AD Municipality-Traffic Control Devicess Manual - Combined

Version 0.
1, 2004
TRAFFIC CONTROL DEVICES MANUAL
PREFACE TO VERSION 0.1 OF THIS MANUAL

The Abu Dhabi Traffic Control Devices Manual has been developed by the Abu Dhabi Municipality Road
Department to provide guidance to consultants and contractors working on Department projects in the
greater Abu Dhabi metropolitan area.
To help ensure the conformity of traffic control devices within the UAE, this manual is based chiefly on the
equivalent Dubai manual. Where appropriate, this manual also incorporates standards from the draft Gulf
Cooperation Council traffic control devices manual and the Road Department's Standard Drawings.
Version 0.0, Interim Edition
Table of Contents
Page No.
CHAPTER 1: GENERAL PROVISIONS

1.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-1
1.1.1 REQUIREMENTS AND PURPOSE OF
TRAFFIC CONTROL DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-1
1.1.2 STANDARDIZATION OF APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . .1-1
1.1.3 APPROVAL FOR PLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-2
1.1.4 EXCESSIVE USE OF TRAFFIC CONTROL DEVICES . . . . . . . . . . . . . .1-2
1.1.5 ADVERTISING SIGNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-2
1.2 CLASSIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-2
1.2.1 ROUTE DESIGNATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-2
1.2.2 TRAFFIC CONTROL DEVICE CLASSIFICATION . . . . . . . . . . . . . . . . . .1-2
1.3 SCOPE OF APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-3
CHAPTER 2: TRAFFIC SIGNS GENERAL
2.1 UNIFORMITY OF ATTRIBUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-1
2.1.1 SHAPE CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-1
2.1.2 SIZE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-1
2.1.3 COLOR CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-3
2.1.4 LEGENDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-3
2.1.5 RETROREFLECTION AND ILLUMINATION . . . . . . . . . . . . . . . . . . . . .2-3
2.2 TRAFFIC SIGN PLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-5
2.2.1 LATERAL PLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-5
2.2.2 VERTICAL PLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-9
2.2.3 LONGITUDINAL PLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-9
2.2.4 OVERHEAD INSTALLATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-10
2.2.5 ORIENTATION ANGLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-10
CHAPTER 3: REGULATORY SIGNS
3.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1
3.1.1 FUNCTION AND OBJECTIVES OF REGULATORY SIGNS . . . . . . . . . .3-2
3.1.2 SUBCLASSIFICATION OF REGULATORY SIGNS . . . . . . . . . . . . . . . . .3-2
3.2 CONTROL SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-2
3.2.1 STOP SIGN 301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-2
3.2.2 GIVE WAY (YIELD) SIGN 302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-3
3.2.3 GIVE WAY TO PEDESTRIANS SIGN 303 . . . . . . . . . . . . . . . . . . . . . . . .3-5
3.2.4 NO ENTRY SIGN 304 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-6
3.2.5 ONE WAY SIGNS 305, 306, AND 307 . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-6
3.3 MANDATORY SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-7
3.3.1 AHEAD ONLY SIGN 321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-7
3.3.2 TURN RIGHT (OR LEFT) ONLY SIGN 322 (OR 323) . . . . . . . . . . . . . . .3-7
3.3.3 TURN RIGHT (OR LEFT) ONLY SIGN 324 (OR 325) . . . . . . . . . . . . . . .3-7
3.3.4 PASS EITHER SIDE SIGN 326 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-9
3.3.5 KEEP RIGHT (OR LEFT) SIGN 327 (OR 328) . . . . . . . . . . . . . . . . . . . .3-10
3.3.6 ROUNDABOUT SIGN 329 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-10
3.3.7 U-TURN SIGN 330 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-11
3.4 PROHIBITORY SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-11
3.4.1 MAXIMUM SPEED LIMIT SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-11
3.4.1.1 MAXIMUM SPEED LIMIT SIGNS 339 TO 344 . . . . . . . . . . . .3-11
3.4.1.2 DUAL SPEED LIMIT SIGN COMBINATION AND DUAL
MAXIMUM SPEED LIMIT SIGN 345 . . . . . . . . . . . . . . . . . . .3-13
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3.4.2 NO LEFT (OR RIGHT) TURN SIGN 346 (OR 347) . . . . . . . . . . . . . . . . .3-15
3.4.3 NO U-TURN SIGN 348 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-16
3.4.4 NO OVERTAKING SIGN 349 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-16
3.4.5 NO INFLAMMABLE GOODS SIGN 350 . . . . . . . . . . . . . . . . . . . . . . . .3-17
3.4.6 NO GOODS VEHICLES SIGN 351 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-17
3.4.7 NO PEDESTRIANS SIGN 352 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-17
3.4.8 NO CYCLISTS SIGN 353 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-18
3.4.9 NO HORNS SIGN 354 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-18
3.4.10 MAXIMUM HEIGHT LIMIT SIGN 355 . . . . . . . . . . . . . . . . . . . . . . . . . .3-19
3.4.11 MAXIMUM HEIGHT LIMIT SIGN 356 . . . . . . . . . . . . . . . . . . . . . . . . . .3-19
3.4.12 QUALIFICATION PLATE SIGN 365 . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-19
PARKING CONTROL SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-20
3.5.1 NO STOPPING SIGNS 370, 371, 372, AND 373 . . . . . . . . . . . . . . . . . . .3-21
3.5.2 NO PARKING SIGNS 377, 378, AND 379 . . . . . . . . . . . . . . . . . . . . . . . .3-22
3.5.3 PAY-AND-DISPLAY PARKING SIGNS 383, 384, AND 385 . . . . . . . . . .3-23
3.5.4 PARKING FOR DISABLED PERSONS SIGNS 386, 387,, AND 388 . . . .3-23
3.5.5 PARKING TIME LIMIT SIGNS 389, 390, AND 391 . . . . . . . . . . . . . . . .3-23
3.5.6 BUS STOP SIGN 392 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-25
3.5.7 TAXI STAND SIGN 393 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-25
3.5.8 DROP-OFF PICK-UP ONLY SIGN 394 . . . . . . . . . . . . . . . . . . . . . . . . . .3-26
FREEWAY CONTROL SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-26
3.6.1 BEGINNING OF FREEWAY SIGN 398 . . . . . . . . . . . . . . . . . . . . . . . . . .3-26
3.6.2 END OF FREEWAY SIGN 399 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-27
CHAPTER 4: WARNING SIGNS

4.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-1
4.1.1 FUNCTION AND OBJECTIVES OF WARNING SIGNS . . . . . . . . . . . . . .4-2
4.1.2 SUBCLASSIFICATION OF WARNING SIGNS . . . . . . . . . . . . . . . . . . . . .4-2
4.2 ADVANCE WARNING SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-2
4.2.1 JUNCTION AHEAD SIGNS 401 TO 406 . . . . . . . . . . . . . . . . . . . . . . . . . .4-2
4.2.2 NO THROUGH ROAD SIGNS 407, 408, AND 409 . . . . . . . . . . . . . . . . . .4-4
4.2.3 MERGING TRAFFIC SIGNS 410 AND 411 . . . . . . . . . . . . . . . . . . . . . . . .4-5
4.2.4 RIGHT (OR LEFT) CURVE SIGN 412 (OR 413) . . . . . . . . . . . . . . . . . . . .4-5
4.2.5 BENDS AHEAD SIGN 414 AND 415 . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-6
4.2.6 TWO-WAY TRAFFIC SIGN 416 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-6
4.2.7 LANE ENDS SIGNS 417 AND 418 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-7
4.2.8 U-TURN AHEAD SIGN 419 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-8
4.2.9 ROUNDABOUT AHEAD SIGN 420 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-8
4.2.10 ROAD NARROWS AHEAD SIGN 421 TO 423 . . . . . . . . . . . . . . . . . . . . .4-8
4.2.11 DUAL CARRIAGEWAY ENDS AHEAD SIGN 424 . . . . . . . . . . . . . . . . . .4-9
4.2.12 MAXIMUM HEADROOM SIGN 425 . . . . . . . . . . . . . . . . . . . . . . . . . . .4-10
4.2.13 CHILDREN SIGN 426 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-10
4.2.14 PEDESTRIAN CROSSING AHEAD SIGN 427 . . . . . . . . . . . . . . . . . . . .4-11
4.2.15 STOP CONTROL AHEAD SIGN 428 . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-11
4.2.16 GIVE-WAY CONTROL AHEAD SIGN 429 . . . . . . . . . . . . . . . . . . . . . . .4-12
4.2.17 TRAFFIC SIGNALS AHEAD SIGN 430 . . . . . . . . . . . . . . . . . . . . . . . . .4-12
4.2.18 QUAYSIDE SIGN 431 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-13
4.2.19 DRAWBRIDGE AHEAD SIGN 432 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-13
4.2.20 ANIMALS AHEAD SIGN 433 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-13
4.2.21 LOW-FLYING AIRCRAFT SIGN 434 . . . . . . . . . . . . . . . . . . . . . . . . . . .4-14
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4.2.22 SPEED HUMP AHEAD SIGN 435 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-14

4.2.23 TUNNEL SIGN 436 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-14
4.2.24 FALLING ROCK SIGN 437 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-15
4.2.25 SLIPPERY SURFACE SIGN 438 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-15
4.2.26 GENERAL WARNING SIGN 450 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-15
HAZARD MARKER SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-16
4.3.1 HAZARD PLATE SIGNS 451 AND 452 . . . . . . . . . . . . . . . . . . . . . . . . . .4-16
4.3.2 SINGLE CHEVRON RIGHT (OR LEFT) SIGN 454 (OR 455) . . . . . . . . .4-17
4.3.3 MULTIPLE CHEVRON RIGHT (OR LEFT) SIGN 456 (OR 457) . . . . . .4-19
4.3.4 T-JUNCTION CHEVRON SIGN 458 . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-19
DIAGRAMMATIC SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-20
4.4.1 TRAFFIC MOVEMENT AFFECTED BY OBSTRUCTION SIGNS . . . . .4-21
4.4.1.1 LANE DROP SIGN 465 (FROM THE RIGHT) AND 466
(FROM THE LEFT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-21
4.4.1.2 BEGINNING/END OF MEDIAN SIGNS 472 AND 473 . . . . . .4-22
4.4.2 ADDITIONAL LANE AND LANES MERGE SIGNS . . . . . . . . . . . . . . .4-22
4.4.2.1 ADDITIONAL LANE SIGNS 480 AND 481 . . . . . . . . . . . . . . .4-23
4.4.2.2 JOINING LANE SIGNS 482 OR 483 . . . . . . . . . . . . . . . . . . . . .4-23
4.4.2.3 LANE MERGE SIGNS 490 AND 492 . . . . . . . . . . . . . . . . . . . .4-24
4.4.3 LANE USE CONTROL BY REGULATION . . . . . . . . . . . . . . . . . . . . . . .4-24
4.4.3.1 LANE USE CONTROL TRUCKS AND
BUSSES SIGNS 484 AND 485 . . . . . . . . . . . . . . . . . . . . . . . . .4-24
4.4.3.2 LANE USE CONTROL DIRECTIONAL
RESTRICTION SIGN 486 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-25
HIGH VEHICLE WARNING SIGN 495 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-25
CHAPTER 5: GUIDE SIGNS

5.1 PRINCIPLES OF DIRECTIONAL GUIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . .5-1
5.5.1 METHOD OF PROVIDING GUIDANCE . . . . . . . . . . . . . . . . . . . . . . . . .5-1
5.1.2 CLASSIFICATION OF GUIDE SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . .5-1
5.1.3 ROUTE NUMBERING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-2
5.1.4 PRIMARY DESTINATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-2
5.1.4.1 CONTROL DESTINATIONS FOR EMIRATE ROUTES . . . . . . .5-4
5.1.4.2 CONTROL DESTINATIONS FOR
NON-EMIRATE ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-4
5.1.4.3 OTHER LOCAL DESTINATIONS FOR
NON-EMIRATE ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-4
5.1.5 SUPPLEMENTAL DESTINATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-5
5.1.6 COLOR CODING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-5
5.1.7 INFORMATION TO BE DISPLAYED ON SIGNS . . . . . . . . . . . . . . . . . . .5-6
5.1.8 DESTINATIONS NOT ELIGIBLE FOR DISPLAY
ON GUIDE SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-7
5.1.9 TRAILBLAZING SIGNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-7
5.2 GENERAL STANDARDS FOR GUIDE SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . .5-8
5.2.1 LANGUAGE AND LETTERING STYLES . . . . . . . . . . . . . . . . . . . . . . . .5-8
5.2.2 AMOUNT OF LEGEND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-8
5.2.3 SIZE OF LETTERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-9
5.2.4 SIGN BORDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-13
5.2.5 INTERNAL SPACING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-13
5.2.6 ARROWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-13
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5.2.6.1 CHEVRON ARROW TYPES 1 AND 2 . . . . . . . . . . . . . . . . . . .5-13

5.2.6.2 STACK SIGN ARROW TYPE 3 . . . . . . . . . . . . . . . . . . . . . . . .5-14
5.2.6.3 STACK SIGN ARROW TYPES 4 AND 5 . . . . . . . . . . . . . . . . .5-14
5.2.6.4 STACK SIGN ARROW TYPE 6 . . . . . . . . . . . . . . . . . . . . . . . .5-14
5.2.6.5 DOWNWARD POINTING ARROW TYPE 7 . . . . . . . . . . . . . .5-17
5.2.6.6 UPWARD POINTING ARROW TYPE 8 . . . . . . . . . . . . . . . . . .5-17
5.2.6.7 MAP ARROW TYPE 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-17
5.2.7 ROUTE NUMBER EMBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-18
5.2.7.1 EMIRATE ROUTE EMBLEM . . . . . . . . . . . . . . . . . . . . . . . . . .5-18
5.2.7.2 ABU DHABI ROUTE EMBLEM . . . . . . . . . . . . . . . . . . . . . . .5-18
5.2.8 SUPPLEMENTAL DESTINATION SIGN SYMBOLS . . . . . . . . . . . . . . .5-19
ROUTE MARKER SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-19
5.3.1 USE OF ROUTE MARKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-19
5.3.2 EMIRATE ROUTE MARKER SIGN 501 . . . . . . . . . . . . . . . . . . . . . . . . .5-20
5.3.3 ABU DHABI ROUTE MARKER SIGN 502 . . . . . . . . . . . . . . . . . . . . . . .5-20
TRAILBLAZING SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-22
5.4.1 USE OF TRAILBLAZING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-22
5.4.2 AIRPORT TRAILBLAZER SIGN 503 . . . . . . . . . . . . . . . . . . . . . . . . . . .5-23
5.4.3 CITY CENTER TRAILBLAZER SIGN 504 . . . . . . . . . . . . . . . . . . . . . . .5-23
5.4.4 EMIRATE ROUTE TRAILBLAZER SIGN 505 . . . . . . . . . . . . . . . . . . . .5-23
5.4.5 ABU DHABI ROUTE TRAILBLAZER SIGN 506 . . . . . . . . . . . . . . . . . .5-24
5.4.6 SUPPLEMENTAL DESTINATION TRAILBLAZER SIGN 507 . . . . . . . .5-24
5.4.7 FREEWAY TRAILBLAZER SIGN 508 . . . . . . . . . . . . . . . . . . . . . . . . . .5-25
5.4.8 PARKING TRAILBLAZER SIGN 509 . . . . . . . . . . . . . . . . . . . . . . . . . . .5-25
AT-GRADE JUNCTION SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-25
5.5.1 TYPES OF AT-GRADE JUNCTION SIGNS . . . . . . . . . . . . . . . . . . . . . . .5-25
5.5.2 ADVANCE HORIZONTAL STACK SIGN 511 . . . . . . . . . . . . . . . . . . . . .5-26
5.5.2.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-26
5.5.2.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-26
5.5.2.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-26
5.5.2.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-26
5.5.3 ADVANCE VERTICAL STACK SIGN 512 . . . . . . . . . . . . . . . . . . . . . . .5-27
5.5.3.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-27
5.5.3.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-27
5.5.3.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-28
5.5.4 ADVANCE MAP SIGN 513 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-29
5.5.4.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-29
5.5.4.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-29
5.5.4.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-29
5.5.5 ADVANCE SUPPLEMENTAL SIGN 514 . . . . . . . . . . . . . . . . . . . . . . . . .5-31
5.5.5.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-31
5.5.5.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-31
5.5.5.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-31
5.5.6 CHEVRON DIRECTION SIGN 515 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-32
5.5.6.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-32
5.5.6.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-32
5.5.6.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-32
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GRADE-SEPARATED JUNCTION SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-34
5.6.1 TYPES OF GRADE-SEPARATED JUNCTION SIGNS . . . . . . . . . . . . . .5-34
5.6.2 ADVANCE EXIT DIRECTION SIGN 551 . . . . . . . . . . . . . . . . . . . . . . . .5-35
5.6.2.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-35
5.6.2.2 APPLICATION AND LOCATION . . . . . . . . . . . . . . . . . . . . . .5-35
5.6.3 EXIT DIRECTION SIGN 552 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-40
5.6.3.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-40
5.6.3.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-40
5.6.3.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-40
5.6.4 ONGOING DIRECTION SIGN 553 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-44
5.6.4.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-44
5.6.4.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-44
5.6.4.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-44
5.6.5 GORE EXIT SIGNS 554 AND 556 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-47
5.6.5.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-47
5.6.5.2 APPLICATION AND LOCATION . . . . . . . . . . . . . . . . . . . . . . .5-47
5.6.6 SUPPLEMENTAL EXIT SIGN 557 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-48
5.6.6.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-48
5.6.6.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-48
5.6.6.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-48
GENERAL INFORMATION SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-49
5.7.1
DISTANCE SIGN 585 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-49
5.7.1.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-49
5.7.1.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-49
5.7.1.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-49
5.7.2 HIGH VEHICLE EXIT SIGN 586 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-50
5.7.2.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-50
5.7.2.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-50
5.7.2.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-50
5.7.3 TEXT SIGN 588 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-50
5.7.3.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-50
5.7.3.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-50
5.7.3.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-51
5.7.4 SUPPLEMENTARY PLATE SIGN 589 . . . . . . . . . . . . . . . . . . . . . . . . . . .5-51
5.7.4.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-51
5.7.4.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-51
5.7.4.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-51
5.7.5 FIRE HYDRANT SUPPLEMENTARY PLATE SIGN 590 . . . . . . . . . . . .5-52
5.7.5.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-52
5.7.5.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-52
5.7.5.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-52
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GENERAL SERVICE SIGN 591 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-52
5.7.6.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-52
5.7.6.2 APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-52
5.7.6.3 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-53
MUNICIPALITY PARKING STRUCTURE SIGNS . . . . . . . . . . . . . . . . . . . . . . .5-54
5.8.1 MUNICIPALITY PARKING STRUCTURE
TRAILBLAZER SIGN 595 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-54
ENTRANCE BANNER SIGN 596 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-54
ENTRANCE SIGN 597 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-55
EXIT SIGN 598 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-55
5.7.6
5.8
CHAPTER 6: PAVEMENT MARKINGS

6.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-1
6.1.1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-1
6.1.2 MARKING TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-1
6.1.3 COLOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-2
6.1.4 CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-2
6.1.5 IMPLEMENTATION OF THIS
PAVEMENT-MARKING GUIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-3
6.2 REGULATORY MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-3
6.2.1 STOP LINE MARKING 601 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-4
6.2.2 GIVE WAY LINE MARKING 602 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-4
6.2.3 PEDESTRIAN CROSSING MARKING 603 . . . . . . . . . . . . . . . . . . . . . . .6-6
6.2.4 NO PASSING LINE MARKING 611 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-6
6.2.5 CHANNELIZING LINE MARKING 612 . . . . . . . . . . . . . . . . . . . . . . . . . .6-7
6.2.6 EDGE LINE MARKING 613 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-8
6.2.7 LANE DIRECTION ARROW MARKINGS 614 TO 619
(INCLUDING STRAIGHT, RIGHT TURN, LEFT TURN,
STRAIGHT/RIGHT, STRAIGHT/LEFT, AND RIGHT/LEFT) . . . . . . . . . .6-8
6.2.8 PARKING ENVELOPE LINE MARKING 620 . . . . . . . . . . . . . . . . . . . . .6-10
6.2.9 PARKING SPACE LINE 621 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-12
6.3 WARNING MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-12
6.3.1 RUMBLE STRIPS MARKING 650 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-12
6.3.2 SPEED HUMP MARKING 651 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-16
6.3.3 DIVIDING LINE MARKING 652 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-17
6.3.4 LANE LINE MARKING 654 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-17
6.3.5 LANE END ARROW MARKING 656 . . . . . . . . . . . . . . . . . . . . . . . . . . .6-17
6.3.6 CHEVRON MARKING 657 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-18
6.3.7 HATCH MARKING 658 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-18
6.4 GUIDANCE MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-18
6.4.1 GUIDE LINE MARKING 680 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-18
6.4.2 CONTINUITY LINE MARKING 661 . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-19
6.5 RAISED PAVEMENT MARKERS (RPM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-19
6.5.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-20
6.5.2 RETROREFLECTIVE RPM MARKING R . . . . . . . . . . . . . . . . . . . . . . .6-20
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CURB PAINTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-22
6.6.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-22
6.6.2 NO PARKING MARKING 690 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-22
6.6.3 VISIBILITY PAINTING MARKING 691 . . . . . . . . . . . . . . . . . . . . . . . . .6-23
6.7 OBJECT MARKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-23
6.7.1 OBJECT MARKER DESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-23
6.7.2 OBJECTS IN THE ROADWAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-24
6.7.3 OBJECTS ADJACENT TO THE ROADWAY . . . . . . . . . . . . . . . . . . . . . .6-24
6.8 TEXT PAVEMENT MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-24
6.8.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-24
6.8.2 TEXT SYMBOL MARKINGS 695 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-25
6.9 DELINEATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-27
6.9.1 DELINEATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-27
6.9.2 DESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-27
6.9.3 CURB MARKINGS FOR DELINEATION . . . . . . . . . . . . . . . . . . . . . . . .6-27
6.9.4 DELINEATOR APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-27
6.9.5 DELINEATOR PLACEMENT AND SPACING . . . . . . . . . . . . . . . . . . . .6-28
6.10 BARRICADES AND CHANNELIZING DEVICES . . . . . . . . . . . . . . . . . . . . . . .6-28
6.10.1 BARRICADES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-28
6.10.2 CHANNELIZING DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-28
6.11 CURB PAINTING AND PAVEMENT MARKING
FOR FIRE HYDRANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-30
6.11.1 CURB PAINTING FOR FIRE HYDRANTS
ALONG ROADWAYS MARKING 695 . . . . . . . . . . . . . . . . . . . . . . . . . .6-30
6.11.2 CURB PAINTING AND PAVEMENT MARKING
FOR FIRE HYDRANTS ADJACENT TO PARKING SPACES . . . . . . . .6-30
6.6
CHAPTER 7: ROADWORKS TRAFFIC CONTROL

7.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1
7.1.1 BASIC PRINCIPLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1
7.1.1.1 SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1
7.1.1.2 UNIFORMITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1
7.1.1.3 FUNCTIONALITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-2
7.1.1.4 MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-2
7.1.2 TRAFFIC CONTROL ZONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-2
7.1.2.1 ADVANCE WARNING AREA . . . . . . . . . . . . . . . . . . . . . . . . . .7-4
7.1.2.2 TRANSITION AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-4
7.1.2.3 STABILIZATION AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-4
7.1.2.4 WORK AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-5
7.1.2.5 TERMINATION AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-5
7.1.3 DEPLOYING ROADWORKS DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . .7-5
7.2 TRAFFIC SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-6
7.2.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-6
7.2.2 REGULATORY SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-6
7.2.2.1 CONTROL SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-6
7.2.2.2 MANDATORY SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-11
7.2.2.3 PROHIBITORY SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-11
7.2.2.4 PARKING CONTROL SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . .7-11
7.2.2.5 FREEWAY CONTROL SIGNS . . . . . . . . . . . . . . . . . . . . . . . . .7-12
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7.3
7.4
WARNING SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-12

7.2.3.1 ADVANCE WARNING SIGNS . . . . . . . . . . . . . . . . . . . . . . . . .7-12
7.2.3.2 HAZARD MARKER SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . .7-14
7.2.3.3 DIAGRAMMATIC WARNING SIGNS . . . . . . . . . . . . . . . . . . .7-14
7.2.4 GUIDE SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-16
CHANNELIZATION DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-17
7.3.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-17
7.3.2 PAVEMENT MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-17
7.3.2.1 PAINTED MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-18
7.3.2.2 RAISED PAVEMENT MARKERS . . . . . . . . . . . . . . . . . . . . . . .7-19
7.3.3 CONES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-19
7.3.3.1 TRAFFIC CONE DEVICE 7459 . . . . . . . . . . . . . . . . . . . . . . . .7-20
7.3.3.2 CONE DESIGN PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . .7-20
7.3.3.3 CONE APPLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-20
7.3.4 BARRIERS AND BARRICADES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-21
7.3.4.1 BARRICADE DEVICE 7460 . . . . . . . . . . . . . . . . . . . . . . . . . . .7-21
7.3.4.2 BARRIERS AND BARRICADE
DESIGN PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-21
7.3.4.3 BARRIER AND BARRICADE APPLICATIONS . . . . . . . . . . . .7-24
7.3.5 DELINEATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-24
7.3.5.1 DELINEATOR SIGNS 7454 AND 7455 . . . . . . . . . . . . . . . . . . .7-24
7.3.5.2 DELINEATOR DESIGN PARAMETERS . . . . . . . . . . . . . . . . .7-25
7.3.5.3 DELINEATOR APPLICATIONS . . . . . . . . . . . . . . . . . . . . . . . .7-25
7.3.6 OBJECT MARKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-25
7.3.7 DRUM DEVICE 7461 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-25
7.3.8 ILLUMINATED DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-26
7.3.8.1 WARNING AND DELINEATION LIGHTS . . . . . . . . . . . . . . . .7-26
7.3.8.2 WARNING ARROW SIGN PANELS SIGN 7462 . . . . . . . . . . .7-26
7.3.8.3 ILLUMINATED DEVICE APPLICATIONS . . . . . . . . . . . . . . .7-28
7.3.9 FLOODLIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-29
OTHER FORMS OF TRAFFIC CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-29
7.4.1 HAND SIGNALING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-29
7.4.2 PILOT CAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-30
7.4.3 TEMPORARY TRAFFIC SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-30
CHAPTER 8: TYPICAL APPLICATIONS

8.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-1
8.2 AT-GRADE JUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-1
8.2.1 ROAD JUNCTIONS IN COMMUNITY AREAS . . . . . . . . . . . . . . . . . . . .8-1
8.2.2 ARTERIAL MIDBLOCK U-TURN AND
LOCAL T-JUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-3
8.2.3 ARTERIAL MIDBLOCK LEFT TURN AT
LOCAL ROAD T-JUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-3
8.2.4 SERVICE ROAD CONNECTIONS TO AN ARTERIAL . . . . . . . . . . . . . .8-6
8.2.5 LARGE ROUNDABOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-8
8.2.6 LARGE SIGNALIZED ROUNDABOUT . . . . . . . . . . . . . . . . . . . . . . . . . .8-8
8.2.7 SIGNALIZED INTERSECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-11
8.2.8 FREEWAY CROSSROADS WITH
SMALL ROUNDABOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-11
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8.3
8.4
8.5
FREEWAY CROSSROADS AT A SIGNALIZED

DIAMOND INTERCHANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-14
8.2.10 MINI ROUNDABOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-16
GRADE-SEPARATED JUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-16
8.3.1 FREEWAY WITH ONE-LANE EXIT, NO LANE DROP . . . . . . . . . . . . .8-16
8.3.2 FREEWAY WITH TWO-LANE EXIT, ONE LANE DROP . . . . . . . . . . . .8-19
8.3.3 INTERCHANGE WITH A C-D ROAD . . . . . . . . . . . . . . . . . . . . . . . . . . .8-19
8.3.4 FREEWAY SYSTEMS INTERCHANGE WITH
TWO CLOSELY SPACED EXITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-22
8.3.5 FREEWAY SYSTEMS INTERCHANGE WITH
A TWO-LANE EXIT AND RAMP SPLIT . . . . . . . . . . . . . . . . . . . . . . . .8-22
8.3.6 FREE-FLOW RAMP CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-25
ROADWORKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-25
8.4.1 TYPICAL TAPER DETAIL TRANSITION AREA . . . . . . . . . . . . . . . .8-25
8.4.2 TYPICAL CROSSOVER DETAIL TRANSITION AREA . . . . . . . . . .8-28
8.4.3 TYPICAL TAPER DETAIL TERMINATION AREA . . . . . . . . . . . . . .8-28
8.4.4 SHORT WORK SITE TWO-WAY TRAFFIC . . . . . . . . . . . . . . . . . . . .8-28
8.4.5 WORK SITE CLOSE TO SIDE ROAD . . . . . . . . . . . . . . . . . . . . . . . . . . .8-28
8.4.6 ROAD CLOSURE DETOUR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-33
8.4.7 MAINTENANCE WORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-33
8.4.8 TYPICAL TWO-LANE TAPER DETAIL
TRANSITION AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-36
8.4.9 MINOR-ROAD SINGLE-LANE OPERATION . . . . . . . . . . . . . . . . . . . . .8-36
SCHOOL ZONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-36
CHAPTER 9: SIGNALS
9.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1
9.1.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1
9.1.2 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1
9.1.3 ADVANTAGES AND DISADVANTAGES OF
TRAFFIC CONTROL SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-4
9.1.4 AREA OF CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-4
9.1.5 TYPES OF TRAFFIC CONTROL SIGNALS . . . . . . . . . . . . . . . . . . . . . . .9-4
9.1.6 PORTABLE TRAFFIC CONTROL SIGNALS . . . . . . . . . . . . . . . . . . . . . .9-5
9.2 TRAFFIC CONTROL SIGNAL INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . .9-5
9.2.1 MEANING OF VEHICULAR TRAFFIC CONTROL
SIGNAL INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-5
9.2.1.1 GREEN TRAFFIC SIGNAL INDICATION . . . . . . . . . . . . . . . . .9-5
9.2.1.2 YELLOW TRAFFIC SIGNAL INDICATION . . . . . . . . . . . . . . .9-5
9.2.1.3 RED TRAFFIC SIGNAL INDICATION . . . . . . . . . . . . . . . . . . .9-5
9.2.2 USE OF TRAFFIC CONTROL SIGNAL INDICATIONS . . . . . . . . . . . . . .9-6
9.2.2.1 NONFLASHING INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . .9-6
9.2.2.2 ARROW INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-6
9.2.2.3 PROHIBITED COMBINATIONS OF TRAFFIC
CONTROL SIGNAL INDICATIONS . . . . . . . . . . . . . . . . . . . . . .9-7
9.2.2.4 INDICATIONS THAT MAY FOLLOW
OTHER INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-7
9.3 DESIGN AND LOCATION OF VEHICULAR
TRAFFIC CONTROL INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-7
9.3.1 SIZE AND DESIGN OF TRAFFIC SIGNAL LENSES . . . . . . . . . . . . . . . .9-7
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9.5
9.6
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IN A TRAFFIC CONTROL SIGNAL FACE . . . . . . . . . . . . . . . . . . . . . . .9-11
9.3.3 ILLUMINATION OF TRAFFIC CONTROL LENSES . . . . . . . . . . . . . . .9-11
9.3.4 VISIBILITY AND SHIELDING OF SIGNAL FACES . . . . . . . . . . . . . . .9-11
9.3.5 NUMBER AND LOCATION OF SIGNAL FACES . . . . . . . . . . . . . . . . . .9-12
9.3.6 HEIGHT OF SIGNAL FACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-15
9.3.7 DESIGN AND LOCATION OF TRAFFIC CONTROL
SIGNAL SUPPORTS AND CONTROLLER CABINETS
FOR SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-15
SIGNAL USE CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-22
9.4.1 FACTORS TO BE CONSIDERED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-22
9.4.2 ENGINEERING DATA REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . .9-23
9.4.3 CRITERION 1 MINIMUM VEHICULAR VOLUME . . . . . . . . . . . . .9-23
9.4.4 CRITERION 2 INTERRUPTION OF
CONTINUOUS TRAFFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-30
9.4.5 CRITERION 3 MINIMUM PEDESTRIAN VOLUME . . . . . . . . . . . . .9-31
9.4.6 CRITERION 4 SCHOOL CROSSING . . . . . . . . . . . . . . . . . . . . . . . . .9-31
9.4.7 CRITERION 5 PROGRESSIVE MOVEMENT . . . . . . . . . . . . . . . . . .9-33
9.4.8 CRITERION 6 ACCIDENT EXPERIENCE . . . . . . . . . . . . . . . . . . . . .9-33
9.4.9 CRITERION 7 COMBINATION OF CRITERIA . . . . . . . . . . . . . . . . .9-34
9.4.10 CRITERION 8 SHORT PEAK PERIOD
TRAFFIC VOLUME CRITERION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-34
9.4.11 CRITERION 9 ESTIMATE OF TRAFFIC ON
STREET TO BE CONSTRUCTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-36
9.4.12 SELECTION OF PRETIMED OR
TRAFFIC-ACTUATED CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-36
9.4.13 PEDESTRIAN ACTUATION OF
TRAFFIC CONTROL SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-37
9.4.14 SIGNAL CRITERIA ANALYSIS FORM . . . . . . . . . . . . . . . . . . . . . . . . .9-37
TRAFFIC CONTROL SIGNAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-37
9.5.1 VEHICLE CHANGE AND CLEARANCE INTERVALS . . . . . . . . . . . . .9-37
9.5.2 PREVENTION OF UNEXPECTED
TRAFFIC CONFLICTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-41
9.5.3 PROTECTIVE FAIL-SAFE CIRCUITRY . . . . . . . . . . . . . . . . . . . . . . . . .9-41
9.5.4 SEQUENCE OF TRAFFIC CONTROL
SIGNAL INDICATIONS (OPERATING PLANS) . . . . . . . . . . . . . . . . . . .9-41
9.5.5 COORDINATION OF TRAFFIC CONTROL SIGNALS . . . . . . . . . . . . .9-62
9.5.6 FLASHING OPERATION OF
9.5.7 CONTINUITY OF OPERATION OF
9.5.8 CONTROL PREEMPTION BY PRIORITY TRAFFIC . . . . . . . . . . . . . . .9-63
9.5.9 MAINTENANCE OF TRAFFIC CONTROL SIGNALS . . . . . . . . . . . . . .9-63
9.5.10 VEHICLE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-64
9.5.11 USE OF SIGNS WITH TRAFFIC CONTROL DEVICES . . . . . . . . . . . . .9-65
9.5.12 OPERATION OF TRAFFIC CONTROL SIGNALS BY
HAND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-65
PEDESTRIAN SIGNAL INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-65
9.5.1 MEANING OF PEDESTRIAN SIGNAL INDICATIONS . . . . . . . . . . . . .9-65
9.5.2 USE OF PEDESTRIAN SIGNAL INDICATIONS . . . . . . . . . . . . . . . . . .9-66
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9.6.5
9.6.6
9.7
DESIGN OF PEDESTRIAN SIGNAL INDICATIONS . . . . . . . . . . . . . . .9-66

LOCATION OF PEDESTRIAN SIGNAL INDICATIONS . . . . . . . . . . . .9-67
PEDESTRIAN PUSHBUTTON DETECTORS . . . . . . . . . . . . . . . . . . . . .9-67
PEDESTRIAN SIGNAL PHASES AND
INTERVAL TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-67
FLASHING BEACONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-68
9.7.1 HAZARD IDENTIFICATION BEACONS . . . . . . . . . . . . . . . . . . . . . . . .9-68
9.7.2 SPEED LIMIT SIGN BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-68
9.7.3 INTERSECTION CONTROL BEACON . . . . . . . . . . . . . . . . . . . . . . . . . .9-69
9.7.4 STOP SIGN BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-69
9.7.5 DESIGN AND OPERATION OF FLASHING BEACONS . . . . . . . . . . . .9-69
LIST OF FIGURES
1-1
Classification of Traffic Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-3
1-2
Roads Owned and Managed by the
Abu Dhabi Municipality Road Department . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-4
2-1
Standard Sign Shapes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
2-2
Lateral and Vertical Positioning of Regulatory and Warning Signs . . . . . . . . . . . . . . . . . . .2-7
2-3
Lateral and Vertical Positioning of Guide and General Information Signs . . . . . . . . . . . . . .2-8
2-4
Sign Orientation Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-10
3-1
Longitudinal Position of Stop Sign 301 and Give Way Sign 302 . . . . . . . . . . . . . . . . . . . .3-4
3-2
Use of One Way Signs 305, 306, and 307 with Signs 346 and 347 . . . . . . . . . . . . . . . . . . .3-8
3-3
Typical Use of Maximum Speed Limit Signs 340 to 344 . . . . . . . . . . . . . . . . . . . . . . . . .3-14
3-4
Dual Speed Limit Sign Combination (typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-15
3-5
No Stopping Sign Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-21
3-6
No Stopping with Time Limit Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-22
3-7
No Parking Sign Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-22
3-8
Pay and Display Parking Sign Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-23
3-9
Parking for Disabled Persons Sign Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-24
3-10
Parking Time Limit Sign Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-24
3-11
Examples of Sign Combinations in the Parking Group . . . . . . . . . . . . . . . . . . . . . . . . . . .3-25
4-1
Typical Hazard Plate Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-17
4-2
Examples of Applications of Sign 454 and Sign 455 . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-18
4-3
Typical Application of Multiple Chevron Signs 456 and 457 . . . . . . . . . . . . . . . . . . . . . .4-19
5-1
Route Numbering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-3
5-2
Principles of Legibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-12
5-3
Typical Guidesign Internal Spacing Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-14
5-4
Arrow-Type Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-15
5-5
Approved Supplemental Destination Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-20
5-6
Use of Route Marker Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-21
5-7
Advance Direction Sign 551 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-36
5-8
Exit Direction Sign 552 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-41
5-9
Ongoing Direction Sign 553 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-45
5-10
Gore Exit Signs 554 and 556 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-47
5-11
Supplemental Exit Sign 557 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-48
5-12
Sign 590 with No Stopping Sign 370 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-52
5-13
General Services Iconic Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-54
6-1
Use of No Passing Line 611 at Junction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-4
6-2
Transverse Regulatory Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-5
6-3
Longitudinal Regulatory Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-9
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Version 0.1
Page No.
Typical Regulatory Arrow Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-11

Warning Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-13
Combined Regulatory and Warning Pavement Markings as Painted Islands . . . . . . . . . . .6-14
Guidelines for Using Rumble Strip Marking 650 for Speed Reduction . . . . . . . . . . . . . . .6-15
Guidance Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-19
Use of Raised Pavement Markers (RPMs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-21
Object Markers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-25
Typical Delineator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-26
Barricades and Channelizing Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-29
Curb Painting for Fire Hydrants Along Roadways Marking 695 . . . . . . . . . . . . . . . . . . . .6-31
Curb Painting and Pavement Marking for Fire Hydrants
Adjacent to Parking Spaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-32
Roadworks Zone Traffic Control Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-3
Regulatory Signs at Roadworks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-7
Warning Signs at Roadworks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-8
Diagrammatic Signs at Roadworks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-9
Guide Signs at Roadworks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-10
Examples of Directional Barricade Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-22
Examples of Nondirectional Barricade Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-23
Road Junctions in Community Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-2
Arterial Midblock U-Turn and Local Road T-Junction . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-4
Arterial Midblock Left Turn at Local Road T-Junction . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-5
Service Road Connections to an Arterial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-7
Large Roundabout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-9
Large Signalized Roundabout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-10
Signalized Roundabout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-12
Freeway Crossroads with Small Roundabout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-13
Freeway Crossroads at a Signalized Diamond Interchange . . . . . . . . . . . . . . . . . . . . . . . .8-15
Mini Roundabout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-17
Freeway with One-Lane Exit, No Lane Drop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-18
Freeway with Two-Lane Exit, One Lane Drop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-20
Interchange with a C-D Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-21
Freeway Systems Interchange with Two Closely Spaced Exits . . . . . . . . . . . . . . . . . . . . .8-23
Freeway Systems Interchange with a Two-Lane Exit and Ramp Split . . . . . . . . . . . . . . . .8-24
Free-Flow Ramp Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-26
Typical Taper Detail Transition Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-27
Typical Crossover Detail Transition Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-29
Typical Taper Detail Termination Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-30
Short Work Site Two-Way Traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-31
Work Site Close to Side Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-32
Road Closure Detour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-34
Maintenance Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-35
Typical Two-Lane Taper Detail Transition Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-37
Minor-Road Single-Lane Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-38
School Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-39
Typical Arrangements of Indications on Signal Faces . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-11
Required Location of Signal Faces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-14
Signal Face Location and Indications without Pedestrian Signals . . . . . . . . . . . . . . . . . . .9-16
Signal Face Location and Indications with Pedestrian Signals . . . . . . . . . . . . . . . . . . . . .9-17
xii
Table of Contents
9-5
9-6
9-7
9-8
9-9
9-10
9-11
9-12
9-13
9-14
9-15
9-16
9-17
9-18
9-19
9-20
9-21
9-22
9-23
9-24
9-25
9-26
9-27
9-28
9-29
9-30A
9-30B
9-31A
9-31B
9-32
9-33
9-34
9-35
9-36
Page No.
Signal Face Location and Indications

School or Pedestrian Midblock Crossings (push-button signal) . . . . . . . . . . . . . . . . . . . . .9-18
School or Pedestrian Midblock Crossings (flashing amber) . . . . . . . . . . . . . . . . . . . . . . .9-19
Typical Mast Arm Mounting of Signal Heads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-20
Typical Pole Mounting of Signal Heads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-21
Vehicle Volume Count Field Data Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-24
Traffic Volume Summary Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-25
Pedestrian Count Field Data Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-26
Condition Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-27
Typical Collision Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-28
Vehicle Speed Study Field Data Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-29
Example of a Test for Criterion 2, Interruption of Continuous Traffic . . . . . . . . . . . . . . . .9-32
Peak Hour Volume Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-35
Peak Hour Volume Criteria (less than 10,000 population or above 65 km/h) . . . . . . . . . . .9-35
Completed Traffic Signal Criteria Analysis Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-38
Standard Four-Phase Traffic Signal Without Pedestrian Signals . . . . . . . . . . . . . . . . . .9-44
Signal Operating Plan No. 1 Standard Signal Operating Plan
Without Pedestrian Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-45
Signal Operating Plan No. 2 Standard Signal Operating Plan
With Pedestrian Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-46
Signal Operating Plan No. 3 Leading Protected/Permissive Left Turn
From One Approach With Pedestrian Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-47
Signal Operating Plan No. 4 Permissive Left Turn on Green Disk
From Opposite Approaches With Pedestrian Signals . . . . . . . . . . . . . . . . . . . . . . . . . .9-48
Signal Operating Plan No. 5 Leading Protected/Permissive Left Turn
From Opposite Approaches With Pedestrian Signals . . . . . . . . . . . . . . . . . . . . . . . . . .9-49
Signal Operating Plan No. 6 Leading Protected/Prohibited Left Turn
From One Approach Intersection With One-Way Street
With Pedestrian Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-50
Signal Operating Plan No. 7 Intersection of Two Divided Streets
With Service Roads Stop or Signal Control on the Service Roads
Without Pedestrian Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-51
Signal Operating Plan No. 8 Leading Protected/Prohibited Left Turn
From Two Approaches Leading Protected/Permissive Left Turn From
Two Other Approaches Intersection of Two Divided Streets With
Left-Turn Bays With Pedestrian Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-52
Signal Operating Plan No. 9 T Intersection With a One-Way Service
Road Along the Principal Street Without Pedestrian Signals . . . . . . . . . . . . . . . . . . . .9-53
Signal Operating Plan No. 10 T Intersection With Left-Turn Bay
Continuous Traffic on the Principal Street . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-54
Intersection Plan Traffic-Actuated Signal With Pedestrian Signals . . . . . . . . . . . . . . . .9-55
Movements Doing Each of the Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-55
Table of Conflicting and Nonconflicting Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-56
Signal Indications to be Used in the Change and Clearance Intervals . . . . . . . . . . . . . . . .9-57
Three-Phase, Lead-Lag Diamond Interchange Ramp Signal Sequence . . . . . . . . . . . . . . .9-58
Four-Phase Diamond Interchange Ramp Signal Sequence . . . . . . . . . . . . . . . . . . . . . . . .9-59
Four-Phase, Two-Overlap Diamond Interchange Ramp Signal System . . . . . . . . . . . . . . .9-60
Three-Phase, Lag-Lag Diamond Interchange Ramp Signal System . . . . . . . . . . . . . . . . . .9-61
Pedestrian Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-66
xiii
Version 0.1
Table of Contents
Page No.
LIST OF TABLES
1-1
Roadway Types by Functional Classification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-2
2-1
Regulatory and Warning Sign Sizes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-3
2-2
Traffic Sign Background and Legend Colors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-4
2-3
Lateral and Vertical Positioning of Traffic Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-6
3-1
Guidelines for Speed Limit Sign Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-13
4-1
Guidelines for Positioning Advance Warning Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-1
4-2
Junction Spacing Requirements for Signs 405 and 406 . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-4
4-3
Spacing on Curves for Signs 451, 452, 454, and 455 . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-16
5-1
Emirates Route Control Destinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-4
5-2
Locations Eligible for Supplemental Destination Signing . . . . . . . . . . . . . . . . . . . . . . . . . .5-5
5-3
Guide Sign Background Color Coding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-6
5-4
Information Eligible for Display on Guide Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-7
5-5
Places Not Eligible for Display on Guide Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-8
5-6
Recommended x Height for Guide Signs (millimeters) . . . . . . . . . . . . . . . . . . . . . . . . .5-11
6-1
Colors of Longitudinal Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-3
6-2
Use of No Passing Line 611 on Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-7
6-3
Use of No Passing Line 611 and Channelizing Line 612 at Junctions . . . . . . . . . . . . . . . . .6-7
6-4
Lane End Arrows Spacing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-18
6-5
Suggested Maximum Spacing for Highways Delineators on Bends . . . . . . . . . . . . . . . . .6-28
7-1
Location of Roadworks Sign 7441 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-13
7-2
Recommended Cone Spacings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-21
7-3
Warning Arrow Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-27
9-1
Permissible Sequential Traffic Control Signal Indications . . . . . . . . . . . . . . . . . . . . . . . . . .9-8
9-2
Additional Permissible Sequential Traffic Control Signal Indications
During Signal Preemption Phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-10
9-3
Required Advanced Visibility of Traffic Control Signal Indications . . . . . . . . . . . . . . . . .9-12
9-4
Minimum Vehicular Volumes for Criterion 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-30
9-5
9-6
9-7
9-8
Vehicle Change Interval (seconds) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-40
9-9
Vehicle Red Clearance Interval (seconds) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-40
Version 0.1
xiv
- establish road user right-of-way.
GENERAL
PROVISIONS
1.1
- indicate potential hazards.

- identify major changes in road characteristics.
- locate physical obstructions.
- inform of regulatory controls ahead.
- advise of appropriate actions.
GENERAL
1.1.1 REQUIREMENTS AND

PURPOSE OF TRAFFIC
CONTROL DEVICES
The Abu Dhabi Traffic Control Devices Manual

establishes the basic guidelines and principles
that dictate the design, application, and maintenance of traffic control devices. These devices,
including traffic signs, pavement markings, and
signals, are placed on, over, or adjacent to a public road and act to regulate, warn, or guide the
traffic flow on that facility. In order to fulfill the
duty of promoting safe and efficient vehicular
movement, a traffic control device should meet
these basic requirements:
establish route identification.

direct motorists to destinations.
delineate lane assignments.
provide general information to motorists.
The requirements and purposes of traffic control

devices can be achieved through the proper
design, application, placement, maintenance,
management, and uniformity, as specified in this
manual.
The device should fulfill an important need.

The device should command attention.
The device should convey a clear, simple
meaning.
The device should command the respect of
motorists.
The device should be positioned to give sufficient time for proper response.
1.1.2 STANDARDIZATION OF
APPLICATION
Traffic control devices applied in predictable
ways can significantly improve the safety and
operation of roadways. When nonstandard
devices are used in nonstandard applications,
road users may tend to disregard and disrespect
the intended regulations or warnings. The need to
standardize traffic control devices in Abu Dhabi
has heightened due to the following factors:
As regulations.
As warnings.
As guidance.
Therefore, traffic control devices are commonly

categorized into three groups with the following
specific purposes:
Guide devices should be used to:

-
The basic purpose of traffic control devices is to

provide visual information to the motorist. The
information is conveyed in three ways to the road
user:
Warning devices should be used to:
Road networks are becoming increasingly

more complex.
Traffic speeds and volumes are increasing.
The number of visitors and, therefore, drivers
unfamiliar with the city is increasing.
In an effort to standardize the application of traffic control devices, the following objectives must
be achieved:
Regulatory devices should be used to:
- inform of traffic laws, regulations, and

statutes.
- instruct to take some physical action.
- prohibit certain vehicular maneuvers.
- permit certain vehicular maneuvers.
1-1
Accuracy: Where the sign face accurately

displays a relationship to the road conditions
being experienced.
Uniformity: Where the sign face, color, legend, symbol, etc., are designed such that the
Version 0.1
motorist can reduce reading and comprehension times whereby the time available to take
proper action is maximized.
Consistency: Where like situations are
signed and marked in a consistent or like
manner.
Continuity: Where the message is displayed
continuously until the information provided
is no longer relevant to the circumstances or
the road conditions.
signs is recommended to reassure motorists of

their location and route.
1.1.5 ADVERTISING SIGNING

Any signs or markings placed on the road system
not having approval by the Abu Dhabi
Municipality should be removed. Any signs or
markings advertising or promoting a private
company, their products, or services should be
prohibited from the public road right of way
unless specifically authorized.
1.1.3 APPROVAL FOR PLACEMENT
1.2
Traffic control devices should be placed only with

the approval of the Abu Dhabi Municipality for
the purpose of regulating, warning, and guiding
traffic. The use of traffic control devices in any
Municipal or privately owned semipublic area
without proper approval should not be permitted.
CLASSIFICATION
1.2.1 ROUTE DESIGNATION

A route designation system that includes a range
of road classifications has been developed to
assist in the consistent application of guidance
and information signs. The local and regional
road network has been defined by various road
classifications, each with a distinct character,
purpose, and level of access control. The road
classifications in Abu Dhabi are listed and
described in Table 1-1.
When given approval by the Abu Dhabi

Municipality for the erection of specific devices,
construction contractors, public utility companies, and police agencies are permitted to erect
construction, maintenance, and other warning
signs to protect the public provided that such
signs, markings, and devices conform to the standards contained in this manual.
1.2.2 TRAFFIC CONTROL DEVICE

CLASSIFICATION
1.1.4 EXCESSIVE USE OF TRAFFIC

CONTROL DEVICES
The traffic control devices included in the Abu

Dhabi Traffic Control Devices Manual are traffic
signs, pavement markings, and signals. Signs,
markings, and signals are broadly grouped into
three major categories:
Due care should be taken to limit the number of

traffic signs and markings used. Regulatory and
warning signs should be used conservatively as
these signs, if used excessively, tend to lose their
effectiveness and road users could disregard their
message. However, a frequent display of guide
Regulatory.
Warning.
Guide.
Table 1-1
Roadway Types by Functional Classification
Roadway Type for Design
Roadway
Classification
Urban
Rural
Freeway
Freeway
Primary
Expressway
Expressway
Arterial
Arterial
(Main Roads)
Secondary
Primary
Frontage Roads
Secondary
Sector Road
Collector
Local
Primary
Local Access
Secondary
Version 0.1
1-2
A fourth group of signs and markings is that of

roadworks devices. This group includes all of the
three major categories of devices.
The categories of typical traffic control devices
are defined in Figure 1-1 with subclasses identified for each.
1.3
SCOPE OF APPLICATION
The guidance in this manual is to be practiced on

all roads owned and managed by the Abu Dhabi
Municipality Road Department. The roads managed by the Department include all roads on Abu
Dhabi Island and roads on the mainland in the
vicinity of Abu Dhabi Island. In exceptional
cases, the Department also constructs and manages road improvements in other areas of Abu
Dhabi Emirate.
Figure 1-2 is a map showing the general boundaries of the roads owned and managed by the
Department in the vicinity of Abu Dhabi.
Typical Traffic
Control Devices
Regulatory
Pavement
Marking
Signals
Control
Mandatory
Prohibitory
Parking Control
Freeway Control
Guide
Warning
Signs
Pavement
Marking
Signals
Signs
Advance Warning
Hazard Marker
Diagrammatic Warning
Pavement
Marking
Signs
At-grade Junctions
Grade-separated Junctions
General Information
Route Numbers
Trailblazing
ROADWORKS
Figure 1-1
Classification of Traffic Control Devices
1-3
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1-4
TRAFFIC SIGNS
GENERAL
Traffic signs should be installed only when stipulated by the principles of this manual and/or
when deemed warranted on the basis of a traffic
engineering evaluation. Traffic signs are necessary to advise motorists of traffic regulations that
apply at specific locations and/or at specific
times and to warn of hazards that may not otherwise be self apparent. Traffic signs also provide
motorists with information concerning routes,
destinations and locations of interest.
The standardization of traffic signs in their

appearance, placement, and design simplifies the
task of road users in finding, recognizing, and
understanding signs and markings. It also aids
road users, the Traffic Police, and the legal system in having a common interpretation of sign
meanings and messages.
Other shapes should not be used for sign panel

outline shapes unless specifically approved by
the Abu Dhabi Municipality Road Department.
The meanings and applications of specific standard traffic signs are described in detail in
Chapters 3, 4, 5, and 7 of this manual. This chapter deals with the attributes and criteria of signs
in general.
2.1
The RECTANGLE, with the long axis vertical, is used primarily for regulatory signs
(primarily parking control and one-way
signs). The shape is also used for diagrammatic warning signs and may occasionally be
used for guide signs.
The TRIANGULAR shape, with the point
up, is used exclusively for advance warning
signs such as a sign warning a driver of a
curve ahead.
The RECTANGLE, with the long axis horizontal, is the primary shape for direction and
general information guide signs and as supplemental plates or qualification plates below
other sign shapes. It is also used for the oneway regulatory sign.
The POINTED RECTANGLE, with the long
axis horizontal, is used exclusively for
chevron signs.
2.1.2 SIZE
The size of a traffic sign is important for two primary reasons:
UNIFORMITY OF
ATTRIBUTES
Conspicuousness: A sign must be of sufficient size to command the attention of drivers against the background of the roadway
environment.
Legibility: The legend (text or symbol) of the
sign must be of sufficient size to allow
recognition and comprehension by drivers
traveling at roadway design speeds.
Uniformity of attributes applies to shape, dimensions, color, legend, conspicuousness, and nighttime visibility of signs. The standardization of
these attributes is necessary for an efficient and
uniform signing system.
2.1.1 SHAPE CODE
For guide signs, which are largely text based, the

sign sizes will vary widely depending on the
amount of legend and the lettering size of the legend. Legibility is the primary factor controlling
guide sign sizes.
Standard sign shapes are as shown in Figure 2-1

and their principal features are listed below:
The OCTAGON shape is reserved exclusively for the STOP sign.

The TRIANGULAR shape, with the point
down, is reserved exclusively for the GIVE
WAY (YIELD) sign.
The CIRCULAR shape is reserved exclusively for regulatory signs such as speed limit
signs.
Sizing guide signs on the basis of legibility will

generally ensure that a guide sign will be conspicuous. The parameters affecting guide sign
sizing are discussed fully in Chapter 5 of this
manual and therefore are not generalized herein.
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Reserved exclusively for the STOP sign.
Reserved exclusively for the GIVE WAY (YIELD) sign.
Reserved exclusively for REGULATORY signs (mandatory and prohibitory).
Primarily used for REGULATORY SIGNS. Also used for

DIAGRAMMATIC WARNING signs.
Reserved exclusively for ADVANCE WARNING signs.
Primary shape for GUIDE signs including DIRECTION signs and

GENERAL INFORMATION signs. Also used for ONE WAY sign
and SUPPLEMENTARY PLATE or QUALIFICATION PLATE
below other signs.
Reserved exclusively for CHEVRON DIRECTION signs.
Figure 2-1
Standard Sign Shapes
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2-2
For regulatory and warning signs, a standardization of size is possible and is in fact necessary.
Regulatory and warning signs, which are more
symbol oriented than text oriented, tend to be
much smaller in size than guide signs. Because of
their relatively small size, conspicuousness is an
equally important factor as legibility in sizing
regulatory and warning signs.
589 (see Section 5.7.4 of this manual) should

accompany these signs for a period of up to three
years, if deemed necessary, for public education.
Table 2-2 establishes the background colors, legend colors, and border colors to be used for traffic signs in Abu Dhabi.
Standard text messages in Arabic and English

should be used when an appropriate symbol is
not available. Symbolic messages given in this
manual should be used in preference to text messages whenever available. Otherwise, word messages should be as brief as possible. The
Departments standard Arabic and English fonts
should be used for text on all types of signs. The
height of the Arabic aleph character should be
1.4 times the height of the English x letter
height. Numerical legends and their corresponding unit of measure should be displayed in
English and Arabic except in the specific case of
route numbers.
Sign background and legend colors or uses other

than those listed in Table 2-2 are not permitted.
2.1.5 RETROREFLECTION AND

ILLUMINATION
2.1.4 LEGENDS
The legend of a traffic sign is the element that
provides a sign with a unique and definitive
meaning or message. The legend may be composed of a symbol, a text message, or both.
Traffic signs are generally required to function on

an around-the-clock basis. It is thus necessary
that they exhibit the same shape and color during
both day and night hours. To accomplish this, all
sign faces should be constructed using retroreflective sheeting.
Symbols used should be the same in appearance

as those shown in this manual. When new symbols are approved for usage, especially on warning signs, a SUPPLEMENTARY PLATE sign
Retroreflective sheeting gains its name from the

design characteristic of the sheeting whereby the
sheeting is capable of capturing light coming
from a vehicle headlight and reflecting a signifi-
Table 2-1 presents guidelines for selecting the

appropriate sign sizes for regulatory and warning
signs.
2.1.3 COLOR CODE
Operating Speed3
(km/h)
40
60
80
>100
Table 2-1
Regulatory and Warning Sign Sizes1, 2
Recommended
Recommended
Regulatory Sign Size4, 5
Warning Sign Size6
(millimeter)
(millimeter)
600
750
750
900
900
1200
1200
1500
Required Minimum
Clear Visibility
(meters)
50
60
80
100
Notes:
1. Sizes smaller than the lower limits shall not be used without specific authorization.
2. The sizes for regulatory signs are not applicable to parking control signs and freeway control signs.
3. When it is known that 85th percentile speeds are significantly different from posted speed limits, sign sizes should be
chosen based on an 85th percentile speed.
4. Regulatory sign sizes refer to a circle diameter. For the STOP sign, the diameter represents an inscribed circle.
5. Warning sign sizes refer to the apex to apex measurement of the side of the triangular sign. GIVE WAY signs should be
sized in the same way as warning signs.
6. Sizes shown are desirable minimums. Larger sign sizes, particularly for warning signs, may be used in particularly critical
situations.
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Table 2-2
Traffic Sign Backgrounds and Legend Colors1
Sign Class
Background Color Legend Color
Border Color
Regulatory
Control
Red/Blue
White
White/None
Mandatory
Blue
White
None
Prohibitory
White
Black
Red
Parking
White
Red/Green2
Red/Green
Freeway control
Blue
White
White
Warning
White
Black3
Red
Guide
Emirates Routes direction
Blue
White4
White
Abu Dhabi roads direction
Blue
White4
White
Supplemental direction
Brown
White
White
Street name signs local/collector roads5
Blue/Green
White
Metallic
Distance (Emirates Route)
Blue
White
White
Parking
Blue
White
White
Other
Blue
White
White
Roadworks all signs except regulatory control
Yellow
Black3
Red/Black
Notes:
1. This table provides general information. Exceptions and variations exist in most sign classes.
2. Permissive parking signs also include a white on blue parking symbol.
3. Warning signs may include red in the legend to represent such things as hazard areas. Hazard marker signs include
red arrow shapes.
4. Route numbers and abbreviations within the route emblem shall be yellow.
5. Street name signs are not covered in this manual. Their standards and installation fall under the authority of other
Municipality sections.
cant portion of that light back to the eye of the

driver. This reflected light is what drivers see,
allowing them to distinguish the shape, color, and
ultimately the message of the sign. Since signs
must be located outside of the travel path of a
vehicle, the nighttime visibility of a sign is
dependent upon the ability of the sheeting material to capture light striking the surface of the
sign at an angle and reflect that light back at the
same angle. This feature, called angularity, is one
of the primary measures of the functionality of a
retroreflective sheeting material. Type-MP highintensity microprismatic retroreflective sheeting
has very favorable properties with respect to
angularity and thus should be used for sheeting
on all traffic signs of all types described in this
manual unless otherwise specifically stated.
spicuousness and legibility. However, this is not

usually the case for signs mounted overhead.
Overhead signs are generally guide signs containing multiple pieces of information that must
be viewed and understood by drivers traveling at
relatively high speeds and/or under heavy traffic
volumes and/or through complex interchange
maneuvers. Thus these signs must be conspicuous and legible from a relatively long distance to
provide adequate time for a driver to comprehend
the messages being conveyed. Particularly on
urban roadways, where driving is done with low
beam headlights, the intensity of light from vehicles striking the sign face is too low to provide
this long distance legibility.
For this reason, all overhead signs should be illuminated except in cases where all of the following conditions are met:
A vehicle directs the largest percentage of its

headlight output slightly below horizontal (and
predominantly to the right), especially under
low-beam operation. Thus, ground-mounted
signs (particularly those on the right side of the
roadway) will generally be well lit by vehicle
headlights and will be capable of retroreflecting
enough light to provide adequate nighttime con-
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When the roadway is not lighted, and

When the sign is visible from a distance of
370 meters or more, and
When the horizontal curvature of the road

approaching the sign has no less than a 250
meter radius.
The standard means of illuminating overhead

signs should be through the use of external illumination using mercury-vapor wide-beam floodlights. Other means of external lighting, internal
lighting, or legend-outline lighting will be permitted only on a special case demonstration basis
when authorized by the Abu Dhabi Municipality
Road Department.
2.2
Divided roadways and one-way roads where

supplementary regulatory, warning, or guide
signs are needed.
Two-way roadways where sharp right curves
exist.
Multilane freeways where visibility of rightside signs is blocked (this can also be a warrant for the use of overhead signs, particularly guide signs).
At roadworks, particularly for signs located
within the advance warning area.
Every sign location must be thoroughly checked

to identify any possible visibility obstructions.
Typical problem placement locations include:
TRAFFIC SIGN
PLACEMENT
This section deals with the placement of groundmounted and overhead signs. Proper placement
of traffic signs refers to the lateral, vertical, and
longitudinal positioning that provides the necessary sign legibility for the passing motorists.
Without proper placement the efforts to select,
design, fabricate, and apply traffic signs are wasted. However, since no two roads are aligned and
designed alike, the guidelines for sign placement
given here are intended to be interpreted with a
measure of flexibility. Sound engineering judgement on an individual project basis, following the
general guidelines provided here, must be
applied so that sign visibility and legibility are
maximized.
Downhill dips in the roadway.

