge Parking
3.5
Appendix C Page 4
Abu Dhabi Urban Street Design Manual
Appendix
CHAPTER 5 CS-TREET
Example
DESIGNStreet Configurations
ELEMENTS CHAPTER 5 STREET DESIGN ELEMENTS
Side Median
Median
Side Median Side Median Use of (Temporary or
Permanent) Curb
Extension Avoids
Through Zone
Encroachment
Transition Minimum Width
Transition Transition TransitionsFurnishing Zone
3.0 - 5.0 m* 2.0 m 3.0 m
Platform Ped Turn Lane
Refuge
Minimum Width
Furnishings Zone
<962:1260)76.9.-<,.-+@ 5;7
accommodate taxi layby with 3.0 m Minimum Width
bay depth and 2.0 m boarding area
Through Zone
Bus Stop Boarding/ Alighting
Area (width increased to 3.7 m)
Transit Median width reduced by
5;7*,,7557-*;.;*?24*@+@
(with 3.0 m bay depth and 2.0 m
Median width
Raised Crosswalk Raised Crosswalk boarding area)
varies Raised Crosswalk
Minimum Width
Raised Crosswalk
7.0 m
Through Zone
Parking
Taxi Layby Boarding Taxi Layby Boarding Taxi Layby Boarding
Area (2.0 m) Area (2.0 m) Area (2.0 m)
2.3 m 3.0 m 3.0 m
Taxi Layby at full 3.0 m
Taxi Layby (width reduced bay depth Taxi Layby at full
from 3.0 m to 2.3 m) Figure 5-X. Through Zone Encroachment
3.0 m bay depth
5.0 m
Median Width
Transitions
Transition Transition
Transition
ABU D5-2
Page HABI URBAN STREET DESIGN MANUAL "*0.
ABU DHABI URBAN STREET DESIGN MANUAL
Appendix C Page 5
(!# #%D th AUGUST
(!# #%D th AUGUST
Appendix D
Recommended Lighting Levels
Abu Dhabi Urban Street Design Manual
Appendix D - Recommended Lighting Levels
(Note: lighting levels are shown in Lux lumens per square meter.)
Recommended Lighting Levels for Minimum Avg. Horizontal Illuminance Avg. Vertical Illuminance 1.8 meters
Pedestrian Areas and Bikeways* Application/ Land Use
at Pavement Level above Surface
(Average Maintained Illuminance at the Pavement Commercial and Mixed Use Areas 10 20
Level in Lux Lumens/m2 ) Intermediate Areas / Medium to High
5 10
Density Residential
Low Density Residential 2 5
Separated Walkways and Bikeways
Walkways and Bikeways* 5 5
Pedestrian Stairways and Ramps 10 (to 20) 10
*Lighting should extend outward beyond path
of travel by 10 meters, each side. At non- Pedestrian Underpasses 20 (to 50) 55
intersection locations; for intersection lighting. Along Parking Areas 60 10 to 20
Adapted from the Illuminating Engineering Around Building Entrances 50 (to 100) 10 to 20
Society of North America (IESNA/IES) Lighting Trails in Parks/Public Spaces* 6 (to 10) 5 to 8
Handbook
Appendix D Page 1
Appendix E
Signing & Wayfinding Guidelines
A7 EXTERIOR BUILDING A8 TAXI PICK UP/ A9 PARKING SITE A10 PARKING BUILDING A6 STREETA6
IDENTITY A7 EXTERIOR
STREET IDENTITY A7 BUILDING
EXTERIOR BUILDING
A8 TAXI PICK
A8 UP/
TAXI PICK UP/ A9 PARKING A9SITE
PARKING SITE A10 PARKINGA10
BUILDING
PARKING BUILDING
IDENTITY DROP OFF IDENTITY IDENTITY IDENTITY IDENTITY IDENTITY DROP OFF IDENTITY IDENTITY IDENTITY
DROP OFF IDENTITY IDENTITY IDENTITY
A1: Transit / Taxi Identity: A2: Street Identity: A3: Parking Site Identity:
Scale: approximately 3.3 meters X 1.0 meter Scale: approximately 3.5 meters X 1.2 meters, may Scale: approximately 5 meters X 1.0 meters
be integrated into traffic signal
Legibility: high contrast, English font - Clearview, Legibility: high contrast, English font - Clearview,
A12 BUILDING / STREET Arabic font - Frutiger LT Arabic 55 Roman Legibility: highIDENTITY
TRANSIT IDENTITY
A11 TRANSIT
A11
contrast, English
BUILDING
A12 STREETfont
/ BUILDING
A12
- Clearview,
/ STREET Arabic font - Frutiger LT Arabic 55 Roman
ADDRESS
Arabic font - FrutigerADDRESS
LT Arabic 55 Roman
ADDRESS
Illumination Options: internal illumination, reflective Illumination Options: internal illumination, reflective
letters to ensure night time visibility Illumination Options: internal illumination, reflective letters to ensure night time visibility
letters to ensure night time visibility
Lines of Sight: perpendicular to walkway, clearly Lines of Sight: clearly visible to approaching vehicles,