Crest vertical curves.
Parked or stationary vehicles blocking visibility.
Trees and other foliage blocking visibility.
Proximity of other (existing) traffic signs in
front of or behind the new sign under consideration.
In addition, signs should be placed to avoid

blocking or impeding the pedestrian or bicycle
flow along sidewalks and trails. While traffic
signs are placed to enhance the safety conditions
of a roadway, they are fixed obstacles which can
pose a hazard if struck by motorists. Therefore,
the sign supports must be protected appropriately
and the supports themselves should not be
overdesigned.
It should never be assumed that a poorly

designed roadway can be corrected by providing
superior traffic signing. The basic guidelines of
sign placement must be considered early in the
road design process. This applies particularly to
the provision of guide signs and sequences of
guide signs on multilane expressways and freeways and even more so to signs required within
complex interchanges. Except as identified in
this section, all traffic signs should be positioned
on the right side of the roadway facing the
approaching traffic or overhead close to the center of the travel lanes to which the signs apply.
Under certain motoring conditions traffic signs
can be placed on the left side of the road. These
conditions are:
2.2.1 LATERAL PLACEMENT

Since signs are a roadside hazard if struck, they
should be placed at as great a distance from the
pavement edge as practical. However, the further
removed that signs are from the pavement edge
the less conspicuous and legible they become to
motorists. Every opportunity to position traffic
signs behind crash barriers, guardrail, or other
roadside safety barriers should be pursued.
Figures 2-2 and 2-3 and Table 2-3 describe the
requirements for lateral placement of signs.
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Table 2-3
Lateral and Vertical Positioning of Traffic Signs (refers to Figures 2-2 and 2-3)
Roadway Type
Dimension
Minimum
Maximum
Remarks
(millimeters) (millimeters)
Freeway
A
600
3000
Expressway
B
3600
9000
Major Arterial
C
2100
2500 See Notes 5, 6, and 7
Frontage
D
1600
E
500
F
2100
2500 See Note 5
G
6000 See Note 10
H
50
I
600
- See Note 11
J
9000
K
6000
6500 See Note 12
L
1800
4200 See Note 10
Arterial
A
300
1000
Collector
B
600
2000
Local
C
2100
D
1900
E
1200
F
2100
2500 See Note 5
G
6000 See Note 10
I
600
- See Note 11
K
6000
6500 See Note 12
L
1800
4200 See Note 10
NOTES:
1. Dimension letters refer to Figures 2-2 and 2-3.
2. If no dimension value is given in the table this means that the dimension concerned is variable.
3. Lateral dimension reference points are defined as follows:
X - Face of curb, guardrail, or barrier.
Y - Edge of pavement.
Z - Edge of shoulder.
4. For large, multipost signs with a breakaway post system, the minimum clearance between the underside of the sign
and the ground below it shall be 2250 millimeters. This will permit a standard vehicle striking the post to pass under
the sign panel.
5. In urban areas (assumed to be curbed but may sometimes not have curbs) vertical dimensions are the minimum
clearance from the bottom of the sign to the ground below.
6. Certain regulatory signs, principally the mandatory turn signs 322, 323, 326, 327 and 328 are commonly located in
front of drivers as they approach a turn. These signs should be mounted as per dimension E rather than C if so
doing will not create a visual obstruction.
7. When two signs of different classes are mounted on the same post a regulatory sign should be mounted above an
advance warning sign.
8. In rural areas (assumed to be uncurbed) vertical dimensions are measured up from the near side edge of pavement
elevation (Point Y). If the roadway is superelevated such that it rises in the direction of the sign, the pavement surface
slope shall be extended to the furthest edge of the sign and the vertical dimension taken from that elevation.
9. The use of a mounting height of less than 2000 millimeters is not recommended for Dimension D for signs with a
single support unless the support is provided with a breakaway system.
10. The maximum value stated may be exceeded but individual detailed structural designs shall be provided for all
support structures.
11. When posts are required to be located behind a flexible beam guardrail, the minimum dimension shall be checked for
compatibility with the maximum deflection of the railing being used.
12. The minimum dimension given is the point of minimum clearance between the bottom of the sign support structure
and the pavement surface (including shoulder if sign is over shoulder) vertically below. Minimum clearance will be 6.0
meters for gantries and 6.5 meters for cantilevers.
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Parking Control
Signs
B
D
Z/Y
Detail 2-2-1: Standard Regulatory Signs
D
Z/Y
Detail 2-2-2: Standard Advanced Warning Signs

E
B
E
B
E
A
E
Detail 2-2-3: Hazard Warning Signs

A
A
B
Z/Y
150 millimeters
Detail 2-2-4: Gore Hazard Marker
Detail 2-2-5: Diagrammatic Warning Signs
Figure 2-2
Lateral and Vertical Positioning of Regulatory and Warning Signs
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0.5 Median
Width
X
Median
Vertical
Community Street Name
Detail 2-3-1: Street Name and Action Direction Signs
Lateral
C
Z/Y
Gore
Uncurbed
Curbed
Detail 2-3-2: Route Marker and Gore Exit Direction Signs
G
E
B
F
Z/Y
Curbed
Uncurbed
Detail 2-3-3: Guide and General Information Signs
L
H
I
J
Y
Gantry
I
X
Cantilever
Detail 2-3-4: Overhead Direction Signs
Figure 2-3
Lateral and Vertical Positioning of Guide and General Information Signs
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2.2.2 VERTICAL PLACEMENT

The vertical placement of a traffic sign should be
determined as the least distance measured from
the pavement or ground surface to the underside
of the sign, taking account of cross fall or super
elevation if the sign is positioned over the roadway. The mounting height of a traffic sign affects
the following elements:
The visibility of the sign.

Pedestrian hazard of striking the underside of
signs.
The breakaway safety of the support structure.
Figures 2-2 and 2-3 and Table 2-3 describe the

requirements for vertical placement of signs.
2.2.3 LONGITUDINAL PLACEMENT

Longitudinal placement is the element of sign
positioning that is the least definable. Guidelines
for the longitudinal placement are general and
subject to the specific field and road conditions,
particularly in urban areas. The longitudinal
placement along a road depends on the sign type,
criticality of message, and maneuver required.
Traffic sign positions can, and should, be moved
longitudinally in many situations in order to:
Improve visibility.
Avoid blocking other signs.
Improve roadside safety.
Increase spacing between adjacent signs.
As a general guide, regulatory signs are placed

where the mandate/prohibition starts or applies.
Regulatory signs may commonly be repeated
along a section of road to improve driver awareness of the application of the regulations.
Warning signs are placed sufficiently far in
advance of the condition being indicated on the
sign to allow adequate response time to the warning. Guide signs should be placed at regular positions that best guide the motorist to routes and
destinations of interest.
General guidelines for the longitudinal placement

of signs are provided below:
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Most regulatory signs are placed where their

message is applied. These sign messages typically refer to one point (e.g., a STOP sign) or
remain in effect until another regulatory sign
changes the requirement (e.g., a SPEED
LIMIT sign).
When regulatory signs are located in advance
of the point of application of the regulation,
an accompanying distance referring to the
point of application should be displayed, normally with a SUPPLEMENTARY PLATE
sign.
Advance warning signs should be provided
well in advance of the hazard or condition
being signed. The motorist must recognize
the message, determine the appropriate
response, and adjust his speed accordingly
prior to arriving at the hazard. The distance
that an advance warning sign is located from
the hazard therefore varies with the speed at
which the hazard can be safely negotiated
and with the speed of approach the greater
the speed reduction required, the greater the
longitudinal distance that the sign should be
located in advance of the hazard. Table 4-1 in
Chapter 4 gives detailed guidelines on these
distances.
Hazard marker signs should be located as
close as possible to the hazard they are marking.
Directional guide signs should be provided in
advance of intersections, interchanges, and
exits to allow the motorist to make the necessary decisions and actions. Detailed guidelines for advance distances and the sequencing order of freeway direction signs are provided in Chapter 5 and are illustrated in
Chapter 8.
On rural roads, a minimum longitudinal
spacing between smaller signs of 75 meters
to 80 meters is recommended.
On urban roads, a minimum longitudinal
spacing between smaller signs of 45 meters
to 50 meters is recommended.
On rural roads, a longitudinal spacing
between larger signs of 150 meters to 300
meters is desirable.
On urban roads, a minimum longitudinal
spacing between larger signs of 90 meters to
175 meters is desirable.
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On freeways, a minimum longitudinal spacing of 200 meters between signs should be

adhered to.
or more of the following general conditions are

present:
When there is competition from several signs for

space along a road it is generally better practice
to increase distances between signs rather than to
reduce them in order to solve specific problems.
However, when guide signs are involved, great
care must be exercised in the vicinity of minor
side-road junctions to ensure that confusion is not
created as a result of a sign position. It is also
often a better solution to a problem of smaller,
closely spaced signs to mount the signs on a common support, particularly if, as may be the case
with regulatory and warning signs, their messages are associated. In such a case the regulatory sign should be mounted above the warning
sign. The minimum clearance requirement must
be applied to the lower of the two signs.
All grade separated interchanges through

roadways.
All roadways with four or more lanes in one
direction.
All roadways with three or more lanes in one
direction and with peak-hour design-year
one-way traffic in excess of 1,000 vehicles
per hour.
Restricted sight distance.
High percentage of trucks.
High speed traffic.
Consistency of sign message location
through a series of intersections.
Insufficient space for ground-mounted signs.
2.2.5 ORIENTATION ANGLE

Ground-mounted traffic signs should be placed at
approximate right angles to traffic that must read
the message. Specifically, signs located less than
9.0 meters from the edge of pavement should be
oriented at 93 to the line of approaching traffic.
This slight rotation from true right angle eliminates many of the glare problems that can occur
when retroreflective sheeting is used. For signs
greater than 9.0 meters from the pavement edge
an orientation of 87 to the line of approaching
traffic is recommended.
Site and field staff must be trained to recognize

potential sign placement problems. They must
have the authority initiative, and skill to adjust a
sign position from that appearing on a drawing in
order to overcome local difficulties without creating an undesirable or unsafe side effect.
2.2.4 OVERHEAD INSTALLATIONS

Overhead traffic sign installations may be mounted to road bridges, overcrossing structures, or
support structures. The signs placed on overhead
structures should be located directly over the
affected travel lane(s). Overhead structures and
signs are typically provided on freeways, multilane facilities, and heavily traveled roads.
Overhead guide signs should be used when one
Figure 2-4 illustrates sign orientation in these two

distance conditions.
Greater than 9.0m

Edge of pavement
Edge of pavement
Less than 9.0m
93
Figure 2-4
Sign Orientation Angle
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87
REGULATORY SIGNS
3.1
GENERAL
Regulatory signs are used to control the actions

of road users. They indicate what road users must
do and what they must not do. Failure to obey a
regulatory sign, unless directed otherwise by a
traffic officer, constitutes an offense. For this reason it is important that those who erect regulatory signs do so with a clear knowledge of other
regulatory signs in the vicinity in order to avoid
conflicting regulatory messages being presented
to road users.
It is also possible to add information to a regulatory sign that does not modify its application but
simply gives road users additional information
about its operation. Examples of such applications are:
Regulatory signs must be easy to understand, difficult to misinterpret, and easy to enforce without
argument. To this end symbols are recommended
whenever possible rather than words to pass on
regulatory messages. The use of exclusive shapes
for regulatory signs, such as the octagon for the
STOP sign and the inverted triangle for the GIVE
WAY sign, together with the reserved use of a circular shape for most other regulatory signs
ensures that their function can be instantly recognized by road users.
The significance or meaning of each individual

regulatory sign is given in subsequent sections of
this chapter. It should be clearly understood that
a regulatory sign applies for 24 hours a day and
to all road users approaching the sign. If it is
required to modify either or both of these two
factors the sign must be altered in some way. This
can be achieved by either:
If a speed limit is reduced in the vicinity of a

school the SPEED LIMIT sign may have a
SUPPLEMENTARY PLATE sign 589 indicating SCHOOL.
If an advance warning sign is considered necessary before the introduction of a regulatory
sign and an appropriate warning sign is not
available, a SUPPLEMENTARY PLATE
sign 589 may be displayed below the regulatory sign indicating the distance to the start of
the regulation. A second regulatory sign,
without such a plate, must be placed at the
point from which the regulation is to apply.
In order to maintain the clarity of message

required of regulatory signs it is recommended
that only one symbol should be used on a sign. If
two messages are required, two signs should be
used.
Qualifying the meaning of the sign with a

QUALIFICATION PLATE.
Use of a variable message sign.
There are many aspects of the control of road

users and of the safe, good behavior of road users
which apply throughout the road network. This
makes it impractical to exercise the necessary
control by means of erecting a large number of
regulatory signs.
The use of a QUALIFICATION PLATE below a

regulatory sign may qualify the meaning of the
sign in any number of ways:
By showing that a specific class of vehicle is

obliged or prohibited from taking some
action while the rest of road users are not.
For example, a TURN RIGHT ONLY sign
required to apply to heavy vehicles but not
other traffic should display a plate with the
pictogram or symbol of a heavy vehicle
below the TURN RIGHT ONLY sign.
The only exception to the above rule is the
NO U-TURN sign when required to indicate
that the sign is applicable to heavy vehicles
only. This case is further described in
Sections 3.4.3 and 4.2.8.
By indicating the time(s) of the day that the

sign is operational. For example, a NO
STOPPING sign required to operate only
during peak hours should display a plate with
the appropriate times of the peak periods
indicated below the NO STOPPING sign.
3-1
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3.1.1 FUNCTION AND OBJECTIVES

OF REGULATORY SIGNS
It is the function of regulatory signs to supplement the rules of the road to further control the
actions of road users, when necessary, in the
sense that road users should take, or not take,
specific actions as indicated by such signs.
Many of the signs in these classes may also be

used at roadworks. The roadworks signs universally use a black symbol on a yellow background
with the exception of any control signs used at
roadworks which retain the colors shown in the
following sections.
It is the function of regulatory signs to indicate

the existence of general laws or regulations made
in the interests of road safety, such as by SPEED
LIMIT signs. Alternatively, regulatory signs may
control traffic movement by means of STOP or
GIVE WAY signs or traffic signals in the interests
of good traffic order and operational efficiency. It
can also be the function of a regulatory sign to
indicate a change in the general levels of control
existing for road users to a different level of control. NO OVERTAKING, NO PARKING, or
other restrictions are examples of this.
All classes of regulatory sign apply on a 24-hour

basis unless otherwise indicated by a secondary
message (see Section 3.1). Signs in all classes
may also have a SUPPLEMENTARY PLATE
sign 589 located below the regulatory sign.
In working with regulatory signs it often helps to
consider the way in which the function of an
individual sign message is indicated. This function can be considered as exercising control or
restriction in one of three ways as follows:
In erecting regulatory signs, the road authority

must seek the objective of only providing so
many regulatory signs as is necessary, with adequate levels of enforcement, to ensure the safe
and orderly movement of traffic. The provision
of too many regulatory signs will result in a disrespect for the signing system by road users and
a failure to achieve the desired objective.
1. By imposing a restrictive limit, e.g., an

upper mass limit.
2. By requiring or prohibiting a particular
action, e.g., a turn.
3. By controlling a particular type of object
(indicated by a pictogram or symbol of the
object), e.g., a heavy vehicle.
It should be the objective of any specific regulatory sign to transfer the required message to the
intended road users as clearly and as quickly as
possible with a minimum effect on the complexity of the driving task. In order to achieve this
objective, regulatory signs must be of adequate
size and must be correctly positioned to attract
the attention of road users.
3.2
3.2.1 STOP SIGN 301

Sign 301 requires that the driver of a vehicle
should come to a full and complete stop with
such vehicle at the STOP LINE pavement marking 601 and that the driver should not proceed
until it is safe to do so.
In order to assist the understanding of the different functions of different types of regulatory sign
the class is further subdivided:
Control signs assign priority right of way or

direction of travel.
Mandatory signs indicate actions that must
be taken.
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CONTROL SIGNS
The signs in this group have a common function

in that they are used to allocate priority right-ofway or direction of movement.
3.1.2 SUBCLASSIFICATION OF
REGULATORY SIGNS
Prohibitory signs indicate prohibited action

or objects.
Parking control signs regulate parking and
stopping.
Freeway control signs indicate limits of
roads classified as freeways.
STOP signs should not be used unless engineering judgment indicates that one or more of the
following conditions exist:
3-2
STOP signs should not be erected at intersections

where traffic control signs are operating. The
conflicting commands of two types of control
devices are confusing. If traffic is required to stop
when the operation of the stop-and-go signals is
not warranted, the signals should be put on flashing operation with the red flashing light facing
the traffic that must stop.
Where two main highways intersect, the STOP
sign or signs should normally be posted on the
minor street to stop the lesser flow of traffic.
Traffic engineering studies, however, may justify
a decision to install a STOP sign or signs on the
major street, as at a three-way intersection where
safety considerations may justify stopping the
greater flow of traffic to permit a left-turning
movement.
Sign 301
1. Intersection of a less important road with a

main road where application of the normal
right-of-way rule is unduly hazardous.
2. Street entering a through highway or street.
3. Unsignalized intersection in a signalized
area.
4. Other intersections where a combination of
high speed, restricted view, and serious accident record indicates a need for control by
the STOP sign.
Portable or part-time STOP signs should not be

used except for emergency purposes. Also, STOP
signs should not be used for speed control.
STOP sign 301 should be located on the right
side of the intersecting side street between 3 and
15 meters in advance of the near-side edge of the
crossroad (see Figure 3-1). A second STOP sign
301 should be similarly located on the left side of
the roadway when the side street is a one-way
street with two or more lanes, and a central island
or median exists.
Prior to the application of these warrants, consideration should be given to less restrictive measures, such as GIVE WAY sign 302 (Section
3.2.2), where a full stop is not necessary at all
times. Periodic reviews of existing installations
may be desirable to determine whether, because
of changed conditions, the use of less restrictive
control or no control could accommodate traffic
demands safely and more effectively.
A STOP sign 301 should not be used at a junction

having a traffic signal or a GIVE WAY sign 302
controlling another approach.
STOP sign 301 should have a red background
with a white border and white legend.
STOP signs should never be used on the through

roadways of expressways. Properly designed
expressway interchanges provide for the continuous flow of traffic, making STOP signs unnecessary even on the entering roadways. Where atgrade intersections are temporarily justified for
local traffic in sparsely populated areas, STOP
signs should be used on the entering roadways to
protect the through traffic. STOP signs may also
be required at the end of diverging roadways at
the intersection with other highways not designed
as expressways. In most of these cases, the
speeds will not warrant any great increase in the
sign sizes.
3.2.2 GIVE WAY (YIELD) SIGN 302

should yield right-of-way at a GIVE WAY pavement marking 602 to all traffic on the roadway
intersecting the roadway on which he is traveling,
where such traffic is so close as to constitute a
danger or potential danger. The driver should also
give way to pedestrian and bicycle traffic crossing his path at that point.
3-3
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Centerline
3000
Minimum
(See Note 4)
Curb Radius
Per Design
300 Minimum
600 Preferred
15000
Maximum
Sign 301/302
(See Note 3)
Acceptable Sign Placement
Area Envelope (See Note 2)
3000
Maximum
Notes:
1. Dimensions are shown in millimeters.
2. The preferred sign location is a point behind the curbline, within the acceptable sign placement envelope, closest to the
stop line unless another position within the envelope gives better visibility of the sign for approaching traffic.
3. Sign orientation should be at right angles to the centerline unless a right turn only is permitted, in which case a radial orientation is required.
4. The 3000 minimum dimension may be increased to 5000 when a conflict with a community street name sign would occur.
Figure 3-1
Longitudinal Position of Stop Sign 301 and Give Way Sign 302
The GIVE WAY sign may be warranted:
GIVE WAY sign may be placed at the

entrance to the second roadway.
4. Where there is a separate or channelized
right-turn lane, without an adequate acceleration lane.
5. At any intersection where a special problems
exists and where an engineering study indicates the problem to be susceptible to correction by use of the GIVE WAY sign.
1. At the entrance to an intersection where it is

necessary to assign right-of-way and where
the safe approach speed on the entrance
exceeds 15 kilometers per hour.
2. On the entrance ramp to an expressway
where an acceleration lane is not provided.
3. At intersections on a divided highway where
the median between the roadways is more
than 30 feet wide. At such intersections, a
STOP sign may be used at the entrance to the
first roadway of the divided highway and a
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GIVE WAY signs generally should not be placed

to control the major flow of traffic at an intersection. However, GIVE WAY signs may be
installed to control a major traffic movement
3-4
Sign 302
where a majority of drivers in that movement are

making right turns. At such an intersection, GIVE
WAY signs should not be erected on more than
one approach.
GIVE WAY signs should not be used on the
through roadways of expressways. They may be
used on an entering roadway without an adequate
acceleration lane, but in a well-designed interchange, the sign would interfere with the free
merging movement, and it should not be used
under those circumstances.
Sign 303
Sign 303 should be used in conjunction with

PEDESTRIAN CROSSING pavement marking
603 and GIVE WAY pavement marking 602.
GIVE WAY TO PEDESTRIANS sign 303 should
be used in advance of all marked pedestrian
crossings which are not otherwise controlled by
STOP sign 301, GIVE WAY sign 302 or traffic
signals.
GIVE WAY sign 302 should be located on the

right side of the intersecting side street between 3
and 15 meters in advance of the near side edge of
the crossroad (see Figure 3-1). A second GIVE
WAY sign 302 should be similarly located on the
left side of the roadway when the street is a one
way street with two or more lanes and a central
island or median.
A GIVE WAY sign should not be used at at-grade

junctions when these are provided with appropriately designed full acceleration lanes.

be located on the right side of the roadway 3
meters in advance of GIVE WAY pavement
marking 602. GIVE WAY pavement marking 602
should be at least 3 meters and preferably 6
meters in advance of PEDESTRIAN CROSSING
pavement marking 603. A second GIVE WAY TO
PEDESTRIANS sign 303 should be provided on
the left side of the roadway when a median island
or other central island is provided in advance of
the pedestrian crossing.
GIVE WAY sign 302 should have a white background with a broad red border.

have the following color pattern:
3.2.3 GIVE WAY TO PEDESTRIANS

SIGN 303
A GIVE WAY sign should not be used at a junction having a STOP sign controlling another
approach.

should yield right-of-way to pedestrians crossing
the roadway or waiting to cross the roadway.
3-5
The upper, GIVE WAY sign should have a

white background with a broad red border.
The lower sign, indicating pedestrians,
should have a red background with a white
icon and border.
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3.2.4 NO ENTRY SIGN 304

Sign 304 indicates to drivers of vehicles that
entry is prohibited to all vehicular traffic.
Sign 305
Sign 304
Sign 306
NO ENTRY sign 304 should be used to prohibit

wrong way entry to a roadway when confusion
may exist as to the direction of travel of traffic in
the roadway (see Section 3.2.5, ONE WAY signs
305, 306, and 307 ).
NO ENTRY sign 304 should be located on the
right and left sides of a one-way roadway. NO
ENTRY sign 304 should be oriented at 90
degrees to the direction of wrong way travel.
Sign 307
travel in streets intersecting the one in which they

are traveling is in one direction towards them and
to inhibit the possibility of wrong way entry to
such streets. ONE WAY sign 305 may also be
used to indicate that a street is a one-way street in
a straight ahead direction (this practice is intended to make drivers aware that when they return to
such a street from a private property or a parking
area that they must turn only in one direction, it
being impractical to indicate the direction of travel at all points of access along a one-way street).
Sign 304 should have a red background with a

white legend and a thin white border.
3.2.5 ONE WAY SIGNS 305, 306, AND

307
Signs 305, 306, and 307 indicate to drivers of
vehicles that the only permitted direction of travel, in the road or portion of road on which they
are erected, is in the direction indicated by the
arrow on the sign. Signs 305, 306, and 307 may
be displayed to indicate directions straight ahead,
to the right, or to the left.
When used to indicate the direction of travel in

an intersecting street ONE WAY signs 306 and
307 should be located on both sides of the intersecting street so that both signs can be seen clearly by drivers traveling in the through street.
When used to indicate the direction of travel
within a one-way roadway ONE WAY sign 305
should be located on the right side of single-lane
one-way streets and on both sides of one-way
ONE WAY signs 305, 306, and 307 should be

used in preference to NO ENTRY sign 304 in
networks of intersecting one-way streets. ONE
WAY signs 306 and 307 should be used to indicate to drivers of vehicles that the direction of
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3-6
streets with two or more lanes. If necessary, additional signs should be strategically placed with
respect to local accesses from properties or parking areas (see Figure 3-2).
in a street at a junction, other directions of travel

at the junction may be chosen. AHEAD ONLY
sign 321 indicates that drivers have no other
choice but to proceed straight ahead. A 600-millimeter sign 321 may be mounted on the post
below a traffic signal when appropriate.
ONE WAY signs 305, 306, and 307 are the one
exception to the general color code for the control group of regulatory signs. ONE WAY signs
305, 306, and 307 should have a blue background
with a white legend and a thin white border.
A typical example for the use of AHEAD ONLY

sign 321 would be at a signal-controlled crossroad intersection with a free right turn and a dedicated left turn lane or lanes separated from the
through route by a splitter island. In this instance,
if the driver is located in one of the through lanes
the AHEAD ONLY movement is the only available option and should be signed accordingly.
NOTE: In some situations, regulatory signs 304,

321 thru 328, 346, and/or 347 may be used in
place of or in addition to ONE WAY signs to
delineate a one-way road system. Specific
approval should be obtained from the Abu Dhabi
Municipality Department for one-way system
signing.
3.3
AHEAD ONLY sign 321 should have a blue

background with a white icon and a thin white
border.
MANDATORY SIGNS
3.3.2 TURN RIGHT (OR LEFT) ONLY
SIGN 322 (OR 323)
The signs in this group have the function that

they are used to indicate to road users actions that
they must take or that are mandatory.
Signs 322 (or 323) require that the driver of a

vehicle should proceed only to the right (or to the
left - the arrow direction being reversed) at the
junction. TURN RIGHT (or LEFT) ONLY signs
322 (or 323) should be located on the far side of
a roadway facing drivers to which they apply.
3.3.1 AHEAD ONLY SIGN 321

should proceed only straight ahead in the direction indicated by the arrow on the sign.
Signs 322 (and 323) should have a blue background with a white legend and a thin white border.
AHEAD ONLY sign 321 should be located on

the right side of a two-way roadway and on the
left side of a one-way roadway. The function of
the AHEAD ONLY sign 321 differs from that of
the ONE WAY sign 305 in that, while the ONE
WAY sign may indicate the mandatory direction
3.3.3 TURN RIGHT (OR LEFT)

AHEAD ONLY SIGN 324 (OR
325)
Signs 324 (or 325) require that the driver of a
vehicle should proceed only to the right (or to the
left the arrow direction being reversed) at the
junction ahead.
TURN RIGHT (or LEFT) AHEAD ONLY signs
324 (or 325) should be located on the right side
of a two-way roadway and on the left side of a
one-way roadway at a distance of approximately
50 meters from the junction to which it applies.
Signs 324 (or 325) should normally only be provided when the alignment of the approach to the
junction is such that the layout of the junction is
Sign 321
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307
347
346
301
301
346
301
301
307
* Optional subject to
traffic volumes
306
Access to
property or
parking
305
305
306
307
346
301
305
301
305
347
See Section 3.2.5 Note
Figure 3-2
Use of One Way Signs 305, 306, and 307 with Signs 346 and 347
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3-8
Sign 322
Sign 325
not readily obvious. A 600-millimeter sign 324

(or 325) may be mounted on the post below a
traffic signal where appropriate.
Signs 324 (and 325) should have a blue background with a white icon and a thin white border.
3.3.4 PASS EITHER SIDE SIGN 326

Sign 326 indicates to the driver of a vehicle that
he may pass to either side of an obstruction in the
roadway, such as a traffic island.
PASS EITHER SIDE sign 326 should be located
on a traffic divider, near the nose of the divider,
so that there is a minimum clearance of 300 millimeters between the edges of the divider and the
sign. The most common application of sign 326
will be at entrances to collector-distributor roads
and road splits.
Sign 323
Sign 326
Sign 324
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PASS EITHER SIDE signs 326 should have a

blue background with a white icon and a thin
white border.
3.3.5 KEEP RIGHT (OR LEFT) SIGN

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

should proceed only in a counterclockwise direction at the roundabout ahead.
Sign 328
ROUNDABOUT sign 329 should be located

below GIVE WAY sign 302 in advance of the
entry to a roundabout when on the approach concerned, it may not be obvious that the junction
ahead is a roundabout. In such circumstances,
sign 329 may be used in addition to advance
warning ROUNDABOUT AHEAD sign 420.
Sign 420 should be located as indicated in
Chapter 4.
Should mini roundabouts be instituted in Abu
Dhabi, sign 329 should be used to direct
motorists to operate within the junction in a manner consistent with driving rules for a roundabout.
Sign 329
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3-10
3.4.1 MAXIMUM SPEED LIMIT SIGNS
ROUNDABOUT sign 329 should have a blue

background with a white icon and a thin white
border.
3.4.1.1
MAXIMUM SPEED LIMIT

SIGNS 339 TO 344
3.3.7 U-TURN SIGN 330

Signs 339 to 344 prohibit drivers of vehicles
from exceeding the maximum speed limit indicated in kilometers per hour by means of a number on such a sign.
Sign 330 notifies the driver of a vehicle that he

may make a U-turn.
In Abu Dhabi, the following speed limits should

be in effect unless otherwise posted:
MAXIMUM SPEED LIMIT signs 339 to 344

should be provided after the point of access from
another roadway or when:
Sign 330
U-TURN sign 330 should be located at the end of

the traffic median on the near side of the possible
U-turn road configuration. At signalized intersections, it should be attached to the traffic signal
post supporting the signals for traffic coming
from the opposite direction.
In Abu Dhabi, U-TURN sign 330 is often used

with a NO TRUCKS qualification plate 365
mounted below.
U-TURN sign 330 should have a blue background with a white icon and a thin white border.
3.4
30 km/h: School zone.

40 km/h: Selected roadways in areas with a
high concentration of pedestrians.
60 km/h: Urban dual carriageway.
80 km/h: Selected roadways with limited
access and control.
100 km/h: Rural roads.
120 km/h: Freeways and expressways.
There is a change in speed limit along a specific route.

There is a reduction in speed limit between
intersecting roadways of like types.
The road environment that would be the criterion for the speed limit cannot be easily
identified by drivers.
The distance between postings exceed those
indicated in Table 3-1.
The sign numbers apply as follows:
PROHIBITORY SIGNS
The signs in this group have the function to indicate to road users actions that they must not take,
or which are prohibited. Prohibitions may apply
in the form of limits, or to certain actions or
objects. Maximum limits such as speed or height
limits are indicated in circular signs without a
diagonal slash. Prohibitions on actions or objects
are indicated in circular signs which include a
diagonal slash.
Sign 339: 30 km/h (see Chapter 8 for guidance on use of Sign 339 in school zones).
Sign 340: 40 km/h.
Sign 341: 60 km/h.
Sign 342: 80 km/h.
Sign 343: 100 km/h.
Sign 344: 120 km/h.
The following guidelines and comments should

be considered as being applicable to general or
average conditions. Specific circumstances may
warrant a variation in application when the prin-
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Sign 339
Sign 342
Sign 340
Sign 343
Sign 341
Sign 344
3-12
Situation In Which Sign

Is To Be Provided
Parking Area or Service Road
Urban Single Carriageway
Urban Dual Carriageway
Rural Roads
Table 3-1
Guidelines for Speed Limit Sign Location
Sign Location
Warrants For Additional Signs(1)
After
Point Of Access
within 10 meters
Not applicable
within 50 meters
Not applicable
- Above 60 km/h(2), 4 km between postings
- 60 km/h(2), 2 km between postings
within 50 meters
- Below 60 km/h(2), 1 km between postings
within 100 meters
Notes:
1. Additional signs should be provided at the rate of one extra sign approximately in the middle of the length of section between
postings as given in the table. A posting represents the initial provision of a MAXIMUM SPEED LIMIT sign in terms of the
criteria given above and as illustrated in Figure 3-3.
2. Refers to the maximum speed limit posted on the section of road.
ciples involved should be applied with engineering judgment.
3.4.1.2
When the provision of a MAXIMUM SPEED

LIMIT sign is warranted, signs should be located
as indicated in Table 3-1. Figure 3-3 illustrates
the typical use of MAXIMUM SPEED LIMIT
SIGNS 341 to 343.
DUAL SPEED LIMIT SIGN

COMBINATIONS AND DUAL
MAXIMUM SPEED LIMIT SIGN
345
Many Abu Dhabi roadways have one speed limit

for cars and another, lower speed limit for trucks
and other heavy vehicles. Signing for these conditions should be done using a dual speed-limit
sign combination or with a dual speed limit sign
combination complemented by DUAL MAXIMUM SPEED LIMIT sign 345.
A MAXIMUM SPEED LIMIT sign should also

be provided when a change in maximum speed
limit occurs along a route. It is not uncommon
that a decrease in maximum speed limit may be
as much as 40 km/h (e.g., from 100 km/h down to
60 km/h). In such a situation, an appropriate
MAXIMUM SPEED LIMIT sign should be provided for each 20 km/h decrease in speed limit so
that the maximum decrease in speed limit posted
at any one time is 20 km/h. The minimum distance between successively decreasing speed
limit signs should be 500 meters.
Sign 345 (typical)
It is not necessary to post maximum speed limits

on major roads after minor joining access roads,
except in the unlikely event that with roads of
equal status the one being entered has a lower
maximum speed limit than drivers would have
reason to expect.
All roadways with dual speed limits should be

signed using a sign combination as shown in
Figure 3-4.
The combination is made up of two maximum
speed limit signs mounted on a single pole, one
above the other, with a truck qualification plate
mounted at the bottom, below the sign indicating
the speed limit for trucks. The sign indicating the
speed limit for cars should be mounted above the
MAXIMUM SPEED LIMIT signs 339 to 344

should have a white background, a black legend,
and a thick red border.
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3-14
the guidelines in Table 3-1; DUAL MAXIMUM

SPEED LIMIT sign 345 should be added subsequently as deemed useful.
When used, DUAL MAXIMUM SPEED LIMIT
sign 345 should be evenly interspersed with dual
speed limit sign combinations. Good engineering
judgement should be exercised in determining
the location and frequency of DUAL MAXIMUM SPEED LIMIT sign 345 in a dual speed
limit zone, but its frequency should not exceed
the guidelines in Table 3-1.
3.4.2 NO LEFT (OR RIGHT) TURN

SIGN 346 (OR 347)
Signs 346 (or 347) indicate to drivers of vehicles
that they should not turn to the left or right, as the
case may be, at the junction or entrance where the
signs are displayed.
Figure 3-4
Dual Speed Limit Sign Combination (typical)
sign indicating the speed limit for trucks and

other heavy vehicles.
On roadways with dual speed limits, dual speed
limit sign combinations should be located as
would normal speed limit signs, in accordance
with the distances specified in Table 3-1.
In some conditions, it may be advantageous to
complement dual speed limit sign combinations
with DUAL MAXIMUM SPEED LIMIT sign
345. This sign takes the appearance of a typical
guide sign in color and shape. However, its large
size and the limited information on it precludes
the potential for confusion on the part of drivers
and clearly emphasizes the respective speed limits of the two different types of vehicles.
Sign 346
DUAL MAXIMUM SPEED LIMIT sign 345 is

to be ideally located in wide, open areas adjacent
to the roadway. DUAL MAXIMUM SPEED
LIMIT sign 345 should be considered a complement to but not a substitute for dual speed limit
sign combinations, and thus its placement in a
dual speed limit zone should not affect the placement or frequency of dual speed limit sign combinations. Dual speed limit sign combinations
should first be correctly positioned according to
Sign 347
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Signs 346 (or 347) should be located on the side

of the roadway towards which the illegal turn
would be made, not more than 25 meters in
advance of the point where the prohibition
applies.
ings or where there is a conflict with pedestrian

movements.
NO U-TURN sign 348 may be made specific to a
time of day by means of a QUALIFICATION
PLATE sign 365 mounted below the sign. A 600millimeter sign 348 may be mounted on the post
below a traffic signal where appropriate. NO UTURN for specific vehicle types is the one
exception to this rule and is further explained in
Section 4.2.8.
Signs 346 or 347 should only be used in situations where the left (or right) turn would, under
normal circumstances, be expected by drivers to
be available. Their use is generally not necessary
when roadway geometry clearly indicates that
turns are not intended at the location under consideration. A 600 millimeter sign 346 (or 347)
may be mounted on the post below a traffic signal where appropriate.
NO U-TURN sign 348 should have a white background, a black icon, a thick red diagonal line,
3.4.4 NO OVERTAKING SIGN 349
Signs 346 and 347 should have a white background, a black icon, a thick red diagonal line,
Sign 349 prohibits the driver of a vehicle from

overtaking another vehicle traveling in the same
direction within the next 500 meters.
3.4.3 NO U-TURN SIGN 348

Sign 348 indicates to drivers of vehicles that they
should not perform a U-turn at the junction or
break in the median island ahead.
Sign 349
NO OVERTAKING sign 349 may be used in

addition to NO PASSING LINE pavement marking 611 when this is likely to be ineffective due
to adverse conditions or other factors. Sign 349
should be located on the left side of the road. If
the overtaking message is required for a distance
in excess of 500 meters the sign should be
repeated at 500 meter intervals.
Sign 348
NO U-TURN sign 348 should be located not

more than 25 meters in advance of the point to
which the prohibition applies. The sign may be
repeated at the point of prohibition.
NO OVERTAKING sign 348 should have a

white background, a black icon, a thick red diagonal line, and a thick red border.
Sign 348 may be required when the parallel carriageway is too narrow to accept safe U-turns or
when such a movement cannot safely be accommodated due to limitations in traffic signal tim-
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3.4.5 NO INFLAMMABLE GOODS

SIGN 350
3.4.6 NO GOODS VEHICLES SIGN

351
Sign 350 prohibits the driver of a vehicle transporting inflammable goods, including inflammable gases in portable cylinders, from proceeding
beyond the sign.
Sign 351 prohibits drivers of goods vehicles from

proceeding beyond the sign.
Sign 351
Sign 350
NO GOODS VEHICLES sign 351 should be

located on the right side of the roadway at the
point from which the prohibition is required to
apply. This point should be chosen where an
alternative route is available to drivers of goods
vehicles.
NO INFLAMMABLE GOODS sign 350 may be

used in advance of any area, such as a tunnel,
where transported inflammable goods represent a
particular hazard. The sign should be located on
the right of the roadway at the point from which
the prohibition is required to apply. This position
should permit vehicles carrying inflammable
goods to take an alternative route. In practice it is
likely that other prohibitions may apply at such
places. It is recommended that all necessary prohibitory signs be displayed on a custom designed
backing board with a white background color and
a thin red border of the style used for diagrammatic warning signs. It is also recommended that
a similar combined sign be displayed in advance
of the exit or turn onto the alternative route with
an appropriate explanatory text message such as
Alternative Route 150 m.
NO GOODS VEHICLES sign 351 may be made

specific to a particular time of day rather than for
the full 24-hours by means of a QUALIFICATION PLATE sign 365, indicating the applicable
time period or periods, mounted below the sign.
In a similar way the NO GOODS VEHICLES
sign 351 may be made applicable to goods vehicles exceeding a specific weight by the mounting
of QUALIFICATION PLATE below the sign
which displays the weight limit in the form 10
T where the unit T refers to a metric tonne.
Where appropriate this weight limit may be
replaced by a length limit such as 6.0 m.
NO GOODS VEHICLES sign 351 should have a
NO INFLAMMABLE GOODS sign 350 should

have a white background, a black icon, a thick
red diagonal line, and a thick red border. The
detail of the flame within the truck icon on the
legend should be red and yellow.
3.4.7 NO PEDESTRIANS SIGN 352

Sign 352 prohibits pedestrians from proceeding
beyond the sign.
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NO CYCLISTS sign 353 may be displayed in

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

sounding the horn or other audible device of his
vehicle within 75 meters of the sign.
NO PEDESTRIANS sign 352 may be displayed

in any position where it is required to prohibit
pedestrian movement or access, normally across
a roadway. Such places may include specific
parts of a roadway or junction which pedestrians
otherwise might expect to be able to use, but
which are considered unsafe due to the traffic
management arrangements of the road or junction. Sign 352 should be used with a size of 300
millimeters unless a larger size is warranted for
conspicuousness.
NO PEDESTRIANS sign 352 should have a
Sign 354
3.4.8 NO CYCLISTS SIGN 353

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

355
3.4.11 MAXIMUM HEIGHT LIMIT SIGN

356
Sign 355 prohibits drivers of vehicles exceeding the

indicated height from proceeding beyond the sign.
Sign 356 incorporates sign 355 into a larger sign

and includes an iconic symbol and text to
increase visibility and reinforce the signs message.
Sign 356
Sign 355
MAXIMUM HEIGHT LIMIT sign 356 should

be used only where vehicles exceeding Abu
Dhabis legal vehicle height limit may use the
road on an exceptional basis. It should be placed
where it is deemed tall truck traffic may enter the
highway. It should be located on both the right
and left sides of the roadway.

be located 25 to 50 meters in advance of any limited height structure that has a minimum clearance of less than 4.2 meters, preferably on both
the right and left sides of the approach roadway.
The height indicated within the sign should be at
least 100 millimeters less than the actual minimum clearance measured under the structure.
The height should be expressed on the sign to the
next lowest one decimal place of a meter.
The height indicated within the sign should be at

least 100 millimeters less than the actual minimum clearance measured under the structure.
The height should be expressed on the sign to the
next lowest one decimal place of a meter.
The maximum legal height for a vehicle in Abu

Dhabi is 4.2 meters.

have a white background, a black border, and a
black and red legend.
Sign 355 must not be used as an advance warning

sign. The sign should always be preceded by an
advance warning MAXIMUM HEADROOM
sign 425 (see Chapter 4).
3.4.12 QUALIFICATION PLATE SIGN

365
Sign 355-4.2 should be located on both sides of

the road at all Emirates Route border crossings
into Abu Dhabi Emirate and on all exit roads
from cargo-handling seaports.
Sign 365 provides a secondary message that qualifies or restricts the primary message of another
regulatory sign. Sign 365 is never used alone and
is always mounted directly below the regulatory
sign that it qualifies. The background color, border color, and message color of sign 365 should
correspond to those of the associated regulatory

have a white background, a black legend, and a
thick red border.
3-19
Version 0.1
Thus, a QUALIFICATION PLATE sign 365 may

contain textual messages or symbols such as, but
not limited to, the following:
08:00 TO 20:00.
8 m.
Except Friday.
Truck (symbol).
10 T.
When it is desired to add to a regulatory sign

information that does not qualify the message of
the sign, a SUPPLEMENTARY PLATE sign 589
should be used.
3.5
PARKING CONTROL
SIGNS
The signs in this group apply to the control and

regulation of stopping and parking. The signs in
the group are available to clarify stopping or
parking controls in complex environments or to
indicate circumstances where limited or part-time
restrictions operate for part(s) of a day or apply to
specific classes of vehicle.
The group includes circular prohibition signs,
which are commonly contained within a rectangular background. The prohibitory meaning of
the sign is not affected by its manner of display.
The reason for placing the sign within a rectangular background is to provide a suitable base to
display relevant secondary information which
limits the application of the sign in some way.
Parking control signs may be prohibitory signs or
permissive signs. Prohibitory parking control
signs use a red border, text, and arrow whereas
permissive parking signs, which may still contain
a restrictive element in their message (e.g., a
maximum duration of stay), use a green border,
text and arrow. Prohibitory and permissive parking control signs may be mounted side-by-side
on sections of street where a stopping or parking
prohibition changes to permitted parking. If there
are no time or payment controls over the use of a
parking area it is not necessary to erect parking
control signs.
Sign 365
sign with which it is mounted (this also applies to

roadworks versions of regulatory signs).
Ordinarily, regulatory signs apply 24 hours a day,
7 days a week and are relevant to all vehicles
passing that sign. QUALIFICATION PLATE
sign 365 is used when the regulatory message is
intended to apply to only certain times or days,
and/or to only certain types or classes of vehicles.
Version 0.1
Not all numbered signs are illustrated. Examples

are shown in Figures 3-5 to 3-8.
3-20
3.5.1 NO STOPPING SIGNS 370, 371,

372, AND 373
when a particular stopping problem has been

identified.

stopping his vehicle at any time along the section
of road beyond such a sign, subject to compliance
with a traffic signal, the direction of a traffic officer, or to avoid a collision. The action of NO
STOPPING sign 370 should cease automatically
when a driver leaves the roadway on which it is
provided unless he comes under the control of
another NO STOPPING sign on the roadway
which he enters.
QUALIFICATION PLATE sign 365 should be

used to convey regulatory limits with messages
such as the following:
Signs 371, 372 and 373 require that the driver of

a vehicle should not stop his vehicle at any time
along a section of road within 40 meters of such
a sign, subject to compliance with a traffic signal,
the direction of a traffic officer, or to avoid a collision. Signs 371, 372, and 373 should include an
arrow to indicate the direction of application of
the restriction from the sign.
The use of NO STOPPING sign 370 is appropriate on high speed roads such as major arterials
which have limited points of access. Sign 370
should be located on the right side of such multilane one-way roadways within 150 meters of a
point of entry to the roadway and in such a way
that the sign is at right angles to the normal direction of travel.
NO STOPPING signs 371, 372, and 373 should

be located on the right and/or left side of the
roadway, as appropriate, with the sign face parallel to the curbline or edge of roadway. The maximum distance between signs to give adequate
coverage to a full section of nonarterial urban
roadway should be 80 meters. When a stopping
prohibition is to be applied to a section of roadway for a distance less than 80 meters two NO
STOPPING signs 371 and 373 should be used,
one at each end of the section of roadway. The
range of arrow variations with signs 371, 372,
and 373 is illustrated in Figure 3-5.
NO STOPPING sign 370 should not be used

indiscriminately but should be limited to situations where:
The stopping of vehicles will pose a severe

safety or capacity problem, and
There is a situation whereby a significant
number of drivers are stopping their vehicles,
and
Where another form of regulatory sign or
pavement marking would not otherwise
make stopping illegal.
NO STOPPING signs 371, 372, and 373 may be

made specific to a particular time of day, rather
than the full 24 hours, by indicating within the
Thus, the use of sign 370 should generally not be

included in new designs, but rather as a retrofit
Sign 370
For 1000 m.
On Bridge.
In Thru Lanes.
End.
Sign 371
Sign 372
Sign 373
Figure 3-5
No Stopping Sign Variants
3-21
Version 0.1
sign face the applicable time period or time periods. Alternatives, with their specific sign numbers, are illustrated in Figure 3-6.
to a full section of urban roadway should be 80

meters. When a parking prohibition is to be
applied to a section of roadway for a distance less
than 80 meters two NO PARKING signs 377 and
379 should be used, one at each end of the section
of roadway.
3.5.2 NO PARKING SIGNS 377, 378,

AND 379
NO PARKING signs 377, 378, and 379 may be

made specific to a particular time of day, rather
than the full 24 hours, by indicating within the
sign face the applicable time period or time periods. The manner of display should be as illustrated in Figure 3-6, with the substitution of the NO
PARKING disc for the NO STOPPING disc and
the use of specific sign numbers 380, 381 and
382.
Signs 377, 378, and 379 require that the driver of

a vehicle should not park his vehicle at any time
along a section of road within 40 meters of such
a sign. Signs 377, 378, and 379 should include an
arrow to indicate the direction of application of
the restriction from the sign.
NO PARKING signs 377, 378, and 379 should be
located on the right and/or left side of the roadway, as appropriate, with the sign face parallel to
the curbline or edge of roadway. The maximum
distance between signs to give adequate coverage
Sign 374
Sign 377
The range of arrow variations with signs 377,

378, and 379 is illustrated in Figure 3-7.
Sign 375
Figure 3-6
No Stopping with Time Limit Displays
Sign 378
Figure 3-7
No Parking Sign Variants
Version 0.1
3-22
:
:
:
:
Sign 376
Sign 379
3.5.3 PAY-AND-DISPLAY PARKING

SIGNS 383, 384, AND 385
The range of PAY AND DISPLAY PARKING

signs 383, 384, and 385 is illustrated in Figure 3-8.

vehicles using the parking area designated by the
sign that they should pay the appropriate tariff at
the designated payment point and should affix
the ticket/notice received on the inside of the
windscreen of the vehicle so that it can be
observed from outside the vehicle.
3.5.4 PARKING FOR DISABLED

PERSONS SIGNS 386, 387, AND
388
Signs 386, 387,and 388 indicate to drivers of
vehicles that the parking area designated by the
sign is reserved for use by disabled persons only
and that it should not be used by other drivers.
PAY-AND-DISPLAY PARKING signs 383 and

385 should be located at each end of a row of
parking bays served by a PAY-AND-DISPLAY
payment point, with the sign face parallel to the
curbline or edge of roadway. The arrows on the
signs will indicate the point from which the
PAY-AND-DISPLAY criteria applies, and will
generally point towards the payment point. PAYAND-DISPLAY PARKING sign 384 should be
located at intermediate intervals between PAYAND-DISPLAY PARKING signs 383 and 385
only when the row of parking bays is considered
to be of sufficient length as to warrant the provision of additional PAY-AND-DISPLAY payment points. If it is necessary to advise drivers of
time limits applicable to the parking area this
should be done using appropriate PARKING
TIME LIMIT signs 389, 390, and 391 in addition
to signs 383, 384, and 385 in a manner similar to
the examples in Figure 3-11.
Sign 383
When a single PARKING FOR DISABLED

PERSONS sign 387 is required for a single parking bay it should be located on the sidewalk
approximately in the center of the length or width
of the parking bay. In such an application the
arrow is omitted. In other applications, signs 386
and 388 should be displayed in a similar manner
to that described for NO PARKING signs 377
and 379 (see Section 3.5.2). Sign 387 should be
used only to identify a single parking bay.
The range of PARKING FOR DISABLED PERSONS signs 386, 387, and 388 is illustrated in
Figure 3-9.
3.5.5 PARKING TIME LIMIT SIGNS

389, 390, AND 391
vehicles using the parking area designated by the
Sign 384
Sign 385
Figure 3-8
Pay and Display Parking Sign Variants
3-23
Version 0.1
Sign 386
Sign 387
Sign 388
Figure 3-9
Parking for Disabled Persons Sign Variants
sign that there are time limits to their use of the

parking area. The time limit may apply in one or
both of two ways:
STOPPING signs 374, 375, and 376 and NO

PARKING signs 377, 378, and 379 with regard to
position and frequency. In an area where mixed
prohibition (signs 377, 378, and 379) and permissive (signs 383 to 391) signs are used prohibition and permissive signs may be mounted next
to each other with arrows pointing in appropriate
directions.
To the maximum duration of the parking

period.
To the times of day that parking is permitted.
Signs 389, 390, and 391 should include an arrow
to indicate the direction of application of the time
restrictions indicated on the sign (see Figure 3-10).
The messages of the PARKING TIME LIMIT

signs 389, 390, and 391 may be varied. The duration of stay limit or the time of day limit may be
omitted if one or other is not appropriate to the
circumstances of the parking area.
PARKING TIME LIMIT signs 389, 390, and 391

should be displayed in the same manner as NO
Sign 389
Sign 390
Figure 3-10
Parking Time Limit Sign Variants
Version 0.1
3-24
Sign 391
Figure 3-11 illustrates some of the sign combinations possible within this group of signs.
3.5.6 BUS STOP SIGN 392

Sign 392 indicates to drivers that the section of
roadway designated is reserved for the stopping
or standing of buses. BUS STOP sign 392 should
be located at the edge of the sidewalk so that it
can be seen by pedestrians and bus drivers
(mounted perpendicular to the curb). It should be
positioned near the end of the loading area and
indicate the position for the driver to stop and
passengers to queue.
Sign 392
BUS STOP sign 392 should have a white background. The icon should be offset on a blue background and the horizontal dividing lines should be
blue. Both Arabic and English text should be red.
The space reserved by TAXI STAND sign 393

should not be used for the unattended parking of
taxis. Taxis may only stand in the space while
waiting for fares.
3.5.7 TAXI STAND SIGN 393

Taxi stand locations must be approved by the
Traffic Police.
Sign 393 indicates to drivers of vehicles that the

section of roadway designated is reserved for the
stopping or standing of taxis only, and that such
section of road should not be used by other vehicles.
TAXI STAND sign 393 should have a white

background. The icon and the horizontal dividing
lines should be blue. The border and the Arabic
and English text should be red.
Sign 380
Sign 381
Sign 390
Sign 381
Sign 388
Sign 389
Sign 382
Sign 391
Sign 371
Figure 3-11
Examples of Sign Combinations in the Parking Group
3-25
Version 0.1
DROP-OFF PICK-UP ONLY sign 394 should

have a white background. The car-and-person
icon and the horizontal dividing lines should be
blue. The border, the prohibition icon, and the
Arabic and English text should be red.
3.6
FREEWAY CONTROL SIGNS
The signs in this group indicate to road users

which roads are classified as freeways. In doing
so they make road users aware of the application,
and removal, of the particular Rules of the
Road relevant to the use of freeways.
3.6.1 BEGINNING OF FREEWAY

SIGN 398
Sign 393
3.5.8 DROP-OFF PICK-UP ONLY

SIGN 394
Sign 398 indicates to drivers of vehicles that a

dual carriageway freeway begins and that the
various controls and prohibitions become effective beyond the sign.
Sign 394 indicates to drivers of vehicles that the

section of roadway designated is reserved for
dropping off or picking up passengers. These sections of roadways may be used by any type vehicle, public or private.
Sign 398
Freeway rules invoked by sign 398 should mean

that, except in case of emergency, no person
should:
Sign 394
The space reserved by sign 394 should not be

used for the unattended parking of any vehicle.
Sign 394 is also generally used near the beginning of the loading area at bus stops, allowing
other vehicles to use the bus stop for drop-off and
pick-up. Approval should be obtained from the
Road Department before installing Sign 394 in a
bus stop.
Version 0.1
3-26
Operate a nonmotorized vehicle on or near

the freeway.
Be on foot on or near the freeway.
Stop or reverse a vehicle on the roadway.
Stop, park, or drive on a shoulder, median, or
roadside area.
Drive at a speed less than 70 km/h or 30 km/h
less than the prevailing traffic speed,
whichever is lower.
The BEGINNING OF FREEWAY sign 398

should be located on the right side within the first
third of the length of all freeway on-ramps and on
the right side, and left side when a median island
is available, when a non-freeway roadway
becomes a freeway in a straight-ahead situation.
Sign 398 should have a blue background with a
white icon and border.
3.6.2 END OF FREEWAY SIGN 399

Sign 399 indicates to the drivers of vehicles that
a freeway is about to end and that the relevant
freeway rules are no longer applicable.
Sign 399
END OF FREEWAY sign 399 should be located

on the right side within the final third of the
length of all freeway off-ramps. When a freeway
ends, but continues as a non-freeway road, sign
399 should be located on the right side, and if a
median island is available, on the left side of the
roadway. It should be noted that if it is required
that some of the prohibitions provided for on the
freeway be retained, specific prohibition signs
should be erected accordingly beyond sign 399.
END OF FREEWAY sign 399 should have a blue
background with a white icon and border. The
diagonal slash should be red.
3-27
Version 0.1
WARNING SIGNS
4.1
GENERAL
guidelines for the positioning of advance warning

signs. Distances in Table 4-1 are based on standard traffic-engineering stopping-sight distance
equations (distance needed to reduce speed from
approach speed to safe operating speed at hazard).
Warning signs are used to make drivers aware of

hazardous or potentially hazardous conditions in
the roadway which drivers might not otherwise
expect to see due to the nature of the hazard, the
hazard being hidden or partially hidden, or due to
the drivers workload at the time. Advance warning signs have a unique triangular shape and the
warning message is given in the majority of
instances by a symbolic representation of the
hazard or potential hazard.
It is also important that there be an adequate clear

visibility distance to the warning sign. The availability of this distance must be checked at the
time of installation of the sign. Clear visibility
distance cannot be assumed to exist simply
because it appears to be available from reading a
plan of a section of road. Engineers need to exercise professional judgement on site to ensure
drivers have adequate clear visibility to a warning sign.
In order to maintain the credibility of warning

signs they should only be used when a need has
been established or a warrant satisfied. If warning
signs are used automatically to warn of fully
visible everyday road features, those warning
signs which really are important are likely to be
less effective.
Likewise, sound engineering judgement is

required for placement of warning signs used to
alert drivers to temporary road conditions or particularly hazardous conditions. In either of these
situations, distances from the sign to the hazard
may need to be increased or decreased from the
guidelines in Table 4-1. It may also be the case
that multiple warning signs are needed to effectively alert drivers to a single hazard. Engineers
should consider either of these options during initial installation and prepared to review this decision in the future if deemed warranted.
Most warning signs are located in advance of the

hazard to which they refer. To be effective as a
class, warning signs must be positioned consistently. The location of warning signs should, in
part, be related to the speed with which the hazard can be negotiated. This in turn relates to the
difference between the speed at the hazard and
the speed when viewing the sign. Table 4-1 gives
Approach
Speed (km/h)
Table 4-1
Guidelines for Positioning Advance Warning Signs
Posted Speed at Hazard (km/h)
<20
30
40
50
60
70
Preferred Distance of Sign from Hazard (meters)
Note 1
Note 2
25
Note 1
Note 2
75
60
Note 1
Note 2
125
110
100
50
Note 2
150
140
125
110
50
Note 2
175
160
150
125
100
60
200
185
175
150
140
75
250
230
200
180
175
125
275
250
225
210
190
160
300
275
250
230
210
190
80
30
40
50
60
70
80
Note 2
90
65
100
100
110
130
120
175
NOTES:
1. No suggested minimum distances are provided for these speeds, as placement
location is dependent on site conditions and other signing to provide an adequate
advance warning for the driver.
2. No specific recommended placement distance are provided for these speeds. The
Engineer should exercise professional engineering judgement in light of local
conditions.
4-1
Version 0.1
The function of each individual warning sign is

given in subsequent sections of this chapter. If a
warning sign is required for which there is no
symbol GENERAL WARNING sign 450 should
be used in conjunction with a SUPPLEMENTARY PLATE sign 589 (see Section 4.2.26).
SUPPLEMENTARY PLATE sign 589 may be
attached below an advance warning sign to
enhance the message of the sign (see Section
5.7.4).
which they relate. Consistent with this function

they have a unique triangular shape in order to
attract the attention of drivers sufficiently early
for their message to be effective. Advance warning signs are therefore not appropriate to mark or
identify the point location of the hazard. Hazard
marker signs should be used for such a purpose
(see Section 4.3).
4.2.1 JUNCTION AHEAD SIGNS 401

TO 406
4.1.1 FUNCTION AND OBJECTIVES

OF WARNING SIGNS
Signs 401 to 406 warn drivers of vehicles of a

junction ahead.
It is the function of warning signs to alert drivers

to hazardous or potentially hazardous conditions
on or adjacent to the roadway. This function may
be exercised in the form of an advance warning
of a hazard ahead or by marking the actual physical hazard.
CROSSROAD AHEAD sign 401, SIDE ROAD

AHEAD signs 403 and 404 and STAGGERED
SIDE ROAD AHEAD signs 405 and 406 are
specifically for use on a major road to indicate
the presence and layout of the junction ahead. TJUNCTION AHEAD sign 402 may be used on a
major or minor road although its use on major
roads is not likely to be common.
The objective of warning signs is to transfer the

desired warning message to road users as clearly
and as quickly as possible with a minimum
impact on the driving task and in so doing to create the safest practical road environment for
users. In order to achieve this objective warning
signs must be of adequate size and must be correctly positioned to attract the attention of road
users in time for them to take the required action.
By providing warning signs the design engineer
must have as an objective the creation of an adequate level of road safety while using the fewest
possible signs.
Signs 401 to 406 should be located on the right

side of the roadway at a distance from the junction as indicated in Table 4-1 and with a clear
sight distance to the sign. A SUPPLEMENTARY
PLATE sign 589 indicating the distance to the
junction to the nearest 20 meters should be
attached below all signs 401 to 406.
Signs 401 to 406 should be considered for use in
an urban area only when all of the following conditions apply:
4.1.2 SUBCLASSIFICATION OF
WARNING SIGNS
In order to clarify the different functions of warning signs the class is further subdivided as follows:
Advance warning signs.

Hazard marker signs.
Diagrammatic signs.
4.2
ADVANCE WARNING
SIGNS
Signs 405 and 406 should only be used when the

distance between the staggered side roads is less
The signs in this group should all be used in

advance of the hazard or potential hazard to
Version 0.1
The junction is not controlled by traffic signals.

There are no advance direction signs.
With the exception of T-JUNCTION
AHEAD sign 402, there are no STOP or
GIVE WAY signs or road markings on the
major road approach.
No other means is available to improve the
identification of the junction from an adequate distance to allow drivers to safely
negotiate a turn. That is,there are no road
markings, gore signing, or street name signs.
4-2
Sign 401
Sign 402
Sign 403
Sign 404
Sign 405
Sign 406
4-3
Version 0.1
than that given in Table 4-2. If the distance

exceeds the value shown, two type 403 or 404
signs should be used, the signs being located in
accordance with Table 4-1. STAGGERED
JUNCTION AHEAD signs 405 and 406 should
be located at the distance given in Table 4-1 in
advance of the first of the two side road junctions.
Table 4-2
Junction Spacing Requirements for
Signs 405 and 406
Operating Speed
Distance Between
(8th Percentile)
Junctions
(km/h)
(meters)
Up to 45
<60
45 to 65
<150
65 to 85
<200
<300
$85
Sign 407
It is also appropriate to consider the use of

CROSSROAD AHEAD sign 401 and T-JUNCTION AHEAD sign 402 on the minor road
approach to a rural junction, particularly if the
road alignment is not straight on the approach to
the junction. For such an application the width of
both legs of the symbol on CROSSROAD
AHEAD sign 401 should be sized similarly to
that for T-JUNCTION AHEAD sign 402.
Signs 401 to 406 should have a white background, a black icon, and a thick red border.
Sign 408
4.2.2 NO THROUGH ROAD SIGNS

407, 408, AND 409
Signs 407 to 409 are to warn drivers of vehicles
that the road indicated on the sign is not available
to through traffic, i.e., the road is a dead-end road
or is closed to through traffic for some reason.
NO THROUGH ROAD signs 407 to 409 should
be located on the right side of the roadway at a
distance from the junction as indicated in Table
4-1 and with a clear sight distance.
Sign 409
Signs 407 to 409 should only be used when it is

not otherwise obvious that the road concerned is
not a through road. The use of sign 409 is appropriate in advance of a crossroad when the straight
ahead leg of the junction is not a through road.
Version 0.1
NO THROUGH ROAD signs 407, 408, and 409

should have a white background and a thick red
border. The icon should be black and red, with
black representing the road and a red stump
representing the end of the throughway.
4-4
4.2.3 MERGING TRAFFIC SIGNS 410

AND 411
Sign 411 need only be used when the angle

between the two merging roadways makes it difficult to position sign 410 so that it may be
viewed from both roadways. Signs 410 and 411
should not be used if the traffic on the joining
roadway is subject to stop or give way control.
Signs 410 and 411 are to warn drivers of vehicles

of a junction ahead where two streams of traffic
traveling in the same direction, and of equal priority, are required to merge into one stream.
MERGING TRAFFIC signs 410 and 411 should

have a white background, a black icon, and a
thick red border.
4.2.4 RIGHT (OR LEFT) CURVE SIGN

412 (OR 413)
Signs 412 and 413 warn drivers of vehicles that
there is a curve in the road ahead to the right (or
left) which requires caution.
RIGHT CURVE sign 412 should be located on
the right side of the roadway at a distance from
the start of a right-hand curve as indicated in
Sign 410
Sign 412
Sign 411
MERGING TRAFFIC sign 410 should be located on the right side of the through roadway at a
distance from the junction of the roadways as
indicated in Table 4-1, subject to adequate clear
sight distance being available.
MERGING TRAFFIC sign 411, if required,
should be located on the right side of the joining
roadway at a distance from the junction of the
roadways as indicated in Table 4-1, subject to
adequate clear sight distance being available.
Sign 413
4-5
Version 0.1
Table 4-1 and with a clear sight distance to the

sign. A SUPPLEMENTARY PLATE sign 589
indicating the recommended speed at which the
curve may be safely negotiated should be
attached below sign 412. Sign 413 should be used
similarly for a left-hand curve.
RIGHT (or LEFT) CURVE sign 412 (or 413)
should be used in advance of a horizontal curve
that can only be negotiated comfortably by
reducing speed by one tenth or more of the operating speed of traffic on the preceding straight.
Sign 412 (or 413) should not be used on roadways with a basic posted speed less than 60 kilometers per hour, except for exceptional circumstances.
Sign 414
RIGHT (OR LEFT) CURVE sign 412 (or 413)

should have a white background, a black icon,
4.2.5 BENDS AHEAD SIGNS 414

AND 415
there are sharp reverse direction curves in the
road ahead.
BENDS AHEAD signs 414 and 415 should be
located on the right side of the roadway at a distance from the start of the first curve as indicated
in Table 4-1 and with a clear sight distance. A
SUPPLEMENTARY PLATE sign 589 indicating
the recommended speed at which the curves may
be safely negotiated should be attached below
signs 414 and 415. The symbol direction must
always be specified so that it is correctly oriented
for the first curve or bend to be entered, e.g., left
before right (414) or right before left (415).
Sign 415
BENDS AHEAD signs 414 and 415 should have

a white background, a black icon, and a thick red
border.
4.2.6 TWO-WAY TRAFFIC SIGN 416

Sign 416 warns drivers of vehicles in a one way
roadway that the roadway ahead carries traffic in
both directions.
BENDS AHEAD signs 414 and 415 should only

be displayed when:
TWO-WAY TRAFFIC sign 416 should be located on the left side of a one way roadway at a distance from the start of the two way roadway as
indicated in Table 4-1 and with a clear sight distance to the sign. A second sign 416 may be
mounted on the right side of the roadway for
additional emphasis. A SUPPLEMENTARY
start of two-way traffic may be attached below
The bends can only be negotiated comfortably by reducing speed by more than one
tenth of the operating speed of traffic on the
preceding straight, and/or
The length of the straight between curves is
less than 120 meters, or
The nature of the reverse curves is not obvious to approaching drivers.
Version 0.1
4-6
Sign 416
Sign 417
sign 416. The sign may be repeated once the twoway section of roadway is fully developed if
additional emphasis is needed.
TWO-WAY TRAFFIC sign 416 should be used
when a one way roadway or carriageway
becomes a two way roadway. This condition
commonly occurs at the end of a dual carriageway. The sign is therefore commonly used with
DUAL CARRIAGEWAY ENDS AHEAD sign
424.
TWO-WAY TRAFFIC sign 416 should have a
white background, a black icon, and a thick red
border.
Sign 418
4.2.7 LANE ENDS SIGNS 417 AND

418
A SUPPLEMENTARY PLATE sign 589 indicating the distance to the start of the lane reduction
taper should be attached below signs 417 and
418.

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

permitted to make a U-turn at the junction or
median opening ahead.
U-TURN AHEAD sign 419 should have a white

background, a black icon, and a thick red border.
4.2.9 ROUNDABOUT AHEAD SIGN

420
Sign 420 warns drivers of vehicles of a roundabout ahead.
Sign 419
U-TURN AHEAD sign 419 should be located on

the median island of a dual carriageway roadway
on the left side of the roadway at a distance from
the junction or median opening as indicated in
indicating the distance to the point where a U-turn
is permitted should be attached below sign 419.
Sign 420
ROUNDABOUT AHEAD sign 420 should be

located on the right side of the roadway at a distance from the roundabout as indicated in Table
4-1 and with a clear sight distance to the sign. A
the distance to the junction to the nearest 20
meters should be attached below sign 420. An
additional sign may be placed on the left side of
a one-way carriageway.
U-TURN AHEAD sign 419 should be provided

in advance of median openings provided specifically for U-turns or at which U-turns are permitted. U-TURN AHEAD sign 419 should not be
provided in situations where the availability of a
U-turn is apparent or can be accurately anticipated by a driver (e.g., as almost all signalized intersections in Abu Dhabi allow U-turns, no UTURN AHEAD sign 419 is necessary in advance
of a signalized intersection).
Sign 420 should only be considered for use when

it is not obvious at the distance given in Table 41 that there is a roundabout ahead.
Subject to the distance available, in particular

between opposing U-turns through a median
island, U-TURN AHEAD sign 419 may be located further from the point of U-turn than the distance given in Table 4-1 in order to reassure drivers that an opportunity to U-turn exists ahead.
The distance given on the supplementary plate
must reflect such an adjustment in position and
indicate the actual distance to the U-turn. Under
no circumstances should sign 419 for a U-turn
Version 0.1
ROUNDABOUT AHEAD sign 420 should have

a white background, a black icon, and a thick red
border.
4.2.10 ROAD NARROWS AHEAD

SIGNS 421 TO 423
Signs 421 to 423 warn drivers of vehicles that the
roadway ahead narrows from the right side (421),
the left side (422) or from both sides (423).
4-8
narrowing situations at roadworks when the

extent of the narrowing is less than a full lane
width. If the road width reduction results in a
reduction in the number of lanes, then LANE
ENDS signs 417 and 418 should be used instead.
Signs 421 to 423 should be used when the width
of a roadway is reduced on the left or right, or
both sides, at a quicker rate than would be the
case by a standard design taper.
ROAD NARROWS AHEAD signs 421 to 423
Sign 421
4.2.11 DUAL CARRIAGEWAY ENDS

AHEAD SIGN 424
Sign 424 warns drivers of vehicles that the one
way roadway forming part of a dual carriageway
road on which they are traveling is about to
become a single carriageway roadway carrying
two way traffic.
Sign 422
Sign 424

424 should be located on the left and right hand
sides of a one way roadway which is about to
become part of a single carriageway roadway, at
a distance from where the two carriageways
forming the dual carriageway come together as
indicated in Table 4-1 and with a clear sight distance to the sign. A SUPPLEMENTARY PLATE
sign 589 indicating the distance to the start of the
two way roadway should be attached below sign
424.
Sign 423
ROAD NARROWS AHEAD signs 421 to 423

on two way roadways and, where practical, on
both sides of one way roadways. The normal
application of these should be for temporary road
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424 may be used with TWO WAY TRAFFIC sign
416. When both signs are used sign 416 should
be located as indicated in Table 4-1 and sign 424
should be positioned in advance of sign 416 so
that clear sight distance is maintained to sign 416.
424 should have a white background, a black
icon, and a thick red border.
and sign 425 should be located in advance of the

structure in such a position that the driver of an
over-height vehicle may turn off onto an alternative route. In such instances it may be necessary
to provide a custom designed information sign,
incorporating sign 425, advising drivers of overheight vehicles of the alternative route.
Unless specified otherwise by the Department,
the height to be indicated on sign 425 should be
200 millimeters less than the actual minimum
clearance measured under the structure, further
rounded down to the nearest one decimal point of
a meter.
4.2.12 MAXIMUM HEADROOM SIGN

425
Sign 425 warns drivers of vehicles that the clearance available under an overhead structure ahead
is restricted to the amount indicated in meters on
the sign.
The maximum legal height of a vehicle in the

United Arab Emirates is 4.2 meters.
MAXIMUM HEADROOM sign 425 should
have a white background, a black icon, and a
thick red border.
4.2.13 CHILDREN SIGN 426

Sign 426 warns drivers of vehicles of the likelihood that children are on or adjacent to the road
ahead due to the presence of a school, playground, or other activity area.
Sign 425
Sign 425 should be located on the right side of

the roadway.
MAXIMUM HEADROOM sign 425 should not
be displayed for any structure with minimum
clearance of 5.0 meters or greater. For structures
with a clearance less than and 5.0 meters sign 425
should be provided as indicated in Table 4-1 and
with a clear sight distance to the sign. In such an
instance it is not normally considered necessary
to provide prohibition MAXIMUM HEIGHT
LIMIT sign 355 at such structures.
Sign 426
CHILDREN sign 426 should be located on the

right side of the roadway and, where possible, on
the left side as well, at a distance from the start of
the area where children are likely to be present as
indicated in Table 4-1 and with a clear sight distance to the sign. A SUPPLEMENTARY PLATE
sign 589 indicating the specific reason for the
MAXIMUM HEADROOM sign 425 and MAXIMUM HEIGHT LIMIT sign 355 should both be
displayed for any structure with a minimum
clearance of less than 5.0 meters. Sign 355
should be located as indicated in Section 3.4.10
Version 0.1
4-10
presence of children such as School or

Playground in Arabic and English should be
attached below sign 426.
vided at pedestrian crossings located at signalized or sign controlled legs of an intersection.

PEDESTRIAN CROSSING AHEAD sign 427
CHILDREN sign 426 should be provided in

advance of any appropriate roadway area which
is potentially hazardous to children.
4.2.15 STOP CONTROL AHEAD SIGN

428
CHILDREN sign 426 should have a white background, a black icon, and a thick red border.
Sign 428 warns drivers of vehicles of the presence of a STOP sign 301 ahead and that they
should prepare to stop.
4.2.14 PEDESTRIAN CROSSING

AHEAD SIGN 427
Sign 427 warns drivers of vehicles that there is a
marked and/or signalized pedestrian crossing
ahead at which pedestrians have right-of-way.
Sign 428
STOP CONTROL AHEAD sign 428 should be

located on the right side of the roadway at a distance from the STOP sign as indicated in Table 41 and with a clear sight distance to the sign. A
the distance to the STOP sign 301 should be
attached below sign 428. An additional sign
should be provided on the left side of the roadway on a median island if the roadway is part of
a dual carriageway.
Sign 427

and, where possible, on the left side as well, at a
distance from the crossing as indicated in Table
the distance to the pedestrian crossing should be
attached below sign 427.
STOP CONTROL AHEAD sign 428 should only

be considered for use when:

should be provided in advance of all marked
pedestrian crossings and mid-block signalized
pedestrian crossings. Sign 427 should not be
located at a pedestrian crossing to mark the position of the crossing. All unsignalized pedestrian
crossings should be marked by GIVE WAY TO
PEDESTRIANS sign 303. PEDESTRIAN
CROSSING AHEAD sign 427 should not be pro-
It is not obvious at the distance given in

Table 4-1 that there is a STOP control ahead,
and/or
The approach speed is in excess of 60 km/h.
STOP CONTROL AHEAD sign 428 should have

a white background, a red icon, and a thick red
border.
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4.2.16 GIVE-WAY CONTROL AHEAD

SIGN 429
4.2.17 TRAFFIC SIGNALS AHEAD

SIGN 430
Sign 429 warns drivers of vehicles of the presence of a GIVE-WAY sign 302 ahead and that
they should prepare to yield right-of-way and
stop if necessary.
Sign 430 warns drivers of vehicles that the junction or pedestrian crossing ahead is controlled by
traffic signals.
Sign 430
Sign 429
TRAFFIC SIGNALS AHEAD sign 430 should

be located on the right side of the roadway at a
distance from the traffic signal as indicated in
indicating the distance to the traffic signal should
be attached below sign 430. An additional sign
should be provided on the left side of the roadway on a median island if the roadway is part of
a dual carriageway.
GIVE-WAY CONTROL AHEAD sign 429

should be located on the right side of the roadway at a distance from the GIVE WAY sign 302
as indicated in Table 4-1 and with a clear sight
distance to the sign. A SUPPLEMENTARY
GIVE WAY sign 302 should be attached below
sign 429. An additional sign should be provided
on the left side of the roadway on a median
island if the roadway is part of a dual carriageway.

only be considered for use when:

should only be considered for use when either or
both of the following conditions exist:

Table 4-1 that there is a GIVE-WAY control
ahead.
The approach speed is in excess of 60 km/h.

Table 4-1 that there is a TRAFFIC SIGNAL
control ahead, and/or
The signalized junction is remote or isolated
from other signalized junctions.
In addition to the above situations, sign 430 may

be installed for a short period of 3 to 6 months
when a new traffic signal is commissioned but
must be removed after such a period, subject to
the warrant criteria given above.

should have a white background, a red icon, and
a thick red border.

have a white background and a thick red border.
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4-12
The icon should have a black background with, in

descending order, red, yellow, and green lights.
4.2.18 QUAYSIDE SIGN 431

Sign 431 warns drivers of vehicles that there is an
unprotected quayside, jetty, or river bank ahead.
The sign 431 symbol may be reversed.
Sign 432

black icon, and a thick red border.
4.2.20 ANIMALS AHEAD SIGN 433

Sign 433 warns drivers of vehicles of the possible presence of attended or unattended animals
on or adjacent to the road ahead.
Sign 431
QUAYSIDE sign 431 should be located on the

right side of a roadway which runs directly along
the side of a quay, jetty, or river bank. Sign 431
should, if practical, be positioned in advance of
the unprotected quayside, jetty, or river bank by a
distance as indicated in Table 4-1 and with a clear
sight distance to the sign.
ANIMALS AHEAD sign 433 should be located

on the right side of the road at a distance from the
point at which animals are likely to occur near
the roadway as indicated in Table 4-1 and with a
clear sight distance to the sign. A SUPPLEMENTARY PLATE sign 589 may be attached below
sign 433 indicating the distance for which the
hazard can be expected to occur.
QUAYSIDE sign 431 should have a white background, a black icon, and a thick red border.
The symbol on an ANIMALS AHEAD sign may

be that representing camels, sheep, or goats. If
domestic animals are regularly herded across
4.2.19 DRAWBRIDGE AHEAD SIGN

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

434
Sign 434 warns drivers of vehicles that they may
be distracted by low flying aircraft or a sudden
aircraft noise and to drive with due care.
Sign 435
SPEED HUMP sign 435 should be located on the

right side of the roadway at a distance as indicated in Table 4-1 and with a clear sight distance to
the sign. A SUPPLEMENTARY PLATE sign 589
should be provided below sign 435. This may
indicate one or more of the following:
SPEED HUMP sign 435 should have a white

Sign 434
4.2.23 TUNNEL SIGN 436
LOW-FLYING AIRCRAFT sign 434 should be

located on the right side of the roadway at a distance from the point where the distraction may
occur as indicated in Table 4-1 and with a clear
sight distance to the sign.
Sign 436 is to warn drivers of vehicles that there

is a tunnel on the roadway ahead and that drivers
may be subjected to reduced lighting levels or
that drivers of certain classes of vehicle may be
required by regulatory sign not to enter the tunnel.
LOW-FLYING AIRCRAFT sign 434 should only

be provided when aircraft are likely to over-fly
the roadway or to fly in close proximity to the
roadway.
TUNNEL sign 436 should be located on the right

side of the road at a distance from the tunnel
entrance as indicated in Table 4-1 and with a
clear sight distance to the sign. If a prohibition on
certain classes of vehicle entering the tunnel
exists, sign 436 should be displayed in combination with the relevant regulatory sign(s). If necessary, sign 436 may therefore be placed at a
greater distance from the tunnel than given in
Table 4-1. On dual carriageway approaches to a
tunnel, sign 436 may be placed on the right and
left sides of the roadway.

4.2.22 SPEED HUMP SIGN 435

Sign 435 warns drivers of vehicles that one or
more speed humps exist in the roadway ahead
and that they should reduce their speed in order
to negotiate them.
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The distance for which speed humps are provided, or

An appropriate text message such as Speed
Humps or Traffic Calming.
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4.2.25 SLIPPERY SURFACE SIGN 438

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

SLIPPERY SURFACE sign 438 should be located on the right side of the roadway at a distance
in advance of a section of road where the risk of
the slippery surface exists, as indicated in Table
SUPPLEMENTARY PLATE sign 589 may be
attached below sign 438 indicating the distance
for which the hazard can be expected to occur
(e.g., For 5 km).

risk that rocks may have fallen into the roadway.
The sign 437 symbol may be reversed.
SLIPPERY SURFACE sign 438 should have a

border.
4.2.26 GENERAL WARNING SIGN 450
Sign 437
Sign 450, in combination with an appropriate

supplementary message, warns drivers of a hazard of a general nature described by the supplementary message.
FALLING ROCKS sign 437 should be located

on the right side of the roadway at a distance in
advance of a section of road where the risk of
falling rocks exists, as indicated in Table 4-1 and
with a clear sight distance to the sign. A SUPPLEMENTARY PLATE sign 589 may be
attached below sign 437 indicating the distance
for which the hazard can be expected to occur
(e.g., For 5 km).
GENERAL WARNING sign 450 should be located on the right side of the roadway at a distance
as indicated in Table 4-1 and with a clear sight
distance to the sign. Sign 450 should only be displayed in conjunction with a SUPPLEMENTARY PLATE sign 589. Permitted messages for
use below sign 450 are as follows:
FALLING ROCKS sign 437 should have a white

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Drifting sand.
Uneven road.
Version 0.1
ing the position of physical hazards such as culverts, bridge structures, large sign supports, traffic island gores, guardrails, etc., to drivers. In
some instances, such as a sharp curve, hazard
markers may be used to delineate the curve and
so draw attention to the severity of the curve.
4.3.1 HAZARD PLATE SIGNS 451

AND 452
Signs 451 and 452 warn motorists of the actual
position of physical objects which are placed so
close to the roadway as to represent a hazard or
potential hazard if vehicles should collide with
them.
Sign 450
Overhead cables (with a height clearance).
If the conditions indicated above change or are

removed, the sign should be removed.
GENERAL WARNING sign 450 is appropriate
to many conditions which occur at roadworks
sites or in association with roadworks sites (see
also Chapter 7). The sign may also be appropriate for other temporary conditions. In such circumstances the exclusive black symbol on a yellow background color code used for roadworks
signs should be used. Typical messages used in
temporary or roadworks situations are:
Sign 451
Sand
Surveying.
Reduced visibility.
Loose stones.
Uneven road.
Slippery surface.
Road ends.
Flood.
Construction traffic.
Soft shoulder.
Surface step (dip).
HAZARD PLATE signs 451 and 452 should be

located as close as possible to the physical hazard
to identify its position. A number of evenly
spaced HAZARD PLATE signs 451 or 452 may
also be used to demarcate open ditches, high
embankments, and ill-defined curves. See Table
4-3 for guidance on spacing.
HAZARD PLATE signs 451 and 452 should
always be installed so that the arrow points
towards the roadway and away from the hazard.
Signs 451 and 452 should be mounted so that the

4.3
Table 4-3
Spacing on Curves for Signs 451, 452, 454, and 455
Curve Radius
Sign Spacing S
(meters)
(meters)
60
8-15
150
15-25
300
25
600
25
HAZARD MARKER SIGNS
The signs in this group have the specific function

to mark an actual hazard adjacent to the roadway.
The majority of uses therefore relate to identify-
Version 0.1
Sign 452
4-16
lower edge is 600 millimeters above ground level

for the 600 millimeter by 150 millimeter size and
1200 millimeters above ground level for the 1200
millimeter by 300 millimeter size. Figure 4-1
illustrates a number of typical HAZARD PLATE
sign applications. The larger of the two sign sizes
should be used when the posted speed limit is 80
kilometers per hour or greater.
Sign 454
HAZARD PLATE signs 451 and 452 should

have a red background with white diagonal
stripes.
Sign 455
ment of the roadway when these conditions represent hazards or potential hazards.
SINGLE CHEVRON signs 454 and 455, when
used independently, should be placed as close as
possible to the hazard that it is intended to mark.
SINGLE CHEVRON signs 454 and 455 may be
mounted to point to the right and to the left. The
arrows should always point towards the roadway
4.3.2 SINGLE CHEVRON RIGHT (OR

LEFT) SIGN 454 (OR 455)
position of physical objects or of the actual align-
600
150
600
Culvert
Bridge deck
Abutment
1200
1200
300
Figure 4-1
Typical Hazard Plate Applications
4-17
Version 0.1
passing in front of the sign. The application of

signs 454 and 455 is very similar to that of signs
451 and 452. In general, signs 451 and 452
should be used in a lower speed or less hazardous
environment than signs 454 and 455.
for use in place of sign 326 to mark island gores

if these are on a particularly difficult vertical or
horizontal alignment. In such an application
signs 454 and 455 should be mounted side-byside in the gore but a separator is not necessary.
SINGLE CHEVRON signs 454 and 455 may

also be used in sets whereby the signs are spaced
at regular intervals to define a sharp curve (e.g.,
on a 180 or 270 loop ramp) or to define the
edge of a high embankment or a guard rail at the
top of such an embankment. Figure 4-2 illustrates
a typical example of such an installation and
Table 4-3 gives guidance on the spacing of the
signs. Signs 454 and 455 should be considered
When SINGLE CHEVRON signs 454 and 455

are placed at intervals round a sharp curve they
should be positioned so that one sign lies as close
as possible to the line of extension of the tangent
approaching the curve, and so that the sign lies
straight-ahead for a driver in the near side lane.
Other signs should then be positioned forwards
and backwards round the curve so that the curve
is fully delineated, approximately from tangent
First sign to be placed
455
TP
455
S
455
See Table 4-3 for

spacing S
455
TP
455
454
Figure 4-2
Examples of Applications of Sign 454 and Sign 455
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4-18
point to tangent point. It is necessary that, in

order to properly define the curve through both
vertical and horizontal changes, at least three
signs are visible at any time while driving
through the curve.
MULTIPLE CHEVRON RIGHT (or LEFT)

signs 456 and 457 may be used at a sharp bend
when the severity of the bend is not likely to be
adequately conveyed by advance warning sign
412 or 413. The signs should comprise a minimum of three chevron modules. If a sharp bend is
sufficiently long the number of modules may be
increased to a maximum of four. If it is necessary
to sign a longer sharp bend this should be done
using signs 454 or 455 as illustrated in Figure 42. Figure 4-3 illustrates the use of signs 456 and
457.
SINGLE CHEVRON signs 454 and 455 should

have a white background, a red chevron, and a
thin red border.
4.3.3 MULTIPLE CHEVRON RIGHT

(OR LEFT) SIGN 456 (OR 457)
MULTIPLE CHEVRON RIGHT sign 456 may

also be used to identify the sharp change of direction required on entering a roundabout. Sign
positions are illustrated in Figure 4-3. This application should only be considered when the view
of the center of the roundabout is restricted due to
the geometry of the approach and entry, or due to
the aesthetic treatment of the roundabout. If the
latter is such that the shape of the roundabout is
no longer evident advance warning sign 420 may
be specified.

position of a very sharp bend or change in direction in the roadway.
Sign 456
Sign 456 (or 457) should have a white background, red chevrons, and a thin red border.
4.3.4 T-JUNCTION CHEVRON SIGN

458
Sign 457
Sign 458 warns drivers of vehicles that the road

they are traveling on terminates at a T-junction
456
457
456
Figure 4-3
Typical Application of Multiple Chevron Signs 456 and 457
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assist drivers to use complex roadways more

safely and efficiently.
Sign 458
The complex geometric conditions referred to

above often involve merging and/or weaving
maneuvers without stop or give way control.
These are driving actions that many drivers find
difficult to undertake and diagrammatic signs
actually offer a combination of warning and
guidance in such situations.
and in so doing the sign identifies the position of

the far side of such a junction.
T-JUNCTION CHEVRON sign 458 should be
located on the far side of the T-junction, at 90 to
the direction of approach from the side road, so
that the sign is located at the rear of a sidewalk in
an urban area, or at the rear of a shoulder or
approximately two meters from the edge of the
roadway, in a rural area. Use of sign 458 should
be considered for high speed (60 km/h or more)
approaches to T-junctions, particularly when
there is no street lighting, and where a guide sign
would not otherwise be used.
The types of message that may be displayed on a

diagrammatic sign can be categorized. The sign
group has therefore been subdivided according to
these categories as follows:
T-JUNCTION CHEVRON sign 458 should comprise a minimum of six chevron modules, three
pointing to the right and three to the left.
Several of these categories have the potential to

provide many signs. Some of these signs vary
significantly in their sign face message, and
therefore design, while others represent limited
variations on the themes established by the earlier alternatives. In the following sections only a
limited number of signs are illustrated. Where it
is appropriate, design rules are stated for signface design.
Sign 458 should have a white background, red

chevrons, and a thin red border.
4.4
DIAGRAMMATIC SIGNS
The signs in this group are essentially for use in

situations where the size and shape of triangular
advance warning signs limits the pictorial warning message that can be displayed, and/or the
overall conspicuity of the sign. The situations
that tend to be indicated on diagrammatic signs
are commonly ones that occur on higher speed
roads. The diagrammatic nature of the message
given by these signs means that they often depict
the geometric arrangements of the lanes and/or
the whole roadway.
The following characteristics are appropriate to

all diagrammatic signs:
Geometric design of roadways should result in

drivers having sufficient time and space to negotiate even complex arrangements safely and without undue doubt or confusion. In reality, due to
the need to satisfy many geometric requirements
within a limited space and under traffic flow conditions that may be nearing capacity, complex
road conditions do occur. While the availability
of diagrammatic signs should not be seen as an
excuse for creating complex geometric designs of
roadways, the signs may offer some options to
Version 0.1
Traffic movement is affected by an obstruction.

Additional lane and lanes merge signs.
Lane use control by regulation.
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The basic rectangular shape of the minimally

sized sign should have a ratio of height to
width of 4 to 3. Recommended standard
basic sign sizes should be 1200 millimeters
(H) x 900 millimeters (W), 1600 millimeters
(H) x 1200 millimeters (W) and 2400 millimeters (H) x 1800 millimeters (W) for
ground mounted signs. If used overhead, recommended basic sign sizes should be 2400
millimeters (H) x 1800 millimeters (W) and
3200 millimeters (H) x 2400 millimeters
(W). These dimensions are exclusive of supplementary information plates, if applicable.
The width of the basic sign may be increased
when three or more arrows are to be displayed, in increments equal to one quarter of
the basic width.
The sign face message should depict only

one situation requiring an action on the part
of the drivers to whom the sign applies.
An obstruction commonly means a physical obstacle such as a concrete barrier or a Wsection guardrail but also includes perceived
obstructions to vehicle movement. For
example, the obstruction may be an introduced median island or a lane-drop situation
with a sufficient run-off and recovery area
provided. In this case, the obstruction is
illustrated on the sign by a solid red block.
Arrows pointing in the direction of travel
should point upwards on the sign and be the
full height of the sign, with specified clearances, whereas arrows depicting opposing
traffic flows should point downwards on the
sign and be of a reduced length (shorter by
approximately the length of two arrow heads).
If a SUPPLEMENTARY PLATE sign 589 is
required with a diagrammatic sign it should
be a separate plate mounted below the sign
for ground-mounted signs.
depicting a traffic movement affected by an

obstruction include:
A lane drop on a multilane, high-speed roadway.

The temporary deviation of traffic through a
median island, around a structure, or similar
obstacle.
The passage of traffic alongside a physical
barrier that either reduces normal lane width
or normal lateral clearances. Such a physical
barrier may be an upstanding concrete barrier, a row of cones or delineators separating
traffic streams, or similarly, cones or delineators protecting a limited excavation area.
The passage of two-way traffic around an
obstruction such as the beginning of a median island.
4.4.1.1
LANE DROP SIGNS 465 (FROM

THE RIGHT) AND 466 (FROM
THE LEFT)
Signs 465 and 466 warn motorists that a lane

drop lies ahead for a right-side lane drop or a leftside lane drop, respectively.
Diagrammatic signs are particularly appropriate

to the temporary detours common during major
roadworks (see Chapters 7 and 8). Their use is,
however, also appropriate in certain situations
that can be considered as permanent even though
they may be scheduled for medium- to long-term
improvement. Since many diagrammatic signs
only have a temporary application they are not
illustrated in this chapter. As a result, the signs
that are illustrated do not have sequential numbers; the remaining signs are illustrated in
Chapter 7.
LANE DROP signs 465 and 466 should be considered for use in traffic situations that are either
known to have substandard geometry that cannot
be rectified in the short-term or that have, for
whatever reason, not been sufficiently improved
by the provision of normal advance warning
signs.
LANE DROP signs 465 and 466 may be provided in advance of the point at which the lane is
dropped. An appropriate SUPPLEMENTARY
lane drop mounted below the sign should be provided. At the start of the lane drop taper signs 465
and 466 should be provided without such a supplementary plate.
The normal warrants for overhead signs can be

used to decide whether a diagrammatic sign
should be used in an overhead position.
Diagrammatic signs may be displayed in association with overhead direction signs.
4.4.1 TRAFFIC MOVEMENT

AFFECTED BY OBSTRUCTION
SIGNS
LANE DROP signs 465 and 466 should have a

white background and a thin red border. The icon
should be black and red, with the arrows representing traffic movement in black and the
obstructions in red.
As has been noted above, an obstruction in the

context in which signs in this group are to be
used may be real or perceived. Situations that
may warrant the use of a diagrammatic sign
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4.4.1.2
Sign 465
Sign 472
Sign 466
Sign 473
4.4.2 ADDITIONAL LANE AND

LANES MERGE SIGNS
BEGINNING/END OF MEDIAN
SIGNS 472 AND 473
Signs 472 and 473 warn motorists that the roadway ahead has a median starting or ending and
that this may, in the case of sign 472, represent a
significant hazard in the roadway going in the
one direction, or that, in the case of sign 473, traffic streams become two way beyond the end of
the median island, which in turn may be a potentially hazardous condition.
This group of signs is used to indicate to drivers

that the roadway beyond the sign increases in
width by one lane, that an additional stream of
traffic is entering the roadway, or that traffic may
be merging, which may result in some weaving
action. As no decrease in speed is implicitly
required for the roadway conditions these signs
warn of, there are no specified minimum or maximum advance positioning guidelines. The
Engineer should use professional judgement in
positioning these signs, taking into account all
relevant conditions and variables.
BEGINNING/END OF MEDIAN signs 472 and

473 should have a white background and a thin
red border. The icon should be black and red,
with the arrows representing traffic movement in
black and the obstructions in red.
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4-22
4.4.2.1
ADDITIONAL LANE SIGNS 480

AND 481
4.4.2.2
JOINING LANE SIGNS 482 OR 483

an extra lane carrying joining traffic comes into
the roadway from the right (or left) and that merging and weaving maneuvers can be expected.
Signs 480 and 481 warn motorists on a section of

road that an additional continuous lane will be added
ahead, at the distance indicated below the sign.
The principal value of these signs is to reassure
drivers, when in heavy traffic, that overtaking
opportunities will occur ahead due to the additional lane. Such a sign need only be placed 500
meters to one kilometer in advance of the start of
the additional lane. The sign type is appropriate
for freeways and rural roads.
Sign 482 should preferably be positioned so that

drivers on the main carriageway and drivers on
the entering lane can both see the sign. If this is
not possible both signs 482 and 483 may be used
to warn drivers. Because road configurations
requiring use of this sign vary widely, there is no
recommended minimum or maximum placement
distance. Good engineering judgement should be
exercised in locating the signs.
ADDITIONAL LANE signs 480 and 481 should

have a white background, a black icon, and a thin
red border.
JOINING LANES signs 482 and 483 should

have a white background, a black icon, and a thin
red border.
Sign 480
Sign 482
Sign 481
Sign 483
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4.4.2.3
LANES MERGE SIGNS 490 AND

492
streams. Advance signs may also be used, particularly on freeways, and these should include a
SUPPLEMENTARY PLATE sign 589.
Sign 490 warns of the merging of two lanes. The

use of this sign may be appropriate at at-grade
junctions to emphasize the need for drivers to
undertake merging actions or maneuvers. As such
the sign only shows the two lanes involved in the
merging action.
Signs 490 and 492 should have a white background, a black icon, and a thin red border.
4.4.3 LANE USE CONTROL BY

REGULATION
Sign 492 warns of the merging of two lanes on a

high-speed free-flow roadway. Such roadways
are commonly freeways or freeway ramps where
there is little or no tolerance for traffic slowdown or back-up from the point of merge. It is
therefore recommended that the signs indicate all
lanes at the point of merge. The signs should be
erected close to the gore of the merge area on
freeways, or on both sides of the roadway at atgrade junctions. Where possible they should be
visible to drivers in both approaching traffic
The signs in this group indicate that one or more

individual lanes in the roadway ahead are subject
to some form of special regulatory control. The
purpose of such control is to improve the operational efficiency of the roadway concerned. The
most common application of this control is a prohibition of heavy vehicle or truck traffic on one
or more lanes. Another possible application is at
unusually configured intersections where turning
restrictions are imposed on one or more of the
basic lanes. Because of the regulatory message it
is a requirement that such signs indicate all lanes
on the roadway. These diagrammatic signs, in
effect, provide a background for some type of
regulatory sign. The examples given in Section
4.4.3 should be considered as typical. Once a
regulatory sign has been superimposed on the
diagrammatic background the overall sign takes
on a regulatory function.
4.4.3.1
LANE USE CONTROL

TRUCKS AND BUSSES SIGNS
484 AND 485
In Abu Dhabi Emirate, trucks are allowed to use

only the right-most lane on any road, except
when preparing to make a left turn. Sign 484 and
sign 485 impose this prohibition on the use of
lanes by trucks and as such the signs warn
motorists of the special regulatory circumstances
existing on those lanes. The lane prohibition also
applies to busses, with two exceptions:
Sign 490
1. On roads having four or more lanes, busses

are allowed to use the second lane.
2. On roads having two or three lanes, busses
are allowed to leave the right-most lane to
overtake other vehicles, but must then return
to the right lane.
Sign 492
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4-24
Sign 484
Sign 486
leave that lane prior to the intersection, otherwise

they will be required to make a left turn.
The LANE USE CONTROL DIRECTIONAL
RESTRICTION series of signs supplement pavement markings and provide advance notice of a
lane use control condition ahead. These signs are
not intended for routine use at all standard signalized intersections where geometry clearly
indicates intended turning lanes. Rather, its use
should be restricted to unusual intersection configurations where one of the basic roadway lanes
unexpectedly becomes an exclusive turn lane. A
likely usage of this sign will be at a T-junction on
the through leg containing the left turn, when the
geometry is such that one of the basic roadway
lanes becomes an exclusive left turn lane. Its use
on other legs of the T-junction will not ordinarily
be required.
Sign 485
The signs should be spaced at approximately

five-kilometer intervals.
LANE USE CONTROL TRUCKS AND
BUSSES signs 484 and 485 should have a white
background and a thin red border. The icon
should be black with the prohibitory symbol (circle and diagonal slash) in red.
4.4.3.2
LANE USE CONTROL DIRECTIONAL

RESTRICTION sign 486 should have a white
background and a thin red border. The icon
should be black with the regulatory symbol in
blue.
LANE USE CONTROL

DIRECTIONAL RESTRICTION
SIGN 486
4.5
Sign 486 imposes a mandatory restriction of

movement LANE USE CONTROL DIRECTIONAL RESTRICTION on one of the basic
through lanes of a roadway. In the example
shown it warns motorists that the leftmost of the
basic through lanes becomes, by regulation, an
exclusive left turn lane at the intersection.
Drivers wishing to continue straight ahead must
HIGH VEHICLE WARNING

SIGN 495
Sign 495 is typically located in advance of gantry

or cantilever signs and points high vehicles to a
short, low-grade detour that does not pass underneath the horizontal arm of the sign but instead
around the signs support column.
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Sign 495
HIGH VEHICLE WARNING sign 495 should be

located on the right side of the roadway at a distance in advance of the gantry or cantilever structure as indicated in Table 4-1.
If deemed appropriate by the engineer, sign 495
may have flashing yellow caution lights placed at
its top.
Sign 490 should have a red background, a white
border, and the text should be white.
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GUIDE SIGNS
5.1
PRINCIPLES OF
DIRECTIONAL GUIDANCE
The objective of the Abu Dhabi Guide Sign system is to provide guidance to visitors to and residents of Abu Dhabi. To accomplish this objective, guide signing must do the following:
Enable drivers to find their way to far more

destinations than could possibly be signed.
Avoid confusing drivers with too much information.
Present drivers with predictable information.
Present drivers with advance notice so that
directional changes can be safely made.
5.1.2 CLASSIFICATION OF GUIDE

SIGNS
Guide signing can be divided into signs that are
most applicable for at-grade junctions (intersections and roundabouts) and those that are applicable for grade-separated, free-flow interchanges.
It is the aim of the following described guidesign system to accomplish these objectives.
5.1.1 METHOD OF PROVIDING

GUIDANCE
At-grade junctions, whether intersections or

roundabouts, generally have three choices of
direction: ongoing, left, and right. These movements, especially the turns, are made at slow
speed and usually under traffic signal control.
Since at-grade junctions are, or should be, relatively uniform and deliberate in operation, guide
signing will consist of simple ADVANCE
STACK signs, advising motorists of available
directions of travel at the junction ahead, allowing sufficient advance notice for driver orientation and appropriate action. CHEVRON DIRECTION signs, located in the vicinity of the turning
area, identify the point of turning action and provide motorists with confirmation of their intended movement. In addition, a STREET NAME
sign is provided at each junction as a secondary
source of driver orientation and guidance.
The guide-signing system must be able to provide a driver with two basic pieces of information:
Use of route numbers as the primary method

of guidance on numbered routes.
Use of street names as the primary method of
identification and guidance on non-numbered routes and as a secondary means of
guidance on numbered routes.
Strict criteria for destinations displayed for
each route as an orientation guide for road
users.
Strict criteria for additional destinations to be
displayed on supplemental guide signs, separate from the primary guide signs.
Color coding of signing.
Consistency in the application of signing.
The current location of the driver within the

roadway system, and
When facing a choice of several possible
directions of travel, which one should be
taken to reach the desired destination.
Driving is a complex process requiring a driver to

observe, comprehend, analyze and act upon a
wide variety of visual input. It is critical that
guide signs present information to the driver in a
predictable, clear and simple manner. This information must be presented far enough in advance
of the point of potential action to permit the driver to determine what action is required and then
allow him to safely and orderly execute any
directional changes that may be necessary.
Grade-separated junctions present a much different set of circumstances to motorists. Grade-separated junctions are generally located on highvolume and/or high-speed roadways and are
designed to handle traffic in a free-flow operational mode. It is thus important that motorists be
advised clearly and well in advance of their
intended point of departure. This will allow
The guide sign system for Abu Dhabi is based

upon a framework of fundamental principles,
summarized as follows:
5-1
Version 0.1
ample opportunity to make one or more lane

changes to be properly positioned to execute a
full-speed exit from the roadway. Inadequate
and/or unclear directions may contribute to driver indecision; speed reduction or stopping; and
abrupt, last-minute maneuvers, all of which will
be extremely dangerous under high-speed, highvolume conditions.
Emirate that provide through travel between

major cities and/or other emirates. Emirate
Routes are designated at present with a two-digit
number (exception: bypass routes have a threedigit designator, the first digit being the sequential number assigned to the bypass and the last
two digits being the primary route being
bypassed, e.g., the first bypass to Emirate Route
22 would be numbered 122). Routes 88 and 99
are reserved for possible future Emirate Routes.
Odd-numbered Emirate Routes run generally in
an east-west direction, and even number routes in
a north-south direction.
Thus, a different type of signing is required for

grade-separated interchanges. This consists of
one or more ADVANCE EXIT DIRECTION
signs, up to 2000 meters in advance of the exit
point. These signs advise motorists of destinations reached from the next exit, appropriate lane
position to access that exit, and distance to exit
point. These ADVANCE EXIT DIRECTION
signs are generally repeated at intervals as the
exit approaches. When the exit point is reached
(also known as the theoretical gore or painted
nose) the motorist is advised by an EXIT
DIRECTION sign that this is the point of departure. The physical nose is also marked by a
GORE EXIT sign to further reinforce the action
of exiting the mainline.
The second level of primary routes are the primary arterials (with some secondary arterials)
within the Abu Dhabi urban area. These routes
provide access from one community in the Abu
Dhabi urban area to another.
Abu Dhabi or AD Routes are designated with a
two-digit number, from 10 to 99. Even number
routes run generally parallel to the coast line, and
odd numbered routes run generally perpendicular
to the coast line. Routes in the nineties are located
along the coast line and along the Dubai Emirate
border, descending in order moving inland and
towards Abu Dhabi Emirate respectively.
Separate and apart from the above described primary guide signing will be a system of supplemental destination signing. Supplemental destinations are local facilities or attractions that are
primarily of interest to visitors to Abu Dhabi. To
avoid overloading and overcomplicating the primary guide sign system, these supplemental destinations are signed separately. Supplemental
signing may be used for both at grade and gradeseparated junctions.
Although not absolutely necessary that it be

adhered to in the future, an initial attempt was
made to keep routes in as sequential an order as
possible. Some route numbers in the sequence
have been skipped to allow the future allocation
of these numbers to new routes in a near sequential order.
5.1.3 ROUTE NUMBERING SYSTEM
5.1.4 PRIMARY DESTINATIONS
At the heart of Abu Dhabi guide signing is the

route numbering system. Route numbers allow the
motorist to develop a simple series of directions to
follow while traveling from one part of the greater
Abu Dhabi urban area to another. Route numbers
will be prominently and predictably displayed on
the guide signs, making driver orientation and
direction clear and unconfusing.
The Road Department categorizes destinations

eligible for use on primary guide signs into three
types:
Two routing classifications have been established, as shown in Figure 5-1. Emirate or E
Routes are the major roadways in Abu Dhabi
In transliterating Arabic destination names to

English, the article al should be transliterated
without regard to the Arabic sun and moon let-
Version 0.1
1. Control destinations for Emirate Routes.

2. Control destinations for non-Emirate Routes.
3. Other local destinations for non-Emirate
Routes.
5-2
THIS PAGE RESERVED FOR FIGURE

5-1, ROUTE NUMBERING SYSTEM
5-3
Version 0.1
ters. Unless it has been common practice to

spell a destinations name otherwise and signs
already exist using that spelling, the English
spelling should follow the Arabic spelling, not
the Arabic pronunciation (e.g., Sas Al Nakhl, Al
Shahama).
5.1.4.1
Port Zayed, and the control destination for the

western terminus of Al Corniche Road is Al Ras
Al Akhdhar/Breakwater. Likewise, the control
destinations for Matar Road are Dubai/Al Ain
and the Corniche.
The Department does not specify an approved
list of control destinations for non-Emirate
Routes. Consultants are expected to exercise
good engineering judgement in selecting control
destinations for use on these guide signs and
these destinations are subject to the approval of
the Department.
CONTROL DESTINATIONS FOR

EMIRATE ROUTES
Control destinations are associated with each

Emirate Route. The purpose of control destinations is to provide orientation with respect to
direction of travel along that numbered route.
5.1.4.3
The control destinations for the Emirate Routes
are the cities shown in Table 5-1. These control
cities are intended to function for long-distance
travelers, advising them of the major city reached
by following that route in that direction of travel.
In the case of selected routes, an intermediate
destination of Abu Dhabi is given for travel in
one direction. The control city of Abu Dhabi
should be used until the Abu Dhabi urban area is
reached, at which time the control city for all
onward signing should be the end destination
ahead.
5.1.4.2
In addition to the control destinations described

in Section 5.1.4.2, other local destinations are
also eligible for use on non-Emirate Route guide
signs. To qualify for use on guide signs, these
destinations should be either locations frequented by the public or major landmarks that will
assist in orientation. Eligible destinations
include towns or neighborhoods (e.g., Musaffah,
Al Khalidiya), public medical facilities (e.g., Al
Jazeera Hospital), government offices frequented by the public (e.g., Immigration, Traffic
Police), major mosques and religious sites (e.g.,
Eid prayer grounds), selected military installations (e.g., Officers Club, GHQ), major streets
(e.g., Musaffah Road, Al Corniche Road) and
well-known or publicly popular locations (e.g.,
major malls, colleges and universities, petroleum refineries).
CONTROL DESTINATIONS FOR

NON-EMIRATE ROUTES
For major Abu Dhabi roadways that are not

Emirate Routes, control destinations are to be a
logical, well-known terminus of the route or
roadway. For example, the control destination for
the eastern terminus of the Al Corniche Road is
Route
Number
Table 5-1
Emirate Routes Control Destinations
End Destination
Intermediate
(South or West)
Destination
E10
Abu Dhabi
E11
Al Sila, Saudi Arabia, Qatar
E22
Abu Dhabi
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OTHER LOCAL DESTINATIONS

FOR NON-EMIRATE ROUTES
End
Destination
(North or East)
Al Shahama
Sas Al Nakhl, Khalifa City, Abu

Dhabi International Airport
Jebel Dhanna, Al Ruwais, Al
Dubai
Marfa, Tarif, Liwa Oasis, Abu Al
Abyadh, Musaffah, Al Mafraq, Bani
Yas, Khalifa Bin Zayed City,
Mohammed Bin Zayed City, Abu
Dhabi, Abu Dhabi International
Airport, Ghantoot, Al Shahama, Al
Samhah, Seih Shoaib, Jebel Ali
Musaffah, Al Mafraq, Bani Yas, Al Al Ain, Oman
Wathba, Fiya, Al Khatim, Al
Khazna
5-4
The Department does not specify an approved

list of this type of destination. Consultants are
expected to exercise good engineering judgement
in selecting local destinations for use on guide
signs and these destinations are subject to the
approval of the Department.
However, some site-specific locations may

require more than one similar destination. In this
case, the name will be retained until trailblazing
can be used without creating confusion as to
which destination is which. Such cases must be
submitted to Department for approval prior to
implementation.
5.1.5 SUPPLEMENTAL
DESTINATIONS
5.1.6 COLOR CODING

The use of a specific sign background color code
serves as an aid to motorists in searching out and
recognizing the type of guide sign they are looking for. Color coding will also aid in distinguishing the type of route the motorist is currently on
or looking to go onto.
Certain facilities or attractions have been determined as being qualified to receive separate signing, supplemental to the primary guide signs. The
purpose of the supplemental signing is to provide
assistance to motorists, unfamiliar with Abu
Dhabi, in finding their way from a numbered
route to the facility being sought. This signing is
provided primarily for the benefit of tourists, but
may be found to be useful at times for Abu Dhabi
residents.
Three colors are used for the background color of

guide signs; blue, green, and brown. The use of
the colors are described in Table 5-3 (see Chapter
7 for instructions on roadworks guide signs).
Table 5-2 lists the destinations that are approved

by the Abu Dhabi Municipality for supplemental
signing destinations are those which warrant supplemental signing beginning at the point of
departure from the nearest Emirate Route and
signing all necessary turns on the most direct
routing from that departure point to the appropriate access point of the destination being signed.
The nearest numbered route to numbered route
turns to reach the supplemental locations will
also be signed.
A special case in the color coding occurs within a

signalized intersection or a roundabout when an
Emirate Route and an Abu Dhabi Route intersect
one another. Advance guide signs on the Emirate
Route will have a blue background color and
advance guide signs on the Abu Dhabi Route will
have a green background color. However,
CHEVRON DIRECTION signs 515 will be
located in or near the junction, to guide motorists
in making turns onto their intended route. Since
some junctions include both an Emirate Route
and an Abu Dhabi Route, the color coding for
CHEVRON DIRECTION sign 515 should be
that each of these signs will be the color of the
type of route that it provides direction to. That is,
signs giving direction onto an Emirate Route
should have a blue background, and those giving
direction to an Abu Dhabi Route should have a
green background.
Supplemental signs placed on a numbered route

should have both the symbol and the identifying
name of the destination being signed. Subsequent
supplemental signing from the numbered route to
the destination should be provided by supplemental trailblazer signs displaying only the pictorial symbol without the identifying place name.
Table 5-2
Locations Eligible for Supplemental Destination
Signing
Major hotels and convention centers
Major clubs
Public beaches
Cultural Foundation
Heritage/Bedouin Village
Zayed Sports City
Gulf International Exhibition Center
Traditional markets (souqs)
Note: Locations are in no order of relevance.
A similar type of color coding anomaly occurs at

entrance and exit ramps leading from an Emirate
Route to an Abu Dhabi Route and visa-versa. The
color coding rule in this case should be that a
ramp should assume the route classification of
the route to which the ramp is leading. Thus,
signs positioned well downstream on a ramp, that
are intended to be read only by motorists on the
ramp should have the background color of the
5-5
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Blue
Green
Brown
White
Table 5-3
Guide Sign Background Color Coding
All primary guide signs of all types that are located on Emirates Routes shall have a blue background color with white
legend. Emirate Route emblems, shall always have a blue background color regardless of the background color of the
sign on which they are located.
All primary guide signs of all types that are located on Abu Dhabi Routes shall have a green background color with
white legend. Abu Dhabi Route emblems shall always have a green background color regardless of the background
color of the sign on which they are located.
Supplemental signs, which provide guidance to approved supplemental destinations, shall have a brown background
with a white legend. Supplemental signs shall always have a brown background regardless of whether they are located
on an Emirate Route, Abu Dhabi Route or a local street. They will also commonly display a symbolic representation of
the destination as a black symbol on a white square background. Once a supplemental destination is reached, further
subordinate signs pertaining to that destination shall also have a brown background.
For use with Text Sign 588. High Vehicle Exit Sign 586, and Supplementary Plate 589.
route the ramp leads to. If in an unusual situation

a ramp leads to a split with one direction of the
split being an Emirate Route and the other direction of the split being an Abu Dhabi Route, the
guide sign background color for that ramp should
be blue.
use to get from their current location to their

intended destination. Therefore, route numbers
must be displayed clearly and prominently on
every primary guide sign. Large, distinctively
shaped and colored route emblems with large
yellow colored English numerals provide a highly conspicuous and legible route identification.
5.1.7 INFORMATION TO BE
DISPLAYED ON SIGNS
The creation of a new route and associated control destinations should be referred to the Abu
Dhabi Municipality Road Department for review
and approval. In this case a formal amendment to
this manual should be issued so that all other
signing associated with that route will be consistent. By strict adherence to route numbers and
control destinations, motorists will see a consistent display of destinations when turning onto
and following the guide signs on that route. They
will not be left to guess at what destinations
might appear on subsequent signs. This is an
important principle of guide signing. That is,
once a destination appears on a guide sign, it
must be repeated on each subsequent guide sign
until the destination is reached. Thus, the need for
strict control of the number of destinations and
the consistent use of these destinations on all
signs.
It is important that each type of guide sign consistently display all necessary eligible information, but not display any additional or extraneous
information. Strict criteria have been established,
as indicated in Table 5-4, concerning what information may or may not be shown on each type of
guide sign.
The Abu Dhabi guide sign system is intended to
provide motorists with directions for traveling
along a particular numbered route (be it an
Emirate Route or an Abu Dhabi Route) and
advising turns from that route onto another numbered route (an Emirate Route or an Abu Dhabi
Route). Generally, guide signs will not be used
on unnumbered routes nor for advising turns
from a numbered route onto an unnumbered
street. Street name signs installed under the Abu
Dhabi street and plot numbering system will
identify those streets with a street name sign
(whether that street name is a word name or a
number name).
On rare occasions, it may be desirable to provide

a guide sign to direct motorists from a numbered
route to an unnumbered route. In this situation,
street names or numbers can substitute for route
numbers. Such cases should be reviewed with the
Abu Dhabi Municipality Road Department in
consideration of the following:
The primary piece of information to be included

on guide signs is the route number. Motorists
unfamiliar with Abu Dhabi will consult a route or
street map to determine what numbered routes to
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5-6
Lane Drop Panel
Supplemental Symbols
Supplemental Destinations
Street Name
Is it necessary to provide a guide sign other

than a street-name sign to identify the intersecting roadway?
If so, does the importance of the intersecting
roadway warrant providing it with a route
number and control destination(s)?
If not, then the guide sign series should display the name of the street or other approved
name as the destination and omit the route
number and emblem.
Airport Symbol
1
1
1
0
1
1
1
0
0
0
City Center Symbol
0
0
0
4
2
0
0
0
0
4
Control Destination
0
0
0
4
2
0
0
0
0
4
Route Number Emblem
0
0
0
0
0
2
2
1
0
0
Downward Lane Arrow
4 0 3 4 2 2 0
4 0 3 4 2 0 0
4 0 3 4 2 2 0
4 0 0 0 0 0 0
4 0 4 4 2 2 0
0 4 4 4 2 2 4
4 0 4 4 2 2 0
0 4 4 4 2 2 0
4 0 0 0 0 0 0
4 0 0 0 0 0 0
0 = Not Eligible Ever
1 = Not Eligible Ordinarily
Key:xx 2 = Eligible Where Applicable
3 = Use on Emirate Routes Only
4 = Mandatory in All Cases
Directional Arrow
Sign Type
ADVANCE HORIZONTAL STACK sign 511
ADVANCE VERTICAL STACK sign 512
ADVANCE MAP sign 513
ADVANCE SUPPLEMENTAL sign 514
CHEVRON DIRECTION sign 515
ADVANCE EXIT DIRECTION sign 551
EXIT DIRECTION sign 552
ONGOING DIRECTION sign 553
GORE EXIT signs 554, 555, 556
SUPPLEMENTAL EXIT sign 557
Distance to Exit
Table 5-4
Information Eligible for Display on Guide Signs
stituencies to add other destinations to the guide

signs. Such destinations may be significant and
of interest in their own right, but the temptation
to give in to such pressure must be resisted.
Experience elsewhere has demonstrated that once
additional destinations begin to appear on guide
signs, it sets a precedent that makes refusal of
further destinations nearly impossible. Table 5-5,
though not all inclusive, provides an indication of
the types of places not warranting display on
guide signs within the roadway right of way.
Such instances should be extremely rare and limited mainly to cases on rural, high speed, high
order facilities (freeways) where advance signing
is necessary.
Guide signs for the types of places listed in Table

5-5 can only be implemented with the prior
approval of Abu Dhabi Municipality Road
Department.
5.1.8 DESTINATIONS NOT ELIGIBLE

FOR DISPLAY ON GUIDE
SIGNS
5.1.9 TRAILBLAZING SIGNING

The use of distinctive and recognizable symbols
placed along a route to guide and reassure motorists that they are taking the correct roadways to
reach a specific destination is called trailblazing.
Sections 5.1.4 and 5.1.5 list control destinations

and supplemental destinations eligible for display
on primary and supplemental signs. There always
exists the desire and pressure from outside con-
5-7
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Businesses
Medical
Military
Recreational
Schools
Table 5-5
Places Not Eligible for Display on Guide Signs
Television and radio stations, motels, minor shopping centers, private businesses, petrol stations
Private hospitals and clinics, mental hospitals, research facilities, nursing homes
Bases or detachments, armories, arsenals
Minor sports clubs and facilities, private and semipublic clubs (with the exception of public Municipal
facilities and other than those specified in table 5-2)
Elementary, secondary, vocational, trade, professional
To be effective, trailblazing must be restricted to

limited destinations and/or to a limited extent.
The Abu Dhabi guide sign system has five types
of trailblazing signing:
Each individual letter or number within these

fonts is positioned on a background tile. The use
of these tiles automatically provides the correct
spacing between letters and vertical spacing
between rows of text.
Abu Dhabi International Airport.

City center (central business district)
Numbered routes.
- Emirate Routes.
- Abu Dhabi Routes.
Supplemental Locations
5.2.2 AMOUNT OF LEGEND

A significant factor in the design of guide signs,
and in particular direction signs, is the amount of
information to be provided. This factor is significant because:
A detailed explanation of the Abu Dhabi trailblazing requirements is contained in Section 5.4.
5.2
GENERAL STANDARDS
FOR GUIDE SIGNS
In terms of all the other actions drivers have to

take in order to navigate their vehicles safely
through the street network, the amount of time
available to read guide sign messages is commonly very limited.
5.2.1 LANGUAGE AND LETTERING

STYLES
Most signs in the guide sign class display their
message in the form of arrows, symbols, and/or
text. Guide sign text may include any of the
following messages:
The more information that is required to be provided on guide signs the larger they have to be
made. This in turn makes it more difficult to position the signs so that drivers can see them in time
to read them and react to the information safely.
A destination name (control, supplemental,

or local).
A street name.
A place name (Emirate, city, town, or community).
A route number (only within a route number
emblem).
A distance to an exit.
A distance to a destination.
In order to design a safe, efficient and cost-effective guide sign system it is therefore desirable to
minimize the amount of information on signs:
All destination names, street names, place names,

and distances should appear on guide signs in
both Arabic and English.
To reduce reading times, and

To reduce the size of signs.
For the guide sign system to be effective the

information provided must be adequate for the
navigational needs of the majority of drivers. It is
difficult to predict the information needs of all
drivers, particularly when it is not known what
information drivers have when they start their
The style of lettering used should be Abu Dhabi

Municipality standard Arabic and English fonts.
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Drivers must have enough time to read the

given information, and
The amount of information given dictates the
ultimate size of the sign needed to display it.
5-8
journeys. In order to best cater for these needs a

system of well known control destinations has
been evolved and the most important routes have
been allocated numbers (see Section 5.1).
The standard amount of legend to be displayed

on EXIT DIRECTION signs is limited to:
The objective in numbering routes is to simplify

the transfer of information and reduce the amount
of information that needs to be transferred in
order to achieve effective navigation.
Information is also displayed in a consistent manner on direction signs so that the time required
for the information search process is minimized.
Symbols are also used to reduce the amount of

text needed to describe certain destinations such
as the city center and the airport and thereby
reduce search time, reading times and recognition time. Symbols are particularly used with this
objective on supplemental destination signs.
The majority of information used in the navigation process appears as legend on direction signs.
There are two main categories of direction sign,
namely those used for at-grade junctions and
those used for grade-separated junctions.
One arrow for each exit lane.