visible to pedestrians, not obstructed by landscape Lines of Sight: clearly visible to approaching vehicles and to pedestrians
Material Options: stainless steel, aluminum Material Options: stainless steel, aluminum Material Options: translucent glass, stainless steel,
aluminum
Application: freestanding post and panel Application: freestanding post and panel, panel
Application: freestanding pylon
Dynamic/Static: dynamic, static Dynamic/Static: static
Dynamic/Static: dynamic, static
Location: at transit/taxi locations, minimum of 1.5 Location: at two intersecting roads, minimum of 1.5
meters from curb, minimum clearance of 2.5 meters meters from curb, minimum clearance of 2.5 meters Location: at or near parking entrances, minimum of
to bottom of panel, allow free flow of pedestrian to bottom of panel, allow free flow of pedestrian 1.5 meters from curb, allow free flow of pedestrian
movement movement, minimum 2 per intersection movement
Appendix E Page 1
Abu Dhabi Urban Street Design Manual
Appendix E - Signing & Wayfinding Guidelines
B1: Primary Vehicle Direction: B2: Secondary Vehicle Direction: B3: Pedestrian Direction:
f i d en n d ser
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Legibility: high contrast, English font - Clearview, Legibility: high contrast, English font - Clearview, Legibility: high contrast, English font - Clearview,
Arabic
C1 font - FrutigerBANNERS
INFORMATION LT Arabic 55 Roman
C2 PAVEMENTINFORMATION
C3 ENGRAVINGS/ C1 C4 MEDIAArabic
WALLS
C2 font - Frutiger
BANNERS C5 C3 LTBILLBOARDS
ADVERTISING Arabic
PAVEMENT 55 Roman
ENGRAVINGS/
INFORMATION MEDIA WALLS
BANNERS C1 C4 C2 C5 Arabic
ADVERTISING
C3 font - FrutigerMEDIA
BILLBOARDS
PAVEMENT ENGRAVINGS/ LT Arabic
WALLS 55 Roman
ADVERTISING BILLBOARDS C4 C5
DIRECTORY STORYTELLING
DIRECTORY STORYTELLING
DIRECTORY STORYTELLING
Illumination Options: internal illumination, external Illumination Options: internal illumination, external Illumination Options: internal illumination, reflective
uplights, or reflective letters to ensure night time uplights, or reflective letters to ensure night time letters to ensure night time visibility
visibility visibility
Lines of Sight: perpendicular to walkway, clearly
Lines of Sight: clearly visible to vehicles, read at high Lines of Sight: clearly visible to vehicles, read at high visible to pedestrians, not obstructed by landscape
speeds, not obstructed by landscape speeds, not obstructed by landscape
OVERHEAD TRAFFIC D2 CURBSIDE TRAFFIC D3 VEHICLE
D1 REGULATION D4 PEDESTRIAN
OVERHEAD TRAFFIC REGULATION
D2 CURBSIDE TRAFFIC D3 VEHICLE
D1 REGULATION D4 PEDESTRIAN REGULATION
Material Options: stainless
D1
SIGNAL SIGNAL SIGNAL SIGNAL
OVERHEAD TRAFFIC D2 CURBSIDE TRAFFIC
SIGNAL SIGNAL
VEHICLE REGULATION
D3
steel, aluminum
PEDESTRIAN REGULATION D4
Material Options: stainless steel, aluminum Material Options: stainless steel, aluminum
Application: freestanding post and panel, monument
Application: freestanding cantilever pylon Application: freestanding cantilever pylon
Dynamic/Static: static
Dynamic/Static: static, dynamic Dynamic/Static: static
Location: at decision points, minimum of 1.5 meters
Location: preceding street intersection, minimum Location: preceding street intersection, minimum from curb, allow free flow of pedestrian movement
of 1.5 meters from curb, minimum clearance of of 1.5 meters from curb, minimum clearance of
5.5 meters to bottom of panel, allow free flow of 2.5 meters to bottom of panel, allow free flow of
pedestrian movement pedestrian movement
Appendix E Page 2
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Abu Dhabi Urban Street Design Manual
Appendix
B1
DIRECTION E - Signing
PRIMARY VEHICLE B2
& INFORMATION
Wayfinding
SECONDARY
DIRECTION
C1VEHICLE
DIRECTORY
Guidelines
PEDESTRIAN
B3 DIRECTION
BANNERS C2 B4 OVERHEAD PARKING ENGRAVINGS/
C3 PAVEMENT
VEHICLE DIRECTION
STORYTELLING
C4 MEDIA WALLS C5 ADVERTISING BILLBOARDS
co nt u i ed
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t it s ve m on en , ad .