A route number emblem of the route to which
the exit leads (two may be displayed when
the junction occurs at a point where the left
and right turns are onto differently numbered
routes).
The name of one control destination to the
right and one to the left (each destination in
both Arabic and English).
The ONGOING DIRECTION signs display the

following standard amount of information:
Navigational information is given for a standard

at-grade junction on stack type advance direction
signs. These signs have a stack for each direction
through the junction. The stacks may be arranged
vertically, one above the other, for ground mounted signs and horizontally side-by-side for overhead signs. The standard amount of legend to be
displayed in each stack is limited to:
EXIT DIRECTION signs (advance exit signs

and exit signs).
ONGOING DIRECTION signs.
One arrow per ongoing lane.

The route number emblem of the ongoing
route.
The name of the control destination for the
route.
One intermediate destination name in Arabic
and English.
From time to time these limitations on the

amount of legend may seem unreasonable.
Pressure to ignore the limits should be resisted
because information, once displayed, must be
carried through subsequent junctions until the
destination in question is reached. This means
that the effect of an extra destination name is
rarely limited to one junction but in fact spreads
to several. If additional destinations are introduced in several places the likelihood is that they
will accumulate at common points in the network
resulting in unmanageable amounts of legend.
One arrow.
One route number emblem.
One control destination name in both Arabic
and English.
One intermediate destination name in both
Arabic and English.
However, site-specific conditions may require a

departure from these parameters and guidelines.
Such variations can only be implemented with
the prior approval of Abu Dhabi Municipality
Road Department.
The same amount of information given on each

stack that relates to a turning movement is repeated at the exits from the junction on chevron signs.
The direction signs used for grade-separated
junctions are mounted in an overhead position.
Since the turning movement from each road normally involves a high-speed exit, the navigation
information is given on two basic types of direction signs:
5.2.3 SIZE OF LETTERING

Before drivers can read the legend on a guide
sign they first have to see the sign. This function
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of the effectiveness of the visibility of traffic

signs generally is referred to as their conspicuity.
Conspicuity, and therefore the likelihood of
detection of a guide sign is affected by:
using a larger letter size which makes the letters

legible earlier while maintaining the same cut-off
to the reading time when the observation angle
limit is reached.
The legibility of the lettering (and symbols) used

on guide signs and particularly direction signs is
affected by the following factors:
The size, shape, and color of the sign.

The brightness of the sign.
The contrast between the sign and its environment.
The location of the sign in relation to the line
of sight of the driver.
The time a driver needs, and actually has
available, to search for the sign in terms of
road geometry, vehicle speed, traffic volumes, the presence of other signs, and other
competing visual stimuli.
The angle of the drivers line of sight to the
sign.
Once a sign has been detected its long range

attributes allow for its identification and function
recognition. The brightness of a sign is termed
its luminance. Guide signs need to have adequate
luminance both by day and by night. Night-time
luminance is improved by the use of retroreflective materials. Retroreflective materials have the
property of redirecting a large percentage of the
incident light back towards the light source (A
nonretroreflective surface will reflect the light in
all directions). Therefore a guide sign surfaced
with retroreflective material is capable of redirecting most of the light from vehicle headlights
back towards the vehicle. The further a sign is
offset, either horizontally or vertically from the
path of a vehicle, the greater are the entrance and
observation angles. Retroreflective materials are
more effective at small entrance and observation
angles (although new materials are improving
this characteristic). This means that the sign legend needs to be legible at small observation
angles which, in turn, means at some distance
from the sign. This requirement affects the size of
lettering and symbols used for the legend. It also
means that there is a closer point, still some distance from the sign, after which it is considered
that the observation angle is too great and legibility is no longer effective. These sign characteristics affect the time for which the sign may be
observed, and therefore for which it may be readable, within the time between when the lettering
becomes legible and when the observation angle
becomes too great. This time can be extended by
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The sign mounting position, i.e., ground

mounted or overhead.
The sign mounting height.
The letter style, spacing, size, and stroke
width.
The legibility factor (0.6 meters of legibility
distance per millimeter of lowercase x letter
height).
The visual acuity of drivers.
The drivers workload and surrounding distractions that compete for his attention.
The approach speed of traffic.
The amount of information displayed on the
sign.
The luminance (daytime) and retroreflectivity (night-time) contrast ratio between the
sign legend and sign background.
The ambient light levels (particularly street
and advertising lighting).
Legibility can be defined simply as the ability to

read a text message or accurately determine the
form of a symbolic message. In this respect, for
the long-range legibility required by drivers, the
most critical element must be the smallest or
thinnest element. This critical design element can
be one or all of the following:
Letter font style.

Letter stroke width.
Letter and line spacing.
Fine details of a symbol.
If all other factors are constant, as a general rule,

increasing the size of the critical element will
increase the legibility distance of the sign message.
Typically the finest or most critical element for
guide sign lettering is the stroke width. There are
several letter styles which have been designed
with characteristics required for use on a direction sign. These characteristics are:
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Consistent letter design.

Improved legibility over more creative
styles.
Widely recognized at an international level.
Greater surface area and therefore target
value.
Usable with higher grades of retroreflective
material with minimal risk of overglow or
bleeding.
millimeters high and Arabic letters based on an

aleph 140 millimeters high can be read by the
normal driver from 60 meters. Legibility distances are conventionally quoted in relation to
the lowercase or x height of letter because
these constitute the majority of letters used on
direction signs. These parameters are subject to
ongoing research but the values accepted are
consistent with those used in many other countries. However, it should be noted that some drivers may have poor visual acuity and that the legibility index at night can be lower than 0.6
m/mm. Under these circumstances lower legibility distances will result.
The Arabic and English letter styles specified in

this manual maximize the above characteristics.
The following are the more important dimensional characteristics of lettering based on the x, or
lowercase, English letter height:
Another factor that affects the legibility of letters

on direction and other guide signs is the luminance contrast between the lettering and the sign
background. This contrast is expressed as a ratio
of light-to-dark color luminance and is appropriate during both day and night. Ideally the contrast
ratio should be between the ratios of 5 to 1 and 10
to 1. For symbolic signs with bold symbols the
ratio may be as low as 4 to 1 and still be effective.
Ratios higher than 10 to 1 run the risk of creating
an overglow or bleeding effect from retroreflective materials at night, particularly if the
background color is light and the letter color is
dark. Overglow results in the letter stroke width
of a dark letter being diminished by the glare
from the bright color background. This in turn
may affect the letter legibility. High ambient light
levels common under street lighting will reduce
this effect significantly and it is less problematic
Lowercase letter height = 1.0x

Stroke width = 0.2x
Uppercase letter height = 1.4x
English text background tile height = 2.0x
Aleph height of equivalent Arabic text = 1.4x
Arabic text background tile height = 2.8x
For a given letter style and letter height a driver

with a normal visual acuity of 1 (visual acuity is
a measure of a drivers ability to focus on fine
objects) will be able to read the letters at a specific distance. This distance is known as the legibility distance. For the purpose of determining
the letter sizes recommended in Table 5-6, a legibility index of 0.6 meters of legibility distance
per millimeter of lowercase x letter height has
been adopted for English and Arabic letters and
characters. This means that English letters 100
Table 5-6
Recommended x Height for Guide Signs (millimeters)
Posted Speed
100 km/h
80 km/h
60km/h
40 km/h
Primary Guide Sign
Overhead
300
250
200
200
Ground Mounted
250
200
150
100
Supplemental Sign
Stack
250
150
100
100
Symbol Only
250
150
125
100
Gore Exit Sign
250
200
200
N/A
Chevron Sign (see Note)
At Roundabout
125
100
100
75
At Intersection
125
125
100
100
Route Marker
250
150
150
150
General Information Sign
150
150
100
100
Note: The above sizes apply for Abu Dhabi Routes only. Chevron signs placed on Emirates
Routes should be increased in size by 20%.
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15
Reading Time/
Distance
x=0.463 V(0.32 N-0.21) D+6.22 s

Detail 5-2-1: Side Mounted Sign
h
7
Reading Time/
Distance
x=0.463 V(0.32 N-0.21) D+13.57 h-14.25

Detail 5-2-2: Overhead Mounted Sign
Where:
x = minimum x height required for legibility, in millimeters.
V = posted speed or 85th percentile speed of roadway, in km/h.
N = total units of information on a sign or sign grouping measured as follows:
words up to 8 letters
= 1 unit each word
words more than 8 letters
= 2 units each word
individual arrow
= 0.25 units each arrow
map type arrow
= 1 unit
emblem, symbol, or distance = 0.5 units each item
D = distraction factor between 1.0 for rural/low volume roads and 1.5 for urban/high volume roads.
s = lateral distance from center of furthest driving lane to center of side mounted sign, in meters.
h = vertical distance from pavement level to center of overhead mounted sign, in meters.
Figure 5-2
Principles Of Legibility
Version 0.1
5-12
when vehicle headlights are commonly used in

the low beam position (as under street lighting).
A. Side space between border and right or left

line of justification = 0.5x
B. Minimum lateral space between a route number emblem and an arrow = 1.0x
C. Minimum lateral space between text and a
Type 5 or Type 8 arrow = 1.0x
D. Minimum lateral space between text and a
symbol or emblem = 0.5x
E. Vertical space between the top border and
nearest legend = 0.5x
F. Vertical space between the bottom border
and nearest legend = 0.5x
G. Vertical space between an upper row of legend and a lower row of legend on a horizontal stack type sign = 0.5x
Taking into consideration all the factors given

above, including the standardization of the amount
of destination display referred to in Section 5.2.2,
a range of standard letter sizes has been derived for
various guide sign applications. These sizes are
listed in Table 5-6 and should be adhered to. If the
amount of information to be displayed on a sign
face is increased or it is necessary, due to exceptional geometric conditions, that the sign must be
legible from a greater distance, consideration must
be given to the need to use a larger-than-standard
letter size and approval obtained from the Abu
Dhabi Municipality Road Department. Figure 5-2
summarizes, in equation form, the principles for
determining required letter height based on legibility and reading time criteria.
The vertical space between Arabic and English

text, or between two rows of Arabic or two rows
of English text, is dictated by the letter and number tiles and no additional internal spacing is
required.
5.2.4 SIGN BORDERS
The horizontal spacing between letters or numbers is also controlled by the letter and number
tiles which include the provision of a blank tile
0.5x wide for use between consecutive words in
a line.
All guide signs should be provided with a contrasting border around the perimeter of the sign
with the exception that when an exclusive exitonly white panel is placed at the bottom of an
overhead exit direction sign no border is required
on the white panel. The border color should be
the same as the color used for place name lettering on the sign.
5.2.6 ARROWS
The following basic types of arrows are used on
guide signs:
Sign borders should have the following dimensional characteristics where x is the height of
the lowercase lettering used for the sign:
Width = 0.25x.
Corner radius = 1.0x (to the outer edge of the
border).
Chevron arrow.
Stack-type arrow.
Overhead arrows.
Map-type arrow.
An internal dividing border should be used to

separate the stacks of a stack type direction sign.
This border should have the same width as the
outside sign border but should not be provided
with radii where it joins the outside border.
The individual types of arrow are detailed below.

All arrows have been allocated a Type number
including left and right applications. The arrows
should appear in white unless noted otherwise.
The standard applications of arrows Type 1 to
Type 8 are illustrated in Figure 5-4.
5.2.5 INTERNAL SPACING
5.2.6.1
The sign face layout of all guide signs should

adhere to the internal spacings listed below and
illustrated in a typical example in Figure 5-3:
Chevron Arrows Types 1 and 2 are used on

CHEVRON DIRECTION sign 515 to indicate
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CHEVRON ARROW TYPES 1

AND 2
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0.25x
R=1.0x
0.5x
=
5.8x
4.0x
Arrow
Type 3
Arabic
Route
Marker
2.8x
2.0x
English
=
0.25x
0.5x
0.5x
5.8x
4.0x
Arrow
Type 4
Arabic
Route
Marker
2.8x
English
2.0x
0.25x
0.5x
5.8x
0.5x
2.8x
Route
Marker
4.0x
English
Arabic
Arrow
Type 5
4.0x
2.0x
0.25x
3.5x
0.5x
3.0x
x
0.5x
3.5x
0.25x
0.5x
Figure 5-3
Typical Guidesign Internal Spacing Elements
the action point for a left or right turn at an atgrade junction.

5.2.6.2
ADVANCE VERTICAL STACK sign 512, and

ADVANCE SUPPLEMENTAL sign 514 to indicate the direction in which drivers must turn at
the junction ahead in order to reach the destination named in the stack in which the arrow is
located.
STACK SIGN ARROW TYPE 3
Stack Sign Arrow Type 3 should only be used

pointing straight upwards. The arrow is used on
ADVANCE HORIZONTAL STACK sign 511
and ADVANCE VERTICAL STACK sign 512 to
indicate that drivers must travel straight-on
through the junction ahead to reach the destination named in the stack. When used on sign 512 a
Type 3 arrow should only be used in the top stack.
However, certain site specific conditions may

require a departure from these parameters and
guidelines. Such variations may only be implemented with the prior approval of Abu Dhabi
Municipality Road Department.
5.2.6.4
However, certain site-specific conditions may

5.2.6.3
Stack Sign Arrow Type 6 should only be used

pointing to the left. The arrow is used on
ADVANCE SUPPLEMENTAL sign 514 to indicate that drivers must execute a U-turn at the next
opportunity in order to reach the destination
named in the stack. In such an instance drivers
are likely to see a further sign 514 shortly after
the U-turn indicating a right turn into a side road.
STACK SIGN ARROW TYPES 4

AND 5
Stack Sign Arrows Types 4 and 5 may be used on

ADVANCE HORIZONTAL STACK sign 511,
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STACK SIGN ARROW TYPE 6
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Type 1
Type 2
Chevron Direction Signs
Type 3
Type 3
Type 3
Type 4
Type 4
Type 5
Type 4
Type 5
Type 5
Type 5
Type 6
Type 4
Stack Direction Signs and Trailblazer Signs
Type 7
Type 7
Type 7
Type 7
Type 7
Type 8
Type 8
Type 8
Advance Exit Direction Signs
Type 8
Type 8
Exit Direction Signs
Type 7
Type 7
Overhead On-Going Direction Signs
Type 9
Type 8
Type 8
Type 8
Map Direction Sign
Gore Exit Signs
Supplemental Exit Sign
Note : Type 8 arrow may be right or left pointing to suit application conditions.
Figure 5-4
Arrow-Type Applications
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Version 0.1
Type 1
Type 3
Type 2
Type 4
Type 5
Type 7
Type 6
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5-16
5.2.6.5
DOWNWARD POINTING
ARROW TYPE 7
Downward Pointing Arrow Type 7 should only

be used on an overhead direction sign at the bottom of the sign pointing straight downwards. The
arrow is used on ADVANCE EXIT DIRECTION
sign 551 and ONGOING DIRECTION sign 553
to indicate that drivers may use the lane over
which the arrow is centered to reach the destination, or one of the destinations, named in the sign
above the arrow.
When signs 553 and 551 are mounted next to
each other there should be one Type 7 arrow centered over each lane. If one lane is a shared exit
lane and ongoing lane the arrow over the lane
should appear on the ADVANCE EXIT DIRECTION sign 551. If one or more of the lanes indicated on sign 551 is an exclusive exit lane (in
other words the lane is dropped from the ongoing
path) the Type 7 arrow should appear in black on
a white background panel at the bottom of the
sign together with the word ONLY in Arabic
and English.
5.2.6.6
Type 8
The Type 8 arrow may also be used on ground

mounted SUPPLEMENTAL EXIT sign 557 on a
freeway to indicate that the high speed exit a
short distance ahead may be used to reach the
supplemental destination named on the sign.
Left hand exits from a through route are to be
avoided. However, where such do occur, the Type
8 arrow should be inclined towards the left and
moved to the left side of ground mounted signs.
UPWARD POINTING ARROW

TYPE 8
5.2.6.7
MAP ARROW TYPE 9
Map Arrow Type 9 should only be used pointing

straight upwards so that the entry path to the diagram is located at the bottom of the sign. The
arrow may only be used on ADVANCE MAP
sign 513 to indicate to drivers that the roundabout
junction ahead has more than four exit roadways
and/or is of an irregular shape.
Upward Pointing Arrow Type 8 may be used on a

ground mounted or overhead exit direction sign.
The arrow should be located on the right side of
ground mounted signs and at the bottom of overhead signs. The arrow is used on an overhead
EXIT DIRECTION sign 552 to indicate to drivers that use of the lane or lanes over which the
arrow is located will allow them to leave the
grade-separated route by means of a high speed
exit to reach the destination, or one of the destinations, named on the sign above the arrow.
If one or more of the lanes indicated on sign 552
is an exclusive exit lane the Type 8 arrow should
appear in black on a white background panel at
the bottom of the sign together with the word
ONLY in Arabic and English.
The Type 8 arrow is also used on ground mounted GORE EXIT signs 554, 555 and 556 to indicate to drivers the action point for the high speed
exit.
Type 9
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Version 0.1
Map Arrow Type 9 should be custom designed to

suit the geometric configuration of the junction it
describes.
5.2.7 ROUTE NUMBER EMBLEMS

There are two types of numbered routes, namely:
Emirate Routes which may extend from one

emirate to another or may connect towns and
cities within an emirate, and
Abu Dhabi Routes, which lie primarily within the Abu Dhabi urban area and/or provide
significant access to Emirate Routes.
The different routes are identified on the relevant

direction and route marker signs by exclusive
route number emblems. The number of the route
is indicated within the emblem so that the route
identification is located at the top of the emblem
in English and Arabic and the route number
located below these letters in English numerals
only. The overall sizes of the emblems are 4 x
high by 3 x wide.
5.2.7.1
The Emirate Route Emblem should have a white

background, a blue icon, and yellow text.
5.2.7.2
The Abu Dhabi Route emblem should appear on

all ADVANCE HORIZONTAL STACK signs
511, ADVANCE VERTICAL STACK signs 512,
ADVANCE EXIT DIRECTION signs 551,
EXIT DIRECTION signs 552, ONGOING
DIRECTION signs 553, CHEVRON DIRECTION signs 515, ABU DHABI ROUTE MARKER signs 502 and ABU DHABI ROUTE
TRAILBLAZER signs 506, which indicate an
approved control destination on an Abu Dhabi
Route. The emblem should always have a green
background within a white frame and the route
identification letters and the route number
should be yellow.
EMIRATE ROUTE EMBLEM
The Emirate Route emblem should appear on all

ADVANCE HORIZONTAL STACK signs 511,
ADVANCE VERTICAL STACK signs 512,
ADVANCE EXIT DIRECTION signs 551, EXIT
DIRECTION signs 552, ONGOING DIRECTION signs 553, CHEVRON DIRECTION signs
515, EMIRATE ROUTE MARKER signs 501,
and EMIRATE ROUTE TRAILBLAZER signs
505, which indicate an approved control destination on an Emirate Route. The emblem should
always have a blue background within a white
frame and the route identification letters and the
route number should be yellow.
The emblem should always be to the left of the

destination name except on ADVANCE HORIZONTAL STACK sign 511 when the emblem
should share the top row of the sign with the
appropriate stack-sign arrow.
The emblem should always be to the left of the

destination name except on ADVANCE HORIZONTAL STACK sign 511 when the emblem
should share the top row of the sign with the
appropriate stack-sign arrow (see Sections 5.5
and 5.6 for examples of typical guide signs showing route number emblems).
Certain site-specific conditions may require a

departure from these parameters and guidelines.
Such variations may only be implemented with
Road Department.
However, certain site specific conditions may

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ABU DHABI ROUTE EMBLEM
5-18
Approval for the signing of any five-star hotel

must be obtained from Abu Dhabi Municipality
Road Department prior to implementation.
THIS SPACE RESERVED

FOR ABU DHABI
EMIRATE ROUTE SIGN
Any new supplemental symbols that may be

designed from time to time should embody the
principles described in Section 5.2.3. The use of
thin critical elements and fine detail should be
avoided as this will not assist long range recognition of the symbol.
5.3
ROUTE MARKER SIGNS
5.3.1 USE OF ROUTE MARKER
5.2.8 SUPPLEMENTAL
DESTINATION SIGN SYMBOLS
A route marker sign is a confirmatory guide sign

that provides reassurance to motorists that they
are on their intended route (or conversely to
advise them that they have taken a wrong turn and
are not on the route that they planned to be on).
Supplemental destination signs may be used to

present additional guidance information to drivers as and when this may be warranted (see
Section 5.1). As a result, supplemental destination signs are only used occasionally. The information displayed therefore does not relate to
approved orientational control destinations
which appear on normal direction signs.
Under the Abu Dhabi guide signing system the

ongoing routes at all intersections will be signed
with the route number as part of the primary
advance guide signing. This is true for at-grade
junctions (signalized intersections and roundabouts) and for grade-separated interchanges.
Thus, every time a motorist traveling on a route
approaches a junction, he will receive confirmation of the route he is on.
The most common application of supplemental

destination signs is to display information related
to tourist destinations. See Table 5-2 for a list of
locations eligible for supplemental destination
signing.
As such, route marker signs are not required to be

used after every junction, but only when the distance between junctions is considerable. On rural
roads where junctions with numbered routes are
infrequent, a route marker should be erected if
the distance between primary guide signs containing the emblem of the ongoing route are
spaced more than two kilometers apart. In such a
case a route marker should be erected approximately two kilometers after the junction, and
every 10 kilometers thereafter, up to a point not
less than two kilometers before the next primary
guide sign that contains the emblem of the ongoing route.
The symbols approved for use on supplemental

destination signs are illustrated in Figure 5-5. The
symbol should appear on the left side of the sign
and should be followed by the destinations full
name in Arabic and English irrespective of the
direction indicated by the arrow. Thus if a specific beach is to be identified it should be displayed
in the form:
symbol Al Raha Beach
The symbol should be provided in black on a
square white background. Some approved supplemental destinations do not have a corresponding symbol and should be signed using only
Arabic and English text.
On urban roadways where there is more turning

traffic at major junctions as well as more entering
traffic from minor roads between major junctions, a more frequent spacing of route markers is
desirable. On urban roads a route marker should
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Version 0.1
Golf Course
Horse
Racing
Camel
Racing
Zoo
Beach
Park
Marina
Theme
Park
Garden/
Park/
Picnic Site
Youth
Hostel
Camping
Site
Fort/
Museum
Tourist
Information
Camping/
Caravan
Site
Figure 5-5
Approved Supplemental Destination Symbols
be erected if the distance between primary guide

signs containing the emblem of the through route
are located more than two kilometers apart. In
such a case a route marker should be erected
approximately 500 meters after the junction, and
every two kilometers thereafter, up to a point not
less than one kilometer from the next primary
guide sign that contains the emblem of the
through route.
5.3.2 EMIRATE ROUTE MARKER

SIGN 501
EMIRATE ROUTE MARKER sign 501 should
be the Emirate Route emblem as described in
Section 5.2.7.1, mounted alone. The sign should
be 3.0 x wide by 4.0 x high and with an x
height as given in Section 5.2.3.
5.3.3 ABU DHABI ROUTE MARKER

SIGN 502
Figure 5-6 illustrates both of the above principles.
ABU DHABI ROUTE MARKER sign 502

should be the Abu Dhabi Route emblem as
described in Section 5.2.7.2, mounted alone. The
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5-20
2km
Repeat every 10km
2km min
More than 5km
Detail 5-6-1: Rural Route Marker Placement
500m
Repeat every 2km
1km min
More than 2km

Detail 5-6-2: Urban Route Marker Placement
Primary Guide Sign Containing Route Emblem Of Through Route
Route Marker Signs 501 or 502
Figure 5-6
Use of Route Marker Signs
5-21
Version 0.1
An Emirate Route (by number).

An Abu Dhabi Route (by number).
A supplemental (tourist or service) destination.
A freeway.
A parking area.
While all of these destinations may appear on primary or supplemental direction signs there are
occasions when it may be necessary to indicate
the direction to such a type of destination when
the use of normal direction signs is not appropriate, or impossible due to space limitations.
Sign 501
Trailblazing signs display only a stack type

arrow, one of Types 3, 4, 5 or 6 together with a
symbol. (When geometric conditions require, an
upward pointing slanted arrow may be used. A
Type 3 arrow placed at 45 degrees is suitable for
this purpose.) The signs should be located in
advance of an intersection, roundabout or recognized U-turning lane. They will normally be used
to indicate a turn but, in the event that drivers
may be confused, for whatever reason, about the
correct direction to take, an ongoing indication
may be given, when appropriate, using a Type 3
arrow. The signs should preferably not be used in
addition to normal direction signs at a junction
although in one or two specific instances this
may be acceptable.
THIS SPACE
RESERVED FOR
SIGN 502
Sign 502
Once a trailblazing sign has been used, further

trailblazing signs must be provided at all decision
points until the destination indicated has been
reached, or until the message concerned becomes
part of the information displayed by the normal
control-destination-based guide-sign system.
sign should be 3.0 x wide by 4.0 x high and

with an x height as given in Section 5.2.3.
5.4
TRAILBLAZING SIGNS
5.4.1 USE OF TRAILBLAZING
There are specific circumstances for each of the

types of trailblazer identified above in terms of
which an appropriate trailblazing sign may be
used. These circumstances are detailed in the following sections.
Trailblazing is used to provide a localized supplement to the control destination based guidesign system. The concept of trailblazing can be
applied to a specific destination or type of destination and it may even be applied to direct drivers towards a route. The concept involves providing strategically located compact supplemental
stack type trailblazing signs to indicate to drivers
the direction to be taken in order to reach one of
the following specific types of destination:
The trailblazer signs that follow should have

blue, green, or white background color appropriate for the type of route which they are located.
Airport.
City center.
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5.4.2 AIRPORT TRAILBLAZER SIGN

503
5.4.3 CITY CENTER TRAILBLAZER

SIGN 504
AIRPORT TRAILBLAZING sign 503 is likely

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

be used within the general environs of the Abu
Dhabi city center, i.e., at a local level, to direct
drivers towards what is considered to be the popular core of the business area. As such, the sign
may only be displayed after the city center message has appeared as a control destination on
direction signs.
Sign 504
Sign 504 should be located in a side mounted

position on the right side of the pavement, up to
160 meters from the junction, with due regard to
the position of any other direction signs and any
other minor side road intersections.
Sign 503
5.4.4 EMIRATE ROUTE

TRAILBLAZER SIGN 505
The AIRPORT TRAILBLAZER sign should be

located in a side-mounted position on the right
side of the roadway, up to 160 meters from the
junction, with due regard to the position of any
other direction signs and any minor road intersections. When the sign is for a left turn movement from a divided roadway it may be beneficial to locate the sign on the median island, particularly if a U-turn movement is called for. The
Airport symbol should be positioned on sign 503
so that it points in the same direction as the
arrow used on the sign.
EMIRATE ROUTE TRAILBLAZER sign 505

may be used to direct drivers towards an Emirate
Route when direction signs are not otherwise in
use or appropriate. Since Emirate Routes have
limited points of access it may occasionally be
necessary to assist drivers in finding a route or
street which intersects with the Emirate Route.
Sign 505 should therefore only be used at a local
level to assist drivers in finding their way
upwards in the street network. Once used the sign
should be repeated at decision points until such
time as the appropriate Emirate Route emblem
appears on a normal Advance Direction sign with
the appropriate control destinations. It may also
be beneficial to use sign 505 on a route which is
parallel to an Emirate Route.
The Airport symbol may also be used as a trailblazing component on primary direction signs.
See each specific sign for use locations.
The sign should be located in a side-mounted

position on the right side of the roadway, up to
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position on the right side of the street, up to 160
meters from the junction, with due regard to the
position of any other direction signs and any
minor side road intersections. The route emblem
displayed on the sign should include the specific
number of the Abu Dhabi Route being trailblazed.
5.4.6 SUPPLEMENTAL DESTINATION

Sign 505
A SUPPLEMENTAL DESTINATION TRAILBLAZER sign 507 may be used to carry on a

basic supplemental destination message which
has already appeared on an ADVANCE SUPPLEMENTAL sign 514. Once a supplemental
message has been given by sign 514, in the form
of an approved supplemental symbol plus the primary name of the facility (Section 5.5.5), subsequent signs at decision points up to the final turn
to the facility should be trailblazer sign 507.

minor side road intersections.
The Emirate Route Emblem displayed on sign
505 should include the specific number of the
Emirate Route being trailblazed.
5.4.5 ABU DHABI ROUTE

ABU DHABI ROUTE TRAILBLAZER sign 506
may be used to direct drivers towards a numbered
Abu Dhabi Route when direction signs are not
otherwise in use or appropriate. Sign 506 should
therefore only be used at a local level within a
community to assist drivers in finding their way
upwards in the street network. However, there are
some instances where exceptions to this rule can
be permitted. The most notable exception would
be on the approach to a minor junction with an
unnumbered route where the driver merely
requires a confirmation that the Abu Dhabi Route
continues in a straight ahead direction. The use of
sign 506 may be particularly appropriate within a
community when there is some facility of importance which tends to attract visitors from outside
the community.
Sign 507
The signs should be located in a side-mounted

minor side road intersections. When the sign is for
a left turn movement from a divided roadway it
may be beneficial to locate the sign on the median island, particularly if a U-turn is called for. In
this latter case a Type 6 arrow should be used.
The symbol or symbols (maximum of two) displayed on the sign should only be approved supplementary destination symbols (see Figure 5-5)
which have appeared on one or more preceding
ADVANCE SUPPLEMENTAL signs 514. In
other words, additional supplemental symbols
should not be introduced using sign 507 without
prior appearance on sign 514.
RESERVED FOR
SIGN 506
Sign 506
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5.4.7 FREEWAY TRAILBLAZER SIGN

508
A FREEWAY TRAILBLAZER sign 508 may be
used as a general trailblazer sign indicating a
direction which may be taken in order to intersect
and join a freeway. Sign 508 may be used as an
alternative to EMIRATE ROUTE TRAILBLAZER sign 505 when the use of the latter sign might
cause confusion with other Emirate Route
Emblems on other guide signs. The use of sign
508 is appropriate at a local level or on Abu
Dhabi Routes, particularly in an area close to a
freeway and when the route or street concerned
runs more or less parallel to the freeway.
Sign 509
5.5
AT-GRADE JUNCTION
SIGNS
5.5.1 TYPES OF AT-GRADE

JUNCTION SIGNS
The following types of guide sign may be specified for use in advance of, at, or within at-grade
junctions:
Sign 508

minor side road intersections. When the sign is for
a left-turn movement from a divided roadway it
may be beneficial to locate the sign on the median island, particularly if a U-turn is called for.
ADVANCE HORIZONTAL STACK sign

(overhead mounted), or
ADVANCE VERTICAL STACK SIGN
(ground mounted), or
ADVANCE MAP sign.
ADVANCE SUPPLEMENTAL sign.
CHEVRON DIRECTION sign.
STREET NAME sign.
All approaches to junctions between two Emirate

or Abu Dhabi routes should be provided with
each of the above sign types with the exception
of the ADVANCE SUPPLEMENTAL sign,
which is optional. Details of the signs, their
functions, applications, locations, and the information that may be displayed are given in the following sections.
The sign should comprise the appropriate Type 3,

4, or 5 arrow together with the Freeway symbol
in black on a white square background in a similar manner to signs 503, 504, and 507. When a Uturn is required a Type 6 arrow should be used.
However, certain site-specific conditions may

require a departure from the parameters and
guidelines specified in the following sections.
Such variations can only be implemented with
Road Department.
5.4.8 PARKING TRAILBLAZER SIGN

509
PARKING TRAILBLAZER sign 509 may be
used locally to direct drivers towards a designated parking area or car park.
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5.5.2 ADVANCE HORIZONTAL

STACK SIGN 511
5.5.2.1
5.5.2.4
Only the following items are eligible for display

on ADVANCE HORIZONTAL STACK signs:
FUNCTION
To indicate the routes and control destinations at the end of each route and intermediate destinations, where applicable, that can
be reached by turning left or right, or continuing ahead.
To assist drivers in selecting the most appropriate lanes for the maneuvers they wish to
make at the junction ahead.
5.5.2.2
Information relevant for changing direction to the

left, going straight ahead, or changing direction
to the right should be displayed in three separate
stacks, arranged horizontally from left to right,
for a crossroad or roundabout and in two separate
stacks for a T-junction. The left-turn stack should
always be leftmost and the right-turn stack the
rightmost.
APPLICATION
In advance of signalized at-grade intersections.

In advance of signalized or unsignalized
roundabouts.
5.5.2.3
Direction Arrow.
Hooked Type 4 or 5 arrows facing in the
appropriate direction should be displayed in
the left and right turn stacks. An upward
pointing Type 3 arrow should be placed in
the ongoing movement stack.
LOCATION
Overhead on gantries (placed centrally over

the roadway).
Up to 250 meters in advance of the intersection or roundabout.
With due regard to the position of any minor
side road intersection.
Not less than 175 meters after the previous
junction of numbered routes.
Vertical placement:
- At the top of the sign.
Horizontal placement:
Sign 511
Version 0.1
Direction arrow.
Route number emblem.
Control destination/intermediate destination.
City center symbol.
Airport Symbol.
The items and their placement are described

below.
As overhead signs on routes with traffic volumes

and/or number of lanes warranting overhead
advance signs as specified in Section 2.2.4 and as
follows:
DISPLAY OF INFORMATION
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- Left turn and ongoing movement: left justified in stack.

- Right turn: right justified in stack.
The symbol will be used only with a route

that has Abu Dhabi city center as a control
destination.
Route Number Emblem.
Vertical placement:
One route number emblem should be displayed for each direction of travel for which
a route number has been allocated.
- Centered in each stack.
Vertical placement:
- Right justified in stack.
- At the top of the sign.
The symbol will be used only on a route that

is trailblazed to the airport.
- Left turn and ongoing movement: right
justified in stack.
- Right turn: left justified in stack.
Airport symbol.
Placement:
- Centered between the direction arrow and
route number emblem in the top row.
Control destination.
One control destination and one intermediate
destination should be displayed for each
direction of travel for which a route number
has been allocated. If one of the turning
movements does not have a route number
and control destination, the street name or
number should be substituted for the control
destination.
5.5.3 ADVANCE VERTICAL STACK

SIGN 512
Vertical placement:
5.5.3.1
- At the bottom of the sign, with Arabic legend above the English.
FUNCTION
To indicate the routes and control destinations at the end of each route that can be
reached by turning left or right, or continuing
ahead.
5.5.3.2
APPLICATION
As side-mounted signs on routes with traffic volumes and/or a number of lanes that do not warrant overhead advance signs as specified in
Section 2.2.4 and as follows:
- All stacks:
Arabic text in the bottom row is right justified on the route number emblem or Type
5 arrow in the top row, and English text in
the bottom row is left justified on the
Types 3 or 4 arrows or route number
emblem in the top row.
In advance of signalized at-grade intersections.

roundabouts.
If a city center symbol is used it should be

considered as an integral part of the relevant line of text.
City center symbol.
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Sign 512
5.5.3.3
LOCATION

the left and right turn stacks.
Ground mounted on the right side of the

roadway.
Up to 250 meters in advance of the intersection or roundabout.
side-road intersection.
5.5.3.4
Vertical placement:
- Ongoing and left turn: left justified in each
stack.

on ADVANCE VERTICAL STACK signs:
Direction arrow.
City center symbol.
Airport Symbol.
Vertical placement:

below.
- Ongoing and left turn: left justified on

Type 3 or Type 4 arrows (see Figure 5-3).
- Right turn: left justified with route number
emblem(s) in other stack(s) above.
Information relevant for going straight ahead or

changing direction to the left or to the right
should be displayed in three separate stacks,
arranged vertically, from top to bottom, for a
crossroad or roundabout, and in two separate
stacks for a T-junction. The straight-ahead stack
should always be uppermost and the right turn
stack the lowermost.
destination where applicable should be displayed for each direction of travel for which
a route number has been allocated. If one of
the turning movements does not have a route
number and control destination, the street
name or number should be substituted for the
control destination.
Direction arrow.
An upward pointing Type 3 arrow should be
placed in the ongoing movement stack.
Hooked type 4 or 5 arrows facing in the
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Vertical placement:
5.5.4 ADVANCE MAP SIGN 513
- Centered in the stack with the Arabic legend above the English.
5.5.4.1
- All stacks:
Arabic text is right justified on right turn

Type 5 arrow. If the sign does not require a
right turn stack, as at a T-junction from the
left, the Arabic text should be justified on
the right edge of the sign. The English text
is left justified on the route number
emblems.
FUNCTION
To indicate the routes and control destinations at the end of each route that can be
reached by turning left or right or by continuing ahead.
5.5.4.2
APPLICATION
As ground-mounted signs in advance of junctions

with nonstandard or irregular geometry such as a
roundabout that is enlarged into a noncircular
shape and/or has more than four exit roadways.
This type of sign should only be used in exceptional circumstances and will require a significant side space to accommodate its size.
City center symbol.

- The symbol will only be used with a route
that has Abu Dhabi City Center as a control destination.
5.5.4.3
LOCATION
Vertical placement:

roadway.
Up to 250 meters in advance of the roundabout (or other junction; see section 5.5.4.4).
side road intersection.
- Ongoing and left turn: right justified in

stack.
- Right turn: Right justified on Type 5 arrow.
Airport symbol.
5.5.4.4
The symbol will be used only on a route that

is trailblazed to the airport.
The following items only are eligible for display

on ADVANCE MAP signs:
Placement:
- Centered between the direction arrow and

route number emblem in the top row.
Map direction arrow.

City center symbol.
Sign 513
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below.
- Left-turn movement: justified on the left

side of the sign.
- Right-turn movement: left justified on the
right turn arrow leg.
Information relevant to changing direction or

going straight ahead should be displayed in line
with the pointed arrow legs of the map Type 9
arrow representing an exit path from the junction.
destination where applicable should be displayed for each direction of travel for which
a route number has been allocated. If one of
the turning movements does not have a route
number and control destination, the street
name or number should be substituted for the
control destination. If the control destinations
in one direction are more than two destinations (e.g., A1 Sila, Qatar, Saudi Arabia, as
can be found in Table 5-1), the sign should
display only two of those control destinations
along with an intermediate destination for a
maximum of three destinations.
Map direction arrow.

The map direction arrow Type 9 should represent the shape of the complex junction as
closely as is practical with one pointed arrow
leg for each exit path from the junction,
EXCLUDING the reverse path to the direction of entry to the junction. (Although the
example illustrated shows a form of roundabout other shapes of map direction arrow
may be considered. In such a case the sign
design should be customized to the specific
map direction arrow shape following the
general principles stated for the example.)
Vertical placement:
Vertical placement:
- Ongoing movement: above the relevant
arrow legs with Arabic text over English
text.
- Left- and right-turn movement: centered
on the left and right turn arrow legs respectively with Arabic text over English text.
- At the bottom of the sign.

- In the middle of the sign between the right
and left destinations.
- Ongoing movement: the block comprising
the route number emblem and the Arabic
and English text should be centered over
the relevant arrow leg. If there should be
more than one ongoing exit path from the
junction the relevant blocks comprising
the route number emblem and English and
Arabic text should be moved off-center on
the arrow legs until sufficient space exists
between the two blocks that their proximity will not be confusing.
- Left- and right-turn movements: left justified on the route number emblem (see
below).
- All movements: the English text should be
left justified on the route number emblem
and the Arabic text right justified on the
right hand end of the English text,
UNLESS the Arabic text is longer than the
Vertical placement:
- Ongoing movement: above and to the left
of the relevant arrow leg(s) and centered
vertically on the Arabic and English text
(see also Control Destination).
- Left- and right-turn movements: centered
on the left and right turn arrow legs.
- Ongoing movement: to the left of the control destination name.
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English text in which case both Arabic and

English text should be left justified on the
route number emblem.
City center symbol.
5.5.5.3
The symbol will only be used with a route

that has Abu Dhabi City Center as a control
destination.
Placement:
- To the right of the destination name and
centered vertically on the Arabic and
English legends.

roundabouts.
In advance of a U-turn.
Airport symbol.
The symbol should not be used ordinarily on

this sign. Separate trailblaze signing should
be used.
LOCATION
Ground-mounted on the right side of the

roadway UNLESS the sign is for a left turn
or U-turn movement and the median island is
wide enough to safely accommodate the sign,
in which case the sign may be located on the
left side of the roadway in a one-way roadway or dual carriageway.
Up to 160 meters in advance of the intersection or roundabout between sign 511 (or 512
or 513) and the junction, or up to 160 meters
in advance of the U-turn .
With due regard to the provision of any
minor side road intersection.
5.5.5.4
5.5.5 ADVANCE SUPPLEMENTAL

SIGN 514

on Advance Supplemental signs:
5.5.5.1
FUNCTION
To indicate approved supplemental destinations either in addition to standard advance

direction signs, or on their own at junctions
that do not warrant standard advance direction signs.
To assist drivers who are unfamiliar with Abu
Dhabi in finding their way from a numbered
route to the non-control supplemental destination being sought.
5.5.5.2

below.
Information will commonly be displayed in single left or right turn stack signs. Since the function of the sign does not include orientation, only
the directions to approved supplemental destinations are signed. If more than one stack is
required the stack order should be the same as for
an ADVANCE VERTICAL STACK sign 512.
APPLICATION
As ground-mounted signs on routes in close

proximity to the facility indicated on the sign as
follows:
Direction arrow.
Approved supplemental sign symbol (see
Section 5.2.8).
Approved supplemental destination (primary or identifying name only).
In advance of signalized or unsignalized atgrade intersections.
Direction Arrow.
Hooked type 4, 5, or 6 arrows facing in the
the appropriate stack (an ongoing Type 3
arrow may be used for an ongoing indication
in exceptional circumstances where confusion may otherwise occur).
Sign 514
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Version 0.1
Vertical placement:
Vertical placement:
- One destination: centered in the stack with

the Arabic text above the English text.
- Two destinations of the same type: centered in the stack with the two Arabic
names above the two English names.
- Two destinations of different types: each
destination centered on the appropriate
supplemental symbol with the Arabic text
above the English text for each destination.
- Left turn and U-turn: left justified in stack.
Approved supplemental sign symbol.

The approved symbol (see Figure 5-5)
should be used with the primary or identifying name for the facility. If more than one
facility of the same type exists in one direction up to two names may be used with one
symbol (see Approved Supplemental
Destination below). Two different symbols,
for two different types of supplemental destination, may be displayed with their appropriate primary names in one stack.
- Left turn and U-turn: Arabic text right justified on the right edge of the sign. English
text left justified on the Supplemental
Symbol.
- Right turn: Arabic text right justified on
the Type 5 arrow. English text left justified
on the supplemental symbol.
Vertical placement:
5.5.6 CHEVRON DIRECTION SIGN

515
- One symbol: centered in the stack

- Two symbols: aligned one above the other,
centered in the stack so that the spaces
between borders and symbols, and
between symbols, are equal.
5.5.6.1
- Left turn and U-turn: left justified on Type

4 and Type 6 arrows.
- Right turn: left justified on edge of sign,
UNLESS both left and right turn stacks are
required, in which case both left and right
stack symbols should be left justified on
the Type 4 arrow in the left turn stack.
To indicate the route number and control destination at the end of a route, at the point of
turn onto the route (the action point).
To indicate the point of turn towards a supplemental destination.
To indicate the point of turn towards a local
destination.
5.5.6.2
APPLICATION
As ground-mounted signs as follows:
Approved supplemental destination.
The full destination name should be used for

all supplemental destinations, along with an
approved supplementary symbol, where it is
applicable. When two facilities of the same
type occur in one direction, two names may
be used with one symbol. If two different
types of facility occur in one direction, two
symbols may be provided within one stack so
that one is above the other (see Approved
Supplemental Sign Symbol, above).
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FUNCTION
For all exit paths from signalized or unsignalized roundabouts.

For the left and right turn exit paths from a
signalized intersection.
For supplemental or local exit paths at minor
junctions.
5.5.6.3
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LOCATION

roadway for all right turn movements.
Sign 515
Ground mounted on the far left side of a signalized intersection for left turn movements.
roadway for left turn movements without a
turning lane and/or for minor intersecting
roads.
Within the gore area of right turning slip
roads.
Chevron Type 1 or 2 arrows facing in the

left and right turn signs.
Vertical placement:
- Centered on the sign.
5.5.6.4
- Right turn: right justified on the sign.
- Left turn: left justified on the sign.

on CHEVRON DIRECTION signs:
Direction arrow.
Supplemental symbol and destination.
City center symbol.
Airport symbol.
Local destination.

One route number emblem should be displayed when a route number has been allocated.
Vertical placement:
- Centered on the sign.

below.
Information relevant for changing direction to the

right or left should be displayed singly in individual CHEVRON DIRECTION signs.
- Right turn: left justified on the left edge of

the sign.
- Left turn: left justified on the Type 1
arrow.
Direction arrow.
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destination where applicable should be displayed on any CHEVRON DIRECTION
sign displaying a route number symbol.
One local destination, street name or number,

or parking symbol may be displayed if a turning movement does not have a route number
or control destination. Signing of local destinations such as these should be coordinated
with and approved by the Department.
Vertical placement:
- Centered on the sign with the Arabic text
above the English text.
Vertical placement:
- Centered on the sign with the Arabic text
above the English text.
- Right turn: Arabic text is right justified on
right turn Type 2 arrow and on the right
edge of the sign for left turn signs. The
English text is left justified on the route
number emblem.
- Right turn: Arabic text is right justified on
right turn Type 2 arrow and on the right
edge of the sign for left turn signs. The
English text is left justified on the route
number emblem.
Supplemental symbol and destination.
5.6
Same as for route number emblem and control destination (see above).
City center symbol.
5.6.1 TYPES OF GRADESEPARATED JUNCTION SIGNS
The symbol will only be used with a route

that has Abu Dhabi City Center as a control
destination.
The following types of guide signs may be specified for use on the free-flowing roadway of a
grade-separated junction whether this is on an
Emirate Route or an Abu Dhabi Route:
Placement:
- To the right of the destination name and
centered vertically on the Arabic and
English legends.
Airport symbol.
The symbol may be added to the primary
sign or used in a separate CHEVRON
DIRECTION sign to trailblaze a turn to the
Airport. When used as a second CHEVRON
mounted on the same post, both CHEVRON
DIRECTION signs should be the same size.
- To the left of the route number.

- Centered in the sign when used separately.
Local destination.
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ADVANCE EXIT DIRECTION sign.

EXIT DIRECTION sign.
ONGOING DIRECTION sign.
GORE EXIT sign.
SUPPLEMENTAL EXIT sign.
A grade-separated junction may occur between

two routes which have one of the following characteristics:
Placement:
GRADE-SEPARATED
JUNCTION SIGNS
5-34
Both routes have full access control and all

elements of the junction are free flowing and
grade separated. Such a junction between
two such freeways does not give access to the
at-grade street network and is termed a systems interchange.
One route is a freeway with full access control and the other is essentially an at-grade
road (although it may have occasional gradeseparated junctions) with only limited access
control. Such a junction is termed an

access interchange allowing connection
between the at-grade street network and a
freeway, and vice versa.
Both routes are essentially at-grade routes
with limited access control but have selected
grade-separated junctions to improve junction capacity.
- Extra forward ADVANCE EXIT DIRECTION sign 551 for interchanges with other
freeways/expressways, at 2,000 meters in
advance of the theoretical gore (optional
sign, recommended for systems interchanges). Recommended range: 1,800
meters to 2,300 meters.
- Forward ADVANCE EXIT DIRECTION
sign 551 for all freeway/expressway exits,
at 1000 meters in advance of the theoretical gore (mandatory). Recommended
range: 900 meters to 1,200 meters.
- ADVANCE EXIT DIRECTION sign 551
for all freeway exits 500 meters in advance
of the theoretical gore (optional).
Recommended range: 400 meters to 600
meters.
The at-grade portion of any of the latter two junction types, including any off-and-on ramps fromand-to the freeway, should be signed using conventional at-grade direction signs as detailed in
Section 5.5. However, site-specific roadway
geometry may, at times, require the at grade roadway to be signed using the following sign types
to indicate lane assignment. Such variations can
only be implemented with the prior approval of
the Department.
All free-flowing roadways approaching a gradeseparated interchange up to and including the exit
ramp gore area should be provided with at least
one of each of the above sign types with the
exception of the SUPPLEMENTAL EXIT sign
which is optional.
- ADVANCE EXIT DIRECTION sign 551:

(optional but recommended for posted
speeds less than 80 km/hour, mandatory
for posted speeds of 80 km/hour or higher)
At 500 meters in advance of the exit nose.
Permissible range: 250 meters to 600
meters, provided that the sign 551 is at
least 200 meters from the EXIT DIRECTION sign 552.
5.6.2 ADVANCE EXIT DIRECTION

SIGN 551
5.6.2.1
FUNCTION
To provide advance indication of destinations served by an exit ramp at the interchange or grade-separated intersection
ahead.
To indicate the lane or lanes that should be
followed to reach the exit ramp.
5.6.2.2
On carriageways of arterial roads, approaching exit ramps to other roads at grade-separated intersections, to provide the following
sequence of signs:
APPLICATION AND LOCATION
Overhead on gantries or cantilever supports in

advance of single-lane and multiple-lane exit
ramps, each with or without lane drops at an
interchange or grade-separated intersection.
On carriageways of freeways/expressways in
advance of exit ramps connecting with other
freeways/expressways (systems interchanges), with arterial roads, or streets
(access interchanges) to provide the following sequence of signs:
5-35
Figure 5-7 shows layouts for typical applications of ADVANCE EXIT DIRECTION sign
551. The ADVANCE EXIT DIRECTION
sign must extend over the exit lanes.
Downward pointing arrows indicate the lanes
to be followed.
For a single-lane exit, the sign must display
the destination information for the route it is
leading onto. If the single-lane exit serves
both directions of the crossing road the control destination for each direction should be
displayed. When each direction has a different route number, the sign should display the
route numbers for both directions.
If a two-lane exit serves both directions on
the crossing road, destination information for
both directions should be displayed.
When a two-lane exit ramp separates into
two roadways for different directions within
Version 0.1
Detail 5-7-1
Single Lane Exit: No Lane Drop,
Airport Destination
Detail 5-7-2
Single Lane Exit: No Lane Drop, Airport Destination,
City Center Destination
Detail 5-7-3
Single Lane Exit: With Lane Drop
Detail 5-7-4
Two Lane Exit: With One Lane Drop, Two Exit Numbers
Detail 5-7-5
Two Lane Exit: With Two Lanes Dropped, One Route Number
Detail 5-7-6
Two Lane Exit: With One Lane Drop, Ramp Split, Two Exit Numbers
Figure 5-7
Advance Direction Sign 551
Version 0.1
5-36
500 meters after the exit gore, then two separate signs should be used, one for each lane.
The left-hand sign must display the destination information for the left-hand branch
road. The right-hand sign must display the
destination information for the right-hand
branch.
When a grade-separated junction is provided
on an Abu Dhabi Route an ADVANCE EXIT
DIRECTION sign 551 should be used following the same basic principles as described
above.
When a lane on the approaching carriageway
ends and becomes the exit ramp (a lane
drop), a white panel with the message EXIT
should be displayed at the bottom of the sign
over the lane or lanes that are dropped.
sign should be displayed on the ADVANCE

EXIT DESTINATION sign(s).
The layout examples for EXIT DIRECTION signs
shown in Figure 5-8 (see Section 5.6.3) correspond to the ADVANCE EXIT DIRECTION
signs shown in Figure 5-7. They illustrate the
matching of messages on the ADVANCE EXIT
DIRECTION signs and EXIT DIRECTION signs.
The following items only, are eligible for display
on ADVANCE EXIT DIRECTION signs 551:
In Figure 5-7, Detail 4, the left hand lane has a

downward pointing arrow indicating the lane to
be used for the exit. However, there is no white
lane drop panel indicating EXIT for this lane. The
absence of the lane drop EXIT panel means that
the lane is a shared lane serving the ongoing destination as well as the exit destinations. The lane
in fact forms part of the mainline carriageway.
Downward pointing arrow Type 7.

City center symbol.
Airport symbol.
Distance to exit.
Lane-drop EXIT panel.
The policy on the display of each of these items

and their placement on the sign are described
below and illustrated in Figure 5-7.
Downward pointing arrow.
The fact that a two-lane off-ramp is required indicates that a high volume of traffic will be exiting.
The shared lane will need to carry a significant
proportion of the exit ramp traffic. The capacity
of a two-lane exit ramp is dependent on the number of through vehicles that remain in the shared
lane. The fewer through vehicles, the higher the
capacity of the exit ramp. Strangers who do not
know that they can stay in an optional lane to
reach ongoing destinations may move out of the
shared lane into a lane indicated for ongoing destinations. However, most regular users of the
interchange will know that it is not mandatory for
them to move out of the shared lane. The regular
users will make up the greatest proportion of
users.
One downward pointing Type 7 arrow should

be displayed for a single lane exit and two
Type 7 arrows should be displayed for a twolane exit, as shown in Figure 5-7.
5.6.2.3
If no lane drop occurs at the exit, the arrows

should be white.
If one or more lanes are dropped at the exit,
the arrows indicating the lanes to be dropped
should be black (see lane-drop panel).
Vertical placement:
- The arrows should be placed at the bottom
of the sign.
- Each arrow should be placed over the centerline of the lane to which it refers with a
tolerance to the left or right of up to 300
millimeters.
All information relating to routes and destinations displayed on a subsequent EXIT DIRECTION sign 552 should be displayed on the preceding ADVANCE EXIT DIRECTION sign(s)
551. No destinations or routes that are additional
to those displayed on the EXIT DIRECTION
5-37

Version 0.1
Only the route number emblem of the route

or routes accessed directly from the exit ramp
should be displayed. One route number only
should be displayed if the route reached
directly has the same route number on both
sides of the interchange. If the route reached
directly has different route numbers on each
side of the interchange, and both can be
reached from the exit ramp, then both route
numbers should be displayed.
If the route reached from the exit ramp provides for travel only to the right or only to the
left, then only one control or intermediate
destination should be displayed for the route.
If the road reached from the ramp has different route numbers on either side of the ramp
junction, the appropriate control or intermediate destination for each route for the direction
of travel available from the exit ramp should
be displayed adjacent to the appropriate route
number emblem so that the left turn information is placed above the right turn information.
Vertical placement:
- Each emblem should be located centrally
on the lines of legend for the Arabic and
English destination names associated with
the route number.
If the use of intermediate destinations presents difficulties, such as the sign becomes too
large or the amount of information displayed
on the sign exceeds the amount that can be
comfortably absorbed by the driver (see
5.2), then, in the interests of public safety, the
intermediate destinations should be omitted
from the sign.
- For single-lane exit ramps, the route number emblem(s) should be placed at the left
of the sign. For two-lane exit ramps, the
emblems should be placed adjacent to the
destination names on their left side. The
combined emblem and destination name
message should be centered between the
borders. If more than two destinations are
necessary, it may be more effective to
place the route number emblem centrally
with Arabic text to the right, and English
text to the left.
Vertical placement:
- The Arabic legends should always be displayed above the English legends. When
two destinations are related to one route
number, the Arabic right-turn destination
name should be immediately below the
Arabic left turn destination name. The two
English legends should be similarly displayed, one immediately below the other,
and both below the Arabic legends.
- When two route numbers with one destination each are displayed, the route number emblem and associated destination legend for the destination to the left at the exit
ramp, should be above the route number
emblem and legend for the destination to
the right at the exit ramp.
A maximum of one control destination and
one intermediate destination, where applicable, is permitted for each direction (left or
right) on ADVANCE EXIT DIRECTION
sign 551. The upper destination name should
be the control or intermediate destination for
the route reached directly from the off-ramp
in the direction to the left of the off ramp.
The lower destination name should be the
control or intermediate destination for the
route reached directly from the off ramp in
the direction to the right of the off ramp. The
signs displayed to drivers travelling on the
opposite approach to the interchange will
have the vertical order of the specific destination names reversed.)
Version 0.1
The control destination and intermediate destination, where applicable, should be displayed adjacent and to the right of the associated route number emblem, as shown in
Figure 5-7.
5-38
- English legend should be left justified and

adjacent to the right edge of the route number emblem.
- Arabic legend should be right justified.
The position of the right justification line
should be the furthest right of the following:
the location falls outside the recommended

range, the actual distance to the nearest 100
meters should be displayed. For distances
less than 400 meters the actual distance may
be rounded to the nearest 50 meters.
When two or more successive exits occur at
an interchange, the signs should indicate the
different distances. If the advance sign is
located within the recommended range, the
nominal distance should be used for the first
exit. The second and subsequent exits should
indicate a distance equal to the nominal distance used for the first exit plus the distances
from the first exit to the subsequent exits. All
distances should be rounded up to the next
100 meters.
The longest English word.

The longest Arabic word, with its left
end adjacent to the route number
emblem.
When two route numbers are used, the
same right justification for the Arabic destinations should be used for both route
numbers.
Airport symbol.
Vertical placement:
The airport symbol may be displayed if the

route served by the ramp has the airport as a
trailblaze destination.
- Centered approximately on the downward

pointing arrow(s).
When used the symbol should be located to

the left of the route number emblem.
- On the left side of the sign to the left of the

furthest left downward pointing arrow.
The aircraft symbol should be oriented in the

direction in which traffic must travel to reach
the airport. For the ongoing direction the aircraft symbol must point upwards.
If a lane on a mainline carriageway will be

dropped at an exit ramp, a white EXIT panel
should be displayed.
City center symbol.

Vertical placement:
-
The Arabic and English word EXIT should

be displayed adjacent to and to the right of a
single arrow, with the Arabic above the
English, both centered approximately vertically in the panel. When two lanes are
dropped at the exit, the EXIT panel extends
for the full width of the sign. In such a case
the word EXIT in Arabic and English may be
displayed centrally between the two downward pointing arrows.
Centered in each stack.
White lane-drop EXIT panel.
Right justified in each stack.
Distance to exit.
The distance to the exit should be displayed
in English and Arabic numerals as shown in
Figure 5-7. When the ADVANCE EXIT
DIRECTION sign has been located within
the permissible ranges of distances from the
exit, specified under Application, above,
the nominal distances 500 meters, 1,000
meters, 2,000 meters should be displayed. If
The panel is placed at the bottom of the sign

and covers the space occupied by the relevant
downward pointing arrow(s), which should
be black. The white panel extends over the
lane or lanes to be dropped, from the edge of
the sign to a point above the lane line remote
from the edge of the sign. White sign borders
5-39
Version 0.1
adjacent to the panel should be incorporated

into the panel.
5.6.3 EXIT DIRECTION SIGN 552

5.6.3.1
To indicate the location of the exit ramp at an

interchange or grade-separated intersection.
To indicate by an arrow configuration the
direction of the exit.
To repeat the destination information that has
been shown on the preceding advance exit
direction signs 551 and thereby reassure the
driver of the destination(s) served.
5.6.3.2
FUNCTION
5.6.3.3
APPLICATION
At single-lane and multiple-lane exit ramps,

each with or without lane drops, at interchanges or grade-separated intersections.
On carriageways of freeways, at exit ramps,
connecting with other freeways (systems
interchanges) or with arterial roads or streets
(access interchanges).
On carriageways of grade-separated arterial
roads at exit ramps to other roads.
Figure 5-8 shows layouts for typical applications of EXIT DIRECTION signs 552. The
EXIT DIRECTION sign must extend over
the exit lanes. Upward pointing arrows
should be slanted (normally to the right) to
emphasize the change of alignment.
For a single-lane exit, the sign must display
the destination information for the route it is
leading onto. If the single-lane exit serves
both directions of the intersecting crossroad,
and each direction has a different route number, the sign should display the route number
emblems for both directions.
If a two-lane exit serves both directions on the
intersecting crossroad, destination information for both directions should be displayed.
When a two-lane exit ramp separates into two
roadways for different directions within 500
meters after the exit gore, then two separate
signs should be used, one for each lane. The
left-hand sign must display the destination
information for the left-hand branch road.
The right-hand sign must display the destination information for the right-hand branch.
Version 0.1
When a grade-separated junction is provided

on an Abu Dhabi Route an EXIT DIRECTION sign 552 should follow the same basic
principles as described above.
When a lane on the approaching carriageway
ends and becomes the exit ramp (a lane
drop), a white panel with the message EXIT
should be displayed at the bottom of the sign
over the lane or lanes that are dropped.
LOCATION
At the theoretical gore, up to 50 meters after

the theoretical gore, or up to 100 meters in
advance of the theoretical gore provided that
the exit lane or lanes have been developed to
full lane width.
The sign should be mounted overhead the
exit lane or lanes, on gantries or cantilever
supports.
5.6.3.4
All information relating to routes and destinations displayed on the preceding ADVANCE
EXIT DIRECTION signs 551 should be displayed on the subsequent EXIT DIRECTION
signs 552. No destinations or routes that are additional to those displayed on the ADVANCE
EXIT DIRECTION signs should be displayed on
the EXIT DIRECTION signs.
The layout examples for EXIT DIRECTION
signs shown in Figure 5-8 correspond to the
ADVANCE EXIT DIRECTION signs shown in
Figure 5-7. They illustrate the matching of messages on the ADVANCE EXIT DIRECTION
signs and EXIT DIRECTION signs.
on EXIT DIRECTION signs 552:
5-40
Upward pointing arrow Type 8 (inclined in

the direction of the exit ramp).
City center symbol.
Airport symbol.
Lane drop EXIT panel.
Detail 5-8-1
Single Lane Exit: No Lane Drop,
Airport Destination
Detail 5-8-2
Single Lane Exit: No Lane Drop, Airport Destination,
City Center Destination
Detail 5-8-3
Single Lane Exit: With Lane Drop
Detail 5-8-4
Two Lane Exit: With One Lane Drop, Two Exit Numbers
Detail 5-8-5
Two Lane Exit: With Two Lanes Dropped, One Route Number
Detail 5-8-6
Two Lane Exit: With One Lane Drop, Ramp Split, Two Exit Numbers
Figure 5-8
Exit Direction Sign 552
5-41
Version 0.1
The policy on the display of each of these items

and their placement on the sign is described
below and illustrated in Figure 5-8.
Vertical placement:
- Each emblem should be located centrally
on the lines of legend for the Arabic and
English destination names associated with
the route number.
Upward pointing arrow.

One upward pointing arrow Type 8 should be
displayed for a single lane exit, and two Type
8 arrows should be displayed for a two-lane
exit, as shown in Figure 5-8. The arrows
should be slanted to represent the direction of
the exit ramp (normally at 45 to the right of
vertical).
- For single-lane exit ramps, the route number emblem(s) should be placed at the left
side of the sign, as shown in Figure 5-8.
For two-lane exit ramps, the emblems
should be placed adjacent to the destination names on their left side. The combined emblem and destination name message should be centered between the borders. If more than two destinations are
necessary, it may be more effective to
place the route number emblem centrally
with Arabic text to the right and English
text to the left.
If no lane drop occurs at the exit, the arrows

should be white.
The number of lanes at the exit is determined
by the mainline lanes from which it is possible to directly exit the mainline, not the number of lanes on the off ramp that develop after
the theoretical gore.
If one or more lanes are dropped at the exit,

the arrows indicating the lanes to be dropped
should be black.
A maximum of one control destination and

one intermediate destination, where applicable, is permitted for each cardinal direction
on EXIT DIRECTION sign 552. The upper
destination name should be the control or
intermediate destination for the route reached
directly from the off ramp in the direction to
the left of the off ramp. The lower destination
name should be the control/intermediate destination for the route reached directly from
the off ramp in the direction to the right of
the off ramp.
Vertical placement:
- The arrows should be placed at the bottom
of the sign.
- Each arrow should be placed over the centerline of the lane to which it refers with a
tolerance to the left or right of up to 300
millimeters.
If the route reached from the exit ramp provides for travel only to the right or only to the
left, then only one control or intermediate
destination should be displayed for the route.

Only the route number emblem of the route
or routes accessed directly from the exit ramp
should be displayed. One route number only
should be displayed if the route reached
directly has the same route number on both
sides of the interchange. If the route reached
directly has different route numbers on each
side of the interchange, and both can be
reached from the exit ramp, then both route
numbers should be displayed.
Version 0.1
Control destination
If the road reached from the ramp has different route numbers on either side of the ramp
junction, the appropriate control or intermediate destination for each route for the direction
of travel available from the exit ramp should
be displayed adjacent to the appropriate route
number emblem so that the left turn information is placed above the right turn information.
5-42
If the use of intermediate destinations presents difficulties, such as the sign becomes too
large, or the amount of information displayed
on the sign exceeds the amount that can be
comfortably absorbed by the driver (see
Section 5.2), then, in the interests of public
safety, the intermediate destinations should
be omitted.
tinations should be used for both route

numbers.
Airport symbol.
The airport symbol may be displayed if the
route served by the ramp has the airport as a
trailblaze destination.
When used the symbol should be located to
the left of the route number emblem.
Vertical placement:
- Where Arabic legends and English legends
are stacked vertically, the Arabic legends
should always be displayed above the
English legends.

the airport. When the arrow(s) on EXIT
DIRECTION signs are slanted at 45
towards the exit ramp, the aircraft should be
slanted at 45 in the same direction, diagonally in its white background panel.
- When two destinations are related to one

route number, the Arabic right turn destination name should be immediately below
the Arabic left turn destination name. The
two English legends should be similarly
displayed, one immediately below the
other, and both below the Arabic legends.
- When two route numbers with one destination each are displayed, the route number emblem and associated destination legends for the destination to the left at the
exit ramp should be above the route number emblem and legend for the destination
to the right at the exit ramp.
City center symbol.

Vertical placement:
-
Centered in each stack.
Right justified in each stack.
Lane-drop EXIT panel.
If a lane on a mainline carriageway will be
dropped at an exit ramp, a white EXIT panel
should be displayed.
- The control destination and intermediate

destination, where applicable, should be
displayed adjacent to the associated route
number emblem, to the right of it, as
shown in Figure 5-8.
- Arabic legend should be right justified. The
position of the right justification line should
be the furthest right of the following:
The panel is placed at the bottom of the sign

and covers the space occupied by the relevant
upward pointing arrow(s), which should be
black. The white panel extends over the lane
or lanes to be dropped, from the edge of the
sign to a point above the lane line remote
from the edge of the sign. White sign borders
adjacent to the panel should be incorporated
into the panel.

end adjacent to the route number
emblem.
The English and Arabic word EXIT should

be displayed adjacent to and on the right side
of a single arrow, with the Arabic above the
English both approximately centered vertically on the panel. When two lanes are
dropped at the exit the EXIT panel extends
- When two route numbers are used, the

same right justification for the Arabic des5-43
Version 0.1
for the full width of the sign. In such a case

the word EXIT in Arabic and English may be
displayed centrally between the two upward
pointing arrows.
5.6.4 ONGOING DIRECTION SIGN

553
5.6.4.1
FUNCTION
To provide information about the control destination that will ultimately be reached by remaining
on the mainline carriageway, using the through
lanes at a point where there is an exit from the
mainline carriageway at an interchange or gradeseparated intersection.
5.6.4.2
5.6.4.4
The following items are eligible for display:
Downward pointing arrow type 7.

Airport symbol.
The description of these items and their positions

on the sign are given below and illustrated in
Figure 5-9.
LOCATION
Overhead on gantries.
When only one ONGOING DIRECTION
sign 553 is applied, the preferred location is
adjacent to the ADVANCE EXIT DIRECTION sign 551, when used, at 500 meters
from the theoretical gore. The next and most
common, most effective location is adjacent
to the Forward ADVANCE EXIT DIRECTION sign 551 at 1000 meters from the theoretical gore.
For more complicated or high volume interchanges, at least two ONGOING DIRECTION signs 553 should be used. One of these
should be at the theoretical gore, adjacent to
the EXIT DIRECTION sign 552. This is
needed to ensure that drivers can make a final
decision about continuing straight on, or exiting. The other sign should be applied adja-
Version 0.1
The sign should be positioned over the ongoing

lanes and be of sufficient width to display downward pointing arrows over the centers of all
ongoing lanes except optional exit lanes.
APPLICATION
Used on mainline carriageways in conjunction with overhead ADVANCE EXIT

DIRECTION signs 551 and overhead EXIT
DIRECTION signs 552, at interchanges and
grade-separated intersections.
At simple interchanges it is mandatory to
have at least one ONGOING DIRECTION
sign 553. For complicated interchanges,
where a high volume of lane changing will be
necessary, at least two ONGOING DIRECTION signs 553 should be applied.
5.6.4.3
cent to the forward ADVANCE EXIT

DIRECTION sign 551, at 1000 meters ahead
of the theoretical gore. If the available distance ahead of the exit is too short to place a
sign at 1,000 meters in advance, the ONGOING DIRECTION sign 553 should be placed
adjacent to the ADVANCE EXIT DIRECTION sign 551 at 500 meters or more in
advance of the exit.
For interchanges on arterial routes at least
one ONGOING DIRECTION sign 553
should be applied. The preferred location is
adjacent to the ADVANCE EXIT DIRECTION sign 551.
Downward pointing arrow.

One downward pointing arrow Type 7 should
be displayed over the center of each lane
available for through traffic, and which is not
designated as a shared lane for exiting traffic
(the shared lanes will have an ADVANCE
EXIT DIRECTION sign 551 or an EXIT
DIRECTION sign 552 over them).
Placement:
- The arrows should be located at the bottom
of the sign, as shown in Figure 5-9.
Horizontally, the arrows should be located
over the center of the lanes concerned,
with a tolerance to the left or right of up to
300 millimeters.
5-44
Forward Advance Exit Direction Sign 551,

OR Advance Exit Direction Sign 551,
OR Exit Direction Sign 552
Detail 5-9-1:
Three Ongoing Lanes: Airport Trailblazer Indicated

Detail 5-9-2:
Two Ongoing Lanes

Detail 5-9-3:
Three Ongoing Lanes
Figure 5-9
Ongoing Direction Sign 553
5-45
Version 0.1
Additional intermediate destinations may at

times be required. Such additions may only
be implemented with the prior approval of
the Department.
Only the route number emblem of the ongoing route should be displayed.
Vertical placement:
A trailblazing airport symbol may also be

displayed on sign 553.
- The route number emblem should be located centrally to the lines of legend for the
Arabic and English destination name associated with the route number, as shown on
Figure 5-9.
Vertical placement:
- The Arabic legend should be displayed
above the English legend.
- Where multiple destinations are used, the
Arabic legend should be displayed in a
stack on the right hand side of the sign, and
the English legend should be displayed in
a stack on the left hand side of the sign.
- The route number emblem should appear
on the left side of the control destination
legend, and adjacent to it. The combined
message, consisting of the route number
emblem and the control destination should
be centered on the sign, as shown in Figure
5-9. When intermediate destinations are
used in addition to the control destination,
it is a more effective use of the available
sign area to place the route number
emblem centrally with Arabic text to the
right and English text to the left as indicated in Figure 5-9.
- The control destination should be displayed adjacent to the associated route
number emblem and to the right of it.
- Arabic legend should be right justified on
the right end of the English legend unless
the Arabic legend is longer in which case it
should be left justified on the route number
emblem.
- Where multiple destinations are used, the
Arabic legend should be displayed in a
stack right justified, to the right of the centrally located route number emblem. The
English legend should be displayed in a
stack, left justified, to the left of the centrally located route number emblem.
The only destination name eligible for display is the control destination and one intermediate destination, where applicable, designated for the route, in the direction applying
to the subject carriageway. The control destinations for all routes are specified in Section
5.1.4 (see Table 5-1).
Where an intermediate control destination
has been designated, it should be displayed
on signs 553 from the beginning of the route,
until that destination has been reached. From
that point on, the next appropriate intermediate destination for the route should be displayed along with the control destination.
The combined message, consisting of airport

symbol (if eligible for the route), route number emblem, and control destination should
be centralized on the sign, as shown in Figure
5-9.
In the case of some Emirate Routes, the intermediate destination is Abu Dhabi. That destination should be used until the boundary of
the municipal area of Abu Dhabi is reached.
Version 0.1
Airport symbol.
The airport symbol should be displayed only
if the route has the airport as a control destination, or if it is designated for trailblazing in
Section 5.4.2.
5-46
The symbol should be placed to the left of the

route number emblem, and vertically centered on it.
The items eligible for display, and their positions

on the signs are described below and illustrated
in Figure 5-10.

the airport. For the ongoing direction the aircraft must point upward.
5.6.5 GORE EXIT SIGNS 554 AND

556
5.6.5.1
FUNCTION
For gores where a ramp splits into two

branches, two upward pointing Type 8 arrows
should be used on GORE EXIT sign 556.
They should be inclined at 45 to the left and
right of vertical, as shown in Figure 5-10,
Detail 2.
APPLICATION AND LOCATION
At the exit ramps from freeways and arterial

roads at interchanges and grade-separated
intersections.
Where ramps diverge to form two branches.
Figure 5-10, Detail 1 shows the application at
the exit ramp from an Emirate Route.
Figure 5-10, Detail 2 shows the sign where
an exit ramp from an Emirate Route splits
into two branches.
5.6.5.3
Upward pointing arrow or arrows.

For exit ramps from the mainline carriageways of Emirate Routes and Abu Dhabi
Routes, one Type 8 arrow should be displayed on GORE EXIT sign 554. It should be
slanted upwards at an angle of 45 to indicate
the direction of the exit ramp as shown in
Figure 5-10, Detail 1.
To indicate the physical nose of the exit ramp

from the main roadway.
To indicate the physical nose of a split in a
ramp.
5.6.5.2
Upward pointing arrow Type 8.

EXIT message.
EXIT message.
The English word EXIT with its Arabic
translation above should be centered at the
top of the sign.
SIGN 554
SIGN 556
Detail 5-10-1
Gore Exit Sign for
Emirate Route
Detail 5-10-2
Gore Exit Sign for
Two Branch Exit Ramp
Figure 5-10
Gore Exit Signs 554 and 556
5-47
Version 0.1
5.6.6 SUPPLEMENTAL EXIT SIGN

557
5.6.6.4

5.6.6.1
FUNCTION
To provide exit information for supplemental

destinations (commonly for tourists) not eligible
for inclusion on the main direction signs.
5.6.6.2
The information eligible for display and its position on the sign is described below and illustrated in Figure 5-11.
APPLICATION
For exits from freeways or expressways at interchanges or grade-separated intersections.

5.6.6.3
Upward pointing arrow Type 8.

Approved supplemental sign symbol.
Approved supplemental destination (Primary or identifying name only).
Upward pointing arrow.
LOCATION
The upward pointing Type 8 arrow should be
displayed on the right side of the sign for a
right hand exit ramp. The arrow should be
pointing upward, slanted at an angle of 45o
to the right of vertical. It should be centered
vertically on the sign.
Normally ground mounted as a stack type

sign on the right hand side. May be erected
overhead on a cantilever if necessary due to
space restrictions or visibility restrictions.
At the beginning of the taper for the deceleration lane, or in the case of a lane drop 200
meters to 250 meters in advance of the theoretical gore.
On freeways the sign should be at least 200
meters after the ADVANCE EXIT DIRECTION sign 551 that is located 500 meters in
advance of the theoretical gore.
Approved supplemental symbol and destination.

A maximum of two supplemental destinations should be displayed on any SUPPLEMENTAL EXIT sign 557. More destinations
will significantly increase driver workload
by providing too much visual information to
read and comprehend in the short time available before exiting onto the exit ramp.
If the sign is mounted overhead on a cantilever it

should be at least 250 meters in advance of the
EXIT DIRECTION sign 552. The location
should be thoroughly checked to prevent an overhead SUPPLEMENTAL EXIT sign 557 from
obscuring the visibility of the EXIT DIRECTION sign 552. This checking should include
plotting the sign on a plan of the horizontal alignment and on a longitudinal section of the vertical
alignment.
Only approved symbols illustrated in Figure

5-5 and approved destinations designated in
Section 5.1.5 are eligible for display. If more
than two destinations are eligible for display,
the Department should decide which two are
most important, and only those two should be
displayed.
Figure 5-11
Supplemental Exit Sign 557
Version 0.1
5-48
Placement:
The destinations are displayed as shown in
Figure 5-11. The symbol should be displayed
on the left side of the sign, with the Arabic
and English destination names adjacent to it
on the right side. For each destination:
adjacent to the right edge of the associated
symbol.
- Arabic legend should be right justified.
The position of the right justification line
should be the furthest right of the following:
Sign 585
5.7.1.3

end adjacent to the associated symbol.
When two supplemental destinations are displayed, the destination to the left of the exit
ramp should be above the destination to the
right. If both are in the same direction the
closer destination should be at the top.
5.7
GENERAL INFORMATION
SIGNS
The signs classified in this group provide additional information to drivers to assist them with
their navigational task or to provide supplementary information with respect to regulatory or
warning signs. Neither of the signs in this group
should include an arrow or other directional message.
5.7.1
5.7.1.1
LOCATION
On the carriageways leading away from Abu

Dhabi, 500 meters beyond the city boundary
and approximately every 20 kilometers
thereafter.
On the carriageways leading to Abu Dhabi,
500 meters before the city boundary and
approximately every 20 kilometers preceding.
Ground mounted on the right-hand side of
the carriageway.
A minimum of 500 meters from any other
guide sign, preferably near the midpoint
between interchange junctions.
5.7.1.4
DISTANCE sign 585 may display up to a maximum of three cities or towns. The names of the
cities and the distances to them should be displayed in Arabic and in English. The Arabic
names of the cities or towns should be displayed
at the top of the sign and the English names at the
bottom of the sign.
DISTANCE SIGN 585

FUNCTION
To inform drivers, entering or leaving a city or

town, of significant destinations and the corresponding travel distances to them.
The top line of each language group should identify the next significant destination along the
route and show the distance to it.
5.7.1.2
The bottom line in a language group should indicate the name of a control city that has national
significance for travelers using the route. This
may also be interpreted as a significant city
defining the end of the route.
APPLICATION
To be used on Emirate Routes only.
5-49
Version 0.1
If there is a city of commercial or tourist importance between these two destinations, its name
may be displayed on the middle line of a language group.
The only exception to the above guidelines and
parameters is when DISTANCE sign 585 is used
on route number E11. Being the primary route
that connects Abu Dhabi with Dubai and the
other Northern and Eastern Emirates, it is therefore permissible to show all the necessary
Emirates.
Sign 586
Distances to destinations in Arabic should be

located on the left of the sign, and should be right
justified. Distances should be displayed in kilometers (integers). Arabic destinations should be
right justified, based on the longest Arabic or
English word being positioned a controlling space
to the right of the longest distance displayed.
5.7.2.2
English destinations should be left justified, on

the left of the sign.

position on both sides of the roadway, up to 160
meters from the junction, with due regard to the
position of any other direction signs and any
minor side road intersections.
APPLICATION
HIGH VEHICLE EXIT sign 586 may be used on

Emirate Routes or any other appropriate local
street.
5.7.2.3
Distances in English should be displayed on the

right side, right justified. A controlling distance
should be provided between the longest English or
Arabic word and the longest distance displayed.
LOCATION
5.7.3 TEXT SIGN 588
The sign width will be dictated by the longest

English word plus longest distance or the longest
Arabic word plus longest distance.
5.7.3.1
To identify for drivers the boundary of a suburb/community or to identify the name of a

bridge, tunnel, or other physical feature.
To convey a textual message of regulation,

warning, or information that cannot otherwise
be conveyed with conventional signs or with
a SUPPLEMENTARY PLATE sign 589.
The color of this sign should be blue background

with white legend.
In cases where DISTANCE sign 585 and
ROUTE MARKER sign 501 appear in approximately the same location, consideration may be
given to displaying both signs together.
FUNCTION
5.7.3.2
APPLICATION.
5.7.2 HIGH VEHICLE EXIT SIGN 586

5.7.2.1
TEXT sign 588 may be used on Emirate Routes

or any other appropriate local street.
FUNCTION
To inform drivers of high vehicles that they are

required to exit the roadway at the next turn off.
Sign 588
Version 0.1
5-50
5.7.3.3
LOCATION
works traffic sign without materially altering the

meaning of the sign it supplements.

roadway at the boundary of the suburb or
community or within 50 meters of such
boundary, within the suburb.
At a point within the vicinity of the feature
being identified whereby the feature identified is obvious.
As per applicable requirements for locating
regulatory, warning, or guide signs.
5.7.3.4
5.7.4.2
To be used as appropriate with regulatory, warning, or roadworks traffic signs as variously

described in Chapters 3, 4, and 7 respectively.
5.7.4.3
LOCATION
Always directly below the primary sign that it is

supplementing. It may take the form of a separate sign plate affixed separately, but to the same
post as the primary sign, or it may be incorporated into an enlargement of the primary sign substrate material.
Information eligible for display on TEXT sign 588

is a limited text message in Arabic and English.
The legend should be displayed with the Arabic
legend above the English legend. The sign should
be sized from the longer text component. When
this is the Arabic legend, the English legend
should be left justified on the end of the Arabic
name. When the English legend is the longer
component, the Arabic legend should be right
justified on the end of the English legend.
5.7.4.4
SUPPLEMENTARY PLATE sign 589 displays,

in Arabic over English, only information which
falls into one of the following categories:
This sign has a white background with a black

border and legend. When used for roadworks, the
background color is yellow.
5.7.4 SUPPLEMENTARY PLATE

SIGN 589
5.7.4.1
APPLICATION
FUNCTION
To provide information which supplements the

message given on a regulatory, warning, or road-
A text message comprised of one or two

words only, such as School.
An advisory speed at which the hazard forewarned by the primary sign can be negotiated, such as 50km/h on a roadway which
otherwise has a higher speed limit.
The distance from the location of the sign to
the point where the condition it describes
exists, such as 200 m.
The distance, beginning at the location of the
sign, over which the message of the sign
applies, such as For 3 km.
An easily recognized iconic symbol, such as
that used to depict no trucks.
Sign 589
5-51
Version 0.1
The SUPPLEMENTARY PLATE sign should be

the same width as the primary sign which it supplements. A SUPPLEMENTARY PLATE sign
should always have a black border and legend. It
should have a white background when used with
Regulatory or Warning signs, and a yellow background when used with Roadworks signs.
5.7.5 FIRE HYDRANT

SUPPLEMENTARY PLATE
SIGN 590
5.7.5.1
FUNCTION
To provide information on the location and identification number of a fire hydrant.

5.7.5.2
APPLICATION
To be used with NO STOPPING sign 370 to prevent vehicles from stopping on roads or other
curbside areas adjacent to fire hydrants. Details
of signing and pavement marking for areas near
fire hydrants are described in Chapter 8.
5.7.5.3
F. H. W. 14/1 NO. . .
Figure 5-12
Sign 590 with No Stopping Sign 370
LOCATION
Note that this sign combination is to be mounted

on a red pole.
Mounted below NO STOPPING sign 370, as

5.7.5.4
5.7.6 GENERAL SERVICE SIGN 591
5.7.6.1
Sign 590 displays the following information, by

line:
To inform motorists of the availability of upcoming services.
1. Fire Hydrant in Arabic.

2. The zone, sector number, and hydrant number in Arabic.
3. The letters F. H. for fire hydrant followed
by the zone, sector number, and hydrant
number in English.
5.7.6.2
APPLICATION
GENERAL SERVICE sign 591 informs

motorists of services available either adjacent to
the roadway or at a nearby, upcoming exit from
the roadway. Only services that fulfill the needs
of the road user should be shown on general service signs.
As Abu Dhabi Civil Defence is responsible for

assigning numbers to fire hydrants, these signs
should be prepared in coordination with that
agency.
Services eligible for this sign include:
Sign 590 should have a red background with a

white legend.
Version 0.1
FUNCTION
5-52
Petrol station.
Mechanic.
Restaurant.
Hotel.
Refreshments.
NEXT EXIT
Sign 591 (typical)
Public telephone.
Hospital (with a physician on duty 24 hours a
day).
First aid station (open 24 hours a day).
Major shopping center.
Mosque.
5.7.6.3
AL SERVICE sign 591 should be erected at an

appropriate interval.
GENERAL SERVICE sign 591 should have a
blue background and a white border. Within the
blue background, iconic symbols representing
specific services should be black (except for the
first aid station symbol, which is a red crescent)
on a white background as shown in Figure 5-13.
LOCATION
On the approach to the exit to general services, a

GENERAL SERVICE sign 591 should be placed
2 kilometers and/or 4 kilometers in advance of
the exit. An additional sign should be placed
within one-half kilometer of the exit.
As a general rule, the iconic symbols shown in

Figure 5-13 should be used only on General
Service Sign 591. However, it is permissible to
use a single icon as shown in Figure 5-13 on a
typical guide sign if the engineer deems it would
prove useful to drivers.
General service signing should only be provided

at locations where the road user can return to the
roadway and continue in the same direction of
travel. GENERAL SERVICE sign 591 is generally not appropriate at major interchanges and in
urban areas.
5.7.6.4
A supplemental plate should indicate the distance

to the exit. Within one-half kilometer of the exit,
the supplemental plate should not indicate a distance but have an action message such as NEXT
RIGHT or SECOND RIGHT. If, from the last
sign indicating general services before the exit,
the distance to the next point where services are
available is greater than 16 kilometers, an additional supplemental plate, NEXT SERVICES XX
KM, may be added to the sign.
Icons should be placed in rows of three across the

sign. No more than six services should be signed
on an individual sign. If more than six services
are available at an upcoming exit, two GENER-
5-53
Version 0.1
Figure 5-13
General Services Iconic Symbols
5.8
with due regard to the position of any other direction signs and any minor side road intersections.
MUNICIPALITY PARKING
STRUCTURE SIGNS
MUNICIPALITY PARKING STRUCTURE

TRAILBLAZER sign 595 should include the
parking structure number on its face.
Municipality parking structures have custom

guide signs unique to those structures.
Municipality parking structure signs are to be
used at all municipality parking structures but
should not be used for other parking applications.
The face of sign 595 is identical to that of sign

596. However, sign 595 is supplemented with a
ONE WAY sign 306 mounted on the pole below
it, pointing the direction of the car park entrance.
Furthermore, sign 595 is an aluminum sign panel
and is not internally illuminated, as is sign 596.
5.8.1 MUNICIPALITY PARKING

STRUCTURE TRAILBLAZER
SIGN 595
A MUNICIPALITY PARKING STRUCTURE
TRAILBLAZER sign 595 should be used as a
trailblazer sign indicating a direction to be taken
in order to enter an Abu Dhabi Municipality
parking structure.

STRUCTURE ENTRANCE
BANNER SIGN 596
ENTRANCE BANNER sign 596 should be located on the outside and above the vehicular-access
opening to the parking structure. MUNICIPALITY PARKING STRUCTURE ENTRANCE

position on the right side of the main roadway at
the entrance of the road or ramp leading to the
parking structure. Sign placement should be done
Version 0.1
5-54
Sign 595 and Sign 596
BANNER sign 596 should be centered over the

opening or adjacent openings.
Openings to parking structures may be entrance
only, exit only, or a combination of entrance and
exit. MUNICIPALITY PARKING STRUCTURE
ENTRANCE BANNER sign 596 is used uniformly in all three of these configurations.

ENTRANCE BANNER sign 596 should be internally illuminated for night-time visibility and
should include the parking structure number on
its face.

STRUCTURE ENTRANCE SIGN
597
ENTRANCE sign 597 should be located outside
and above the opening allowing entry to the parking structure. MUNICIPALITY PARKING
STRUCTURE ENTRANCE sign 597 should be
located as follows:
If the opening accommodates only one

entrance lane, the sign should be centered
above the entrance lane, below MUNICIPALITY PARKING STRUCTURE ENTRANCE BANNER sign 596.
If the opening accommodates two entrance
lanes, one MUNICIPALITY PARKING
STRUCTURE ENTRANCE sign 597 should
be centered between and above the two lanes
and below MUNICIPALITY PARKING
STRUCTURE ENTRANCE BANNER sign
596.
If the opening accommodates three or more
entrance lanes, one MUNICIPALITY PARKING STRUCTURE ENTRANCE sign 597
should be centered above each entrance lane
and below MUNICIPALITY PARKING
STRUCTURE ENTRANCE BANNER sign
596.
The preceding guidance is applicable whether the

opening to the parking structure provides for
entrance and exit or for entrance only.
Sign 597 should be internally illuminated for
night-time visibility.

STRUCTURE EXIT SIGN 598
EXIT sign 598 should be located outside and
above the opening allowing exit from the parking
structure. MUNICIPALITY PARKING STRUC-
Sign 597
5-55
Version 0.1
the same way that it would be on the exterior,

except that it is mounted on the interior wall.
5.9
PEDESTRIAN UNDERPASS Sign 599 guides

pedestrians to the locations of entrances to pedestrian underpasses. Sign 599 should be located
within 5 meters of the entrance to a pedestrian
underpass and in a position to maximize its visibility for pedestrians from all angles. If one end
of a pedestrian underpass has more than a single
point of entrance, and those points are located
more than 15 meters apart, a separate sign 599
may be installed for each point of entrance. In
this case, the signs should be located as close as
possible to the point of entrance.
Sign 598
TURE EXIT sign 598 should be located as follows:
If the opening accommodates only one exit

lane, the sign should be centered above the
lane.
If the opening accommodates two exit lanes,
one MUNICIPALITY PARKING STRUCTURE EXIT sign 598 should be centered
between and above the two lanes.
If the opening accommodates three or more
exit lanes, one MUNICIPALITY PARKING
STRUCTURE EXIT sign 598 should be centered above each lane.
The sign should be pole-mounted. It has a blue

background with a white border and legend.
Where an exit lane(s) is colocated with an

entrance lane(s) at a single opening, MUNICIPALITY PARKING STRUCTURE EXIT sign
598 should be positioned below MUNICIPALITY PARKING STRUCTURE ENTRANCE
BANNER sign 596 at the same level as the
entrance lanes MUNICIPALITY PARKING
STRUCTURE ENTRANCE sign 597.
Sign 598 should be internally illuminated for
night-time visibility.
EXIT sign 598 is also used above exit doors on
the interior of parking structures. In this application, sign 598 should be located and positioned in
Sign 599
Version 0.1
PEDESTRIAN
UNDERPASS SIGN 599
5-56
PAVEMENT MARKINGS
6.1
GENERAL
Guidance pavement markings help motorists to

understand the path that the roadway designer
intends for their vehicle to follow. An example of
such is a guide line that may be used to mark out
the travel path through an intersection for vehicular turns that are unusual and otherwise difficult
to understand.
Pavement markings are defined as markings or

other devices applied to, embedded in, or
attached to a pavement surface. Pavement markings must function day and night as well as under
adverse weather conditions. While pavement
markings are an important and integral element
in the design of a traffic control scheme, care
should be taken not to overuse pavement markings. Due to their nature and location, pavement
markings are subject to continual and rapid deterioration and wear from roadway traffic. To
retain the conspicuousness and function of pavement markings, their maintenance and replacement is, by necessity, an ongoing and continual
process with significant cost implications. Thus,
pavement marking requirements should be considered early in the planning and design of a project.
It is important for designers to understand the

functional significance of the pavement markings
so that their application will be consistent for the
use intended. The use of various classes and
types of marking in combination with each other
and other traffic control devices is illustrated collectively in the figures in Chapter 8.
6.1.2 MARKING TYPES

Pavement markings can further be classified into
three basic types:
6.1.1 FUNCTION
Transverse lines and markings are those that are

placed at right angles or are significantly nonparallel to the longitudinal axis of the roadway. In
general, the purpose of a transverse marking is to
provide a sense of limit across the normal, unimpeded forward movement of a vehicle. A giveway line is an example of a transverse pavement
marking. The give-way line crosses the forward
path of a vehicle to advise a driver to stop or be
prepared to stop his forward progress in case the
situation dictates such action. Because transverse
lines must be viewed obliquely from an
approaching vehicle, their widths must be substantial to facilitate their detection.
Like traffic signs, pavement markings may be

classified with respect to the primary function
that they serve:
Transverse lines.
Longitudinal lines.
Symbols.
Regulatory.
Warning.
Guidance.
Regulatory pavement markings advise motorists

of actions they should or should not take.
Disregard for a regulatory pavement marking
represents an offense. For example, crossing of a
solid no-passing line is illegal and offending
drivers would be subject to citation.
Longitudinal lines run generally parallel to the

longitudinal axis of the line of vehicular travel on
a roadway. In general, the purpose of a longitudinal line is to convey a continual message to the
driver of a moving vehicle over an extended
length of roadway. A lane line is an example of a
longitudinal line. It provides a continual message
to a driver demarcating the separation of two
streams of traffic moving in the same direction.
Carelessly crossing a lane line puts one in jeop-
Warning pavement markings advise motorists of

the existence of hazardous or potentially hazardous conditions. A dividing line that separates
two-way traffic warns motorists of the potential
hazard of a head-on collision with oncoming
vehicles if that line is crossed. It is not necessarily a violation to cross that line when turning or
passing another vehicle, but the motorist is
warned to maintain caution.
6-1
Version 0.1
ardy of a sideswipe collision with vehicles in the

adjacent traffic stream.
plement. An exception to this rule is that the back

side of a reflectorized marker may be red, such
that the red color is only visible by motorists
approaching those markers from an incorrect
direction.
Longitudinal lines can be characterized as follows:
Broken lines are permissive in character and

may be crossed by a vehicle with due caution.
Solid lines are restrictive in nature and
should not be crossed except in case of an
emergency.
Solid double lines convey the same message
as a single solid line, but with a greater
degree of emphasis and conspicuousness
necessitated by a particularly critical situation.
A double line solid on one side and broken on
the other conveys a message of restriction of
movement across it from the solid-line side
and a permission of movement across it from
the broken-line side.
Double lines consist of two lines equal in
width and separated by a gap equal to the
width of the line.
Discontinuities in longitudinal lines, whether
solid or broken, indicate by their absence
locations where turns, merges, or diverges
are expected to occur.
In general, the color of a marking should have the

following connotations:
- White should be used for regulatory markings.

- Yellow should be used for all other markings.
Longitudinal Markings.
- Yellow is used for the longitudinal lines
that mark the left edge of all divided roads
and for both edges of one-way
roads.Yellow is also used to divide traffic
flowing in opposite directions on rural,
high-speed roads.
- White is used for the longitudinal lines that
mark the right edge of all roads and to
delineate lanes flowing in the same direction. White is also used to divide opposite
traffic directions on two-way, undivided,
single-lange roads in low-speed, urban settings.
Symbolic markings convey a roadway-oriented

message to a motorist using a single or grouped
set of discrete markings to represent the condition present. A turn arrow is an example of a symbol marking, advising motorists by its presence
within a lane, the direction of travel that should
be taken from that lane. In the context of this
manual, diagonal lines such as a chevron or hatch
marking are considered symbolic since they convey the same message symbolically to motorists
as would be given by chevron and/or hazard
marker signs. Worded markings, while not generally recommended, are classified as symbol
markings.
Table 6-1 describes the various road types

and the correct longitudinal-line applications.
Symbols.
- White should be used for all symbol markings.
6.1.4 CONFIGURATION
All broken longitudinal lines have been configured to fit within an eight-meter module. When
more than one longitudinal line is used within a
given cross-section of roadway, the modules of
each line should be situated such that they align
transversely with each other across the roadway.
Intermittent solid lines should begin and end to
be compatible with the broken line module (see
Table 6-3).
6.1.3 COLOR
Painted pavement markings should be either
white or yellow. Raised pavement markers
should convey to motorists the same color message as the painted markings they replace or sup-
Version 0.1
Transverse Markings.
6-2
Table 6-1
Colors of Longitudinal Pavement Markings
Left Edge
of Travel
Roadway
1 one-way (single or multilane) yellow
2 two-way, undivided, single lane yellow
in each direction
3 two-way, undivided, multilane yellow
in each direction
Road Configuration
Right Edge
of Travel
Lane-Dividing Lines
Roadway
yellow1
white (if multilane)
white
white
a. white (same direction)

b. solid double yellow
between directions
white
4 two-way, divided, multilane in yellow

white
each direction
Notes:
1 The Department recognizes that the MUTCD and other authorities specify a white right
edge of pavement marking in such roadway configurations, but in these cases prefers the
use of yellow.
- If the existing marking is well worn and

would be relatively inconspicuous in comparison to the new pavement markings,
then the new pavement markings may be
applied without regard to the existing
markings (care should be taken in considering the relative conspicuousness
between the new and old markings at a
later point in time when the new markings
have been in service and begin to loose
some of their original conspicuousness).
This does not apply to raised pavement
markers.
- If practical to do so, existing conflicting
markings should be completely removed
from the pavement surface.
- If the roadway section is scheduled for
future resurfacing, but such is far enough
in the future that intermediate pavement
marking maintenance is necessary, then
the existing markings may be retained and
maintained even though they do not fully
comply with this manual.
6.1.5 IMPLEMENTATION OF THIS

PAVEMENT-MARKING
GUIDANCE
The pavement marking configurations indicated
in the following sections are intended for use in
newly constructed roadway projects. In such
areas, the pavement marking configurations and
locations should be followed as prescribed in this
manual. However, when pavement markings on
existing roadways are in need of upgrade or
maintenance, engineering judgment should be
exercised in applying the requirements contained
herein. The following guidelines should be considered in such cases:
When existing pavement markings are either

identical to or will be completely covered by
new markings as required by this manual, the
new markings should be reinstalled over
existing markings.
When existing markings are in excess of
what is required by this manual (such as
additional lane arrows), the existing markings may be retained but not maintained,
being allowed to gradually fade from the
pavement providing that their presence will
not create confusion.
When existing markings are of a different
configuration than those required by this
manual the most appropriate of the following
actions should be taken:
6.2
REGULATORY MARKINGS
Regulatory pavement markings dictate action

that must be taken by a driver when the markings
are encountered. Actions contrary to these markings constitute a traffic violation subject to
enforcement. Regulatory markings exist in transverse, longitudinal, and symbol types of pavement markings.
6-3
Version 0.1
6.2.1 STOP LINE MARKING 601
stopping and a clear view of conflicting traffic

consistent with the fact that the provision of a
STOP control implies limited visibility. The preferred position is one meter from the near edge of
the intersecting roadway. However, the STOP
LINE may be located within a range of 500 millimeters up to 10 meters from this edge to take
account of specific aspects of the intersecting
roadway. For example, a larger setback may be
needed to accommodate turning vehicles when
one or both of the intersecting roadways are narrow or the intersection is skewed. It should be
positioned not less than one meter in advance of
PEDESTRIAN CROSSING marking 603 when
such is located at a signalized road junction and
preferably not less than three meters in advance
of a signalized midblock PEDESTRIAN
CROSSING (see Figures 6-1 and 6-2 and Section
8.2).
Marking 601 imposes a mandatory requirement

that a driver come to a full and complete stop
immediately behind that line and is always used
in conjunction with a STOP sign 301 or a red
traffic signal. In the event that the STOP sign is
missing or a traffic signal is unlighted due to temporary malfunction, the STOP LINE alone has
the full significance of STOP sign 301. STOP
LINE marking 601 should not be crossed without
stopping except in the case of a green traffic signal or when directed by a Traffic Police officer. It
is thus of critical importance that if a STOP sign
or traffic signal is intentionally removed from
service that the associated STOP LINE be
removed from the pavement as well.
STOP LINE marking 601 should be a continuous
solid white line transverse and completely across
the full width of the traveled portion of the roadway that is controlled by a STOP sign or traffic
signal. The standard width of STOP LINE marking 601 should be 300 millimeters. On highspeed rural roads where added conspicuousness
is desired its width may be increased to 500 millimeters. Marking 601 should be positioned on
the roadway at the location best suited for safe
9m
6.2.2 GIVE WAY LINE MARKING 602

that a driver should, when in conflict, stop at the
point marked by the line and yield right of way to
vehicular and/or pedestrian traffic crossing his
intended path. Marking 602 should always be
used in conjunction with GIVE WAY sign 302
9m
min
No Passing Line 611
Stop Line 601

L
No Passing Line 611
See Table 6-3

for L values
9m
Dividing Line 652
Figure 6-1
Use of No Passing Line 611 at Junction
Version 0.1
6-4
1000 preferred
500 min
300
(500)
NO PASSING LINE 611
Detail 6-2-1: STOP LINE marking 601
1000 preferred
500 min
300
(500)
NO PASSING LINE 611
Detail 6-2-2: GIVE WAY LINE marking 602
NO PASSING LINE 611
500
GIVE WAY
LINE 602
500
6000 preferred
3000 min
250 min
3000
min
Detail 6-2-3: PEDESTRIAN CROSSING marking 603
Figure 6-2
Transverse Regulatory Pavement Markings
(see also Figure 6-3 and Figure 6-4)
6-5
Version 0.1
and GIVE WAY TO PEDESTRIANS sign 303. In

the event that a GIVE WAY or GIVE WAY TO
PEDESTRIANS sign is missing, the GIVE WAY
LINE alone has the full significance of the GIVE
WAY signs 302 or 303.
requirement that the driver exercise a high degree

of care and caution in the vicinity.
PEDESTRIAN CROSSING marking 603 should
be a broken white line transverse and completely
across the full width of the roadway and shoulders. The configuration of the line should be 500
millimeters line and 500 millimeters gap. The
gap orientation should be aligned parallel with
the direction of vehicular travel at the crossing.
The minimum width of line, measured perpendicular to the axis of pedestrian travel, should be 3
meters. This width may be increased if large volumes of pedestrians are present. A width basis of
0.5 meters for every 100 pedestrians per hour
may be used (see Figures 6-2, 8-4, and 8-7).
GIVE WAY LINE marking 602 should be a broken white line transverse and completely across
the full width of the traveled portion of the
approach roadway that is controlled by a GIVE
WAY sign 302 or GIVE WAY TO PEDESTRIANS sign 303. The standard width of a GIVE
WAY LINE is 300 millimeters. On high-speed
rural roads where higher conspicuousness is
desired, its width may be increased to 500 millimeters. The configuration of the GIVE WAY
LINE should be a repeated pattern of 600 millimeters of line separated by 300 millimeters of
gap.
The use of PEDESTRIAN CROSSING marking

603 should be carefully considered. An engineering study should be made for their use away from
signal-controlled intersections. PEDESTRIAN
CROSSING marking 603 may only be installed
with the approval of the Department.
Marking 602 should be positioned on the roadway at the location best suited such that, if on
approach to a junction the driver sees that this
way is not clear of opposing traffic, he may stop
at the GIVE WAY LINE and have a clear view of
approaching crossroad traffic. It should be located not less than one meter (500 millimeters
absolute minimum) from the nearest edge of the
intersecting roadway. When used in conjunction
with a PEDESTRIAN CROSSING marking 603,
the GIVE WAY LINE should be located in
advance a distance of 3 meters minimum and 6
meters preferred (see Figures 6-1 and 6-2 and
Section 8.2).
6.2.4 NO PASSING LINE MARKING

611
6.2.3 PEDESTRIAN CROSSING

MARKING 603
When used in place of or on the right side of

marking 611, DIVIDING LINE marking 652
imposes a mandatory requirement that drivers
should not cross or drive on the left-hand side of
such marking (with the exception of left turns to
or from private direct access to a property). It is
used to demarcate sections of two-way roadways
where an extreme hazard could result if vehicles
are permitted to even temporarily use an oncoming traffic lane.
Marking 603 when used at a location not controlled by traffic signals imposes a mandatory
requirement that a driver must yield right of way
to pedestrians crossing the roadway carrying the
same meaning as the GIVE WAY TO PEDESTRIANS sign 303 whether that sign is present or
not. Regardless of its location, within marking
603 pedestrians always have right of way over
vehicles and vehicles must yield to pedestrians
within the crossing. When used at a signal controlled crossing, marking 603 warns drivers of a
pedestrian crossing location with the likely presence of pedestrians near the road and invokes a
NO PASSING LINE marking 611 should be a

longitudinal solid yellow line, running continuously on or near the centerline of the roadway. It
should be 100 millimeters wide for posted speeds
below 50 km/h and 150 millimeters wide for
posted speeds above 50 km/h. It should be used
to delineate unsafe passing situations in areas
where the barrier sight distances are restricted to
less than the distances shown in Table 6-2. In
such uses, marking 611 should be placed on the
right side of DIVIDING LINE marking 652 for
the entire length of roadway that substandard barrier sight distances exist. NO PASSING LINE
Version 0.1
6-6
Table 6-2
Use of No Passing Line 611 on Curves
Operating Speed
Minimum Barrier Sight Distance
(km/h)
(meters)
40
120
60
175
80
250
100
320
NOTES:
1. Barrier sight distance is defined as the distance that a driver with an eye height of 1.1
meters can view a 1.1-meter high object in the oncoming lane. NO PASSING LINE
marking 611 should be used on horizontal or vertical curves to mark sections of two way
roads where the actual barrier sight distance on a roadway is less than the minimum
required.
2. Barrier sight distances are different than passing sight distances used in roadway design.
Adequate passing sight distance defines the capability to safely begin and complete a
passing maneuver. The barrier sight distance is representative of the distance necessary
to abort a passing maneuver.
3. Engineering judgment must be applied in using a NO PASSING LINE. Longer lines than
those resulting from application of the above minimums may be justified. When two
sections of NO PASSING LINE are separated by less than the minimum barrier sight
distance, for the appropriate operating speed, the two lines should be extended and
joined.
marking 611 should also be used for purposes of

traffic control in advance of any controlled junction (signal, stop, give way or pedestrian) on a
two-way roadway. It should replace DIVIDING
LINE marking 652 starting at the distance given
in Table 6-3 as measured from the STOP LINE
marking 601, GIVE WAY LINE marking 602, or
the near edge of intersecting roadway. Marking
611 should continue towards the junction until
intersecting those lines, other painted or curbed
island, or the nearest edge of the intersecting
roadway.
is used to channelize one-way traffic within a lane

in areas where lane changes would be hazardous
due to roadway configuration.
CHANNELIZING LINE marking 612 should be
a longitudinal solid white line running continuously on the line dividing two lanes of travel in
the same direction. It should be 100 millimeters
wide for posted speeds below 50 km/h and 150
millimeters wide for posted speeds above 50
km/h. It should be used in any situation where
there is a significant safety or functional benefit
that can be achieved if drivers are required to
remain in their current lane over some distance.
Such situations would occur in advance of traffic
signals or roundabouts. Exclusive turn lanes and
freeway or other free-flow ramps where one or
more lanes are dropped from the main roadway
will have application for marking 612. In such
cases a 200-millimeter line width should be used.
When used in advance of a signalized junction or
6.2.5 CHANNELIZING LINE

MARKING 612
When used in place of LANE LINE marking 654,
marking 612 imposes a mandatory requirement
that drivers not cross that marking from either
side. Marking 612 should only be used between
streams of traffic traveling in the same direction. It
Table 6-3
Use of No Passing Line 611 and Channelizing Line 612 at Junctions
Operating Speed
Minimum Length (L)
(km/h)
(meters)
30
40
60
80
100
9
18
27
36
54
NOTES:
1. See Figures 6-1, 6-2, 6-3, and Chapter 8.
2. Values of L shown are minimum. Greater values may be justified based on engineering
judgement. Increases should be made in multiples of 9 meters.
6-7
Version 0.1
a roundabout, marking 612 should be applied for

the same limits of minimum length as NO PASSING LINE marking 611 as given in Table 6-3
(see Figures 6-3 and 8-2 to 8-7).
Specially developed types of EDGE LINE marking 613 which are designed to produce an audible
and/or vibratory effect when driven over may be
specified. Such an application may be warranted
if a problem occurs on a long section of rural road
with drivers losing attention or becoming drowsy
and drifting towards the edge of roadway (see
also Section 6.3.1).
6.2.6 EDGE LINE MARKING 613

that drivers not cross that marking for purposes
of driving or parking on the opposite side except
in the case of an emergency. Marking 613 should
be used to define the edge of pavement when
such is not safe or convenient to define by use of
a raised curb or barrier. It should also be used to
separate a traveled lane from a paved shoulder
that must remain accessible in case of emergency,
but that must not be otherwise used for driving or
parking.
6.2.7 LANE DIRECTION ARROW

MARKINGS 614 TO 619
(INCLUDING STRAIGHT, RIGHT
TURN, LEFT TURN,
STRAIGHT/RIGHT,
STRAIGHT/LEFT, AND
RIGHT/LEFT)
EDGE LINE marking 613 should be a longitudinal solid white or yellow (depending on roadway
configuration) line running continuously along
the right side of the outermost traffic lane of a
roadway and a longitudinal solid yellow line running continuously along the left side of the innermost traffic lane of a divided (or one-way) roadway. Table 6-1 provides detailed guidance for
edge line colors. EDGE LINE marking 613
should be 150 millimeters wide for posted speeds
less than 70 km/h and 200 millimeters wide for
posted speeds more than 70 km/h. Since crossing
of marking 613 is not permitted, care must be
taken to provide discontinuities at points where
access is intended. If continuous access to a
length of roadside area is intended, then marking
613 should not be used. In such instances when
edge delineation is still desired, PARKING
ENVELOPE LINE marking 620 should be used.
Markings 614, 615, and 616 impose a mandatory

requirement that drivers must travel only in the
direction indicated by the arrow if they are in the
lane marked by the arrow. Drivers not wishing to
travel in the direction indicated by the arrow
must move to an adjacent lane if not otherwise
prohibited from doing so. Markings 614, 615,
and 616 indicate a single, mandated direction of
travel for a lane.
Markings 617, 618, and 619 impose a mandatory
requirement that drivers must travel only in one
of the two directions indicated by the arrow from
the lane in which the arrow is marked. Drivers
not wishing to travel in one of the directions must
move into an adjacent lane if not otherwise prohibited from doing so.
When any of the markings 614 to 619 are located
adjacent to a CHANNELIZATION line marking
612 drivers must stay in their lane and continue
in the direction, or one of the directions, indicated by the arrow.
In addition to a regulatory function EDGE LINE

marking 613 performs other important safety
functions:
Provides continuous demarcation of the edge

of the traveled way, reducing the tendency of
drivers to drift off the road, especially at night
and/or under adverse weather conditions.
Provides an indication of turn or exit points
from the main road at points of discontinuity
in the line.
Version 0.1
Where not otherwise prohibited, provides

guidance to pedestrians and bicyclists.
RIGHT TURN ARROW marking 615 and LEFT

TURN ARROW marking 616 should be used to
mark lanes that are exclusively turn lanes at signalized intersections. Markings 615 or 616
should not be used to mark exit lanes at gradeseparated junctions (although they may be used
at the terminal junctions of such exits).
6-8
100 (150)
DIVIDING LINE marking 652
100 (150)
100 (150)
100 (150)
Detail 6-3-1: NO PASSING LINE marking 611 (variations shown)
100 (150)
100 (150)
100 (150)
100
(150)
(200)
Detail 6-3-2: CHANNELIZING LINE marking 612
150
(200)
Detail 6-3-3: EDGE LINE marking 613 (line is sometimes white; see Table 6-1 for guidance)
1000
1000
100
Detail 6-3-4: PARKING ENVELOPE LINE marking 620
500
100
1000
100
Detail 6-3-5: PARKING LINE marking 621
Direction of Travel
Figure 6-3
Longitudinal Regulatory Pavement Markings
(see also Figures 6-2 and 6-4)
6-9
Version 0.1
All LANE DIRECTION ARROW markings

should be white in color. All LANE DIRECTION
ARROW markings should be centered transversely within the lane to which they apply such
that the transverse extremities of the marking are
equidistant from the lane edge on each side.
The above are offered as guidelines and are not

intended to preclude the use of good engineering
judgment. For example, advance arrows should
not be used if they may cause confusion due to an
entering side road. Other arrow arrangements can
be used in a given situation if needed for clarity.
However, overuse of arrows is generally indicative of confusing geometry that will unlikely be
clarified by additional lane arrows. Arrow markings should not be used on freeways or similar
free flowing roadways where overhead signs and
longitudinal lines should provide sufficient delineation.
All lanes at the approach to a signalized intersection should have one arrow (one of markings 614,
615, 616, 617, 618, or 619) positioned in each
lane in line with one another transversely. This
primary row of arrows should be located as close
to the junction as possible while still giving a
clear indication of all adjacent lanes with respect
to one another. In any case, the row of arrows
should be positioned so as to be entirely within
the limit of the CHANNELIZING LINE marking
612. Additional LANE DIRECTION ARROW
markings should be positioned in advance of this
row of markings in accordance with the following guidelines:
STRAIGHT/RIGHT (or LEFT) ARROW marking 617 (or 618) should not be used to indicate
the point where turning lanes are added to the
basic through lanes of a roadway. They also
should not be used to indicate direct turning
points from a mainline lane onto a side road at
mid-block locations.
For additional exclusive turn lane(s) created

at a junction:
Regulatory pavement arrow markings are illustrated in Figure 6-4. Examples of the use of
LANE DIRECTION ARROWS 614 to 619 are
illustrated in Figures 8-2 to 8-7.
- At the point where the lane(s) are first

developed to their full width (but not closer than 25 meters clear of the primary
arrow).
- At one intermediate point providing the
clear spacing between arrows is not less
than 25 meters.
6.2.8 PARKING ENVELOPE LINE

MARKING 620
that drivers parking their vehicles within a
marked area park such that no part of their vehicle encroaches upon the pavement area outside a
parking envelope so marked. A driver who parks
such that any part of his vehicle overhangs marking 620 should be considered improperly parked.
For basic lanes that are not exclusively

straight-ahead only lanes:
- At 25 meters clear and at 55 meters clear
in advance of the primary arrows, or
- In line transversely with additional exclusive turn-lane arrows.
PARKING ENVELOPE LINE marking 620

should be a longitudinal broken white line 100
millimeters wide. The configuration of the
PARKING ENVELOPE LINE should be a
repeated pattern of one meter of line separated by
a one-meter gap. It should be located at the edge
of pavement adjacent to areas where parking is
permitted, but should not be used if the physical
space available for parking is less than 2.2 meters
wide (see Figures 6-3 and 8-1 to 8-3).
For straight-ahead-only basic lanes approaching a standard signalized intersection:

- No additional STRAIGHT ARROW marking 614.
When LEFT TURN ARROW marking 616 is

used to mark a midblock left-turn or U-turn lane,
STRAIGHT ARROW marking 614 should not be
used on the mainline.
Version 0.1
PARKING ENVELOPE LINE marking 620 is

intended for use in areas of low-density parking
6-10
Detail 6-4-1:
300 mm
300 mm
Straight Arrow
614
Right Turn Arrow

615
Left Turn Arrow

616
300 mm
Detail 6-4-2:
Straight/Right Arrow
617
Straight/Left Arrow
618
300 mm
Left/Right Arrow
619
Figure 6-4
Typical Regulatory Arrow Pavement Markings
(see also Figure 6-2 and 6-3)
6-11
Version 0.1
where the delineation of individual parking

spaces is not considered necessary. A secondary
benefit of the PARKING ENVELOPE LINE is to
serve the function of EDGE LINE marking 613,
by delineating the edge of pavement, but without
the prohibition of crossing that line for purpose
of parking. The most common usage of the
PARKING ENVELOPE LINE will be the marking of on-street parking areas in residential communities and other such locales where parking
spaces are not in short supply and as such a more
regimented parking arrangement is not warranted.
apply irrespective of the material used to surface

the parking area to be marked.
A PARKING SPACE LINE marking 621 may
also be used to designate zones within lay-bys or
along curblines that are designated as stopping
areas for certain classes of vehicles.
6.3
Warning pavement markings advise motorists of

the existence of hazardous or potentially hazardous conditions. These markings do not carry a
mandatory requirement for specific action.
However, these markings do convey a message
of warning and a willful disregard of those warnings may constitute a violation when drivers fail
to maintain adequate and safe control of their
vehicle. Warning markings exist in transverse,
longitudinal, and symbol types of pavement
markings. VISIBILITY PAINTING marking 691
and TEXT SYMBOL marking 695 also have
warning functions. See Sections 6.6.3 and 6.8.2,
respectively, for discussion of those markings.
Warning markings are illustrated in Figures 6-5
to 6-7 and their application is further illustrated
in the various figures in Chapter 8.
6.2.9 PARKING SPACE LINE

MARKING 621
that drivers parking their vehicles within a
marked parking space park such that their vehicle
is wholly within the lines defining the limits of
the parking space. A driver who parks such that
any part of his vehicle is on, over, or beyond
marking 621 (or an imaginary line connecting the
ends of a series of marking 621 lines) should be
considered improperly parked.
PARKING SPACE LINE marking 621 should be
a solid white line 100 millimeters in width. It
should extend from the curb line (if a curb is
present) and end at the edge of the designated
parking bay. For parallel parking space delineation the end of the PARKING SPACE LINE
should have a 500-millimeter long L-shape for
end-marking of a parallel parking bay, and a 1000
millimeter long T-shape for intermediate lines.
Perpendicular and angled parking space markings generally do not require end shapes since the
ends of the more closely spaced PARKING
SPACE LINES should clearly delineate the parking bay limits.
6.3.1 RUMBLE STRIPS MARKING

650
Marking 650 may be used to advise motorists
through visibility, sound, and vibration of the presence of a critical regulatory or warning device
when this marking is located within a traveled way.
When marking 650 is used within a shoulder or
other road side area they provide a warning to drivers that they are drifting off of the traveled roadway.
RUMBLE STRIPS marking 650 should be positioned transversely to the direction of vehicle
travel. When used within the traveled roadway,
they should be formed of or topped with yellow
thermoplastic material (for purposes of conspicuousness and to distinguish them from a STOP
LINE marking 601) built up at least 5 millimeters, but no more than 15 millimeters, above the
roadway surface. The width, spacing, and number of RUMBLE STRIPS used in a single installation may vary to suit conditions as determined
appropriate by an engineering study. As a guide-
PARKING SPACE LINE marking 621 should be

used to mark individual parking spaces in areas
where parking space availability is at a premium
and the definition of parking spaces will give an
orderly and more efficient usage of area available
for parking. The PARKING SPACE LINE should
always be used to mark parking spaces that are
subject to payment for usage. These provisions
Version 0.1
WARNING MARKINGS
6-12
NO PASSING
LINE 611
2000
3800 for 60 km/h
5200 for 80 km/h

300
8000 for 100 km/h
Detail 6-5-2:
SPEED HUMP marking 651
Detail 6-5-1:
RUMBLE STRIPS marking 650
3000
6000
100
(150)
Detail 6-5-3: DIVIDING LINE marking 652

3000
6000
100
(150)
(200)
Detail 6-5-4: LANE LINE marking 654

1170
2870
20
20
Detail 6-5-5: LANE ENDS ARROW 656

Direction of Travel
Figure 6-5
Warning Pavement Markings
6-13
Version 0.1
EDGE LINE marking 613 or

CHANNELIZING LINE marking 612
EDGE LINE marking 613 or

NO PASSING LINE marking 611
150
150
Detail 6-6-1: CHEVRON marking 657
Detail 6-6-2: HATCH marking 658
EDGE LINE
Marking 613
45
45
t
Physical
Nose
Theoretical
Nose
Detail 6-6-3
Direction of Travel
CHEVRON DIMENSIONS
Operating Speed
(km/h)
40
60
80
100
W
(millimeters)
200
300
500
1000
S
(meters)
t
(millimeters)
1.0
1.5
2.5
5.0
150
150
200
200
Figure 6-6
Combined Regulatory and Warning Pavement Markings as Painted Islands
Version 0.1
6-14
120km/h
Y
DS
Design speed
30m
DS
Y/4
110
30
7.50
90
25
6.25
70
20
5.00
50
14
3.50
30
10
2.50
275m
(DS)
110km/h
40m
245m
100km/h
205m
25m
DS 90km/h
Y/4
180m
Y/4
80km/h
35m
145m
20m
Y
Y/4
DS 70km/h
125m
60km/h
25m
100m
14m
DS 50km/h
10m
86m
40km/h
16m
Y/4
DS 30km/h
300mm
(typ)
70m
60m
30km/h
60m
Junction or other transverse hazard
Figure 6-7
Guideline for Using Rumble Strip Marking 650 for Speed Reduction
6-15
Version 0.1
line, a basic rumble strip configuration is recommended to consist of five transverse yellow
markings 300 millimeters wide spaced such that
at prevailing traffic speeds all five markings will
be traversed during an approximately one-second
period. They should be positioned within the first
one-third of the clear visibility distance to the
sign of which they forewarn (see Figure 6-5).
RUMBLE STRIPS should not be used within a

traveled way unless, after all other means of standard traffic control devices have been evaluated,
the Department agrees that their use is the only
reasonable solution to an identified problem.
Their use as such will generally not be permitted
on new construction, but rather as a retrofit to a
particular problem area.
A more acceptable usage of RUMBLE STRIPS

marking 650 will be for use outside of traveled
ways. In such instances, drivers remaining within the traveled way are not affected by them, but
rather they affect only those drivers who are traveling (illegally and/or accidentally) in areas
where they should not be. One particular useful
application is on shoulders of freeways or other
roadways, especially in long, straight stretches of
rural roads. On such roadways drivers may
become bored or sleepy and slowly drift into a
shoulder area. The presence of RUMBLE
STRIPS in the shoulder may assist a driver in
regaining attention before completely leaving the
roadway (see Section 6.2.6).
Sets of RUMBLE STRIPS markings 650, as

described above, may be specified in order to
reinforce the need for drivers to significantly
reduce their speed. Such circumstances will commonly occur on high speed and/or downhill
approaches to STOP or GIVE WAY control conditions. A typical requirement might involve a
need to reduce speed from around 120 km/h to
the order of 30 km/h a short distance from the
point of control or a change of direction. The
principle to be used provides for a series of sets
of five transverse markings spaced so that each
set will be traversed during an approximately
one-second period at progressively decreasing
speeds. Each set of markings should in turn be
separated from the last and/or next set by a distance without markings that will be transversed
during a period of 1 to 2 seconds. The configuration and number of sets of five markings
required for a specific site will be dictated by the
approach speed and the speed reduction required.
Figure 6-7 illustrates a sequence of sets of RUMBLE STRIPS marking 650 spaced according to
these principles. The number of sets and the overall installation can be determined from the figure.
Alternative designs for rumble strips must be
approved by Department.
6.3.2 SPEED HUMP MARKING 651