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a
wayfinding system
Location: throughout roadway system, minimum of Source: Planning and Urban Design Standards, 2006, Craig
1.5 meters from curb, allow free flow of pedestrian M. Berger, Society for Environmental Graphic Design,
movement Washington DC.
Appendix E Page 3
Abu Dhabi Urban Street Design Manual
Appendix E - Signing & Wayfinding Guidelines
B1 B1
B2 B2
A1 A1
B3 B3
B3 B2 B3 B2 B1 B3 B2 B3 A1 A1 B3 B2 B3 B2 B1 B2 B3 B3 B2 B3 B3 B1
Sign
A6 Placement
STREET IDENTITY A7 EXTERIOR BUILDING
IDENTITY
A8 TAXI PICK UP/ A9 PARKING SITE
IDENTITY
A10 PARKING BUILDING
IDENTITY
Typical Street Plan - Scale NTS
DROP OFF IDENTITY
A1TRANSIT
A11
- Transit /
IDENTITY A12
ADDRESS
B1 - Primary PRIMARY
BUILDING / STREET B1 PRIMARY VEHICLE
DIRECTION
SECONDARY VEHICLE
B2
VEHICLE
B1
DIRECTION
DIRECTION
PRIMARY VEHICLE
B1 PEDESTRIAN DIRECTION
B2SECONDARY
- Secondary
DIRECTION
DIRECTION
B3
VEHICLE
B2
SECONDARY VEHICLE
B3PEDESTRIAN
OVERHEAD PARKING
PEDESTRIAN DIRECTION
DIRECTION VEHICLE DIRECTION
- Pedestrian
DIRECTION
OVERHEAD PARKING
VEHICLE DIRECTION
B2
B3
B4 B3
B4
B4 OVERHEAD PARKING
VEHICLE DIRECTION
Appendix E Page 4
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Appendix E Page 5
Abu Dhabi Urban Street Design Manual
Acknowledgements
Acknowledgements
Executive Leadership and Higher Steering Technical Advisory Committee Advisors
Committee Department of Transport Dr. Reinhold Baier, BSV Bro fr Stadt- und
H.E. Falah Al Ahbabi, Department of Municipal Affairs Verkerhsplanung, Germany
General Manager, Urban Planning Council Abu Dhabi Municipality Andrew Cameron, WSP Development and
H.E. Abdulla Rashid Al Otaiba, Al Ain Municipality Transportation, UK
Chairman, Department of Transport Al Gharbia Municipality Dr. Reid Ewing, University of Utah, USA
Abu Dhabi Police, Traffic Engineering and Road Safety Gary Toth, Project for Public Spaces, New York, USA
H.E. Rashid Al Hajeri,
Department
Chairman, Department of Municipal Affairs
H.E. Khalifa al Mazroui, Consultant Team
Chairman, Abu Dhabi City Municipality
Editorial Board
H.E. Humid Humod Al Mansoori,
Chairman, Al Gharbia Municipality Colin Hill, OTAK International, project manager
Mandi Roberts, AICP, ASLA, RLA, OTAK Inc.
H.E. Awad Khalifa Al Darmaki, Jeffrey Tumlin, Nelson\Nygaard
Chairman, Al Ain Municipality
H.E. General Obaid Al Ketbi, Core Team
Chairman, Abu Dhabi Police Rudayna Abdo, AICP, MCIP, OTAK International
Lina Al-Dajani, OTAK International
Mark Chase, Nelson\Nygaard
Abu Dhabi Urban Street Design Manual Project Team Rick Chellman, PE, LLS, Nelson\Nygaard
Stephanie Denis, Nelson\Nygaard
Urban Planning Council Colin Hill, OTAK International
Dr. Alan Perkins, Senior Planning Manager Michael King, RA, Nelson\Nygaard
Ibrahim Al Hmoudi, Assistant Project Manager Thomas Kronemeyer, Community Design +
Bill Lashbrook, Project Manager Architecture
Vannessa Lee, LEED-AP, OTAK Inc.
Department of Transport Parvarthi Nampoothiri, AICP, LEED-AP, OTAK
International
Jumana Nabti, Senior Specialist (Strategy & Policy) Mandi Roberts, AICP, ASLA, RLA, OTAK Inc.
Dilip Karpoor, Senior Transport Planning Analyst Matthew Root, Steer Davies Gleave
(Pedestrian & Bicycle Planning) Chris Stapleton, Stapleton Transportation and Planning
Aizaz Ahmed, Manager (Highways Management, Jeffrey Tumlin, Nelson\Nygaard
Policy & Strategic Planning) Niko Vujevic, OTAK International
Stuart Wilkins, Steer Davies Gleave
Brand Faith - Design Consultants
Acknowledgements Page 1
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