Marking 651 should be used to warn motorists of
the presence of a speed hump in the roadway.
(The application, geometric design, and construction of speed humps is subject to engineering
evaluation and selective usage.)
SPEED HUMP marking 651 should be a broken
yellow line transverse and completely across the
full width of the roadway and shoulders. The
configuration of the line should be 500 millimeters line and 500 millimeters gap. The gap orientation should be aligned parallel with the direction of vehicular travel. The minimum width of
line, measured perpendicular to the axis of the
speed hump should be two meters. The line
should be positioned such that the whole of the
line is visible to approaching traffic and not hidden on the far side of the speed hump. When used
on two-way roadways where the hump is visible
from both directions of approach, the line may be
widened to provide a minimum of two meters of
visible line from each approach direction (see
Figure 6-5).
The disadvantages of RUMBLE STRIPS within

a traveled way are as follows:
Their effect on small, lightweight vehicles

such as motorcycles may be pronounced and
undesirable.
Version 0.1
When used in built-up areas, residences and

businesses may find the constant noise and
vibration to be disturbing and a source of irritation.
Most motorists do not need rumble strips to
be made aware of the situation being warned.
However, all motorists are affected by driving over them.
6-16
NO PASSING LINE marking 611 and/or CHANNELIZING LINE marking 612 should be used
on each approach to the speed hump for an
appropriate distance as given in Table 6-3.
of gap. It should be 100 millimeters wide for

posted speeds below 70 km/h and 150 millimeters wide for posted speeds above 70 km/h. A
LANE LINE should be used on one-way travel
ways more than 6.0 meters in width. A LANE
LINE should not be used (or should be discontinued in a tapered section) to mark a lane that will
be less than 2.7 meters in width (see Figures 6-5
and 8-2 to 8-16).
6.3.3 DIVIDING LINE MARKING 652

Marking 652 should be used to warn motorists
that vehicles traveling on the other side of the
line are traveling in the opposite direction.
Motorists may cross marking 652 to pass another
vehicle, but only when it is safe to do so.
LANE LINE marking 654 should be replaced

with a regulatory CHANNELIZING LINE marking 612 in circumstances where warranted (see
Sections 6.2.5 and 6.3.2) in areas where changing
lanes is not permitted.
DIVIDING LINE marking 652 should be a longitudinal broken yellow line running continuously
on or near the centerline of the roadway. Its configuration should be a repeated pattern of 3 meters
of line followed by 6 meters of gap. It should be
100-millimeters wide for posted speeds below 50
km/h and 150-millimeters wide for posted speeds
above 50 km/h. A DIVIDING LINE should be
used on all two-way roadways with a travel width
of 5.5 meters or more. It may be used continuously or intermittently on roads of lesser widths when
an engineering assessment determines that such is
beneficial for reason of safety.
Neither a LANE LINE nor a CHANNELIZING

LINE should be used within a junction. When
guidance within a junction is required, GUIDE
LINE marking 680 should be used (see Section
6.4.1).
6.3.5 LANE END ARROW MARKING

656
Marking 656 should be used to warn motorists
that a lane on a multilane roadway is ending
ahead and that they should move out of that lane
in the direction indicated at the earliest opportunity that it is safe to do so.
DIVIDING LINE markings 652 should be

replaced or supplemented with a regulatory NO
PASSING LINE marking 611 in circumstances
where warranted (see Sections 6.2.4 and 6.3.2)
when crossing the DIVIDING LINE from one or
both sides is not permitted. Neither a DIVIDING
LINE nor a NO PASSING LINE should be used
within an intersection of two public roads where
traffic is permitted to turn across an opposing
direction of travel (see Figure 8-1).
LANE END ARROW marking 656 should consist of a white straight arrow oriented at a 20
degree rotation to the longitudinal axis of the
lane. The arrow should be centered in the lane
such that its extremities are equidistant from the
lane edge on each side (see Figures 6-5 and 8-7).
6.3.4 LANE LINE MARKING 654
LANE END ARROW marking 656 is to be used

when a long-running lane on a multilane roadway
ends. It should also be used at the end of a parallel-lane-type entrance ramp. It is not intended for
use on a tapered entrance ramp. The LANE END
ARROW should be repeated in a series of two or
preferably three markings. The last of the arrows
in the series should be positioned at the end of the
lane just prior to the point where the lane begins
to decrease in width. The spacing between each
LANE END ARROW should be as given in
Table 6-4.
Marking 654 should be used to warn motorists of

the presence of two or more traffic lanes traveling on a roadway in the same direction. Motorists
may cross marking 654 to change lanes, but only
when it is safe to do so.
LANE LINE marking 654 should be a longitudinal broken white line running continuously on a
line separating two lanes of travel in the same
direction. Its configuration should be a repeated
pattern of 3 meters of line followed by 6 meters
6-17
Version 0.1
Table 6-4
Lane End Arrows Spacing
Operating Speed
Spacing
(km/h)
(meters)
40
60
80
100
two way roadway becomes divided and viceversa. HATCH markings may be used to mark the
shoulders of particularly dangerous curves, lane
ends, or roadside obstructions. However, these
situations should be thoroughly evaluated by an
engineering study and HATCH markings used
only if it is determined that a significant hazard
exists and that HATCH markings may significantly contribute to the delineation and warning
of the hazardous or unusual conditions. In such
conditions consideration should be given to the
use of RUMBLE STRIPS marking 650. The routine usage of HATCH markings should be avoided.
24
32
40
48
6.3.6 CHEVRON MARKING 657

Marking 657 should be used to provide warning
to motorists of a divergence of traffic lanes traveling in the same direction.
CHEVRON marking 657 should consist of diagonal white lines arranged in a chevron pattern as
depicted in Figure 6-6. The CHEVRON should
point towards the oncoming traffic such that the
sloping legs of the CHEVRON are seen to split
the diverging streams of traffic, pushing them
away from one another. Marking 657 should be
repeated within a gore area beginning at the theoretical nose (painted nose) of an exit or divergence point and cease at the physical nose.
CHEVRON marking 657 should not be used
within the gore area of converging streams of
traffic.
HATCH marking 658 should only be used in

areas not intended for travel or parking and
should always be separated from a travel area by
a NO PASSING LINE marking 611 or EDGE
LINE marking 613.
6.4
GUIDANCE MARKINGS
CHEVRON marking 657 should only be used in

areas not intended for travel or parking and
should always be separated from a travel area by
an EDGE LINE marking 613 or a CHANNELIZING LINE marking 612.
Guidance pavement markings provide help to

motorists in understanding the path that they are
intended to follow where the way may not be otherwise evident. Guidance pavement markings do
not carry a mandatory requirement nor convey an
explicit message of warning. Only longitudinal
broken lines and TEXT SYMBOL marking 695
(see Section 6.8.2) are used for guidance markings. Guidance markings are illustrated in Figure
6-8.
6.3.7 HATCH MARKING 658
6.4.1 GUIDE LINE MARKING 680
Marking 658 should be used to provide warning

to motorists to stay clear of a physical danger that
is present adjacent to their travel lane.
Marking 680 may be used within a junction

(intersection or roundabout) to provide guidance
to road users. Except in the case of roundabouts,
usage of this marking is optional and should only
be considered in instances of nonstandard or confusing geometry, including sheer junction size.
HATCH marking 658 should consist of repeated

diagonal white lines situated as depicted in
Figure 6-6. The dimensions and layout requirements for the HATCH marking should be similar
to those shown for the CHEVRON marking 657
as shown in Figure 6-6. The HATCH markings
should be oriented such that if they were raised
barriers, they would deflect traffic back into the
lane from which they came. A common usage of
HATCH markings is in a median or gore area that
separates traffic that is moving in opposite directions of travel. Such would be the case where a
Version 0.1
GUIDE LINE marking 680 should be a longitudinal broken white line that follows one or both
edges of the most efficient path (from the standpoints of safety and/or capacity) that a vehicle
should follow through an intersection. Its configuration may vary to suit conditions but a recommended configuration is a repeated pattern of 500
millimeters of line followed by 1500 millimeters
6-18
500
1500
100
Detail 6-8-1: GUIDE LINE marking 680

1000
150
(200)
3000
Detail 6-8-2: CONTINUITY LINE marking 681
Direction of Travel
Figure 6-8
Guidance Pavement Markings
of gap. A GUIDE LINE should be 100 millimeters wide.
6.4.2 CONTINUITY LINE MARKING

681
The primary usage of GUIDE LINE marking 680

will be:
Marking 681 may be used to provide guidance

for through traffic at discontinuities in the pavement-edge delineation. Its use is optional and
should only be considered in instances where a
curving roadway geometry and/or a long break in
the continuity of the edge of pavement delineation may be confusing or misleading to a driver.
To provide turning guidance, particularly for

left-turning traffic, at wide intersections or
where the intersecting roadways meet at an
angle significantly different than 90 degrees
and particularly when there is more than one
turning lane.
To provide alignment guidance across a wide
or complex junction when there is a shift in
the through-alignment across the junction,
To mark circulation lanes within a roundabout. In such instances a GUIDE LINE
should be used within the shadow of the
roadway median islands (see Figures 8-5, 86, and 8-8).
CONTINUITY LINE marking 681 should be a

longitudinal broken white line that follows the
edge of the through-lane of traffic across an exit
ramp, a slip road exit, or an intersection. Its configuration should be a repeated pattern of 1 meter
of line followed by 3 meters of gap. It should be
150-millimeters wide for posted speeds below 70
km/h and 200-millimeters wide for posted speeds
above 70 km/h. As a general rule a CONTINUITY LINE marking should not be extended
across an entrance ramp on a freeway or a slip
road entrance. In such cases the convergence of
the entering roadway edge line should provide a
clear indication of the forward alignment of the
mainline (see Figure 8-16).
The use of a GUIDE LINE within an intersection

should be considered only in exceptional circumstances. Because a GUIDE LINE will almost
always cross the path of one or more intersecting
lanes of traffic, particular attention must be given
to the appearance of the line(s) when viewed by
drivers other than those whom they are intended
to guide. Care must be taken to avoid the risk of
the line(s) creating a confusing pattern that may
mislead other drivers.
6.5
RAISED PAVEMENT MARKERS

(RPM)
Raised pavement markers may be used to supplement or replace painted line pavement markings
to provide increased visibility and better delin-
6-19
Version 0.1
eation. They are also effective at discouraging

unnecessary lane changes. Examples of the use of
raised pavement markers are illustrated in Figure
6-9.
6.5.1 GENERAL
There are two basic classifications of raised

pavement markers:
Retroreflective (R).
Nonretroreflective (N).
Areas regularly subjected to fog, dust, or

blowing sand resulting in reduced visibility.
Areas of heavy traffic volumes that rapidly
deteriorate painted markings and that are disruptive to regularly maintain.
Isolated areas that have low geometric-roadway-design standards for the traffic conditions prevailing and that are not scheduled in
the near term for improvement.
Isolated areas with documented high incidence of collision and/or low levels of lane
discipline by drivers, particularly in curved
or complex roadway geometry conditions.
Long-term roadworks sites.
Freeways (all markings on freeways should
be supplemented by R markings).
Unlighted rural roadways.
Within nonweaving sections of roundabouts.
Retroreflective markers house a colored lens of

retroreflective material that is designed to redirect a substantial portion of vehicular head lighting back at a driver for improved nighttime longrange visibility.
Nonretroreflective markers do not exhibit

retroreflective properties but do, under daylight
or lighted conditions (street lights or headlights)
display a white or yellow body color the same as
painted lines.
Under one or more of the following conditions

raised pavement markers are generally not recommended for use:
Retroreflective markers are used to supplement

white or yellow painted lines or nonretroreflective markers.
Nonretroreflective markers are used to replace

white or yellow painted marking. Where roadway
lighting is not to a high standard, nonretroreflective pavement markings should be supplemented
by retroreflective pavement markings.
6.5.2 RETROREFLECTIVE RPM

MARKING R
When a standard pavement marking number is
followed by the letter R it means that the marking
be supplemented by the use of retroreflective
RPM (e.g., LANE LINE marking 654 R).
In Abu Dhabi, lane lines and channelizing lines

on main, divided thoroughfares are typically
marked with a combination of retroreflective and
nonretroreflective raised pavement markers. On
two-way secondary and sector roads, channelizing lines and no passing lines should be marked
with paint. Nonretroreflective and reflective
raised pavement markers may also be used in
most other pavement marking applications when
deemed appropriate by the designer and with the
approval of the Department.
The following describe the use of RPM R in various pavement marking applications:
The following conditions may warrant the use of

raised pavement markers:
Version 0.1
Low operating speeds.

Across the entrance and exit points of freeway ramps and other intersecting connections to major roadways.
On roadways scheduled for resurfacing within three years.
6-20
An RPM R should normally be used at 18meter intervals (2 times the 9-meter marking
module). Shorter spacing may be justified in
certain instances.
For broken lines, the RPM R should be
placed in line with the standard pavement
markings, centered in the appropriate gap
area of the line.
When an RPM R is used to supplement a
solid line it should be placed 100-millimeters
18000
Detail 6-9-1: CHANNELIZING LINE marking 612R
Detail 6-9-2: CHANNELIZING LINE marking 612N
18000
Detail 6-9-3: CHANNELIZING LINE marking 612N/R
18000
Detail 6-9-4: EDGE LINE marking 613R (line is sometimes white; see Table 6-1 for guidance)
3000
3000
3000
3000
6000
3000
3000
Detail 6-9-5: LANE LINE marking 654R
3000
3000
18000
Detail 6-9-6: LANE LINE marking 654N/R
White/Red RPM R
White RPM N
Yellow/Red RPM R
Direction of Travel
Figure 6-9
Use of Raised Pavement Markers (RPMs)
6-21
Version 0.1
clear of and on the traffic side of the line

(such as EDGE LINE marking 613 R).
When traffic utilizes the line on both sides
(such as a NO PASSING LINE marking 611
R or CHANNELIZING LINE marking 612
R) an RPM R may be placed on each side of
the line. Alternatively, an RPM R may be
placed within the line. However, this will
require masking the line at the RPM location
when the line is painted and each time it is
repainted, to prevent the RPM R from being
obscured by paint.
When RPM N are used for a dashed line,
RPM R should be placed as they would with
paint.
Where RPM N are used in a solid line, an
RPM R should be used in place of an RPM N
at the appropriate interval.
When RPM R are used on more than one longitudinal line on a roadway, they should be
situated such that all RPM R are aligned
transversely across the roadway.
nonretroreflective markers then both the R and N

letter designation should be used (e.g., LANE
LINE marking 654 R/N).
The RPM N should be used to replace and simulate the painted part of a line. For broken line
types, one RPM N should be placed at the point
where the painted segment would begin and one
RPM N should be placed at the point where the
painted segment would end. Other RPM N
should then be spaced equidistant between these
such that the center-to-center spacing does not
exceed one meter. For a solid line the RPM N
should be spaced at one-meter intervals.
Only two colors of RPM N should be used:
White markers should be used to replace

white-colored painted markings.
Yellow markers should be used to replace
yellow-colored painted markings.
6.6
CURB PAINTING
Only three colors of RPM R should be used:
The application of paint to the top and face of a

curb may be undertaken when authorized or
directed by the Department. The painting of a
curb can provide increased visibility and better
delineation than concrete-colored curbs. Curb
painting may also be used to supplement or
replace the use of NO PARKING signs. Because
curb painting involves the use of paint near the
pavement surface, and because its use and applications are similar to pavement markings, curb
painting is considered to be pavement markings
within the context of this manual.
White (or clear) markers should be used in

conjunction with all white-colored pavement
markings as viewed by approaching drivers.
Yellow markers should be used in conjunction with all yellow-colored pavement markings as viewed by approaching drivers. When
used with a line having meaning to traffic in
opposing directions, such as a DIVIDING
LINE marking 652 R, the RPM R should be
bidirectional.
Red color should only be used on the back
side of markers on one-way or divided roadways. This color should be viewable only to
drivers entering or driving in the wrong
direction on such a roadway. The red color of
an RPM R should never be visible to legally
operating traffic.
6.6.1 GENERAL
Under certain circumstances the painting of curb
faces can play a significant role in regulating traffic with respect to parking and in warning traffic
of the presence of a raised curb. To retain the conspicuousness and function of a painted curb,
maintenance is an ongoing and continual process
carrying with it a significant cost implication.
6.5.3 NONRETROREFLECTIVE RPM

MARKING N
When a standard pavement marking number is
followed by the letter N it means that the painted
marking should be replaced by nonretroreflective
RPM (e.g., LANE LINE marking 654 N). When
retroreflective markers are used to supplement
Version 0.1
6.6.2 NO PARKING MARKING 690

Marking 690 is used to advise motorists of specific areas along a curbline where parking is pro-
6-22
hibited. The use of marking 690 imposes a

mandatory requirement on a motorist that he not
park his vehicle adjacent to a curbline so painted.
prohibits the parking of vehicles adjacent to

curbs so marked.
VISIBILITY PAINTING marking 691 should
consist of painting the top and front face of a curb
with alternating sections of black- and white-colored paint. The length of a black section and the
length of a white section should be equal to each
other. When precast curbs are used, each section
(or every two sections in the case of short curb
sections) may be painted with alternating colors
such that the length of each color will be in the
range of 500 millimeters to 900 millimeters to
match individual curbs. When short curbs are
used around curves the adjacent length of marking should be retained. Because of the stroboscopic effect of viewing alternating painting from
a moving vehicle, curbs or barriers with an
exposed front face higher than 400 millimeters
should not receive marking 691 over a significant
length of roadway. Where such high curbs or barriers are used, VISIBILITY PAINTING marking
691 should be limited only to discrete areas
where added visibility is required.
NO PARKING marking 690 should consist of

painting the top and front face of a curb with
alternating sections of black- and yellow-colored
paint. The pattern and lengths of the sections
should be the same as described for VISIBILITY
PAINTING marking 691. Painting of the curb
should extend from the point where the parking
restriction begins and should be a continuous,
solid marking to the point where the parking
restriction ends.
Marking 690 may be used to supplement NO
PARKING signs 377, 378, and 379 when such is
required for additional emphasis of a no-parking
area, or when geometry is such that the extent of
the no-parking area is not clearly delineated by
the use of signs only. Marking 690 may also be
used alone to delineate no-parking areas. Such
applications will be most likely in cases where
no-parking areas are broken and interspersed
among areas where parking is permitted. In such
cases it may be difficult or impractical to regulate
by signing and the use of curb painting may be
more appropriate.
The primary benefit of VISIBILITY PAINTING

marking 691 is the delineation of curbs in turning
areas such as intersections, roundabouts, and traffic separator islands. The use of marking 691 on
long stretches of straight curb on well-lighted
roadways is of limited benefit from a traffic-safety standpoint. While such sections may receive
VISIBILITY PAINTING, its use should be
weighed against the initial and long-term costs of
doing so.
It is not the intent of the Department that all curbs

in Abu Dhabi where parking is prohibited be
painted with NO PARKING marking 690 (nor
signed with NO PARKING signs 377, 378, and
379). In areas where parking is clearly not permitted and motorists are complying with such
restrictions, then no further parking prohibition
measures in the form of signs or curb painting is
necessary.
6.7
OBJECT MARKERS
6.7.1 OBJECT MARKER DESIGN
In locations where the engineer may wish to use

NO PARKING marking 690 but no curbs are present, an EDGE LINE marking 613 should be used
and will have the same effect as marking 690.
Object markers are used to mark obstructions

within or adjacent to the roadway. When used,
these markers should consist of an arrangement
of one or more of the following designs:
6.6.3 VISIBILITY PAINTING

MARKING 691
Marking 691 is used to improve the visibility of

raised curbs and to warn motorists of the presence of those curbs. The use of marking 691 has
no regulatory function and neither permits nor
Type 1
Type 2
Type 3
Type 1 markers consist of an all-yellow reflective

diamond panel 450 mm in size. A variant of this
6-23
Version 0.1
marker type incorporates nine yellow reflector

units in the panel. Each reflector unit should have
a dimension of approximately 75 mm mounted
symmetrically on a 450-mm diamond-shaped
yellow panel. Type 1 markers may be larger if
conditions warrant (see Figure 6-10, Detail 1).
approach to the obstruction should be given by

appropriate pavement markings.
Where the vertical clearance of an overhead
structure exceeds the maximum legal height of a
vehicle by less than 0.3 m, the clearance to the
nearest 0.1 m on a regulatory sign should be
clearly marked on the structure as well as on the
advanced warning sign.
Type 2 is a striped vertical rectangle approximately 300 mm by 900 mm in size with alternating black and reflectorized yellow stripes sloping
downward at an angle of 45 toward the side of
the obstruction on which traffic is to pass. The
minimum width of the yellow stripe should be 75
mm. Type 2 object markers with stripes that begin
at the upper right side and slope downward to the
lower left side are to be designated as right
object markers (see Figure 6-10, Detail 2).
6.7.3 OBJECTS ADJACENT TO THE

ROADWAY
Objects not actually in the roadway may be so
close to the edge of the road that a marker is
required. These include guardrail ends, underpass
piers, bridge abutments, handrails, and culvert
headwalls. In some cases, a physical object may
not be involved, but other roadside conditions
such as narrow shoulder drop-offs, gores, small
islands, and abrupt changes in the roadway alignment may make it undesirable for a driver to
leave the roadway. Type 2 object markers are
intended for use at such locations. The inside
edge of the marker should be in line with the
inner edge of the obstruction.
Type 3 markers indicate the end of a roadway.

When it is determined that markers should be
placed at the end of a roadway where there is no
alternative vehicular path, a marker consisting of
nine red reflectors, each with a minimum dimension of approximately 75 mm, mounted symmetrically on a 450-mm red diamond panel; or a 450mm diamond reflectorized red panel should be
used. More than one marker or a larger marker
may be used at the end of the roadway where
conditions warrant. The minimum mounting
height of this marker should be 1.20 m.
Appropriate advance warning signs should be
used (see Figure 6-10, Detail 3).
Standard warning signs should also be used where

applicable. Typical applications of markers for
roadside obstructions are shown in Figure 6-11.
6.8
6.7.2 OBJECTS IN THE ROADWAY
Text pavement markings may be used to supplement other pavement markings or signs only
when specifically authorized or directed by the
Department.
Obstructions within the roadway should be

marked with a Type 1 or Type 2 object marker.
For additional emphasis, a large surface such as a
bridge pier may be painted with diagonal stripes,
300 mm or more in width, similar in design to the
Type 2 object marker. The alternating black and
reflectorized yellow stripes should be sloped
down at an angle of 45 toward the side of the
obstruction that traffic is to pass. The minimum
mounting height should be 1.20 m.
6.8.1 GENERAL
The use of text pavement markings should be
strictly limited to situations where no other
option to present or reinforce the required message to drivers is available. No specific applications for such markings are anticipated. The provision of such markings in this manual should not
be taken as an encouragement for their use.
Rather, they are described herein to provide a
standard should there be a requirement for such
in an isolated instance.
Appropriate signs directing traffic to one or both

sides of the obstruction may be used in lieu of the
object marker. In addition to markings on the face
of an obstruction in the roadway, warning of
Version 0.1
TEXT PAVEMENT
MARKINGS
6-24
Detail 6-10-1: Type 1

75-mm yellow
reflectors
9
mm 0
13
mm 0
13
mm 0
Yellow reflective
background
450 mm by 450 mm
450 mm by 450 mm

Red
background
75-mm red
reflectors
13
mm 0
900 mm
9
mm 0
13
mm 0
170 mm
45
140 mm
70 mm
450 mm by 450 mm
300 mm
Left object marker
Right object marker
Figure 6-10
Object Markers
grounds which are then distorted by stretching

five times in the vertical direction while maintaining an unaltered width. The nominal height of
the resultant Arabic aleph and the English upper
case letters should be 2800 millimeters. A TEXT
SYMBOL message should be limited in length so
that it can be centered between parallel longitudinal pavement markings, or such a marking and a
curbline, with a minimum clearance on each side
of 150 millimeters. When both Arabic and
English messages are required the English should
be placed above the Arabic (such that approaching drivers will see the Arabic message first). The
separation between the Arabic and English text
6.8.2 TEXT SYMBOL MARKINGS 695

Markings 695 may be used to provide specific
localized amplification of existing regulatory,
warning, or guide road signs or pavement markings.
TEXT SYMBOL markings 695 should be Abu
Dhabi Municipality standard Arabic and English
fonts.
English text messages should use only upper case
letters and, if appropriate, numbers. Stencils for
text messages should be prepared based on 400millimeter x height letters on their tile back6-25
Version 0.1
Note:
Delineators should be placed at a
constant distance from the roadway
edge except that, when an
obstruction exists near the
pavement edge, the line of
delineators makes a smooth
transition to the inside of the
obstruction.
Bridge rail or
obstruction
Type 2 object
marker
Edge of roadway
Guardrail
Edge of shoulder
0.6 m to 2.0 m outside

shoulder edge
0.6 m to 2.0 m
outside roadway
edge or face of
curb
Typical spacing
60 m to 160 m
Figure 6-11
Typical Delineator Installation
Version 0.1
6-26
Delineators mounted above or

immediately behind guardrail. These
delineators are not at a constant
distance from roadway edge
because of the bridge rail.
will be achieved by stacking the distorted respective tiles.
6.9
Curbs at openings in a continuous median island

need not be marked unless individual study indicates the need for this type of marking.
DELINEATION
6.9.4 DELINEATOR APPLICATION
6.9.1 DELINEATORS
Delineation is intended to be a guide to the vehicle operator as to the alignment of the highway.
Whatever is needed to provide that guidance in a
clear and simple way should be installed.
Road delineators are light-retroreflective devices

mounted in series at the side of the roadway to
indicate the roadway alignment. Delineators are
effective aids for night driving and considered as
guidance devices rather than warning devices.
Delineators may be used on long, continuous sections of highway or through short stretches where
there are changes in horizontal alignment, particularly where the alignment might be confusing or
at pavement-width transitions. An important
advantage of delineators in certain areas is that
they remain visible when the roadway is wet.
The color of delineators should, in all cases, conform to the yellow or white color of edge lines.
Single delineators should be provided on the
right side of expressway roadways and on at least
one side of interchange ramps. These delineators
may be provided on other classes of roads. Single
delineators may be provided on the left side of
roadways and should be provided on the outside
of bends on interchange ramps.
6.9.2 DESIGN
Where median crossovers are provided for official or emergency use on divided highways and
these crossovers are to be marked, a double-yellow delineator should be placed on the left side of
the through roadway on the far side of the
crossover for each roadway.
Delineators should consist of reflector units capable of clearly reflecting light under normal
atmospheric conditions from a distance of 300
meters when illuminated by the upper beam of
standard automobile lights. Reflective elements
for delineators should have a minimum area of
approximately 100 cm. Double delineators consist of two reflector units, one mounted above the
other. Elongated reflective units of appropriate
size may be used in place of the two reflectors.
Red delineators may be used on the reverse side

of any delineator whenever it would be viewed
by a motorist traveling in the wrong direction on
that particular ramp or roadway.
6.9.3 CURB MARKINGS FOR

DELINEATION
Delineators of the appropriate color may be used

to indicate the narrowing of a pavement. The
delineators should be used adjacent to the lane
affected for the full length of the convergence
and should be so placed and spaced to show the
width reduction. Delineation is not necessary for
the traffic moving in the direction of a wider
pavement or on the side of the roadway where the
alignment is not affected by the convergence. On
a highway with continuous delineation on either
or both side, delineators should be carried
through the transition and a closer spacing may
be warranted.
Reflectorized, continuous yellow paint should be

placed on the curbs of intersection islands located in the line of traffic flow where the curb serves
to channel traffic to the right or to the left of the
island. Reflectorized, continuous white paint
should be used when traffic may pass on either
side of the divisional island.
Where the curbs of the islands become parallel to
the direction of traffic flow it is not necessary to
mark the curbs unless a study indicates the need
for this type of delineation. Where these curbs are
marked, the colors should conform to the general
principles of pavement markings.
Delineation is optional on sections of roadway

between interchanges where fixed-source lighting is in operation.
6-27
Version 0.1
6.9.5 DELINEATOR PLACEMENT

AND SPACING
Table 6-5
Suggested Maximum Spacing for
Highway Delineators on Bends
Radius of Bend (R)
Spacing on Bend (S)
(meters)
(meters)
15
6
30
7.5
45
9
10.5
60
75
12
90
13.5
16.5
120
150
19.5
180
21
210
22.5
240
24
25.5
270
300
27
Spacing for radii not shown may be
interpolated from the table. The minimum
spacing should be 6 meters. The spacing of
the first delineator on a tangent adjacent to a
bend should be 2S, the second, 3S, and the
third 6S, but not to exceed 100 meters.
Delineators, if used, should be mounted on suitable supports so the top of the reflecting head is
approximately 1.20 m above the near roadway
edge. Delineators should be placed not less than
1.0 m or more than 2.0 m outside the outer edge
of the shoulder, or if appropriate, in the line of the
guardrail. Delineators may be mounted on the
guardrail at a height less than 1.2 m.
Delineators should be placed at a constant distance from the edge of the roadway. However,
where a guardrail or other obstruction intrudes
into the space between the pavement edge and
the extension of the line of delineators, the delineators should be in line with or inside the innermost edge of the obstruction. Typical delineator
installations are shown in Figure 6-11.
Normally, delineators should be spaced 60 m to
160 m. When normal uniform spacing is interrupted by driveways, crossroads, or similar interruptions, delineators falling within such areas
may be moved in either direction, a distance not
exceeding one-quarter of the normal spacing.
Delineators still falling within such areas should
be eliminated. On expressways, a normal delineator spacing is 100 m.
devices may be used to mark any of the following type locations:
Double or vertically elongated delineators should

be installed at 30-meter intervals along acceleration and deceleration lanes.
A typical barricade is illustrated in Figure 6-12.
Spacing should be adjusted on approaches and

throughout horizontal bends so that several delineators are always visible to the driver. Table 6-5
shows suggested maximum spacing for delineators at bends.
Traffic cones and tubular markers are sometimes

used outside of construction and maintenance
areas for general traffic control purposes. Such
uses include adding emphasis to channelizing
lines or islands.
6.10 BARRICADES AND

CHANNELIZING DEVICES
These devices should be a minimum of 450 mm

in height and made of materials to withstand
impact without damage to the devices or vehicles. Large-size devices should be used wherever
more conspicuous guidance is needed.
1. Roadway ends in a dead end or cul-de-sac

with no outlet.
2 A ramp or lane closed for operational purposes.
3. The permanent or semipermanent closure or
termination of a roadway.
6.10.2 CHANNELIZING DEVICES
6.10.1 BARRICADES
Red-and-white barricades are to warn and alert
drivers of the terminus of a road, street, or highway in other than construction or maintenance
areas. The stripes on the barricades should be
reflectorized white and reflectorized red. These
Version 0.1
The color of cones and tube markers outside construction and maintenance areas should be the
same as the pavement marking these devices are
supplementing or substituting. These markers
6-28
200
150
1100 mm
200
150
200
150 mm
450 mm minimum
75 mm
100 mm
75 mm
75 mm
Barricade
Tubular Marker
Traffic Cone
Figure 6-12
Barricades and Channelizing Devices
6-29
Version 0.1
should be kept clean and bright for maximum target value. For nighttime use, the markers should
be reflectorized.
Figure 6-14 illustrates curb painting and pavement markings for perpendicular, diagonal, and
parallel parking spaces adjacent to fire hydrants.
Two typical channelizing devices (a tube and a

cone) are illustrated in Figure 6-12.
Note that parking spaces need not be arranged to

be centered on a fire hydrant and that the hydrant
may be located anywhere within the curbed
width or depth of the space. The parking space
providing the best street visibility and access to
the fire hydrant should be marked for no stopping. The fire-hydrant sign combination, however, should be placed in the center of the curbed
width or length of the prohibited parking space.
6.11 CURB PAINTING AND

PAVEMENT MARKING
FOR FIRE HYDRANTS
6.11.1 CURB PAINTING FOR FIRE
HYDRANTS ALONG
ROADWAYS MARKING 695
Along roadways, curb painting is used in conjunction with NO STOPPING sign 370 and FIRE
HYDRANT SUPPLEMENTARY PLATE 590 to
reinforce to motorists the prohibition against
stopping in front of a fire hydrant.
In front of fire hydrants, curbstones should be
painted red for a length of 12 meters, six meters
to either side of the fire hydrant and the fire
hydrant combination sign.
Curb painting for fire hydrants along roadways is
illustrated in Figure 6-13.
6.11.2 CURB PAINTING AND PAVEMENT MARKING FOR FIRE

HYDRANTS ADJACENT TO
PARKING SPACES
Where a fire hydrant is located adjacent to a
parking space, curb painting and pavement marking is used in conjunction with NO STOPPING
sign 370 and FIRE HYDRANT SUPPLEMENTARY PLATE 590 to reinforce to motorists the
prohibition against parking in that space.
Curbstones should be painted red (marking 695)
for the width (for perpendicular and diagonal
parking) or length (for parallel parking) of the
parking space. In addition, the parking space
should be closed with a 100-millimeter-wide
line across its entrance. Diagonal hatch markings,
100 millimeters wide, should run at one-meter
intervals throughout the space.
Version 0.1
6-30
F. H. W. 14/1 NO. . .
Curb painted red
Standard curb painting

12000 mm
Figure 6-13
Curb Painting for Fire Hydrants Along Roadways Marking 695
6-31
Version 0.1
Sign 590 with

NO STOPPING sign 370
Fire hydrant
1000 mm (typical)
Curbstone painted red
for one parking space only
45 (typical)
100 mm
100 mm
100 mm
Sign 590 with


45 (typical)
1000 mm (typical)
90
(typical)
100 mm
100 mm
100 mm

Sign 590 with

Fire hydrant
45
(typical)
100 mm
100 mm
100 mm
Figure 6-14
Curb Painting and Pavement Marking for Fire Hydrants Adjacent to Parking Spaces
Version 0.1
6-32
7
7.1
utility works with the safety of motorists, pedestrians, and workers foremost in their minds.
ROADWORKS
TRAFFIC CONTROL
The same geometric and safety-design principles

that apply to the design of permanent roadways
should also govern the design of temporary traffic control situations. Temporary traffic control
situations must not be allowed to be interpreted
as being synonymous with substandard traffic
control situations. If anything, the unusual and/or
more restrictive conditions found in roadworks
areas can dictate the necessity of even higher
standards of safety. The aim should be to accommodate traffic in roadworks areas using geometric design considerations and traffic control
devices comparable to those found in a normal
permanent roadway operating at the speed anticipated in the roadworks zone.
GENERAL
Roadworks are defined as any roadway or utility

construction, maintenance, or repair works
occurring within or near a road right of way.
Incident areas (traffic accidents, spillage, etc.),
police-control points (check points, traffic surveys, etc.), and special-event management (major
sports or cultural events) and other short-term
disruptions to normal roadway operations also fit
within the functional definition of roadworks
traffic control.
When approaching a roadworks area, motorists
are faced with an unexpected, unusual, and frequently substandard driving situation. As a result,
special care must be taken in implementing temporary traffic control measures in association
with roadworks. Because roadworks are relatively short-term situations, traffic control in these
areas is often given scant consideration. An
unusual situation with an ill-conceived trafficcontrol scheme creates a doubly dangerous situation. Such would never be tolerated as part of the
permanent operations nor should it be tolerated
as part of the roadworks.
7.1.1.2
The standardization of devices is important for

the purpose of advising motorists of conditions
within a roadworks traffic control area.
The color yellow has been designated as a unique
color reserved for use in roadworks areas. All
traffic control devices within a roadworks area
should have yellow as their background color.
Black and/or red border and/or symbols, in combination with yellow, should also be predominant
work area colors. The uniform application of
these colors on traffic control devices throughout
a roadworks area will provide motorists with a
visual indication that they are approaching and
navigating a roadworks area where roadway conditions are not normal and that they should exercise additional caution.
7.1.1 BASIC PRINCIPLES

The purpose of roadworks traffic control is to
provide safe and effective work areas and to
warn, control, protect, and guide vehicular and
pedestrian traffic. To accomplish this, the respect
of the driver must be earned by the appropriate,
prudent, and consistent use of temporary traffic
control devices. While each roadwork area may
have unique elements, certain fundamental principles and procedures should be considered.
7.1.1.1
UNIFORMITY
Another aspect of uniformity is the standardization of the application of roadworks traffic control devices. Often, traffic control in a roadworks
area is executed using traffic control devices that
are substandard or nonstandard in material,
design, or placement. Principles described
throughout this manual with respect to permanent
traffic signing are uniformly applicable to roadworks signing. Only devices described or permitted in this manual should be used for roadworks
traffic control and they should be used in a uniform and standardized manner.
SAFETY
Traffic safety in a roadworks traffic control zone

should be an integral and high-priority element of
every roadway construction project from the
design process until project construction is complete. Similarly, government and utility agencies
must plan and conduct their maintenance and
7-1
Version 0.1
7.1.1.3
FUNCTIONALITY
When inconsistent markings are retained, extra

attention must be given to ensure motorists can
easily follow the detour geometry.
Traffic movements in a roadworks area should be

inhibited as little as possible. Traffic control for a
roadworks area should be designed acknowledging that motorists will reduce their speed only if
they perceive a situation which warrants such.
Therefore, reduced speed zones through a roadworks area should be avoided whenever practical, should be used only when dictated by geometric conditions, and should be applied with
realistic speed limits.
7.1.1.4
Every work zone should be routinely inspected

under varying traffic conditions and at different
times of day to ensure that the traffic control
devices are maintained so that they are clearly
visible, properly located, clean and in good
repair, and are operating safely and effectively.
An important part of this inspection process must
include the immediate removal or covering of
any traffic control device which is no longer relevant.
Lane drops, lane narrowing, sharp curves, or

other abrupt or frequent geometric changes
should likewise be avoided. When such are
unavoidable, adequate warning, delineation, and
channelization by means of pavement markings,
signing, and other devices must be used to effectively provide motorists with clear and positive
guidance. These devices must be effective under
the anticipated conditions of traffic volumes, traffic speeds, and lighting conditions. In turn, this
requirement will have an effect on the geometric
design, which must provide sufficient space for
standard levels of temporary signing.
This level of control can best be achieved by

assigning an authorized site safety officer to each
work site. The site safety officer at small sites
should automatically be the gang foreman. At all
sites the site safety officer must be accountable
for the original traffic management system and
the maintenance of this system to ensure the safety of the workers, pedestrians, and the motoring
public.
The site safety officer must have the skill and
authority to act to modify traffic control measures or even halt construction in order to ensure
traffic and site safety. The site safety officer must
keep a record of all accidents occurring at the site
in sufficient detail to permit analysis to improve
site traffic management.
To reduce complex traffic operational conditions

to an acceptable level of simplicity, geometric
changes should occur in individual stages, each
of which requires only one basic driver action,
with a stabilization area between each stage. For
example, the closure of two lanes should be done
in two individual transition areas. Likewise, a
lane closure should not end and a sharp horizontal curve begin at the same point, but should be
separated by a suitable stabilization area (see
Section 7.1.2). However in exceptional circumstances a single taper as shown in Figure 8-24
(Chapter 8) may be used.
7.1.2 TRAFFIC CONTROL ZONE

When traffic is affected by construction, maintenance, or utility operations, traffic control is
needed to safely guide and protect motorists,
pedestrians, and workers. Although individual
roadwork areas may have unique features, most
roadworks traffic control zones can be broken
down and considered as five distinct areas. Each
area has a unique and important function as part
of a complete roadworks traffic control zone.
Figure 7-1 illustrates these five parts of a roadworks traffic control zone.
A particular functional problem in roadworks

areas is original pavement markings that conflict
with revised detour geometry. Permanent pavement markings that are inconsistent with temporary travel paths and would misguide motorists
should be removed on all but very short-term
operations. For short-term operations, existing
markings may be left in place unless so doing
creates a definite hazard. No original pavement
marking should be left in place that may tend to
lead drivers straight into a barrier or work area.
Version 0.1
MAINTENANCE
7-2
ZONE
ROADWORK
GUIDELINES
TERMINATION
AREA
0.5L or less
WORK
AREA
Varies
STABILIZATION
AREA
0.5L to L
(2L if separating transitions)
TRANSITION
AREA
For S < 70 km/h L=DS/160

For S > 70 km/h L=DS/1.6
ADVANCED
WARNING
AREA
100m to 2km
L = Length of Taper
D = Displacement in meters
REPRESENTATIVE TAPER LENGTHS
S = Approach Speed in km/h

= Direction of Travel
(km/h)
(meters)
(meters)
40
60
80
100
4.0
4.0
4.0
4.0
40
90
200
250
Figure 7-1
Roadworks Zone Traffic Control Areas
7-3
Version 0.1
7.1.2.1
ADVANCE WARNING AREA
This area is used to advise motorists that there are

temporary conditions ahead of them that require
particular care. In some instances, a stepped
reduction in the speed will be required within this
area. These speed reductions should be indicated
at reasonable intervals (200 meters minimum)
and occur in 20 kilometers per hour steps until
the speed for which the traffic control has been
designed is indicated. It is good practice to repeat
the final speed limit at least once.
The transition area must be clearly defined using

appropriate channelizing devices and should conform to the layout depicted on the guidance signs
preceding it. Complex transition situations
should be broken down into a number of standard
transition situations. No signing for subsequent
transition conditions should be included in a transition area, but rather should occur in the stabilization area separating the two transitions.
The length of the advance warning area should

relate directly to measured approach speed. A
realistic distance must be allowed for speed
reduction. High traffic volumes will be better
handled if the standard length of this area is generous, since more time is needed to comprehend
the sign messages and react to them under heavy
traffic conditions. For posted approach speeds of
100 kilometers per hour and moderately high to
high traffic volumes, a base length for the
advance warning area of 1000 meters is required.
For freeway conditions, especially in rural areas,
a length for the advance warning area of 2000
meters is preferred. If traffic volumes are low
and/or posted approach speed is 80 kilometers
per hour or less, this length may be reduced to
600 meters.
The length of a transition area will depend on the

approach speed of traffic and the amount of
alignment shift involved in the transition.
Minimum lengths should be determined by the
following formula:
Minimum lengths should be determined by the
following formula:
L= DS/160 for S < 70 km/h
L= DS/1.6 for S > 70 km/h
L= Minimum required length of transition in
meters.
D= Required lateral displacement of vehicles in
meters.
S= Approach speed of vehicles to the roadworks
area traffic control zone in kilometers per
hour (posted speed limit or 85th percentile
speed whichever is greater).
Urban sites will commonly have limited space

for advance warning area signs. However, every
attempt should be made to provide adequate
advance signing. High-speed arterials should
normally have sufficiently long block lengths to
allow advance warning areas in the range of 600
to 300 meters. On lesser roads or in busy business
areas, shorter advance warning areas in the range
of 150 to 75 meters should be used.
Consideration should also be given to extending
lane closures and the relevant signing into the
preceding block and onto intersecting roads, as
applicable.
7.1.2.2
The alignment of the transition area should be

either a straight taper (in the case of a lane drop)
or a reverse curve (in the case of an alignment
shift).
7.1.2.3
Shift position on the roadway without reduction in the number of lanes.
Version 0.1
STABILIZATION AREA
The purpose of this area is to allow traffic flow to

stabilize after negotiating a transition area before
reaching another change of condition or the work
area. If more than one transition area is required
to achieve the final traffic configuration, the signing for the second or subsequent transitions
should be located within the intervening stabi-
TRANSITION AREA
This is the area in which drivers are required to

take action, such as:
Merge two lanes into one (lane drop).

Cross the central median (crossover).
Enter a detour completely separate from the
road under construction.
7-4
lization area(s). When the stabilization area

occurs between a transition area and the work
area the stabilization area will also serve as a
buffer between the inherently dangerous work
area and the transition area where loss of vehicular control is most likely. The buffer space provides a margin of safety for both traffic and
workers. If a driver does not see the advance
warning or fails to negotiate the transition, a
buffer space provides room to stop before the
work area. It is important that the buffer space be
free of equipment, workers, materials, and workers' vehicles.
This should follow the same principles given for

a transition area at the start of a site.
End roadworks signs and conventional speed
limit signs restoring the normal speed limit conditions should be erected together as soon as possible after the end of the termination area.
7.1.3 DEPLOYING ROADWORKS

DEVICES
One of the most critical periods during the life of
a roadworks operation is the initial deployment
of the roadworks traffic control devices. The
steps listed below should be followed in the
deployment of traffic control devices at roadworks:
When a stabilization area separates two transition

areas, the length of the stabilization area should
be double the length of the longer of the two transition areas being separated. When a stabilization
area separates a transition area from the work
area, the length of the stabilization area should be
not less than one half the length of the preceding
transition area, and preferably equal to the length
of the preceding transition area when space permits.
7.1.2.4
1. A traffic control plan, with a level of detail

appropriate for the complexity of the work
involved, should be prepared, approved, and
understood by all parties responsible for the
roadworks on site.
2. All necessary traffic control devices and
appurtenances identified in the traffic control
plan should be procured and assembled on
site prior to deployment.
3. All traffic control devices that can be
installed without interference with existing
traffic operations should be deployed. Signs
erected that are not yet applicable, but that
may be seen by drivers on roadways currently in use, should be covered to prevent confusion.
4. The deployment of the remaining traffic control devices, which will result in a diversion
of traffic from current travel paths, should be
done during hours of low traffic volumes.
For major roadways this may require a latenight deployment.
5. Deployment should begin at the upstream
end of the advance warning area with
advance warning signs being uncovered or
erected progressively towards the transition
area. Next, channelizing devices, signs, and
other traffic control measures should be
deployed from the start of the transition area
progressively to the stabilization area,
through the work area and on to the end of
the termination area. To the maximum extent
possible, workmen and equipment should
WORK AREA
The work area is that portion of the roadway

which contains the work activity and is closed to
traffic and set aside for exclusive use by workers,
equipment, and construction materials. Work
areas may remain in fixed locations or may move
as work progresses. This area must be adequately defined by delineators in complex conditions.
Where there is a risk to traffic or workers of vehicles entering the work area, temporary barriers of
a standard sufficient to prevent this are recommended to contain traffic within the designated
roadway. When traffic is relocated well away
from the work area little action is required along
its length other than to protect construction vehicles and employees.
7.1.2.5
TERMINATION AREA
This area involves the return of traffic flow to

normal flow conditions. In simple cases this can
be achieved by a relatively rapid taper of channelizing devices. In this case, the length of the
termination area may be one-half of the computed transition area length or less. In more complex
conditions a reverse crossover may be required.
7-5
Version 0.1
remain on the back side (away from the traffic) of channelization devices during deployment.
6. Conflicting existing signs should be removed
or covered.
7. Conflicting existing pavement markings
should be removed and new temporary markings installed (if conditions warrant, "stick
down" type temporary markings may be
required until the more permanent temporary
marking can be installed under traffic).
8. Following completion of deployment the
roadworks zone should be immediately
inspected by the site safety officer with any
misplaced devices or confusing situation corrected. A careful monitoring of the roadworks zone by the site safety officer, especially for the first few days of operation, is
essential to detect and correct any difficulties
experienced by drivers at various times of the
day or night and under varying traffic conditions.
such a diversion, the signs must conform to the

exclusive temporary color code reserved for
roadworks signing and be positioned as indicated
in this chapter.
The following sections do not deal with individual sign types unless the only application of a
specific sign is in a roadworks situation (e.g.,
advance warning ROADWORKS sign 7441).
The significance of a roadworks version of a normal sign remains the same as indicated in
Chapters 3, 4 and 5. The signs are, however,
illustrated in Figures 7-2 to 7-5 in their appropriate colors for use at roadworks.
For roadworks signs based on a normal, nonroadworks sign, the number "7" is added before
the normal sign's number to indicate the roadworks version of the sign. For example, sign 346
prohibits left turns in a normal situation. Its roadworks counterpart, sign 7346, prohibits left turns
in a roadworks situation. In this example, only
the background color of the sign changes.
The removal of roadworks zone traffic control

devices should occur in generally the reverse
order of deployment, beginning at the termination area and working back through the advance
warning area. Roadworks devices no longer
needed should be removed completely from the
roadway and inapplicable roadworks signs
removed or covered. Conflicting temporary
pavement markings should be removed from the
permanent roadways.
7.2
7.2.2 REGULATORY SIGNS

All subclasses of regulatory signs may be used at
roadworks sites.
7.2.2.1
Control signs commonly used at roadworks comprise:
TRAFFIC SIGNS
7.2.1 GENERAL
Regulatory, warning, and guidance traffic signs
comprise a major part of the temporary traffic
control devices used at roadworks sites.
STOP sign 301.

GIVE WAY sign 302.
GIVE WAY TO PEDESTRIANS sign 303.
NO ENTRY sign 304.
ONE WAY TRAFFIC signs 305, 306 and
307.
Any of these signs may be used at roadworks and

when used should retain their normal colors as
specified for permanent applications.
If a traffic diversion is constructed fully in all

respects to normal geometric standards, normal
regulatory, warning, and guidance signs may be
specified for the diversion. However, even in
such circumstances of geometric design it may be
considered beneficial to use roadworks signs just
to make drivers aware that the conditions are
temporary. If any of the geometric or other design
parameters are below normal standards within
Version 0.1
CONTROL SIGNS
STOP-SLOW SIGN 7308

Sign 7308 is a special variation of STOP sign
301. At roadworks sites it can be used to control
alternating one-way streams of traffic through a
restricted part of the roadworks site. A pair of
7-6
Roadworks Control Signs
301
302
304
303
305
306
307
7308
Roadworks Mandatory Signs
7321
7322
7323
7324
7325
7326
7327
7328
7329
Roadworks Prohibition Signs
7339
7340
7341
7342
7343
344
7346
7347
7348
7349
7350
7351
7352
7353
7354
7355
7356
7365
Roadworks Freeway
Control Sign
Roadworks Parking Control Signs
7371-7373
7374-7376
7377-7379
7380-7382
Figure 7-2
Regulatory Signs at Roadworks
7-7
7399
Version 0.1
Roadworks Advance Warning Signs (not all signs shown)
7401
7402
7403
7407
7408
7409
7411
7412
7413
7414
7415
7416
7417
7418
7419
7420
7421
7422
7423
7424
7425
7427
7428
7429
7430
7435
7441
7442
7443
7450
Roadworks Hazard Marker Signs and Devices
7451
7452
7458
7454
7455
7460
7456
7459
Figure 7-3
Warning Signs at Roadworks
Version 0.1
7-8
7457
7461
Roadworks Traffic Movement Affected by Obstruction Signs
7465
7473
7466
7467
7468
7469
7474
7475
7476
7477
7481
7482
7483
7470
7472
7478
Roadworks Additional Lane Signs
7479
7480
Roadworks Lane Control Signs
7484
7485
7486
Roadworks Lane Merge Signs
7490
7491
7492
Figure 7-4
Diagrammatic Signs at Roadworks
7-9
Version 0.1
Roadworks Route Marker and Trailblazer Signs
7501
7503
7505
7508
Roadworks Direction Signs
7512
At-Grade Vertical Stack Sign (single)
7515
Chevron Detour Sign
7589
Supplemental Plate
7512
At-Grade Vertical Stack Sign
Figure 7-5
Guide Signs at Roadworks
Version 0.1
7-10
The following prohibitory sign is not appropriate

to a normal or "permanent" application and is to
be used exclusively for roadworks situations:
MAXIMUM WIDTH LIMIT SIGN 7356
Sign 7356 requires that drivers of vehicles
exceeding the indicated width should not proceed
beyond the sign.
Sign 7308
flagmen may control traffic movement by alternately stopping and releasing traffic in opposing
directions using the STOP sign as a hand-held
"paddle" on which the reverse side indicates the
message "SLOW" in black on a yellow background.
Sign 7308, when displaying the STOP face,
requires that a driver of a vehicle should stop
such vehicle at the point indicated by the flagmen, AND, when displaying the SLOW face,
requires that a driver of a vehicle should proceed
slowly through the restricted work area until
advised otherwise by an appropriate road sign.
7.2.2.2
Sign 7356
MANDATORY SIGNS
MAXIMUM WIDTH LIMIT sign 7356 should
be located 25 to 50 meters in advance of the limited-width structure, preferably on both the right
and left sides of the approach roadway. The width
indicated within the sign should be at least 200
millimeters less than the minimum width measured at the structure. The width should be
expressed on the sign to the next lowest one-decimal place of a meter.
All signs in this group may be used at roadworks

sites, although TURN RIGHT (or LEFT)
AHEAD ONLY sign 7324 (or 7325) and PASS
EITHER SIDE sign 7326 are unlikely to be used.
When used at roadworks the signs in this group
should have a black on yellow color code so that
the arrow and border are black on a yellow background. It should be noted that the black border is
set in from the outer edge of the sign to leave a
thin outer yellow border.
7.2.2.3
7.2.2.4
PARKING CONTROL SIGNS
Temporary prohibitory NO STOPPING signs

7371 to 7376 and NO PARKING signs 7377 to
7382 in their various forms may be used at roadworks or building construction sites in their temporary form using a yellow background. When
such roadworks signs are used any conflicting
permanent prohibitory or permissive parking sign
which is in position on the section of road should
be covered or temporarily removed. The use of
temporary roadworks permissive parking signs is
unlikely to be warranted. It is more practical,
when necessary, to modify the scope and extent
of existing permissive parking signs and to simply reposition these or to provide new signs.
PROHIBITORY SIGNS
All signs in this group may be used at roadworks

sites. The signs retain their red border, and slash
where appropriate, and black symbols, but the
background color should be yellow.
The use of the roadworks version of NO OVERTAKING sign 7349 will be particularly relevant
on two-lane, two-way roads during the period
when a new section of road has been surfaced but
pavement markings are not yet in place.
7-11
Version 0.1
7.2.2.5
7.2.3 WARNING SIGNS
FREEWAY CONTROL SIGNS
END OF FREEWAY sign 7399 may be used, if

required, in a black on yellow form when roadworks on a freeway are such that the freeway can
no longer operate to the accepted standards of a
freeway.
All types of warning signs are particularly appropriate in a roadworks environment, from the most
minor maintenance operation to the construction
of a new road or the rehabilitation of a freeway.
The majority of signs covered in Chapter 4 may
be used in a temporary capacity with a yellow
background. The most common of these are illustrated in Figures 7-3 and 7-4.
The meaning of the various roadworks signs
remains as stated in Chapter 4 although their
positional application may vary from that for normal warning signs. A number of signs which are
appropriate to use at roadworks only, and therefore to manufacture in the black on yellow color
code only, are covered in detail in the following
sections.
7.2.3.1
ADVANCE WARNING SIGNS
Virtually all advance warning signs may be used

in a roadworks form. The most likely ones are
illustrated in Figure 7-3. The following advance
warning signs are, however, unique to roadworks
and not appropriate to a normal or "permanent"
application.
Sign 7399
BEGINNING OF FREEWAY sign 398 should

not be used in a temporary roadworks form.
When a freeway has temporarily been downgraded during roadworks, a normal BEGINNING OF
FREEWAY sign 398 should be located beyond
the end of the work area to indicate a return to
normal freeway operation.
ROADWORKS SIGN 7441

Sign 7441 warns drivers of vehicles that there are
roadworks ahead and that they should prepare to
Sign 7441
Version 0.1
7-12
reduce speed and/or proceed with caution

through the work area and its approaches.
On the basis that it is commonly used as the first

sign, or pair of signs, in a sequence of roadworks
signs, sign 7441 should be located at a distance
from the start of any change in traffic conditions
resulting from roadworks, as indicated in Table
7-1. A clear sight distance should be maintained
to the sign whenever possible.
ROADWORKS sign 7441 is the universal warning sign for all levels of roadworks. It should be
carried by every municipal, service agency, or
contractor's gang. Sign 7441 may also be displayed within a high-visibility background as the
first advance warning sign in a sequence of roadworks signs preceding a major work site or
detour around such a site (i.e., at the start of an
advance warning area). In all situations except
the most minor work site, sign 7441 should be
used in conjunction with a SUPPLEMENTARY
PLATE sign 7589 mounted below the sign displaying the distance to the site.
When the approach speed to a roadworks site is

over 60 km/h, sign 7441 should be placed on both
the right and left side of the carriageway on dualcarriageway roads.
At a major roadworks site, ROADWORKS sign
7441 may be used more than once in a sequence
of signs within an advance warning area and it
may be used locally to specifically warn of the
presence of workers close to the roadway within
Table 7-1
Location of Roadworks Sign 7441
Approach Speed Required Speed
Distance Of (First)
Typical Roadworks
(85th percentile)
Reduction
Sign 7441 From Start (1)
Condition
(km/h)
(km/h)
(meters)
1000
minimum
20
100 or more
2000 minimum
40 or more
1000 preferred
1. Lane drop/deviation/major
80
20 or more
600 minimum
works
600 preferred
60
20(2)
300 minimum
600-300
100
(3)
2. Maintenance work off roadway
200-100
60
(3)
600-300
100
20
3. Maintenance work on shoulder
300-200
60
(3)
800
20
100
4. Mobile maintenance (with
1000
40
adjustment if work requires a
600
20
similar treatment to item 1) (4)
60
600
40
600 minimum
5. Temporary traffic signal or
100
100
200-150
STOP-SLOW control
60
60
100 preferred
6. Community environment, local
60-30 minimum
road narrowing, or service
40-60
20
work
NOTES:
1. The start of the roadworks site means the point where a transition area begins, or if one is not
used, where the work area commences.
2. If the work situation is within a community the requirements given in item 6 may be considered more
appropriate.
3. The driver reaction required is one of caution and a preparedness to slow down if necessary,
rather than an immediate speed reduction.
4. Mobile maintenance operations require considerable care in the management of approaching traffic.
Lane drops or detours may prove essential to safe operation. The advance sign(s) for a mobile
operation should move with the work so that they are never more than 2000 meters in advance of
the work.
7-13
Version 0.1
a roadworks zone. It is recommended that sign

7441 also be used at the end of a construction site
when traffic is returned to normal conditions, as
a courtesy to drivers, with a SUPPLEMENTARY
PLATE sign 7589 mounted below the sign displaying the message "END" in Arabic and in
English.
Sign 7441 should be pole mounted for all installations covered by Table 7-1 or similar situations,
with the exception of very short term or mobile
work when the sign may be mounted on a movable stand.
Sign 7443
FLAGMAN AHEAD SIGN 7442

7.2.3.2
Sign 7442 warns road users that there is a flagman ahead and they should take note of his signals and be prepared to reduce speed or stop if
required to do so.
HAZARD MARKER SIGNS
In a similar way to the normal applications of

hazard marker signs, temporary versions of the
signs should be used extensively in roadworks
areas to warn road users of the specific position
of hazardous obstructions. The signs are illustrated in Figure 7-3.
HAZARD PLATE signs 7451 and 7452 and SINGLE CHEVRON signs 7454 and 7455 may both
be used in addition to, or in place of, traffic cones
to delineate curves and tapers within a roadworks
zone. For such an application the signs and their
support materials should be manufactured from
plastic or similar deformable materials which are
suitable for the application of retroreflective
materials (see Section 7.3.5).
7.2.3.3
Sign 7442
This class of warning sign has great potential to

assist drivers to negotiate roadworks sites safely.
In general they are recommended for use in
advance of the start of a transition area in conjunction with appropriate SUPPLEMENTARY
PLATE sign 7589. It is also recommended practice to locate signs on both sides of a roadway
and, in addition, to repeat this treatment approximately 200 meters closer to the transition area. In
this way drivers are given a pictorial representation of the approaching change in circumstances
up to four times before they actually reach the
point of change.
FLAGMAN AHEAD sign 7442 may be used in

very short-term situations (e.g., at an accident site
within a roadworks zone) or in more permanent
conditions where the hazard is particularly severe
or for traffic control purposes (see Section 7.4).
A SUPPLEMENTARY PLATE sign 7589 indicating the distance to the flagman should be
mounted below the sign. The sign should be
located on the right side of the roadway at a distance from the flagman as indicated in Table 4-1
and with a clear sight distance. Sign 7443 may be
used in place of sign 7442 when appropriate.
Version 0.1
DIAGRAMMATIC WARNING
SIGNS
7-14
Typical of the conditions which occur at roadworks sites and which may be depicted on temporary diagrammatic warning signs are:
A SUPPLEMENTARY PLATE sign 7589 indicating the distance to the median detour may be
mounted below the sign.
REDUCED WIDTH OF ROADWAY SIGNS

7474 TO 7478
Lane drops or closures (only ONE lane drop

per transition area or per sign).
Diversions through a median island or onto a
service road or separately constructed detour
road.
Pavement narrowing.
An indication of additional lanes ahead in
order to reduce the risk of impatient drivers
overtaking too soon in an unsafe manner.
Additional lanes where these may not be
expected and may result in increased traffic
friction.
Lane use control by goods vehicles within
roadworks.
Lane merging conditions.
Sign 7474
Signs appropriate to many of these conditions are

described in Chapter 4. The following signs are
additional examples which are appropriate to use
at roadworks.
Sign 7475
Signs 7474 to 7478 warn drivers of vehicles that

the roadway they are traveling on is reduced in
width over a considerable distance and is bordered by a barrier or excavation.
MEDIAN DETOUR SIGNS 7467 TO 7470

REDUCED WIDTH OF ROADWAY signs 7474
to 7478 may be warranted and used under similar
conditions to those stated for signs 465 and 466
in Chapter 4.
Signs 7467 to 7470 warn drivers of vehicles that

the roadway they are traveling on will detour
through a median or barrier, executing a reverse
curve in the process.
A SUPPLEMENTARY PLATE sign 7589 indicating the distance over which the hazard exists
may be mounted below the sign.
A representative selection of temporary diagrammatic warning signs is illustrated in Figure 7-4.
When a new concept is considered for a sign face
design, care must be exercised to adhere to the
standard design criteria given in Chapter 4.
Alternative diagrammatic warning sign face
designs must be approved by the Department
prior to implementation.
Sign 7469
Sign 7470
Throughout the text of this section references

have been made to the use of SUPPLEMENTARY PLATE sign 7589. These signs are purely
information signs without a specific regulatory,
warning or guidance function. They should,
therefore, not be used on their own. Their function is to clarify the point to which a regulatory or
warning sign applies (distance "to" or distance
MEDIAN DETOUR signs 7467 to 7470 may be

warranted and used under similar conditions to
those stated for signs 465 and 466 in Chapter 4.
7-15
Version 0.1
"for") or the degree of severity of the hazard

(advisory speed) or to give other general information (end).
to be reused many times when they have to be

repositioned, simply by changing the supplementary plates.
Because regulatory sign messages normally

apply from the point at which the sign is placed,
the use of SUPPLEMENTARY PLATE sign
7589 with regulatory signs is relatively infrequent. It is also a basic principle governing the
use of regulatory signs that they should not normally be used to "warn" of a regulation coming
into force up ahead. While this principle should
also apply to roadworks the likelihood that it may
be necessary to apply the principle with discretion is greater as a result of roadworks. When the
need to indicate the existence of a regulation
ahead arises, and this requires some action by
drivers before reaching the point of its application, it is recommended that a custom-designed
sign be used rather than a supplementary plate.
This should generally be a map or pictorial sign
and may include a regulatory sign.
7.2.4 GUIDE SIGNS

Amended guide signs indicating destination
names are only likely to be required at major
roadworks or where a diversion or detour is in
place as a result of roadworks.
In the simplest of cases, where the detour leads
without any risk of misdirection back onto the
original road, CHEVRON DIRECTION sign
7515 may be used. These signs should display the
word "Detour" in Arabic and English. Sign 7515
may be positioned strategically through the
detour, pointing to the right or left as appropriate,
as the detour changes direction. It will therefore
commonly supplement roadworks cones, delineators, or SINGLE CHEVRON signs 7454 and
7455. In such instances, advance signing using
appropriate diagrammatic warning signs, without
destination names, is likely to be adequate.
In a roadworks environment SUPPLEMENTARY PLATE sign 7589 should be used with the
majority of warning signs to enhance the clarity
of their message for the following reasons:
When a diversion or detour is such that drivers

may be confused as to which direction to take in
order to reach their intended destination, existing
direction signs should be amended or replaced to
convey the correct messages. Under such circumstances, when an existing sign still remains correct in part, the alterations should be indicated
either:
The visual clutter of roadworks sites makes it

otherwise difficult to correlate the sign with
the situation ahead of which it is warning.
Drivers are commonly subjected to more frequent messages affecting the driving task
(not only from road signs) that may affect
their ability to judge conditions accurately.
When used on successive signs in a sequence
of signs to give drivers a sense of rate of
progress or a "countdown" into the site.
SUPPLEMENTARY PLATE sign 7589 is not

appropriate with hazard-marker warning signs,
only with signs used in advance of a hazard such
as advance warning signs or diagrammatic warning signs placed in advance of the conditions to
which they apply.
If the route is altered to the extent that most or all

of the directions on the sign are altered in some
way, it is recommended that a new sign be used
in advance of the junction in accordance with the
positioning criteria given in Chapter 5. If there is
any doubt about the geometric standard of the
detour or if the destinations are substantially
rearranged, a new sign should be erected with a
It is generally recommended that supplementary

plates for use with roadworks signs not be manufactured in one piece with the relevant sign but
are manufactured as separate signs and attached
to the same support as the sign they are supplementing. This will allow the larger warning signs
Version 0.1
By overlaying the altered destination message with the correct one using a temporary
plate with a yellow background and black lettering, or
By covering the incorrect message and erecting a separate additional temporary sign indicating the appropriate revised direction in
black legend on a yellow background.
7-16
yellow background and black letters, arrows, and

borders. Otherwise existing direction signs may
be retained. However, the mixed use of typical
guide signs and roadworks guide signs throughout the length of a detour may be confusing or
disorienting for drivers. If a detour is to be in
place for some time or if a detour is long, typical
guide signs should be replaced by roadworks
guide signs throughout the length of the detour,
regardless of whether the typical guide signs
offer accurate guidance and information.
they are impacted by a vehicle the damage to the

vehicle is limited and the risk of injury to workers is minimized.
Many of the channelization devices listed above
are used in multiples at regularly spaced intervals. When the construction project is of even a
few hours duration the devices are likely to be
disturbed from their original alignment due to
being struck, due to construction activities, and
commonly as a result of the air displacement of
passing vehicles. Under such circumstances they
will quickly cease to perform their intended collective function of providing alignment guidance.
Sections of channelization devices must therefore
be regularly patrolled and "repaired" either by
repositioning of devices or by replacement if the
devices are no longer capable of achieving their
individual function.
In order to reduce costs of such relatively large

temporary direction signs to more acceptable
limits, the information displayed for temporary
direction may be limited to the display of the
route number shields only on temporary route
marker signs and temporary trailblazer signs (see
Figure 7-5).
7.3
CHANNELIZATION
DEVICES
When setting out a medium- to long-term section

of channelization it is a recommended practice
that the required positions of movable channelization devices be marked on the road surface
using small paint marks. This will enable devices
to be repositioned or replaced with a minimum
effort and with minimum exposure of workers to
the hazards of passing traffic. This same spot
marking technique may be used for maintenance
operations, which will go on for several days, but
which are put in place every morning and
removed every evening.
7.3.1 GENERAL
Channelization devices are elements of the total
system of traffic control devices used at roadworks sites to provide the safest possible environment for road users and workers. The function
of channelization devices is to alert road users to
alterations in the roadway alignment or width
resulting from construction activities. Their use is
particularly relevant when such changes in alignment create hazardous or potentially hazardous
circumstances for road users.
7.3.2 PAVEMENT MARKINGS

Pavement markings comprise two specific types
of channelization device, namely:
Channelization devices should be used within

transition areas, stabilization areas, work zones
and termination areas (see Figure 7-1). They
should be placed so as to provide a smooth and
gradual change of alignment or width of roadway. They may also be used in small numbers on
a very localized basis at small maintenance work
sites.
Flush markings normally applied in the form

of paint or thermoplastic materials, or
Raised markings.
There are two main factors related to pavement

marking that are relevant to their use within
roadworks sites:
The range of channelization devices available

includes, but is not limited to, pavement markings, cones, drums, barriers, barricades, delineators, and other individual illumination devices.
All vertically positioned channelization devices
should be constructed so that in the event that
7-17
The need to maintain, modify, or remove

existing pavement markings during the roadworks period, and
The need for additional temporary pavement
markings as part of the channelization treat-
Version 0.1
ment required to control the use of a roadworks site.
way alignment involving traffic shifts within

roadworks should not be undertaken if site
resources, in terms of manpower and/or equipment, are not available to achieve a safe and
effective result.
The effect of both of these factors is very much

dependent on the duration of the work to be
undertaken. Due to the relative difficulty of
removing and applying pavement markings, particularly when traffic still occupies the section of
road, short-term modification may be costly to
achieve. This factor must be born in mind at the
time that roadworks traffic control plans are being
prepared so that the need to remove and apply
temporary pavement markings is minimized.
7.3.2.1
Irrespective of the duration of the work, such

inspections should take particular note of pavement markings which might inadvertently lead
drivers away from the intended path. If a barrier
or barricade is placed across any lane line or centerline marking in such a way that any lane leads
straight into the barrier, steps must be taken
immediately to remove this visual hazard. For
short-term situations the relevant sections of road
marking should be obliterated by using black,
textured, pressure-sensitive tape. This tape can be
applied simply and quickly and can normally be
removed with little difficulty. This action should
be taken under appropriate circumstances even
for work which will only last for four to eight
hours. When a lane is temporarily closed to traffic the same technique should be adapted so that
the lane line markings are hidden over the full
length of the tapering section. The only acceptable alternative action is to use flagmen to warn
and control approaching traffic, but if work is not
completed by nightfall, attention must be paid to
this hazardous aspect of the existing markings.
PAINTED MARKINGS
In terms of color, shape, and dimensions there are

no differences between permanent and temporary
pavement markings. The enhanced line-to-gap
ratio of broken line markings may be used to
improve the visual effect of temporary pavement
markings, particularly when these are used with
reduced geometric standards(see Chapter 6 for
details).
Painted pavement markings have the limitation
that they may be obliterated or rendered ineffective very easily due to:
Heavy traffic volumes.

Resurfacing operations on an adjacent section of road.
Wind-born dust and debris.
Adverse weather conditions.
There is otherwise likely to be little need for

temporary painted markings at short-term work
sites of up to 72 hours duration. In such circumstances adequate delineation can be achieved
using other channelizing devices to indicate modified vehicle paths.
Insofar as painted markings may be affected,

short-term work is likely to be unplanned or reactive (e.g., a localized and urgent need to repair a
service or some similar circumstance). In contrast, medium- to long-term work should involve
some degree of planning for pavement marking.
Subject to the ease with which paint marking

equipment may be used within a detour, longer
tasks lasting up to two weeks may be marked,
when necessary, using similar white pressuresensitive marking tapes. (Where two-way traffic
is in operation, yellow pressure-sensitive marking tapes should be used.) For tasks of this duration it will not normally be necessary to mark or
remark edge lines.
When construction or maintenance work lasting

more than one work shift necessitates modified
vehicle paths through the work site, day and night
drive-through checks should be made by the
work supervisor or site safety officer to evaluate
the safety and effectiveness of the revised or
temporary pavement markings. This drivethrough inspection should occur, if at all possible,
before any new section of a detour or a modified
roadway is opened to traffic. Revisions to roadVersion 0.1
For planned work that is expected to last more

than two weeks, painted markings on the various
temporary alignments should be applied using
conventional equipment. Any redundant painted
markings must also be removed at this time,
7-18
preferably by using high-pressure water blasting.

This treatment leaves a minimum of pavement
scars and completely removes old markings.
Blacking out existing markings or using harsher
removal techniques is not recommended as these
methods leave residual lines that, under adverse
light conditions, can appear as clearly as a painted marking, resulting in significant confusion for
drivers. If removal methods such as sand-blasting
are used, care should be taken to avoid leaving
these residual or phantom lines.
markings subject to the same rules regarding

color and spacing as are given for permanent
applications in Chapter 6.
Permanent and temporary raised pavement markers may be used to provide an audible warning to
drivers that they are straying off the intended
vehicle path. This application may often be warranted at roadworks due to the common use of
reduced geometric standards. In such circumstances raised pavement marker spacing should
be reduced over short localized distances if
appropriate. Permanent and temporary raised
pavement markers may also be used to increase
the visibility of longitudinal pavement markings
and thereby their alignment and the visibility of
gore areas when roadways split.
The planning of medium- to long-term work,

which will require regular and significant alterations to pavement markings, must take specific
account of the need to mark, remove, and remark
lines on a regular basis over a common section of
roadway. Minimizing this aspect of the work
should be an integral part of the preparation of
the roadworks traffic control plans. The following factors should be given consideration:
Temporary raised pavement markings may be

used to completely replace longitudinal paint
markings when the latter will be subject to considerable wear and it will be difficult to regularly
maintain them. Raised pavement markers used in
this manner can also be very effective in keeping
vehicles in their own lanes (raised pavement
markers should therefore not be used over sections of detour where merging or weaving movements are required). When used in this manner
raised pavement markers should be spaced at
approximately one meter centers so that four
raised pavement markers will replace a three
meter paint marking.
The use of short-life paint, which will not

require much removal effort (e.g., a waterbased paint).
The use of pressure-sensitive tapes.
The use of removable raised pavement markers (see Section 7.3.2.2).
The above factors are also relevant when paint

markings are temporarily required on intermediate surfacing levels during phases of construction.
Temporary raised pavement markers should be

applied to the road surface using an approved
non-hardening adhesive mastic to permit their
removal for realignment and/or re-use as necessary. The approved adhesive must not only permit such removal but must also resist movement
under vehicle impact.
When a road construction project is complete and

ready for opening to traffic, all road markings
must be in place in accordance with the roadmarking design and the provisions of Chapter 6
before the road is opened.
7.3.2.2
RAISED PAVEMENT MARKERS
7.3.3 CONES
Raised pavement markers used for temporary
applications have the same functions as permanent markers, namely:
Traffic cones are a very visible type of traffic

control device used for channelization purposes.
They have the capability to be deployed quickly
in emergency situations, a worker can carry several at a time with ease and they can be stored in
a compact manner. When used at close spacings
they can effectively delineate any type of temporary alignment within a roadworks site.
To supplement other markings.

As vehicle positioning guides.
As a substitute for other markings.
Raised pavement markers may be used as a form

of temporary marking to supplement painted
7-19
Version 0.1
7.3.3.1
TRAFFIC CONE DEVICE 7459
Traffic device 7459 is a nondirectional device

which, by virtue of the number used at closely
spaced centers, warns road users of a short-term
realignment of a lane or roadway.
The color of all cones should be fluorescent

red or red-orange.
The base should be sufficiently heavy to ballast the cone to withstand air buffeting from
vehicles passing at 60 km/h (the base may be
designed to accept additional ballast such as
sandbags provided this is designed in such a
way that it does not create any additional
hazard).
Any cone used during the hours of twilight,
darkness and/or dawn should be fitted with a
yellow sleeve of retroreflective material so
that this sleeve occupies approximately the
middle third of the height of the cone. This
sleeve should have a smooth sealed outer surface and should have the same effective color
by day and by night.
7.3.3.3
TRAFFIC CONES control device 7459 should

be the primary channelization device used to
define roadway alignment in the form of:
Device 7459
7.3.3.2
CONE DESIGN PARAMETERS
TRAFFIC CONES device 7459 should conform

to the following design requirements:
They should be conical in shape and manufactured from a material capable of withstanding many impacts without sustaining
damage and without risk of damage to vehicles or injury to workers.
They should have a hollow construction and
be capable of being stacked one inside the
other to fit into compact spaces.
The minimum height for use at minor works
and emergency or accident sites should be
450 millimeters.
The minimum height for use on arterial roads
and freeways should be 750 millimeters and
1000 millimeters respectively.
The nominal diameter of the cones at their
base should be:
Tapers, including lane drops.

Sharp curves.
Reverse curves, including median crossovers.
Reduced roadway width adjacent to the work
site.
Traffic islands, including traffic circles.
Localized hazard marking particularly at
minor work sites.
The traffic cones may be placed on one side or

both sides of a roadway. Table 7-2 gives the recommended spacing between cones for various
applications.
Cone spacing may be reduced if necessary to
improve visual effectiveness of temporary roadway alignments. Cone spacing should be set at 6
meters when the work area is 200 meters or less
in length. Cone spacings in excess of 50 meters
will permit drivers to easily enter a work area and
are not recommended. Spacings set in the upper
range may be reduced around curves with a
radius in the range of 300 meters to 600 meters.
- 250 millimeters for a height of 450 millimeters.

Version 0.1
CONE APPLICATIONS
When cones are also intended to provide a visual

restriction or channelization of pedestrian movement, 1000-millimeter-high cones should be used
7-20
Table 7-2
Recommended Cone Spacings
Center-to-Center
Cone Spacing
(meters)
Temporary Condition
Transition Area Taper
1 in 10 or less
1 in 20
1 in 30
1 in 40 or more
Transition Area Crossover
curve radius under 60 meters
curve radius over 60 meters
Stabilization or Work Area (assumed to be straight)
Long Straight Work Areas (including maintenance work areas)
Localized Minor Work Area
and placed at two-meter maximum spacing. Such

cones should be physically interconnected by
either a purpose-made, rigid barricade panel or
by nylon rope with yellow and red strips of plastic warning tape "tiger tape" securely fixed
at third points between.
2
4
6
8
1
2-4
6-20
20-50
1-2
way or from entering an area closed for roadworks or other special operations.
Barricades are temporary portable devices used
to demarcate areas that are not open to traffic in
the form of vehicles or pedestrians. Such areas
commonly include the stabilization area (or
buffer zone) in advance of a work area or localized minor excavations.
Precautions must be taken to ensure that cones

remain in their intended position both from a safety and from a site efficiency and effectiveness
point of view. For long-term installations bases
may be fixed to the road surface with an approved
nonhardening removable adhesive. When a more
adjustable installation is required, the base of the
cone must be ballasted sufficiently to resist the
buffeting caused by passing vehicles.
7.3.4.1
BARRICADE DEVICE 7460
Traffic device 7460 is a nondirectional barricade

which warns road users, both pedestrians and
drivers, of a hazard in their path beyond which
they should not proceed. The device may be used
to demarcate work areas, including footpaths and
minor excavations to improve the conspicuousness of such areas during construction, maintenance, or repair and when it is not necessary to
specifically indicate a direction of movement.
The target value of cones used in a localized

manner at roadworks sites may be increased by
inserting a red flag in the top of one or more
cones. Similarly lighting devices may be located
on top of selected cones to enhance their conspicuousness both by day and night.
Device 7460
Traffic cones used for channelization purposes

may be supplemented by more directional channelizing devices such as delineators (see Section
7.3.5).
7.3.4.2
BARRIER AND BARRICADE

DESIGN PARAMETERS
7.3.4 BARRIERS AND BARRICADES

The most commonly used types of barrier are the
steel W-section guardrail and the concrete barrier. Both types may be used for temporary installation during roadworks when safety requirements match those specified for their normal permanent application. The design parameters for
Barriers are permanent or temporary devices

placed on or adjacent to the roadway at hazardous locations that are capable of physically
preventing vehicles from leaving the traveled
7-21
Version 0.1
temporary installations of these barriers should

conform to those applicable to a permanent
installation. Concrete barriers may, however, be
used in a "portable" form in the sense that they
are placed on the road surface in a temporary
position and may be moved about, using the
appropriate equipment. When manufactured for
use in this manner, temporary concrete barriers
should be provided with some form of proven
connecting device. This may be as simple as providing recesses near the top and bottom of each
end of a section of barrier to permit the use of
coupling plates which will allow the barrier to be
bolted together. Heavy vehicular impact with
such connected portable concrete barriers may
result in limited movement of one or more barriers. If zero deflection under impact is required,
the portable barriers must be pinned to the road
surface on which they are placed, in addition to
being connected together longitudinally.
CHEVRON signs 7456 and 7457 should comprise a minimum of three chevrons for unidirectional barricades and six chevrons (three right
plus three left) for bidirectional barricades.
Optionally, one or more KEEP RIGHT (or LEFT)
signs 7327 (or 7328) may be mounted on top of a
unidirectional barricade for additional directional
visual impact. The height of the MULTIPLE
CHEVRON sign should be 400 millimeters for
approach speeds of 60 km/h or less and 600 millimeters for higher approach speeds. The barricade should be mounted so that the lower edge is
at least 1200 millimeters above ground level in
order to be clearly seen above any other channelization devices such as traffic cones.
BARRICADE control device 7460 should be
200-millimeters, 300-millimeters, or 400-millimeters high and five modules long, giving
lengths of 1000 millimeters, 1500 millimeters or
2000 millimeters.
Barricades may be directional or nondirectional.

Directional barricades should comprise a combination of temporary MULTIPLE CHEVRON
signs 7456 and 7457 and KEEP RIGHT (or
LEFT) sign 7327 (or 7328). The MULTIPLE
The various types of barricades are illustrated in

Figure 7-6 and Figure 7-7.
SIGN 7327
SIGN 7328
SIGN 7327
SIGN 7457
SIGN 7456
Detail 7-6-1: Minimum Barricade, Left

(directional)
Detail 7-6-2: Enhanced Barricade, Right

(directional)
Mandatory Signs 7321 to 7328 SHALL NOT be used with SIGN 7458
SIGN 7458
Detail 7-6-3: T-Junction (Road Closed Ahead) Barricade

(directional)
Figure 7-6
Examples of Directional Barricade Devices
Version 0.1
7-22
1 meter minimum
2 meters maximum
200 mm to
300 mm
15
0
mm
150
mm
45
1.0 meter
minimum
Type of
support
varies
2 meters minimum
200 mm to
300 mm
2.0 meter
minimum
500 mm
mm
150
15
0
mm
45
Figure 7-7
Examples of Nondirectional Barricade Devices
7-23
Version 0.1
7.3.4.3
BARRIER AND BARRICADE

APPLICATIONS
more and should taper from the edge of the traveled way at a rate of 1 in 6 or preferably 1 in 10.
If such a treatment is not possible the end of the
barrier must be offset as much as possible and be
tapered over at least three sections of barrier (6
meters) to a height of not more than 200 millimeters. The offset end must then be protected
by some informal form of crash cushion such
as sandbags or tires.
The primary temporary application of barriers as

described above is to prevent vehicles leaving the
traveled way or from entering the work area.
Their use should be determined by engineering
analysis but is likely to be particularly relevant
under the following circumstances and when
high volumes of traffic are present:
Barricades should be provided behind all tapers

formed by cones or delineators at major roadworks sites when the approach speed of traffic is
60 km/h or more. For any taper of 100 meters or
more in length, two barricades should be provided at approximately one-quarter and three-quarters of the distance along the taper (see Section
8.4). Barriers may be used in a similar way at any
other part of a deviation or detour when a shift in
traffic alignment is required and space is available to accommodate the signs.
When a roadway is diverted from its normal

path through a small radius curve (barriers
may be required on one or both sides of the
roadway).
To replace a wide median when this has to be
eliminated to reduce road cross-section width
as part of the roadworks.
To separate opposing streams of traffic on a
specially constructed detour roadway.
To protect vulnerable roadside features
against the risk of vehicle impact.
The use of barriers at minor works is not generally warranted unless same specific circumstance
such as poor sight distance or competition from
advertising lighting is making visibility of the
work area difficult for drivers. However, it may
be necessary to protect a localized excavation
from encroachment by vehicles or pedestrians. In
this case the use of nondirectional BARRICADE
device 7460 may be appropriate.
In the majority of the above situations, a temporary barrier will also act as a channelization
device. In order that it can satisfy this function it
should be light in color or conspicuously marked.
A barrier may be used in conjunction with other
channelization devices such as traffic cones or
delineators. When used at a sharp change of
direction it is recommended that the alignment of
the barrier be made clear by means of SINGLE or
MULTIPLE DELINEATOR signs 7454 to 7457
mounted on or above the barrier at recommended
intervals (see Section 7.3.5). Warning lights may
be used (see Section 7.3.8).
7.3.5 DELINEATORS
Delineators are channelization devices which
may be used to delineate a temporary roadway
alignment. It is their function to impart a strong
directional message, either to the right or to the
left.
The W-section guardrail (or other similar steel

guardrails) does not lend itself to frequent repositioning and should therefore only be considered
for medium- to long-term installation (six weeks
or more).
7.3.5.1
The introduction of short sections of temporary

barrier should be avoided if possible. The risk of
vehicular impact on the end of an introduced barrier should be mitigated by whatever means possible. Temporary guardrail must be provided with
the same standard of end treatment as is specified
for permanent installations. Approach ends of
portable concrete barriers should be offset from
the path of approaching traffic by 6 meters or
Version 0.1
DELINEATOR SIGNS 7454 AND

7455
Signs 7454 and 7455 are temporary versions of

hazard marker signs called DELINEATORS
which, due to their ability to impart a directional
message, warn road users of a hazard in their path
on a medium- to long-term realignment of a lane
or roadway and indicate the direction of movement necessary to avoid the delineated hazard.
7-24
riers, as close to the top as possible, or they

should be securely mounted on top of the barriers.
Sign 7454
7.3.5.2
Signs 7454 and 7455 should not be used individually as hazard markers. The temporary version
of HAZARD MARKER signs 7451 or 7452
should rather be used for this purpose.
Sign 7455
DELINEATOR DESIGN
PARAMETERS
7.3.6 OBJECT MARKERS

Object markers may prove useful in a roadworks
traffic control situation. As the use of object
markers in a roadworks situation is the same as in
a typical application, instructions and guidance
for their use is the same as covered in Section 6.7.
Temporary DELINEATORS signs 7454 and

7455 should conform to the dimensions given for
signs 454 and 455. The minimum size of a
DELINEATOR sign is 400 millimeters by 400
millimeters. Larger sizes may be used provided
sufficient space is available to accommodate the
sign.
7.3.5.3
7.3.7 DRUM DEVICE 7461

Drums are cylindrical containers used for channelization or delineation. Drums should have a
minimum height of at least 800 mm and a minimum diameter of at least 500 mm. The markings
on each drum should consist of at least two horizontal reflecting yellow and two red bands that
completely encircle the drum. Each such band
should be between 100 mm and 200 mm in width
and if there are nonreflectorized bands between
the horizontal red and yellow stripes, they should
be a maximum of 50 mm wide. Only plastic
DELINEATOR APPLICATIONS
Delineators should be used to demarcate a

change in alignment in exactly the same way as
SINGLE CHEVRON RIGHT (or LEFT) signs
454 (or 455) as described in Section 4.3.2. They
may be used on their own or to supplement other
channelization devices such as traffic cones or
barriers that do not give a directional message.
The signs should normally be located on the outside of a sharp curve although they may be used
on both sides of a curve particularly when a
reverse curve is being signed.
Warning light
(optional)
When used with traffic cones, delineators should

be mounted on separate supports (i.e., not
attached to the cones) and at such a height that
they are clearly visible above the top of the
cones. They should be spaced according to Table
4-3 although in cases of very sharp temporary
alignment it may be beneficial to reduce these
spacings. Care should be taken to ensure that all
delineators are mounted at a common height
above the road surface so that when seen by drivers as a series of signs they indicate changes in
vertical elevation as well as horizontal alignment.
Delineator signs 7454 and 7455 may also be used
above and behind sections of temporary guardrail
used on curving alignments. They should be used
with portable concrete barriers when these are
placed around curves. In this case the signs
should be attached to the vertical face of the bar-
100-200 mm
Minimum total
height: 800 mm
100-200 mm
100-200 mm
100-200 mm
May be
nonreflective
Device 7461
7-25
Version 0.1
drums should be used. The red and yellow bands

should be reflectorized with a material that has a
smooth, sealed outer surface, which will have
approximately the same color both day and night.
These lights are intended for use on maintenance

and construction work with warnings signs, barricades, drums, reflecting panels, or other
devices.
Drums should not be weighed with rocks, concrete, asphalt, sand, or any other substance to the
extent that they become hazardous to motorists if
struck. Generally, no more than 250 mm of sand
or similar material in the bottom of a drum will
be sufficient to prevent it from being moved by
the wind and passing vehicles. Each drum should
have drain holes in its bottom to release accumulated water.
Three types of light are available, namely:
(NOTE: The Institute of Transportation

Engineers [ITE] purchase specification for flashing and steady-burn warning lights is to be used
with respect to color, size of lens, flash-rate, and
minimum "on-time" when calling for the supply
of warning lights).
Where drums are placed in the roadway, advance

warning signs should also be used.
During the hours of darkness, warning or delineation lights may be placed on drums in the manner described in Section 7.3.8.1. Arrow signs
may be mounted on the top of drums where necessary.
Warning and delineation lights should be

attached by vandal-resistant fasteners to warning
and channelization devices. When the lights are
placed on barricades, they should be mounted
with the bottom of the lens approximately 1
meter above the ground.
7.3.8 ILLUMINATED DEVICES

Despite the highest levels of attention to the safety aspects of road construction and maintenance
activities circumstances do occur which drivers
cannot be expected to anticipate and therefore
detect a hazard. This is particularly the case at
night when drivers' vision and field of view is
sharply reduced.
Flashing and steady-burn yellow warning lights

should have a minimum mounting height to the
bottom of the lens of 1000 millimeters above the
road surface. Type A lights must also be capable
of sustaining 24-hour operation with a low rate of
failure and should be visible on a clear night from
a distance of 900 meters. Type B lights should be
visible on a sunny day, without the sun being
directly on or behind the light, from a distance of
300 meters. The higher-intensity light may need
to be fitted with a dimming device for use during
night-time.
Under these conditions it is often desirable to

supplement retroreflective signs and channelization devices with illuminated devices. These can
take a number of forms, the most appropriate of
which are:
7.3.8.2
Flashing yellow warning lights.

Steady-burn yellow warning lights.
Yellow warning arrow panels.
7.3.8.1
WARNING ARROW PANELS

SIGN 7462
Yellow warning arrow panels should conform to

the general requirements given in Table 7-3. The
minimum legibility requirements given in the
table are based on the concept of conforming to
decision sight distance requirements and requires
driver comprehension on a sunny day or a clear
night.
WARNING AND DELINEATION

LIGHTS
Yellow warning lights should consist of a

portable, enclosed, lens-directed, battery-operated light which should be capable of being illuminated to flash or operate in a steady-burn mode.
Version 0.1
Low-intensity flashing warning light (ITE

Type A).
High-intensity flashing warning light (ITE
Type B).
Steady-burn light (ITE Type C).
7-26
Sign 7462 (typical)
Type
Minimum Size
1
2
3
600 mm x 1200 mm
750 mm x 1500 mm
1200 mm x 2400 mm
Table 7-3
Warning Arrow Panels
Minimum Number
Minimum Lamp
of Panel Lamps
Candlepower
12
1000
13
7000
15
8800
The arrow panels should be rectangular, solidly

constructed, and finished in a semi-matt black
material. The panels may be mounted on fixed
supports or on a trailer or vehicle. The minimum
height to the underside of the sign from the road
surface should be 2.2 meters although it is recommended that vehicle-mounted panels be positioned as high as is practical.
Warning arrow panels should be capable of variable operation so that any of the following modes
may be selected:
Warning arrow panels should also conform to the

following requirements:
Minimum Legibility
Distance
800 m
1200 m
1600 m
Left flashing arrow.

Right flashing arrow.
Left and right flashing arrows.
A general caution indication involving the
use of four or more lamps in a nondirectional pattern.
Recent advancements in display technologies

have paved the way for light emitting diode
(LED) panels to be widely used in traffic-related
display signs. LEDs are diodes that have been
specially designed to emit light rather than heat
during their operations. The long duration life
provided by LED-based technology as well as its
inherent low power consumption requirements
considerably reduce the operating and maintenance costs of the LED-based panel and dramatically improves the visual display technology.
The LED panel is typically provided with an
electronic photo sensor device to reduce the light
output intensity automatically at night.
They should be capable of being dimmed to

50 percent of their rated lamp voltage.
The lamp flash rate should be between 25
and 40 flashes per minute.
The minimum lamp "on-time" should be 50
percent for arrows.
The lamp (or lenses) should be recessed or
provided with a screening hood to prevent
"phantom" effects caused by sunlight striking
the lamps (or lenses).
7-27
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7.3.8.3
ILLUMINATED DEVICE
APPLICATIONS
maintenance vehicles, is likely to be limited

although they may be beneficial at longer-term
fixed local maintenance sites.
Steady-burn warning lights (ITE Type C) are

appropriate for supplementing other forms of
channelization device, if, after a drive-through
inspection of the site it is considered that the
retroreflective devices used need further
enhancement either by night or by day. Steadyburn warning lights may, for instance, be used in
conjunction with traffic cones to delineate the
traveled way through detour tapers or curves. The
recommended rate of use is one light to every
second cone (or at spacings equal to double the
appropriate cone spacings if used with a continuous barrier; see Table 7-2).
Warning arrow panels should also be used to

supplement other traffic control devices used for
channelization purposes. While warning arrow
panels cannot be expected to solve difficult traffic problems by themselves, they may be effective in reinforcing the intention of the other
devices. Their use is particularly appropriate in
the following circumstances:
Low-intensity flashing warning lights (ITE Type

A) may be used to continually warn drivers of the
commencement of a hazardous or potentially
hazardous area when they must exercise particular care. They may be used in conjunction with
advance warning signs, barriers, or cones located
on the approach to a roadworks site. They should
not be used for delineation purposes because a
series of flashing lights may in fact make the
intended vehicle path less obvious. Long lines of
uncoordinated but closely spaced flashing lights
may also create random fluctuating light patterns
which could be distracting to drivers.
The most likely benefit to be achieved by using a

long-range device such as the warning arrow
panel is that drivers will tend to change lanes in
the required direction (indicated by arrow) earlier than they might otherwise do so, resulting in
improved merging of the parallel traffic streams.
If this is a requirement of the site under consideration, use of a warning arrow panel is warranted.
The panel should be positioned in a safe position,
preferably behind other delineation devices, at
the start of the taper or other change in direction.
Warning arrow panels can be particularly effective on high-volume, high-speed roads when traffic tends to obscure many of the other channelization devices.
High-intensity flashing warning lights (ITE Type

B) may be used in similar circumstances to lowintensity lights to identify the most serious of
hazards. Their use is particularly appropriate
when a hazard is sufficiently severe that it needs
to be identified to drivers in daylight.
In certain circumstances, yellow rotating beacons
may be used as an alternate form of ITE Type A
or Type B flashing warning lights. The light from
a rotating beacon is not directed, but is transmitted in all directions. As such. use of rotating beacons should be limited to vehicle-mounted applications (since changing vehicle positions relative
to traffic may make a unidirectional flashing light
ineffective) or at fixed locations where misdirected light is screened such that uninvolved
motorists are not distracted.
Type 1 arrows are appropriate to low-speed urban

streets whereas Type 2 is appropriate for intermediate speeds and for moving maintenance operations on high-speed roads. Type 3 arrow panels
should be specified for high-volume, high-speed
traffic flows through construction sites (see Table
7-3).
The application of warning lights during shortterm maintenance activities, other than on the
Version 0.1
To provide long-range warning of a temporary change in direction of a road, particularly at the end of a long, straight approach.
To similarly give long-range warning to drivers of a lane closure in support of standard
diagrammatic warning signs.
To provide a high-visibility sign for slowmoving maintenance operations when the
warning arrow panels should be mounted on
a separate vehicle that is running at the rear
of the moving train of maintenance vehicles.
The vehicle carrying the arrow should also be
equipped with other appropriate signs and
with vehicle flashing lights.
7-28
7.3.9 FLOODLIGHTING
controls and the reasons for their use. It is also

essential that the workers involved in the traffic
control are well trained in their tasks.
From time-to-time, the work area of a roadworks

zone will be floodlighted to permit construction
work to occur during hours of darkness. Such
may be particularly the case with maintenance
activities executed at nighttime to take advantage
of low traffic volumes.
7.4.1 HAND SIGNALING

Hand signaling devices such as STOP-SLOW
paddles, red flags, or warning lights may be used
manually to control traffic through restricted
work zones.
Care must be taken to ensure that the placement

of floodlights do not result in light shining directly toward approaching traffic, creating glare in
the eyes of drivers. If floodlighting is used within a roadworks zone the site safety officer should
check the adequacy of its placement. This is best
done by driving the roadworks zone in each
direction of travel to observe any floodlighting
glare problems.
STOP-SLOW sign 7308 should be at least 600

millimeters wide. It should be fitted with a rigid
handle and should be made of light-weight rigid
or semirigid material. The sign should be retroreflective for use at dusk, night, or dawn. STOPSLOW control may be used to control construction vehicles as they enter the traffic stream within a roadworks site, or it can be used to control
one-way movement within a site or alongside
maintenance operations such as resealing or chipand-spray activities. The control requires two
operators equipped with paddles, one at each end
of a section. The actions of the operators should
be controlled by means of hand-held two-way
radios when the site is lengthy. One of the operators should be nominated to be in charge of the
operation. The use of STOP-SLOW paddles on a
one-way section of road requires the allowance
of a clearance period during which both operators
should display a STOP indication. On long sites,
operators should communicate with each other
regularly and should identify the last vehicle to
enter the section if the ends of the section are not
inter-visible.
Roadways in a roadworks zone should be illuminated for all high-speed or high-volume roadways or in areas with difficult geometry.
Generally, the illumination of a roadworks area
should conform to the same lighting criteria
applicable for the permanent roadway it is located on. The requirements of the Department for
the permanent roadway should equally apply to
the roadworks zone.
7.4
OTHER FORMS OF
TRAFFIC CONTROL
It is the nature of road construction and maintenance sites that they cannot always work in a
free-flow condition of vehicular and pedestrian
movement.
Red or fluorescent red flags, a minimum of 600

millimeters square, made of a durable and cleanable material may be used to control traffic in a
similar manner by means of standard "STOP"
signals. Red flags may also be used by a single
flagman in a localized emergency situation to
warn traffic of another form of control ahead, or
to take particular care and be prepared to stop if
necessary. Flagmen are responsible for traffic
safety and have a high degree of contact with the
motorist. In selecting personnel to operate as
flagmen, site safety officers should look for the
following qualities:
At some stage localized traffic control may

become necessary when a major part of the site
width needs to be occupied by workers and
equipment. It should be the primary function of
any form of traffic control involving the occasional stopping of traffic that it move vehicles
and pedestrians as safely and effectively as possible through or around the work area while at the
same time protecting workers and equipment.
When considering the use of the forms of traffic
control mentioned below it is essential that good
public relations be pursued through the various
news media by publicizing the existence of the
7-29
Version 0.1
Good physical condition including sight and

hearing.
Average intelligence.
Mental alertness.
An ability to communicate with the public in
a courteous but firm manner.
A neat appearance.
A strong sense of responsibility for the safety of the public and site staff.
driver of the last vehicle in the group following

the pilot car should be given a small red flag to
hand to the flagger at the other end of the section.
The pilot car should be light weight and easy to
handle. The name of the contractor or contracting
authority should be prominently displayed on the
vehicle. The pilot car sign should be visible from
the rear of the vehicle. A flashing yellow beacon
may be mounted on the top of a pilot car for additional identification.
Flagmen must wear high-visibility clothing in

fluorescent red or yellow. At night they should
wear a retroreflective vest or jacket of yellow,
white, or in a patterned combination of these colors. Notwithstanding these requirements, care
must also be taken to ensure that the clothing of
flagmen contrasts with their working environment and other colors may be necessary.
Two or more pilot cars may be needed to guide

two-way traffic through a complex or hazardous
detour.
7.4.3 TEMPORARY TRAFFIC

SIGNALS
Temporary traffic signal installations may be used
in a similar manner to the hand signals described
in Section 7.4.1 to control alternating one-way
traffic at a location within a roadworks site not
normally subjected to such control.
Flagmen must be sited sufficiently far in front of

a STOP position that drivers have enough time in
which to stop when required. They should stand
on the shoulder adjacent to the lane being controlled or in the closed lane, well clear of the traveled way, within the protection of barricades if
possible. Advance warning FLAGMAN AHEAD
sign 7442 (or STOP-SLOW CONTROL AHEAD
sign 7443, as appropriate) must be in position
before the flagging operation starts. Under no
circumstances should a flagman stand in a running traffic lane. Flagmen should not allow other
workers to congregate around their station. They
should, as part of the their duties, be aware of
other workers in their vicinity who may be in
danger if a driver fails to obey his signal, and
should be able to issue an audible warning to
them. At night, flagman stations must be adequately illuminated.
The equipment used should conform to all standards and specifications normally imposed for
the supply and installation of permanent traffic
signals except that the switching may be specified to be manually operated or vehicle-actuated
via temporary induction loops. The timing equipment should be capable of being calibrated to
offer sufficiently long all-red intervals between
directional switching to permit traffic to clear the
controlled section before the release of an opposing flow.
Typical applications of such temporary traffic
signals include:
7.4.2 PILOT CAR

A pilot car can be used to guide a group of vehicles through a work area or detour. It is especially effective when the route is relatively long, hazardous, complicated, or frequently changed. The
operation of the pilot car must be coordinated
with the flaggers at each end of the section, as in
the case of the flag-carrying car.
Any long one-way section of roadway operated

in this way must be carefully checked to ensure
that vehicles cannot enter or leave the section
anywhere between the end control points.
Sufficient room must be provided for the pilot car

to turn around at each end of the section. The
Version 0.1
One-way through sections of roadway adjacent to the work area (including maintenance
operations).
At temporary junctions on a detour or deviation with temporary "haul" roads used by
construction vehicles and plant.
7-30
Temporary advance warning TRAFFIC SIGNAL

AHEAD signs 7430 should be located in advance
of each traffic signal. If traffic signals are used to
control a haul road, sign 7430 should also be
placed on the haul-road approaches. If the signals
on any approach are not visible from an adequate
stopping-sight distance, the advance warning
signs should be equipped with flashing warning
lights.
7-31
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8
8.1
TYPICAL
APPLICATIONS
signs in addition to those shown may be warranted and should be included if necessary for the
safety and welfare of the public.
GENERAL
8.2
AT-GRADE JUNCTIONS
The purpose of this chapter is to provide graphical representations of how regulatory signs,
warning signs, guide signs, pavement markings
and roadworks devices are used in various typical
roadway situations. The figures that make up this
chapter are largely graphical and illustrative in
nature. Specific dimensions for placement of the
traffic control devices are generally not shown so
as to discourage manual users from designing
from Chapter 8 alone. Guidance for the design of
various traffic control devices should be obtained
as appropriate from other chapters in this Manual
and used with discretion relative to the actual circumstances and configuration being confronted
by the designer.
This section illustrates typical combined applications of the use of regulatory signs, warning
signs, guide signs and pavement markings for atgrade junctions. Where relevant to the situation
being illustrated traffic signals are also indicated.
There is a great deal of scope for variation in geometric detail with the majority of applications
illustrated. This section should not be seen as a
guideline for geometric design. Similar but differently detailed geometric layouts should be
signed and marked according to the illustrated
principles.
In each of the figures, color representations of

each pavement marking and sign are shown to
aid the manual user in visualizing the relationships of the various elements. For each figure in
this chapter, a cross-referenced section includes
notes with comments, directions, exceptions, or
information that is pertinent to the situation
depicted by the figure.
Figure 8-1 depicts several representative configurations of situations found on local access roads
within a community. The sizes of signs and pavement markings are shown in a relative scale and
are based on a speed limit of 40 kilometers per
hour.
The configurations and guide signs shown on the

following applications are hypothetical and do
not necessarily represent actual locations in Abu
Dhabi. They are intended solely to represent typical signing for a given configuration of roadway
or junction. Signing and pavement marking positionings shown represent preferred locations. To
the maximum extent possible, signing locations
should be considered in the geometric design of a
roadway with provisions made in the roadside
design to accommodate these signs. When signing existing configurations the locations indicated should be followed to the maximum extent
possible, but some variation may be found
unavoidable.
1. Join adjacent sections of NO PASSING

LINE marking 611 when less than 32 meters
apart.
2. Break in NO PASSING LINE marking 611 at
junctions should be a minimum of 8 meters,
centered on intersecting road centerline.
3. Paint all curbs within junctions and on curves
with VISIBILITY PAINTING marking 691.
The use of VISIBILITY PAINTING marking
691, as illustrated, is intended to help identify junctions under limited or adverse lighting
conditions. In general, therefore, the sections
of marked curbs illustrated should not be
connected unless the unmarked section
between is less than 8 meters in length.
4. The use of MULTIPLE CHEVRON signs
456, 457 and 458 is optional. These signs
should not be used unless lighting, background, or geometry obscure the presence of
a termination or change in direction of the
8.2.1 ROAD JUNCTIONS IN

COMMUNITY AREAS
NOTES:
In general, the signing shown in the following

applications are considered minimum (unless
signs are indicated as being optional). While it is
desirable to minimize the number of signs used,
8-1
690(900x900)
690(900x900)
690(900x900)
690(900x900)
Figure 8-1
Road Junctions in Community Areas
8-2
roadway alignment. Ordinarily the change in

roadway direction will be evident as a result
of pavement markings otherwise required;
curb painting; and/or street lighting.
5. See Chapter 3, Section 3.2.2 for determination of use of STOP sign 301 versus GIVE
WAY sign 302.
6. Recommended setbacks for STOP LINE
marking 601 and GIVE WAY LINE marking
602 are typically one meter as shown.
Greater setbacks may be required to accommodate left turning traffic depending on
intersection geometry. The absolute minimum setback should be 500 millimeters.
4.
5.
6.
8.2.2 ARTERIAL MIDBLOCK U-TURN

AND LOCAL ROAD TJUNCTION
7.
Figure 8-2 depicts two typical situations on a 6

lane dual carriageway. One situation is a midblock U-turn located away from an intersecting
roadway and intended solely for the purpose of
making U-turns (Figure 8-3 depicts a similar situation on a four-lane dual carriageway where a
midblock U-turn and left turn are combined). The
other situation is a local road T-junction with an
arterial. The junction depicted in this figure is
only provided with radii on the corners. (Figure
8-3 shows a similar configuration, but with short
tapers to facilitate turning.) The sizing of signs
and pavement markings are shown in a relative
scale and are based on a speed limit of 60 kilometers per hour on the divided road and 40 kilometers per hour on the intersecting road.
located at a point as close as possible after

the turn lane becomes fully developed. If the
geometry is such that any sized vehicle may
make a U-turn, then sign 351 is omitted and,
apart from STOP sign 301, no further signing
is required.
See Chapter 3, Section 3.2.2 for determination of use of STOP sign 301 versus GIVE
WAY sign 302.
Paint curbs with VISIBILITY PAINTING
marking 691 only in relation to the U-turn
lane and its opening in the median, and the
immediate vicinity of the side road junction.
LANE LINE marking 654 should not be
marked within the vehicle swept area at the
U-turn.
Geometric design should clearly indicate the
prohibition of opposing traffic entering the
median opening. In situations where geometry does not clearly make that evident appropriate regulatory signs may be utilized to prohibit such entries.
8.2.3 ARTERIAL MIDBLOCK LEFT

TURN AT LOCAL ROAD TJUNCTION
Figure 8-3 depicts a situation on a four-lane dual
carriageway where left turns through a median
opening from a divided road are permitted onto
an intersecting local road. The sizes of signs and
pavement markings are shown in a relative scale
and are based on a speed limit of 60 kilometers
per hour on the divided road and 40 kilometers
per hour on the intersecting road. Figure 8-2
shows similar circumstances for a six-lane dual
carriageway.
NOTES:
1. Advance warning for midblock U-turns
should be posted and the distance to the point
of U-turn displayed.
2. Appropriate ADVANCE SUPPLEMENTAL
sign 514 may be used only when an approved
supplemental destination is in the vicinity
(see Chapter 5, Section 5.1.5).
3. When geometry dictates that long vehicles
are not permitted to make a U-turn, a NO
GOODS VEHICLES sign 351 with a QUALIFICATION PLATE sign 365 indicating the
maximum length of vehicle permitted to Uturn should be used. Sign 351 should be
NOTES:
1. ADVANCE WARNING sign 419 for a midblock left turn should be posted and the distance to the point of left turn displayed.
2. Under these circumstances a U-Turn would
not normally be permitted due to right turning traffic from the junction opposite.
Therefore a NO U-TURN SIGN 348 should
be posted 25 meters in advance of the turning
point. If however, geometric conditions warrant a limited U-Turn movement permissible
then long vehicles will be prohibited from
8-3
7
6
KEY:
*
Optional Sign
Note Number
See Section 8.2.2
620(100)
654 R or 654 N/R
Figure 8-2
Arterial Midblock U-Turn and Local Road T-Junction
8-4
612 or 612 N
620(100)
654 R or 654 N/R
Optional Sign
Note Number
See Section 8.2.3
365(900)
Figure 8-3
Arterial Midblock Left Turn at Local Road T-Junction
8-5
3.
4.
5.
6.
7.
8.2.4 SERVICE ROAD

CONNECTIONS TO AN
ARTERIAL
making U-Turns at such locations by placement of a U-TURN AHEAD sign 419 with a
QUALIFICATION PLATE sign 365, depicting a goods vehicle with a red diagonal bar
running from the top right hand corner to the
bottom left hand corner of the sign, limiting
the restriction to only goods vehicles and
busses etc., over a prescribed length (generally 6 meters).
A bus lay-by is shown. Taxi lay-bys should
be treated similarly. In general, private vehicles are prohibited from stopping in these
exclusive lay-bys in order to keep them free
for use by buses or taxis respectively. In
instances where it is wished to allow private
vehicles to use a lay-by for drop-offs, the layby should be divided into two segments
using a PARKING LINE marking 621. The
first segment is reserved for buses by posting
a BUS STOP sign 392. The following segment is posted with a NO PARKING sign
379 which allows any vehicle (private, taxi
or bus) to stop but not park within the designated area.
When a U-turn is permitted, EDGE LINE
marking 613 should be set back because of
the two-lane carriageway if necessary to
allow vehicles to make a U-turn without
crossing that line.
GIVE WAY sign 302 is required in the configuration illustrated since the right turn does
not have a full acceleration taper. In instances
where median U-Turns are permitted, then a
STOP sign 301 should be used instead, since
the junction already has one STOP sign 301
(at the median turn). If a full designed acceleration taper is provided then neither a GIVE
WAY sign not STOP sign would be used at
the right turn.
LANE LINE marking 654 should not be
marked within the U-turn/Left Turn junction
area.
Geometric design should clearly indicate the
prohibition of opposing traffic entering the
median opening. In situations where geometry does no clearly make that evident appropriate regulatory signs may be utilized to prohibit such entries.
Figure 8-4 depicts a number of typical situations

that are commonly found on service roads adjacent to arterial roadways. The sizes of signs and
pavement markings are shown in a relative scale
per hour on the main road, 40 kilometers per hour
on secondary roads, and 25 kilometers per hour
on service roads (same sizing as 40 kilometers
per hour). This figure also illustrates a typical
mid-block signalized pedestrian crossing.
NOTES:
1. PARKING TIME LIMIT signs 389 and 391
are shown to illustrate one possible application of parking control signs. A variety of
other applications is also possible.
2. ONE WAY sign 306 is shown in this situation
to indicate that the service road is one way in
the direction stipulated, but to not inhibit
drivers from entering the main road with a
more or less straight ahead movement.
3. NO PARKING marking 690 may be used in
situations such as this where vehicles may
have a tendency to illegally park, but where a
sign prohibiting parking would be difficult to
site to give a proper indication of intent
and/or the restricted areas are small.
4. NO ENTRY sign 304 is shown in this
instance since sight restrictions inhibit visibility of a ONE WAY sign 306 from the side
road.
5. PEDESTRIAN CROSSING marking 603 is
specifically used in this situation as an added
safety precaution because of sight distance.
With the building lines near the side road as
illustrated, crossing pedestrians would be difficult to see until they are actually in the
road. The use of PEDESTRIAN CROSSING
marking at other pedestrian crossing points
must be considered on a location-by-location
basis. In general, on service roads where
pedestrians can be in the road at any place for
purposes of accessing parked cars, the installation of painted crossings is generally not
warranted.
8-6
654 R or 654 N/R
KEY :
*
Optional Sign
Note Number
See Section 8.2.4
Traffic Signal
7 Typical
654 R or
654 N/R
Figure 8-4
Service Road Connections to an Arterial
8-7
6. A mid-block signalized pedestrian crossing is

shown crossing the main roadway and service roads. Priority control on the main roadway should be by traffic signal. Pedestrian
priority on the service roads is provided by
GIVE WAY TO PEDESTRIANS sign 303.
7. VISIBILITY PAINTING marking 691
should be used in the vicinity of all service
road connections to and from the main roadway and at junctions between side roads and
the main roadway and service roads. For
more detail see Figures 8-1 to 8-3.
5. If street lighting poles are present and located symmetrically with respect to each
approach, preference should be given to
mounting STREET NAME sign 516 thereon.
6. Paint all curbs within junction and vicinity
with VISIBILITY PAINTING marking 691
(not shown in Figure 8-5). As a guideline
marking 691 should commence at approximately the same point as marking 612.
7. If the exit leg of a junction enters or is adjacent to a community the name of the community may be displayed on a TEXT sign
588 on the right side of the road at a suitable
distance before the first local street junction
serving the community.
8. The free right turn has been illustrated for the
situation where it intersects the crossroad
without a fully developed acceleration lane.
If a full acceleration lane is present then a
treatment as shown in Figure 8-7 should be
used.
9. Depending on the length of the right turn lane
the positioning of signs 508 (or 514) and 512
(or 511) may require adjustment. None
should be located after the start of the turn
lane taper and the distances between signs
carefully controlled. Preferred spacing is 50
meters minimum.
8.2.5 LARGE ROUNDABOUT

Figure 8-5 depicts a representative configuration
of a full size roundabout. The sizes of signs and
pavement markings are shown at a relative scale
per hour on the approach roads. Signing is shown
only for one approach. Other approaches are similar (see Figure 8-6 for details relevant to signalization).
NOTES:
1. ADVANCE HORIZONTAL STACK sign
511 may be required in place of ADVANCE
VERTICAL STACK sign 512. See Chapter
2, Section 2.2.4 for criteria and Figure 8-6 for
a typical example. Such advance signs
should be located as far in advance of the
roundabout as possible and practical (up to
250 meters), subject to other criteria given in
Chapter 5.
2. Appropriate TRAILBLAZER sign or
ADVANCE SUPPLEMENTAL sign 514
may be used only when an approved trailblazing or supplemental destination is in the
vicinity. See Chapter 5 for guidance on
approved destinations. In general, a
CHEVRON DIRECTION sign 515 should
not be used for a supplemental destination.
3. MULTIPLE CHEVRON RIGHT sign 456
should be used only if the visible presence of
the roundabout is not clear to approaching
drivers due to geometry or surroundings.
4. LANE ARROWS shown are indicative only.
Actual arrows used in each lane should be
based on traffic-engineering analysis of the
junction.
8.2.6 LARGE SIGNALIZED

ROUNDABOUT
of a signalized roundabout. The sizes of signs and
only for one approach. Other approaches are similar.
NOTES:
1. Figure 8-6 should be read in conjunction with
Figure 8-5 and Section 8.2.5. Figure 8-6 is an
adaptation to illustrate the effects of signalizing the junction shown in Figure 8-5.
2. The free right turn has been illustrated for the
situation where it intersects the crossroad
without a fully developed acceleration lane.
If a full acceleration lane is present then a
8-8
603(3000)
603(3000)
329(900)
612 or
612 N
427(900)
614/615
654 R or 654 N/R
420(900)
Note Number
See Section 8.2.5
Note: This figure illustrates traffic control device principles for one approach direction only. Application of devices for other
approaches and configurations should be done based on the illustrated principles and using good engineering judgement.
Figure 8-5
Large Roundabout
8-9
613(150)
603(3000)
601(300)
329(900)
613(150)
612 or 612 N
427 (900)
With Flasher
614/615
612 or 612 N
654 R or 654 N/R

Note Number
See Section 8.2.6
420(900)
Figure 8-6
Large Signalized Roundabout
8-10
3.
4.
5.
6.
7.
8.
treatment as shown in Figure 8-7 should be

used.
Depending on the length of the right-turn
lane the positioning of signs 430, 514 and
511 (512) may require adjustment. None
should be located after the start of the turnlane taper and the distances between signs
should be carefully controlled. Preferred
spacing is 50 meters minimum.
TRAFFIC SIGNALS AHEAD sign 430 may
be used for a period of three to six months
when traffic signals are installed on an existing unsignalized roundabout.
The preferred location of the CHEVRON
DIRECTION sign 515 is on the channelizing
island formed by the free right-turn lane. If
insufficient space is available on the island
sign 515 may be placed on the right side of
the road at the beginning of curve. In such
case a PASS EITHER SIDE sign 326 should
be located in the island.
CHANNELIZATION LINE marking 612 for
the right-turn lane is one standard length
(L=27 meters for 60 kilometers per hour; see
Chapter 6, Table 6-3) measured from the
curve point of the turning lane.
See Chapter 3, Section 3.2.2 for determination of use of STOP sign 301 versus GIVE
WAY sign 302.
If the exit leg of a junction enters or is adjacent to a community the name of the community may be displayed on a TEXT sign
588 on the right side of the road at a suitable
distance before the first local street junction
serving the community.
2.
3.
4.
5.
6.
7.
8.2.7 SIGNALIZED INTERSECTION

of a signalized junction. The sizes of signs and
only for one approach. Other approaches are similar.
meters). If should be located no closer to the

intersection than the beginning of taper for
the left or right turn lane if a closer siting
must be used.
Appropriate ADVANCE SUPPLEMENTAL
sign 514 may be used only when an approved
supplemental destination is in the vicinity
(see Chapter 5, Section 5.1.5).
The preferred location of the CHEVRON
DIRECTION sign 515 is on the channelizing
island formed by the free right turn lane. If
insufficient space is available in the island
sign 515 may be placed on the right side of
the road at the beginning of curve. In such
case a PASS EITHER SIDE sign 326 may be
located in the island.
Intersection is shown with pedestrian crossings. This may not be required in all locations
and would thus be omitted when not applicable.
Configuration shown assumes design of adequate acceleration lanes for free flow merge
condition.
CHANNELIZATION LINE marking 612 for
the development of the left-turn lane is
shown at double the standard length (2L=54
meters for 60 kilometers per hour). This is
due to the left-turn lane being a dual lane and
the need for traffic to enter the lanes further
from the intersection. The CHANNELIZATION LINE for the right-turn lane is one
standard length (L=27 meters for 60 kilometers per hour; see Chapter 6, Table 6-3) measured from the curve point of the turning lane.
Paint all curbs within junction and vicinity
(not shown). Marking 691 should commence
before the start of any added turn lane and
terminate after the junction beyond the end of
any merge lanes.
8.2.8 FREEWAY CROSSROAD WITH

SMALL ROUNDABOUTS
of a junction at the terminal end of a freeway
grade separated interchange. The junction represented is a dual roundabout configuration on an
undivided crossroad with assumed speed of 60
kilometers per hour. Figures 8-5, 8-6, or 8-7 may
be referred to for applicable signing and pave-
NOTES:
1. ADVANCE HORIZONTAL STACK sign
511 should be located as far from the intersection as possible and practical (up to 250
8-11
5 m min
612 or 612 N
654 R or 654 N/R
330 (750)
365 (Truck)
348 (750)
612 or 612 N
KEY :
*
Optional Sign
Note Number
See Section 8.2.7
ALT
Alternate Sign
Position
Traffic Signal
Figure 8-7
Signalized Intersection
8-12
Note Number
See Section 8.2.8
399(600x800)
1
5
398(600x800) 1
Figure 8-8
Freeway Crossroads with Small Roundabouts
8-13
ment markings if other junction configurations

are used at an interchange terminal end. Signing
is shown only for traffic coming from the bottom
of the figure and from the left of the figure.
Signing for other approaches is similar.
with a speed limit of 60 kilometers per hour.

Signing is only shown for traffic coming from the
bottom of the figure and from the left of the figure. Signing for other approaches is similar.
NOTES:
NOTES:
1. See Figure 8-11 for positioning of signs 399
and 512 on the exit ramp. The position of
sign 398 on the entrance ramp is similar.
2. The potentially most dangerous aspect of a
diamond interchange is the possibility of
vehicles entering a freeway in the wrong
direction from an exit ramp. Subject to the
detail of the geometry of the junctions
between ramps and the crossroad, pairs of
NO ENTRY sign 304 are recommended to
inhibit wrong way entry to a ramp. These NO
ENTRY signs 304 should be mounted on the
traffic signal posts. In addition to NO
ENTRY sign 304, other applicable signs (NO
RIGHT TURN sign 347 and AHEAD ONLY
sign 321) as well as LANE DIRECTION
ARROWS (on the crossroad and ramps) and
red RPM R markers on the ramps should all
be employed to reinforce the NO ENTRY
message
3. CHEVRON signs 515 at the action points for
the turns onto the freeway may also need to
be relocated if the junction islands are not
large enough to accommodate them, or if visibility of them is likely to be obstructed by
other signs, such as NO ENTRY sign 304 and
STOP sign 301.
4. Paint all curbs within the vicinity of the ramp
terminal junctions with VISIBILITY PAINTING marking 691 (not shown).
5. As a result of the potential for crossroad traffic to mistakenly turn left too soon and enter
a freeway exit ramp, care must be taken in
deciding upon the configuration and placement of the ADVANCE VERTICAL STACK
sign 512. If the diamond ramps are widely
separated then it is preferable to direct left
turning traffic straight through the first half
of the diamond junction. A single stack
ADVANCE VERTICAL STACK sign may
then be used to direct the left turning traffic if
such can be suitably located. Otherwise, the
CHEVRON DIRECTION sign 515 at the
turn point must be relied upon to direct the
left turning traffic.
1. See Figure 8-11 for positioning of signs 399

and 512 on the exit ramp. The position of
sign 398 on the entrance ramp is similar.
2. Double roundabouts create two separate
points of decision for traffic which must use
both roundabouts to reach their destination.
Therefore, pairs of ADVANCE VERTICAL
STACK sign 512 are required to navigate
drivers through the junction one decision at a
time. The second sign in the series must be
positioned where geometry best permits.
This example shows placement within the
roundabout. If clear distance between the
roundabout pair exceeds about 75 meters,
then placement of the sign between the
roundabouts is preferred.
3. Typically NO ENTRY signs 304 are not
required on exits from roundabouts due to
ramp-end geometry. However, where there is
even a remote possibility of drivers entering
a freeway traveling in the wrong direction,
resulting in almost certain serious consequences, the posting of a pair of NO ENTRY
signs is justified.
4. Paint all curbs within junction and vicinity
(not shown).
5. MULTIPLE CHEVRON RIGHT sign 456
should be used only if the visible presence of
the roundabout is not clear to approaching
drivers due to geometry or surroundings.
8.2.9 FREEWAY CROSSROAD AT A

SIGNALIZED DIAMOND
INTERCHANGE
of a junction between a dual carriageway crossroad and a freeway in the form of a signalized
grade-separated diamond interchange. The junction type is subject to wide variations in geometric treatment. The example illustrated assumes a
dual-carriageway numbered-arterial crossroad
8-14
See Section 8.2.9
612 or 612 N
Figure 8-9
Freeway Crossroad at a Signalized Diamond Interchange
8-15
8.2.10 MINI ROUNDABOUT
8.3.1 FREEWAY WITH ONE-LANE

EXIT, NO LANE DROP
Figure 8-10 depicts a representative configuration of a junction between two intersecting single
carriageway roads in the form of a mini roundabout. The junction is subject to wide variations
in geometric treatment. The example illustrated
assumes a standard crossroad junction between
two local roads.
Figure 8-11 depicts the configuration of a single

lane exit ramp. As depicted the lane used to exit
the freeway is a lane which is shared between
ongoing traffic and exiting traffic. (See Section
8.3.2 for the treatment for a two-lane exit.) Figure
8-11 is presented based upon an interchange
located on an Emirate Route that is a freeway. It
is also applicable for non-freeway exits and/or
exits on Abu Dhabi Routes. The sizes of signs
and pavement markings are shown at a relative
scale and are based on a speed limit of 100 kilometers per hour.
NOTES:
1. A mini roundabout configuration will not,
under normal circumstances be used at the
junction of numbered routes. Therefore no
guide signing applications are shown in
Figure 8-10.
2. Where the median of a roundabout is not
raised and curbed, two EDGE LINE markings 613 spaced 150 millimeters apart should
be used to delineate the mini roundabout.
3. GIVE WAY sign 302 along with GIVE WAY
marking 602 will be used in the same manner
as shown for a Large Roundabout in Figure
8-5.
4. ROUNDABOUT sign 329 should be mounted on the same post and directly below GIVE
WAY sign 302 to direct drivers to travel in a
circulatory fashion through the junction as
with a standard roundabout configuration.
5. ROUNDABOUT AHEAD sign 420 is shown
on only one leg of the roundabout to emphasize that its use is not necessary in all situations, but is determined based on engineering
judgement and site distances.
8.3
NOTES:
1. For a simple access type interchange on an
uncomplicated alignment, an EXTRA FORWARD ADVANCE EXIT DIRECTION sign
551 is not required nor is a second ONGOING DESTINATION sign 553 required at
the exit point.
2. Appropriate SUPPLEMENTAL EXIT sign
557 may be used only when an approved supplemental destination is in the vicinity (see
Chapter 5, Section 5.1.5). Sign 557 is typically ground mounted but may be mounted
overhead if determined appropriate.
3. The spacing of retroreflective RPM marking
R for EDGE LINE marking 613R should be
reduced to four meters within the gore area.
4. Omit FREEWAY END sign 399 when not
applicable such as on a freeway-to-freeway
ramp at a systems interchange.
5. The specific significance of the manner of
display of the various signs is that for a full
width display there is a Type 7 arrow centered over each lane and the ADVANCE
EXIT DIRECTION signs 551 are located
over the right side lane which is also available to ongoing traffic. If a second lane is
developed on the off-ramp, the ADVANCE
EXIT DIRECTION sign 551 and the EXIT
DIRECTION sign 552 should only show one
arrow. The second lane should not be marked
until approximately 100 meters beyond the
552 signs.
6. ADVANCE EXIT DIRECTION sign 551
would not normally be required for an
GRADE-SEPARATED
JUNCTIONS
This section deals principally with sequences of

guide signs for a range of typical freeway gradeseparated interchanges. Basic pavement marking
arrangements for typical free-flow exit conditions are also illustrated.
The principles illustrated are equally applicable
to isolated grade separated junctions on non-freeway routes. Details of the terminal treatment of
typical off-ramp and on-ramp situations are covered in Section 8.2.
8-16
456
(400x1200)
329 (600)
302 (750)
302 (750)
420 (750) * 5
329 (600)
456
(400x1200)
329 (600)
456
(400x1200)
302 (750) 3
302 (750)
329 (600) 4
456
(400x1200)
603
See Section 8.2.10
Figure 8-10
Mini Roundabout
8-17
50 m
min
654 R or
654 N/R
R/2
250 m
max
(100 km/h)
0m
500 m
6
See Section 8.3.1
1000 m
Figure 8-11
Freeway with One-Lane Exit, No Lane Drop
8-18
uncomplicated alignment. However, site specific geometry, such as a merging collectordistributor (C-D) road after FORWARD
ADVANCE EXIT DIRECTION sign 551,
will at times require ADVANCE EXIT
DIRECTION sign 551 to be used.
6. The specific significance of the manner of

display of the various signs is that for a full
width display there is a Type 7 arrow centered over each lane. In this instance the
number of lanes prior to the exit is four and
the number after the exit is three. For this
reason the shared exit and ongoing lane is the
second lane from the right in advance of the
exit and the right side lane drops at the exit.
It is necessary to display two exit arrows on
the ADVANCE EXIT DIRECTION signs
551 and the EXIT DIRECTION sign 552.
There are therefore only two ongoing lanes
indicated on ONGOING sign 553.
7. ADVANCE EXIT DIRECTION sign 551
uncomplicated alignment. However, site-specific geometry, such as a merging C-D road
after FORWARD ADVANCE EXIT DIRECTION sign 551, will at times require
ADVANCE EXIT DIRECTION sign 551 to
be used.
8.3.2 FREEWAY WITH TWO-LANE

EXIT, ONE LANE DROP
Figure 8-12 depicts the configuration of a two
lane exit ramp from a freeway with one lane
being dropped at the exit and the second being an
optional exit lane. As depicted the dropped lane
can only be used to exit the freeway. The adjacent
lane is shared between ongoing traffic and existing traffic (see Section 8.3.1 for the treatment for
a single exit lane.) Figure 8-12 is presented based
upon an interchange located on an Emirate Route
that is a freeway. It is also applicable for nonfreeway exits and/or exits on Abu Dhabi Routes.
The sizes of signs and pavement markings are
shown at a relative scale and are based on a speed
limit of 100 kilometers per hour.
8.3.3 INTERCHANGE WITH A C-D

ROAD
NOTES:
Figure 8-13 depicts an interchange in the form of
a cloverleaf with a C-D road. Figure 8-13 is presented based upon a single-lane exit (not a lane
drop). The sizes of signs are shown at a relative
scale and are based on a speed limit of 100 kilometers per hour. Regulatory and warning signs
and pavement markings are not shown.
1. For a simple access type interchange on an

uncomplicated alignment, an EXTRA FORWARD ADVANCE EXIT DIRECTION sign
551 is not required nor is a second ONGOING DESTINATION sign 553 required at
the exit point.
2. Appropriate SUPPLEMENTAL EXIT sign
557 may be used only when an approved supplemental destination is in the vicinity (See
Chapter 5, Section 5.1.5). Sign 557 is typically ground mounted but may be mounted
overhead if determined appropriate.
4. Omit FREEWAY END sign 399 when not
applicable such as on a freeway-to-freeway
ramp at a systems interchange.
5. See Chapter 6, Table 6-3 for appropriate minimum value of L. For lane drops on roadways
with posted speeds in excess of 70 kilometers
per hour, a 200-millimeter wide CHANNELIZING LINE marking 612 should be used.
NOTES:
1. EXTRA FORWARD ADVANCE EXIT
DIRECTION sign 551 and/or second
ONGOING DIRECTION sign 553 at the exit
point may be added if interchange complexity and location warrants (see Chapter 5,
Section 5.6.4).
2. Second EXIT DIRECTION sign 552 is
shown located in advance of the overpass
rather than at the theoretical gore (painted
nose) to prevent overpass from obscuring the
drivers view of the sign. If the interchange is
large and the distance between the front side
of the overpass and the exit to the loop ramp
exceeds 150 meters it may be beneficial to
provide a second ADVANCE EXIT DIREC-
8-19
50 m
min
654 R or
654 N/R
R/2
250 m
max
(100 km/h)
0m
250 m
500 m
553 (x=300)
551 (x=300)
7
See Section 8.3.2

654 R or
654 N/R
6
1000 m
551 (x=300)
Figure 8-12
Freeway with Two-Lane Exit, One Lane Drop
8-20
0m
500 m
See Section 8.3.3
1000 m
Figure 8-13
Interchange with a C-D Road
8-21
3.
4.
5.
6.
7.
TION sign 551, displaying the appropriate

distance, prior to the structure with an EXIT
DIRECTION sign 552 located at the theoretical nose. The EXIT DIRECTION sign for
the second exit is displayed with an "EXIT"
(Lane Drop) panel even though corresponding ADVANCE EXIT DIRECTION signs
do not have the "EXIT" (Lane Drop) panels.
This is due to the short auxiliary lane developed between the entering and exiting loop
ramps and the need to advise entering drivers
to leave that lane or be forced to exit.
If by design the speed limit on the C-D road
is reduced to less than 100 kilometers per
hour, sign letter size for signs on the C-D
road may be reduced accordingly.
See Figure 8-11 for pavement markings for
this configuration.
If the exit lane configuration is different the
EXIT DIRECTION sign 552 may need to be
varied to indicate more than one lane and/or
a lane drop situation.
It is a basic principle of the guide signing
system that there should never be more
arrows displayed at one point across the
roadway than there are lanes on the road.
uncomplicated alignment. However, site specific geometry, such as a merging C-D road
after FORWARD ADVANCE EXIT DIRECTION sign 551, will at times require
ADVANCE EXIT DIRECTION sign 551 to
be used.
NOTES:
1. The EXIT DIRECTION sign for the second
exit is displayed with an "EXIT" (Lane Drop)
panel
even
though
corresponding
ADVANCE EXIT DIRECTION signs do not
have the "EXIT" (Lane Drop) panels. This is
due to the short auxiliary lane developed
between the entering and exiting loop ramps
and the need to advise entering drivers to
leave that lane or be forced to exit.
2. The sign positioning for second EXIT
DIRECTION sign 552 is subject to whether
the approach is at an overpass or an underpass (see Section 8.3.3).
3. It is a basic principle of the guide signing
8.3.5 FREEWAY SYSTEMS

INTERCHANGE WITH A TWOLANE EXIT AND RAMP SPLIT
Figure 8-15 depicts a systems (freeway to freeway) interchange with a two lane exit that splits
shortly after the exit point. Figure 8-15 is presented based upon the ramp split not being a lane
drop (two lanes continue to left destination and
one lane exits from the ramp to right destination)
and being located less than 500 meters from the
first exit. The sizes of signs are shown at a relative scale and are based on a speed limit of 100
kilometers per hour. Regulatory and warning
signs and pavement markings are not shown.
8.3.4 FREEWAY SYSTEMS

INTERCHANGE WITH TWO
CLOSELY SPACED EXITS
NOTES:
1. When the distance between the exit and the
ramp split exceeds about 500 meters, consideration should be given to including an
between the exit and the ramp split.
2. It is a basic principle of the guide signing
The display shown at the theoretical nose
must therefore be positioned so that the exit
sign arrows are fully over developed exit
lanes.
Figure 8-14 depicts a systems (freeway to freeway) interchange with two closely spaced exits
directly from the mainline. Figure 8-14 is presented based upon successive single lane exits,
neither of which are lane drops. The sizes of
signs are shown at a relative scale and are based
on a speed limit of 100 kilometers per hour.
Regulatory and warning signs and pavement
markings are not shown.
8-22
0m
500 m
1000 m
See Section 8.3.4
2000 m
Figure 8-14
Freeway Systems Interchange with Two Closely Spaced Exits
8-23
0m
500 m
1000 m
See Section 8.3.5
2000 m
Figure 8-15
Freeway Systems Interchange with a Two-Lane Exit and Ramp Split
8-24
8.3.6 FREE-FLOW RAMP

CONDITIONS
usually involves substandard geometry, the use

of signs sized one size greater than those given in
Table 2-1 is recommended (up to the maximum
sizes listed).
Figure 8-16 depicts pavement marking conditions that are not otherwise covered in an incidental manner in other figures in this chapter.
Pavement marking sizes are based on a speed
limit of 100 kilometers per hour. The retroreflective version of pavement markings are shown for
a freeway condition. For non-freeway conditions
the standard version of the markings may be
used.
Diagrammatic signs and high-visibility background signs should have minimum sizes as follows (exclusive of SUPPLEMENTARY PLATE
sign 7589):
NOTES:
See various sections of Chapter 7 for sizing of

cones, barricades, and other roadworks traffic
control devices.

2. When the length of the auxiliary lane exceeds
1000 meters, the entrance and exit ramps
should be treated independently. If the auxiliary lane is 600 meters to 1000 meters in
length, then it should be marked as shown. If
the auxiliary lane is less than 600 meters
long, the CHANNELIZATION LINE marking 612R at the exit should be replaced by a
section of ENHANCED LANE LINE marking 655R of at least equal length.
8.4
Speeds 60 kilometers per hour or less: 1200

mm by 1600 mm.
Speeds over 60 kilometers per hour: 1800
mm by 2400 mm.
8.4.1 TYPICAL TAPER DETAIL

TRANSITION AREA
Figure 8-17 depicts a left-lane closure on a multilane roadway. If two lanes are being closed, each
lane should be closed using a separate taper and
the respective tapers should be separated by a
suitable stabilization area between them. Rightlane closures are treated similarly (see also
Figure 8-24).
ROADWORKS
NOTES:
The figures in this section represent typical

details appropriate to the layout of a traffic control zone as described in Chapter 7, Section 7.1.2,
and general arrangements of typical applications
of these details. Local site conditions will vary
significantly but it is extremely important that
whenever possible all sites be signed according
to the basic principles given in Chapter 7, Section
7.1.2, and that the sequences of traffic control
zones conform to the provisions of Figure 7-1 in
Chapter 7. Adherence to these principles will
give the best chance that the site will function
with safety and that traffic flow will be maintained even under fairly severe congestion.
1. High-speed signing option should be used for

all but minor and/or short-term roadwork
sites. The number of KEEP RIGHT signs
7327 or KEEP LEFT signs 7328 (with or
without MULTIPLE CHEVRON BARRICADE device 7456) placed within a taper
should be increased as taper lengths become
longer. Engineering judgment should be
used, but in general the spacing between
signs should not exceed 50 meters (or the
taper length divided by 4 for longer tapers).
2. For length of taper and spacing of cones see
Chapter 7, Figure 7-1 and Table 7-2 respectively.
3. Cones should be spaced at taper spacing for
the first 25 to 50 meters of the stabilization
area. Thereafter spacing may be increased as
indicated in Chapter 7, Table 7-2.
Roadworks signs may be sized in accordance

with Table 2-1, Regulatory and Warning Sign
Sizes (in Chapter 2), when roadworks geometry
equals or exceeds standard roadway design criteria. However, since roadworks configurations
8-25
Detail 8-16-1: Tapered On-Ramp

654 R or 654 N/R
Detail 8-16-2: Free-Flow Weaving Section

Weaving Section (1000 meters maximum)
Detail 8-16-3: Deceleration Lane with Taper
5 m min
KEY:
L: See Table 6-3
W: Lane Width Design
1 Note Number
See Section 8.3.6
Figure 8-16
Free-Flow Ramp Conditions
8-26
KEY:
5
Note Number
See Section 8.4.1
3
Direction of Travel
Stabilization
Area
Flashing Light
7327(1200) High Speed

Signing
Minimum
Signing
7327(750)
7456(600x1800)
7327(1200)
7459
Transition
Area
7456(600x1800)
7327
(1200)
7327(750)
7327
(1200)
7466
(1200 x 1800)
7418(900)
7466
(1200 x 1800)
7589(200m)
7466
(1200 x 1800)
Advance
Warning
Area
7418
(900)
7589(600m) 7589(600m)
7441
(900)
800m
7589(800m)
7441
(900)
800m
7589(800m)
Figure 8-17
Typical Taper Detail Transition Area
8-27
4. On roadways with shoulders the line of cones

delineating the taper should be extended forward into the advanced warning area to taper
out the shoulder.
5. Existing pavement markings that conflict
with the configuration of the roadworks
should be removed on long-term roadworks
sites or covered using a black traffic tape on
short-term roadworks sites.
cone spacing appropriate to the taper rates

given in Chapter 7, Table 7-2.
the last 25 to 50 meters of the stabilization
area.
3. When a roadworks site has required a reduction in speed limit over an extended area the
normal roadway speed limit should be posted
after the termination area. The speed limit
shown in this example is illustrative only.
The speed limit posted should be that of the
roadway in the absence of the roadworks.
8.4.2 TYPICAL CROSSOVER DETAIL

TRANSITION AREA
8.4.4 SHORT WORK SITE

TWO-WAY TRAFFIC
Figure 8-18 depicts a traffic crossover situation

that would be used to bypass a closed section of
one side of a dual-carriageway roadway. A similar configuration would be used with a right-hand
curve to leave the main carriageway and enter a
separately constructed temporary roadway.
Figure 8-20 depicts a situation wherein a portion

of a two-way single carriageway serving light
volumes of local traffic must be partially closed
for short-term maintenance or repairs, but still
retains open a portion of the carriageway sufficiently wide to carry two-way traffic.
NOTES:
1. Length of transition area should at minimum
be equal to the length of equivalent taper calculated as per Chapter 7, Figure 7-1 based on
the total displacement of the crossover.
2. Opposing traffic streams should be separated
from each other by a BARRIER device on
long-term and/or high-speed roadworks sites.
When BARRIERS are used, care should be
taken at end treatments to remove the leading
end of the BARRIER at least six meters laterally from oncoming traffic.
3. A CHANNELIZING LINE marking 612 is
recommended throughout the length of the
crossover unless high geometric standards
are achievable.
4. Conflicting existing pavement markings
should be removed and new markings placed
to define temporary lanes and alignments.
NOTES:
1. For long term construction or if in an area
with significant traffic volumes, a treatment
similar to that shown in Figure 8-18 should
be considered.
2. If sufficient width is not available for two
vehicles then the roadway should be closed
to traffic in one direction and that traffic
detoured (see Figure 8-22). Alternatively, for
operations of one-day duration or less, twoway traffic may be controlled by one or two
flagmen using a STOP-SLOW sign 7308.
3. See Figure 8-17.
4. See Figure 8-19.
8.4.5 WORK SITE CLOSE TO SIDE

ROAD
8.4.3 TYPICAL TAPER DETAIL

TERMINATION AREA
Figure 8-21 depicts a situation wherein a work

site is located near to a side road junction. The
configuration illustrated depicts a work site
ahead of the junction but is equally applicable for
a work site occurring just beyond a junction. The
signing shown illustrates an urban situation on a
roadway posted at 80 kilometers per hour.
Figure 8-19 depicts a typical roadworks termination configuration.

NOTES:
1. Termination taper rates may be 50 percent or
less of an equivalent transition taper with
8-28
7441(200)
Figure 8-18
Typical Crossover Detail Transition Area
8-29
KEY:
2
Note Number
See Section 8.4.3
Direction of Travel
Figure 8-19
Typical Taper Detail Termination Area
8-30
150 m
100 m
50 m
0m
5.5 m min
0m
50 m
100 m
150 m
Figure 8-20
Short Work Site Two-Way Traffic
8-31
KEY:
2
Note Number
See Section 8.4.5
Direction of Travel
0m
200 m
400 m
600 m
800 m
Figure 8-21
Work Site Close to Side Road
8-32
NOTES:
2. The road closure is shown with a fixed barricade at one end and a movable barricade at
the other end. The movable barricade may be
offset sufficiently to allow vehicular access.
Barricade lengths and arrangements will vary
to suit conditions at a particular site.
3. Flashing warning lights should be affixed to
the barricades to provide additional emphasis
of the road closure to approaching through
drivers.
4. NO LEFT (RIGHT) TURN signs 7346 and
7347 may be placed as appropriate for the
benefit of drivers who may intend to turn left
or right onto the roadway now closed. These
signs should be omitted if the barricade closing the roadway provides sufficient notice to
drivers.
1. The use of high-visibility backgrounds and

diagrammatic warning signs is recommended
for roadways posted at 80 kilometers per
hour and above. A sign size of 1800 by 2400
(excluding SUPPLEMENTARY PLATE sign
7589) is recommended for these signs.
2. See Figure 8-17. In an urban area speed
reductions may be necessary to allow shorter,
slow speed tapers to be used. This condition
is illustrated.
3. Existing STOP sign 301 may be retained if
suitably positioned. If GIVE WAY sign 302
exists, it should be temporarily removed and
replaced by a STOP sign.
4. Provide a revised STOP LINE marking 601
at a one-meter setback (or as appropriate)
using white traffic tape. Remove existing
STOP LINE or temporarily cover with black
traffic tape.
should be removed on long-term roadworks
sites or covered using a black traffic tape on
short-term roadworks sites.
6. See Figure 8-19.
8.4.7 MAINTENANCE WORK

Figure 8-23 depicts a situation whereby a mobile
work team, usually a maintenance operation,
must occupy a portion of one of the carriageways
of a multilane roadway. If maintenance operations are static and/or long term, then roadworks
traffic control treatment should follow a conventional approach. Figure 8-23 depicts a right-lane
maintenance operation. Left-lane operations are
handled similarly.
8.4.6 ROAD CLOSURE DETOUR

Figure 8-22 depicts a situation wherein a section
of roadway within a community roadway system
must be completely closed to traffic. In such a
case it is desirable to guide traffic, which would
otherwise be using the temporarily closed roadway, around the closure. The signing illustrated is
appropriate for the situation shown. Many variations are possible depending on the roadway layout and road closure location.
NOTES:
1. ROADWORKS sign 7441 should be placed
600 meters in advance of the start of the work
for the day. As work progresses, all advance
signs should be moved forward so that the
maintenance operation is never more than
three kilometers ahead of the ROADWORKS sign.
2. All maintenance vehicles working on or near
the roadway should be equipped with flashing yellow warning lights.
3. The primary maintenance vehicle and the
shadow vehicle should be equipped with a
suitable high-visibility rear panel. The design
of the rear panel may vary to suit the vehicle
configuration, but should have the general
arrangement as shown. Included on the rear
panel should be a changeable KEEP RIGHT
(or LEFT) sign 7327 and 7328 that can be
NOTES:
1. CHEVRON DIRECTION signs 7515 with
the destination name "Detour" are provided
for the guidance of traffic disrupted by the
road closure (These signs do not require drivers to turn in the direction indicated). If the
road closure involves a numbered route, then
the route number emblem and control destination of the route may be used on sign 7515.
8-33
Figure 8-22
Road Closure Detour
8-34
0m
300 m
600 m
(For 3 km)
(For 3 km)
Figure 8-23
Maintenance Work
8-35
8.4.9 MINOR-ROAD SINGLE-LANE

OPERATION
positioned to direct approaching traffic to

pass on the intended side.
8.4.8 TYPICAL TWO-LANE TAPER

DETAIL TRANSITION AREA
Figure 8-25 depicts a short-term roadwork situation where half of a minor, low-volume community road is closed to construct a utility crossing.
This detail may be invoked only when traffic volumes are extremely light, the intervisibility of
conflicting traffic is not obstructed by the construction or other sight obstructions, and the
roadway is opened fully to traffic at the end of
each work day. If any of these conditions are not
met, a complete closure of the roadway is
required with a detouring of affected traffic (see
Figure 8-22). Alternatively, traffic may be manually controlled/coordinated by flagmen each
using a STOP/SLOW sign 7308, or through the
use of temporary traffic signals.
Figure 8-24 depicts the closure of two lanes on a

multilane roadway by a single taper extending
over the two closed lanes. This practice is not
generally recommended as it is likely to result in
a greater than normal risk of accidents on the
approach to the taper. The practice is also very
likely to result in traffic congestion on the
approach even under moderate flows.
In spite of the recommendations above there will
be times when such a taper has to be provided,
usually in an emergency. The need for the use of
a two-lane taper is likely to stem from a lack of
necessary advance length to provide for the preferred two separate tapers with an intermediate
stabilization area (see Figure 8-17 and Chapter 7,
Figure 7-1).
When the construction activity it situated near a

junction, the give-way control should remain on
the side road, regardless of which half of the carriageway is blocked. When the construction
activity is located well away from a junction the
give-way control should regulate the traffic
whose lane is blocked by construction.
NOTES:
1. Spacing between the KEEP RIGHT signs
7327 (or KEEP LEFT signs 7328) should not
exceed 50 meters (or the taper length divided
by 4 for long tapers). The minimum signing
option is only appropriate for very short-term
(under 24 hours) or short-term (up to 72
hours) installations.
2. For length of taper and spacing of cones see
Chapter 7, Figure 7-1 and Table 7-2 respectively.
the first 25 to 50 meters of the stabilization
area. Thereafter spacing may be increased as
indicated in Chapter 7, Table 7-2.
4. On roadways with shoulders the line of cones
delineating the taper should be extended forward into the advance warning area to taper
out the shoulder.
should be removed on long-term works sites.
8.5
SCHOOL ZONE
Figure 8-26 depicts typical applications for a

school zone. School zones should be established
on all streets where school children enter or exit
a school or a school compound, on foot, directly
onto the street. Where the side of a school or
school compound does not have a gate or door
leading directly onto the street, no school zone
should be established on the adjacent street. If a
gate or door exists but is not used by children on
foot or if the gate or door is buffered from the
street by a frontage road or closed parking lot, no
school zone should be established.
NOTES:
1. If warranted, a school zone should be established for, at a minimum, the entire length of
the school compound facing the zone and, at
a maximum, up to 150 meters past the school
boundary in either direction. The extent to
which a school zone extends beyond the
school boundary up to 150 meters should be
8-36
Figure 8-24
Typical Two-Lane Taper Detail Transition Area
8-37
Figure 8-25
Minor-Road Single-Lane Operation
8-38
Note Number
See Section 8.5
SCHOOL
5
C
6
100 Meters
Installation A
End School Zone
Start School Zone
Installation B
Installation C
Figure 8-26
School Zone
determined by the engineer on site, depending on prevailing approach speeds and visibility.
2. To warn drivers that they are approaching a
school zone, an advance warning sign,
shown as installation A, should be placed 100
meters in advance of the school zone.
3. The beginning of a school zone should be
marked with installation B. Installation B
includes a 30-kilometer-per-hour speed-limit
sign with a supplemental plate indicating
school. Both signs are bilingual in English
and Arabic.
4. The beginning of a school zone should also
be communicated with nonreflective raised
pavement markings. These markings are to
be installed in three rows, staggered, in a
0.50-meter width perpendicular to the traffic
direction. If the street is not divided, the
pavement markings should extend across
both lanes at either end of the school zone. If
the street has a median separating traffic
directions, the pavement markings need only
be placed where traffic will enter the school
zone. There is no need to place pavement

markings at the end of a school zone in a
street divided by a median.
5. The end of a school zone should be marked
by Installation C.
6. A school zone should be marked for both
directions of traffic, even if the street is
divided by a median. If there is a fence in the
median preventing pedestrians from crossing
outside of a crosswalk, the lane of the street
not adjacent to the school should not be
marked for a school zone.
Local traffic and pedestrian conditions may
require different applications or solutions for
marking school zones. Engineers are expected to
exercise their professional judgement on site, in
the spirit of these general guidelines and with the
purpose of protecting school children from traffic
conditions.
8-39
SIGNALS
9.1
GENERAL
Actuated operation: A type of traffic control

signal operation in which some or all signal phases are operated on the basis of actuation.
9.1.1 INTRODUCTION
Actuation: Traffic-demand initiation of a change

in or extension of a traffic signal phase through
the operation of any type of detector.
A traffic control signal is defined as a power-activated traffic control device by which traffic is
warned or is directed to take some specific
action, such as stop or proceed.
Approach: All lanes of traffic moving towards

an intersection or a mid-block location from one
direction, including any adjacent parking lane(s).
Average day: A day representing traffic volumes
normally and repeatedly found at a location, typically a weekday when volumes are influenced
by employment or a weekend when volumes are
influenced by entertainment or recreation.
The functions of traffic signals are:
To organize control conflicting traffic movements (including pedestrians and bicycles).

To warn of possible danger.
To assist tidal flow of traffic.
Backplate: A thin strip of material that extends

outward from and parallel to a signal face on all
sides of a signal housing to provide a background
for improved visibility of the signal indications.
Standards for traffic control signals are important

because traffic control signals need to attract the
attention of every road user. This includes those
users who are older, those who suffer impaired
vision but are within legal driving requirements,
those who may be fatigued or distracted, and
those who, for whatever reason, are not expecting
to encounter a signal at a particular location.
Standards for traffic control signals are also
important because signals need to function
autonomously and reliably under a wide range of
conditions and must effectively communicate
their message to drivers in sunlight and in darkness, in adverse weather, and in visually complex
surroundings.
Beacon: A highway traffic signal with one or

more signal sections that operates in a flashing
mode.
Conflict monitor: A device used to detect and
respond to improper or conflicting signal indications and improper operating voltages in a traffic
controller
Controller assembly: A complete electrical
device mounted in a cabinet for controlling the
operation of a highway traffic signal.
This chapter contains a number of required and

recommended procedures and techniques related
to traffic signals in Abu Dhabi. These include
methods of analysis and design, operational procedures, and examples of design and installation.
Controller unit: That part of a controller assembly that is devoted to the selection and timing of
the display of signal indications.
Crosswalk: a) That part of roadway at an intersection included within the connections of the
lateral lines of the sidewalks on opposite sides of
the highway measured from the curbs or in the
absence of curbs, from the edge of the traversable
roadway, and in the absence of a sidewalk on one
side of the roadway, the part of a roadway included within the extension of the lateral lines of the
sidewalk at right angles to the centerline. b) any
portion of a roadway at an intersection or elsewhere distinctly indicated for pedestrian crossing
by lines or other markings on the surface.
9.1.2 DEFINITIONS
The following technical terms, when used in this
chapter, are defined as follows:
Accessible pedestrian signal: A device that
communicates information about pedestrian timing in nonvisual format such as audible tones,
verbal messages, and/or vibrating surfaces.
9-1
Cycle: One complete sequence of signal indications.
use of specific lanes of a roadway or to indicate

the impending prohibition of such use.
Dark mode: The lack of all signal indications at

a signalized location. (The dark mode is most
commonly associated with power failures, ramp
meters, and beacons.)
Louver: A device that can be mounted inside a

signal visor to restrict visibility of a signal indication from the side or to limit the visibility of
the signal indication to a certain lane or lanes.
Detector: A sensing device used for determining

the presence or passage of vehicles or pedestrians.
Major street: The street normally carrying the

higher volume of vehicular traffic.
Minor street: The street normally carrying the
lower volume of vehicular traffic.
Emergency vehicle traffic control signal: A

special traffic control signal that assigns the
right-of-way to an authorized emergency vehicle.
Pedestrian change interval: An interval during

which the flashing UPRAISED HAND (symbolizing DON'T WALK) signal indication is displayed.
Flasher: A device used to turn highway traffic

signal indications on and off at a repetitive rate of
approximately once per second.
Pedestrian clearance time: The time provided

for a pedestrian crossing in a crosswalk, after
leaving the curb or shoulder, to travel to the center of the farthest traveled lane or to a median.
Full-actuated operation: A type of demandbased traffic control signal operation in which all
signal phases function on the basis of actuation.
Pedestrian signal head: A signal head, which

contains the symbols WALKING PERSON
(symbolizing WALK) and UPRAISED HAND
(symbolizing DON'T WALK) that is installed to
direct pedestrian traffic at a traffic control signal.
Highway traffic signal: A power-operated traffic

control device by which traffic is warned or
directed to take some specific action. These
devices do not include power-operated signs,
illuminated pavement markers, barricade warning lights, or steady-burning electric lamps.
Permissive mode: A mode of traffic control signal operation in which, when a CIRCULAR
GREEN signal indication is displayed, left or
right turns may be made after yielding to pedestrians and/or oncoming traffic.
Intersection: The area embraced within the prolongation or connection of the lateral curb lines,
or if none, the lateral boundary lines of the roadways of two highways that join one another at, or
approximately at, right angles, or the area within
which vehicles traveling on different highways
that join at any other angle may come into conflict. The junction of an alley or driveway with a
roadway or highway does not constitute an intersection.
Platoon: A group of vehicles or pedestrians traveling together as a group, either voluntarily or

involuntarily, because of traffic signal controls,
geometrics, or other factors.
Interval: The part of a signal cycle during which

signal indications do not change.
Preemption control: The transfer of normal

operation of a traffic control signal to a special
control mode of operation.
Interval sequence: The order of appearance of

signal indications during successive intervals of a
signal cycle.
Pretimed operation: A type of traffic control

signal operation in which none of the signal
phases function on the basis of actuation.
Lane-use control signal: A signal face displaying signal indications to permit or prohibit the
Priority control: A means by which the assignment of right-of-way is obtained or modified.
9-2
Protected mode: A mode of traffic control signal

operation in which left or right turns may be
made when a left or right GREEN ARROW signal indication is displayed.
Signal phase: The right-of-way, yellow change,

and red clearance intervals in a cycle that are
assigned to an independent traffic movement or
combination of movements.
Pushbutton: A button to activate pedestrian timing.
Signal section: The assembly of a signal housing, signal lens, and light source with necessary
components to be used for providing one signal
indication.
Ramp control signal: A highway traffic signal

installed to control the flow of traffic onto a freeway at an entrance ramp or at a freeway-to-freeway ramp connection.
Signal system: Two or more traffic control signals operating in signal coordination.
Red clearance interval: An optional interval that

follows a yellow change interval and precedes
the next conflicting green interval.
Signal timing: The amount of time allocated for

the display of a signal indication.
Signal visor: That part of a signal section that
directs the signal indication specifically to
approaching traffic and reduces the effect of
direct external light entering the signal lens.
Right-of-way (assignment): The permitting of

vehicles and/or pedestrians to proceed in a lawful
manner in preference to other vehicles or pedestrians by the display of signal indications.
Signal criteria: A threshold condition that, if

found to be satisfied as part of an engineering
study, should result in analysis of the traffic conditions or factors to determine whether a traffic
control signal or the improvement is justified.
Roadway network: A geographical arrangement

of intersecting roadways.
Semiactuated operation: A type of traffic control signal operation in which at least one, but not
all, signal phases function on the basis of actuation.
Speed limit sign beacon: A beacon used to supplement a SPEED LIMIT sign.
Signal coordination: The establishment of timed

relationships between adjacent traffic control signals.
Steady (steady mode): The continuous illumination of signal indication for the duration of an
interval, signal phase, or consecutive signal phases.
Signal face: The front part of a signal head.

Stop beacon: A beacon used to supplement a
STOP sign, a DO NOT ENTER sign, or a
WRONG WAY sign.
Signal head: An assembly of one or more signal

faces together with the associated signal housings.
Traffic control signal (traffic signal): Any

highway traffic signal by which traffic is alternately directed to stop and permitted to proceed.
Signal housing: That part of a signal section that

protects the light source and other required components.
Visibility limited signal face or signal section: A type of signal face or signal section
designed to restrict the visibility of a signal indication from the side, to a certain lane or lanes, or
to a certain distance from the stop line.
Signal indication: The illumination of a signal

lens or equivalent device.
Signal lens: That part of the signal section that
redirects the light coming directly from the light
source and its reflector, if any.
Walk interval: An interval during which the

WALKING PERSON (symbolizing WALK) signal indication is displayed. When a verbal mes9-3
sage is provided at an accessible pedestrian signal, the verbal message is WALK sign.
Warning beacon: A beacon used only to supplement an appropriate warning or regulatory sign
or marker.
9.1.4 AREA OF CONTROL

A traffic control signal should control traffic only
at the intersection or midblock location at which
it is placed. The selection and use of traffic control signals should be based on an engineering
study of roadway, pedestrian, bicyclist, and other
conditions (warrants) in comparison to the minimum conditions under which installing traffic
control signals might be justified.
Yellow change interval: The first interval following the green interval during which the yellow signal indication is displayed.
9.1.3 ADVANTAGES AND

DISADVANTAGES OF TRAFFIC
CONTROL SIGNALS
Adequate roadway capacity should be provided

at signalized locations in order to reduce the
inherent delays resulting from alternating assignment of right-of-way at intersections controlled
by traffic control signals.
Traffic control signals assign the right-of-way to

the various traffic movements and thereby profoundly influence traffic flow. A traffic control
signal that is properly designed, located, operated, and maintained will have one or more of the
following advantages:
9.1.5 TYPES OF TRAFFIC CONTROL

SIGNALS
It may reduce the number of some types of

accidents, particularly right-angle accidents.
It will result in more orderly movement of
traffic.
It will give drivers and pedestrians safer
opportunities to cross a street.
It may increase the number of vehicles safely going through the intersection.
Under favorable conditions, the operation of
adjacent signals or groups of signals may be
coordinated to permit the continuous or nearly continuous movement of traffic along a
street or on a street grid.
It may be used to interrupt heavy traffic at
intervals to permit other traffic to cross.
Traffic control signals at a specific intersection

may be either pretimed or traffic actuated. A pretimed signal is a type of traffic control signal in
which the cycle, phasing, intervals, and indications are predetermined and do not vary. They are
repeated until changed manually or by a control
mechanism such as a clock or master controller.
A traffic-actuated signal is a type of traffic signal
in which the length of most intervals and the
cycle, and in some types the sequence of phasing,
are varied by the demands of traffic.
The timing, intervals, sequence, and phasing of
pretimed traffic control signals are generally predetermined but can be changed by time clock or
other automatic control. In traffic-actuated equipment, these features are constantly varied by traffic demand.
An improper or unjustified traffic control signal

can result in one or more of the following disadvantages:
It may cause unnecessary delay to traffic.

It may cause an increase in accidents (particularly rear-end collisions)
Increased use of less adequate routes as road
users attempt to avoid the traffic control signals.
Excessive disobedience of the signal indications.
The installation of a traffic control signal

should be considered only if the good effects
outweigh the bad effects.
Both types of control may be included in a system composed of traffic signal controllers at several intersections whose operation is coordinated
for efficient traffic flow. The critical features of
the position, visibility, and permissible sequence
of signal indications are the same for all types of
traffic control signals.
9-4
9.1.6 PORTABLE TRAFFIC

CONTROL SIGNALS
A portable traffic control signal should be used
only when a signal is needed for a short time
emergency situation or for a work area (typically
less than 30 days). It should be used only when
an engineering study shows a signal is required.
A portable traffic control signal should not be
used if a flagman or police officer can economically and safely direct traffic. A portable traffic
control signal should not be used at a school
crossing.
9.2.1.2
When used, a portable traffic control signal

should meet all of the physical, display, and
operational requirements in this Part. SIGNAL
AHEAD signs should always be used on the
approaches to a portable traffic control signal.
9.2
TRAFFIC CONTROL
SIGNAL INDICATIONS
Uniformity in the design features that affect the

traffic to be controlled is especially important for
safe and efficient traffic operations. Engineering
judgment should be used to determine the proper
phasing and timing for a traffic control signal.
Since traffic flows and patterns change, phasing
and timing should be re-evaluated regularly and
updated accordingly.
Traffic, except pedestrians, facing a steady

AMBER DISK or AMBER ARROW indication is warned that the movement which had
been allowed by the corresponding green
indication is being terminated.
A steady AMBER DISK or AMBER
ARROW indication tells pedestrians that
there is no longer sufficient time to cross the
roadway before a red indication is shown.
A flashing AMBER DISK indication is typically used in the Emirate of Abu Dhabi to
indicate a permissible right turn movement
and mid-block pedestrian crossings.
9.2.1.3
GREEN TRAFFIC SIGNAL

INDICATION
RED TRAFFIC SIGNAL

INDICATION
Red traffic signal indications should have the following meanings:
Green traffic signal indications should have the

following meanings:
YELLOW TRAFFIC SIGNAL

INDICATION
Yellow traffic signal indications should have the

following meanings:
9.2.1 MEANING OF VEHICULAR

TRAFFIC CONTROL SIGNAL
INDICATIONS
9.2.1.1
Traffic, except pedestrians, facing a GREEN

ARROW indication, shown alone or in combination with another indication, may cautiously enter the intersection only to make the
movement specified by the arrow or by the
other indication. Drivers should yield the
right-of-way to vehicles and pedestrians
already lawfully within the intersection or
adjacent crosswalk.
Pedestrians facing a GREEN DISK indication may proceed across the roadway within
the crosswalk, unless prohibited from doing
so by a pedestrian signal.
Traffic, except pedestrians, facing a GREEN

DISK (or Green Signal Face) indication may
proceed straight through an intersection or
turn right or left. However, signs, pavement
markings, or roadway design may prohibit or
prevent one or more of those movements.
Drivers should yield the right-of-way to
vehicles and pedestrians already lawfully
within the intersection or adjacent crosswalk.
9-5
Traffic, except pedestrians, facing a steady

RED DISK or RED ARROW indication
should stop at the marked stop line before
entering the intersection. Traffic should
remain standing until an indication to proceed is shown, except as otherwise provided
for. If a marked stop line does not exist, the
stop should be made before entering the
crosswalk. If a marked crosswalk does not
exist, the stop should be made before entering the intersection.
Pedestrians facing a steady RED DISK indication alone should not enter the roadway
unless permitted to do so by a pedestrian
indication.
9.2.2 USE OF TRAFFIC CONTROL

SIGNAL INDICATIONS
9.2.2.1
NONFLASHING INDICATIONS
It should be shown only when traffic facing

the signal is permitted to proceed in any
direction which is lawful and practicable.
However, this restriction may be modified by
signs prohibiting specific movements, usually at stated times.
It should not be shown at the same time to
two traffic movements whose paths would
cross or otherwise conflict.
A RED DISK indication is used as follows:
9.2.2.2
AMBER ARROW and GREEN ARROW indications should normally be used in the following
locations:
It should be shown when it is intended to prohibit traffic (except pedestrians directed by a

pedestrian signal) from entering an intersection or other controlled area. A traffic signal
operated pedestrian crossing between intersections is an example of such a controlled
area.
It should not be shown with a right or left
GREEN ARROW indication, which is the
only other illuminated indication in that face
(except as provided in Section 9.3.2). It
should not be shown with the right or left
AMBER ARROW change indication, which
follows a GREEN ARROW indication
shown alone.
It should be shown with a right or left
GREEN ARROW indication when traffic is
allowed to turn but is not allowed to proceed
straight ahead. It should also be displayed
with the AMBER ARROW indication, which
follows the GREEN ARROW indication in
this case.
An AMBER DISK indication is used as follows:
It should be shown when it is necessary to

inform approaching traffic the right-of-way
is about to change, except when an AMBER
ARROW indication is required (Section
9.2.2.4)
It should be used instead of the AMBER
ARROW indication following a GREEN
ARROW indication shown alone, when the
indications are visible only to traffic which
these signals control.
At an intersection with a one-way street.

Where some movements are prohibited or
are physically impossible.
Where there is a separate, sheltered lane
intended only for specific traffic movement.
Where some of the vehicular movements on
an approach do not begin or end at the same
time as other vehicular movements. This rule
applies only when signal indications for turning vehicles are visible to other traffic on that
approach. A RED ARROW indication may
also be used.
An AMBER ARROW indication should be
used only to show a change in the right-ofway granted by a GREEN ARROW indication. This is required when the indications
are visible to all traffic on the approach.
When GREEN ARROW and GREEN DISK
indication terminate at the same time, only a
AMBER DISK indication should be shown.
An AMBER ARROW indication should not
be displayed when any conflicting movement
has a green or amber indication.
A GREEN ARROW indication should be displayed only when the path of the vehicles
proceeding in the direction of the arrow:
- Does not conflict with the path of other
vehicles moving lawfully in response to
other green or amber signal indications,
and
- Does not cross a crosswalk to which
pedestrian WALK indications are being
shown at the same time.
A GREEN DISK indication is used as follows:
ARROW INDICATIONS
9-6
9.2.2.3
PROHIBITED COMBINATIONS
OF TRAFFIC CONTROL
SIGNAL INDICATIONS
traffic signal controller design and operating

problems.
9.2.2.4
The following combinations of traffic signal

indications should not be shown simultaneously
on any one signal face:
Each color, type, and combination of steady

(nonflashing) traffic control signal indication in
any one signal face may only be followed by the
showing of an approved steady following display. The approved following displays are listed in Table 9-1 for normal operation. Additional
following displays allowed when the signal is
preempted by an emergency vehicle or a train,
are shown in Table 9-2. No other following displays may be used.
GREEN DISK with AMBER DISK

Straight-through GREEN ARROW with
RED DISK.
RED DISK with AMBER DISK
GREEN DISK with RED DISK.
The above combinations should not be simultaneously displayed on different signal faces on
any one approach, unless the following are true:
INDICATIONS THAT MAY

FOLLOW OTHER INDICATIONS
9.3
DESIGN AND LOCATION

OF VEHICULAR TRAFFIC
CONTROL SIGNAL
INDICATIONS
One of the signal faces controls only traffic

in a lane intended only for turning vehicles
and is identified as a left or right turn signal,
or
One of the signal faces controls only the traffic in a lane intended only for turning vehicles, and
9.3.1 SIZE AND DESIGN OF

TRAFFIC SIGNAL LENSES
- The indications on that signal face are

only a RED DISK (or a RED ARROW),
AMBER ARROW and GREEN ARROW,
and
- At least the RED DISK indication is visible only to traffic it controls.
All traffic control signal lenses, including pedestrian signals, should be circular. The circular
lenses should be antiphantom and should have a
visible diameter closely approaching 300 millimeters. The lenses should be red, yellow
(amber), or green in color.
Or, as an alternative to the above, the signal

indications are screened, covered, louvered,
positioned, or designed so the combination of
indications is not confusing to approaching
drivers.
The following traffic control signal equipment

should meet or exceed the Departments
Standard Specifications and Standard Drawings.
None of the following traffic signal indications

should be used:
A straight-through AMBER ARROW.

More than two arrow indications illuminated
at the same time.
The combination of a AMBER DISK indication and an AMBER ARROW indication normally should not be shown. Where possible,
only the AMBER DISK should be shown
except in those unusual situations where
elimination of the AMBER ARROW causes
Lenses, with respect to color, light transmittance, and arrow design.

Reflectors, with respect to reflectivity.
Complete optical units, with respect to horizontal and vertical light distribution.
Wiring, housing, visors, and hardware, with
respect to the pertinent electrical and
mechanical characteristics.
Arrow indications should be pointed vertically

upward to show a straight through movement.
Arrow indications should be pointed horizontally
to indicate a turn at approximately right angles.
When the angle of the turn is substantially differ-
9-7
Table 9-1 (page 1 of 2)

Permissible Sequential Traffic Control Signal Indications
Existing
Indication(s)
Permissible Following Indications in the Same Signal Face
Use Only At T Intersections
Notes:
a. The practicality of some sequences depends on holding opposing traffic movements by appropriate signal indications.
b. Other arrangements may be feasible as the need arises.
9-8
Table 9-1 (page 2 of 2)

Permissible Sequential Traffic Control Signal Indications
Existing
Indication(s)
Permissible Following Indications in the Same Signal Face
Notes:
a. The practicality of some sequences depends on holding opposing traffic movements by appropriate signal indications.
b. Other arrangements may be feasible as the need arises.
9-9
Note: The practicality of some sequences depends on holding opposing traffic movements by appropriate signal indications.
9-10
ent from a right angle, the arrow should be pointed at an angle which will approximately equal
that of the turn.
three other indications. However, this shall be

done only when other improvements have not
produced satisfactory results.
Each arrow lens should show only one arrow

direction. The arrow indication should be the
only illuminated part of the lens, which is visible.
In Abu Dhabi there are two permissible arrangements of indications in traffic signal faces as
In no case should letters, numbers, or symbols be

displayed as part of a vehicular traffic control signal indications.
9.3.2 NUMBER AND ARRANGEMENT

OF INDICATIONS IN A TRAFFIC
CONTROL SIGNAL FACE
The indications in each traffic control signal face
should be arranged in a vertical straight line.
The relative positions of indications within a signal face should be as follows:
Figure 9-1
Typical Arrangements of Indications on Signal Faces
RED DISK
AMBER DISK
GREEN DISK
9.3.3 ILLUMINATION OF TRAFFIC

CONTROL SIGNAL LENSES
or
Each traffic signal lens should be illuminated
separately.
Left turn RED ARROW

Left turn AMBER ARROW
Left turn GREEN ARROW
An unobstructed, illuminated vehicular traffic

control signal indication should be sufficiently
bright to be clearly visible for a distance of at
least 400 meters under normal atmospheric conditions. See Section 9.6 for visibility of pedestrian signal indications.
The RED DISK indication should always be at

the top of a vertical signal arrangement. When
used, an AMBER DISK indication should always
be located between the red indications and all
other indications.
A single GREEN ARROW indication should

be used alone to permit a continuous movement.
Signal dimmers should be provided for the amber

signal sections. The dimmer should allow the signal lamp to operate at full intensity under daylight conditions and to reduce proportionally to
25 5 percent of full intensity at night. A dimmer
should not control more than one amber section
for each direction.
Pedestrian signal faces, which have two indications.
9.3.4 VISIBILITY AND SHIELDING OF

SIGNAL FACES
One or more indications in a signal face may be

repeated for safety or increased effectiveness. For
instance, two red indications may be placed in
adjacent vertical locations in a signal face with
Every signal head and its supports should be

designed so each signal face may be aimed independently of any other signal face.
Each signal face should have at least three indications but not more than five with the following
exceptions:
9-11
Every signal face should be aimed so its indications will have maximum visibility to the traffic
it is intended to control. Each signal face should
normally be aimed at a point approximately one
meter above the approach roadway, substantially
in advance of the stop line. The distance from the
stop line to this point should be approximately
the distance traveled by a vehicle while the driver reacts to the signal indication and stops. This
distance is shown in Table 9-3. An upgrade on the
approach to a signal will reduce the required
vehicle stopping distance, while a downgrade
will increase that distance. When the approach
grade is about 5 percent or more, it would be
desirable to adjust the minimum visibility distances shown in Table 9-3 to compensate for the
required decrease or increase in stopping distance.
ty of the signal indications as much as practicable

to the drivers the signals control. However, visors
exceeding 300 millimeters in length should only
be used on signal heads which are rigidly supported so that they do not swing.
Street, commercial, and advertising lighting
behind and in line with traffic signal indications
may seriously interfere with signal visibility and
effectiveness. Backplates (a strip of thin material
such as sheet aluminum or sheet plastic extending outward approximately 127 millimeters parallel to the signal face on all sides of the signal
housing) are available. Backplates should be
used on all signal heads placed over the roadway.
Backplates should also be used on all other signal
heads located where background colors and
lights would interfere substantially with the
effectiveness of the traffic signal indications. The
front surface of backplates, the inside surfaces of
visors, and the entire surface of louvers and fins
should have a flat dull black finish. A backplate
may have a white or silver border.
Table 9-3
Required Advance Visibility of
Traffic Control Signal Indications
85 Percentile
Speed (km/h)
Minimum Visibility
Distance (meters)
30
40
50
60
70
80
90
100
110
120
50
65
85
110
135
165
195
230
265
295
9.3.5 NUMBER AND LOCATION OF

SIGNAL FACES
The primary consideration in the placement of
signal faces is the visibility and effectiveness of
the indications. Drivers approaching a signalized
intersection or other area, should be given a clear
and unmistakable indication of whether they
should stop, proceed, turn right or turn left. The
most important physical conditions affecting visibility of the signal indications are the lateral and
vertical angles of a driver's view toward a signal
face. These angles are determined primarily by
the height, distance beyond the intersection, and
lateral placement of the signal face. Other considerations include the design of the vehicle, the
curvature and gradient of the approach roadway,
and the height of the driver's eyes above the roadway.
It is important that signal indications not be visible to drivers who are not controlled by those
indications. For this reason, visors should be used
around all signal lenses. Visors also reduce sun
phantom which gives an unlighted lens the false
appearance of being lighted when it is facing a
low sun. The visor should be 1.27 millimeters
thick and not less than 22.86 centimeters in
length.
The visibility, location, and number of signal

faces for each approach to an intersection or
other signalized area should be as follows:
The control of the visibility and effectiveness of

signal indications can be improved by shielding,
long visors, and louvers, and by special optical
design. Where streets intersect a small angle,
these devices should be used to limit the visibiliVersion 0.0, Interim Edition
9-12
A minimum of two signal heads should be

provided for through traffic. These faces
should normally be continuously visible
from a point at least the distances shown in

Table 9-3 in advance of and to the stop line.
However, it is not usually desirable to allow
motorists to see the indications of another
traffic control signal which must be located
less than the distances shown in Table 9-3
beyond a signal. On an approach that does
not continue beyond the intersection, at least
one (and preferably both) of the turning
movements from that approach should have
signal indications placed in accordance with
this paragraph.
The optical axis of signal indications should
be aimed directly at the point on the approach
which is at the distance shown in Table 9-3
from the stop line. If sight distance along an
approach is less than given in Table 9-3, the
indication should be aimed at the point on the
approach where the indication will first
become visible.
Physical obstructions to signal visibility,
such as tree limbs, parked vehicles, horizontal or vertical roadway curvature, buildings,
etc., should be removed when practicable.
Physical conditions may prevent drivers
from having a continuous view of at least two
signal indications for the distance stated in
Table 9-3. In such cases an advance warning
sign should be erected to warn approaching
traffic. The sign should also be erected in
advance of signals in rural areas, the first signal encountered when entering a municipality, or wherever signals may be unexpected.
This sign may be supplemented by a Hazard
Identification Beacon.
Separate signal faces should be used when
turning movements protected from conflicting movements are allowed by GREEN
ARROWS.
A single face is permissible for the control of
traffic in a lane intended only for turning traffic. Two signal heads should be provided
where more than one lane turns, or where the
turning traffic is the major movement from
the approach. An additional face should also
be used when the required indication cannot
be placed in an effective location. This signal
face or faces should be in addition to the two
signal faces required for through traffic.
Signal indications for turning traffic should
be adjusted to have as little visibility as practicable from the through traffic lanes. Where
the signal indications will be visible to

through traffic, identification as a left (or
right) turn signal should be placed near each
such signal face.
Except where physically impractical, at least
one and preferably both of the signal faces
should be located within the approved area
shown in Figure 9-2. In only rare exceptions
will the width of the intersecting streets or
other conditions make it physically impracticable for the faces to be in that area.
Boundaries of the approved area are defined
by the following limits:
- Two lines parallel to the center line of the
intersected street, one 12 meters and the
other 35 meters beyond the stop line.
- Two lines intersecting at the center of the
full width of the approach lanes at the
stop line. Each line makes an angle of
approximately 20 with the center of the
approach extended, one to the right and
the other to the left.
Where conditions require the nearest signal

face to be more than 45 meters beyond the
stop line.
- Lense size should be 300 millimeters, and
- A supplementary post-mounted nearside signal face should be placed on the
right-hand side of the approach roadway
as near as practicable to the stop line.
9-13
Signal faces beyond the far-side curb of the

intersected street should be as nearly straight
ahead of the approaching driver as practicable, considering physical conditions and the
means chosen for supporting the signal
heads.
A signal face may be located on the near side,
immediately in advance of an intersection at
the right side, on a median island, or at both
locations. Such signals should be mounted on
the top of the supporting post or by a short
bracket attached to it. The signal face should
be as near as practicable to the stop line.
The lateral separation of the two signal faces
should be not less that 2.5 meters measured
horizontally between the centers of the faces.
Signal faces for an approach should control
traffic on all lanes of that approach, except
9-14
lanes intended only for protected turning

or other special traffic movements.
Protected movements are those which do
not conflict with other movements occurring
at the same time. Signal faces are not
required for each lane of an approach to a
signalized area.
A signal face controlling a turning or special
traffic movement should be located as near as
practicable in line with the path of that movement. Such a signal face should be in a position where it will be readily visible to drivers
it controls.
Signal faces, in addition to those required
elsewhere in this section, may be used.
However, these signal faces should be used
only when a study has shown the signals are
needed to improve signal visibility in
advance of or at the intersection.
Left turn arrows should be used in signal
faces located on the near right-hand side of
an approach.
Right turn arrows should not be used in signal faces in the following locations:
Glossary. A protected period is leading

when it precedes the GREEN DISK indication on the same street. It is said to be lagging if it follows that GREEN DISK indication.
9.3.6 HEIGHT OF SIGNAL FACES

A signal face is most visible when directly in the
driver's line of sight. Intersection approach
grades, lateral offset of the signal, vehicle design
and driver position affect signal visibility. A signal should be as low as possible and yet give adequate vertical clearance over the roadway. Unless
there are vertical clearance problems, all signal
arrays should be vertical. The vertical array
should be used for signals not over the roadway.
The bottom of the housing of a signal face placed
on a median island on the near side of an intersection approach should not be less than 1.25
meters and not more than 2.5 meters above the
top of the median island.
The bottom of the housing of signal face supported over a roadway should not be less than 5.5
meters nor more than 6.5 meters above the pavement below the signal.
- On the far left-hand side of an intersection.

- On a signal mounted on a median island
on the far side of an intersection.
Typical mast arm and bracket mountings of signals are shown in Figures 9-7 and 9-8.
At signalized locations between intersections, at least one signal face should be over
and in line with the roadway of each
approach. The other signal face should be
mounted at the right-hand side of the roadway at a height of between 2.5 and 3 meters.
On streets and highways having multi-lane
approaches, an additional signal face should
be installed at the left-hand side of the
approach or on a median island of adequate
width. In all other respects, the requirements
for a signal between intersections should be
the same as for a signal at an intersection.
Pedestrian signal indications should be used
where warranted as stated in Section 9.6.
Standard approved signal head locations and
indications for common and typical situations are shown in Figures 9-3 to 9-6. Other
arrangements are possible within the general
rules given herein. The meanings of the
terms permissive, protected, and protected/permissive will be found in the
9.3.7 DESIGN AND LOCATION OF

TRAFFIC CONTROL SIGNAL
SUPPORTS AND
CONTROLLER CABINETS FOR
SAFETY
Proper visibility of traffic signal faces is the primary consideration in the location of traffic signal supports. In the interest of safety, signal support should be places as far as practicable from
the edge of the traveled way without adversely
affecting the visibility of the signal.
Supports for post-mounted signal heads and also
signal heads at the side of a street should be
placed not less than 0.5 meter back from the face
of a curb. If there is no curb the supports and signal heads should be placed not less than 0.5 meter
back from the edge of the shoulder.
9-15
9-16
9-17
9-18
9-19
9-20
9-21
9.4
Supports for mast arm pole-mounted signal heads

should be placed in the most suitable roadway
median facing the controlled approach
The need for traffic signals may be determined

from the criteria set out below. These are a guide
only and all other relevant factors should be
taken in to account and proper engineering judgment exercised. These criteria alone should not
be used to justify an installation. Their sole function is to separate locations where traffic signals
are likely to be effective or ineffective.
A signal should not obstruct a crosswalk.

Supports for post-mounted signal heads should
be designed to readily break off, bend, or slip
when hit by a vehicle, to minimize injury to the
vehicle's occupants or damage to the vehicle.
Where the speed of vehicles is less than 65 km/h
and there is a vertical curb 25 cm or more in
height, a breakaway support is not required. No
part of the concrete base of a breakaway signal
support should extend more than 10 cm above the
ground level at any point.
To access priorities where all factors appear

equal, cost-benefit techniques should be used.
Various traffic models and computer simulation
programs are available which permit detailed
analysis of the benefits and effects of various
traffic control options available at a site.
Vehicles should be protected from the base of a

non-breakaway (rigid) signal pole such as is used
to support a signal over the roadway. Guardrail or
a suitable device to deflect or stop vehicles without serious injury to the occupants should be provided. However, this protection is not required if
the support is located where it is unlikely to be hit
by an out-of-control vehicle, or where the speed
of vehicles is normally less than 65 km/h.
9.4.1 FACTORS TO BE
CONSIDERED
Several factors (warrants) should be considered
before a decision is made whether or not to install
a traffic control signal:
Each controller cabinet should have a main door

equipped with a keyed tumbler lock of the type in
current use for this purpose in Abu Dhabi. An
auxiliary door should be mounted on the main
door. This door should be equipped with a lock
operable by a different key. The door should give
access to the manually flash, main power and
controller power switches, and the manual control cord or phase change switches.
Overhead (mast arm) indications should be used

on intersection approaches where:
SIGNAL USE CRITERIA
More than 15 percent of the traffic is

approaching at speeds in excess of 80 kph.
On any approach where there are three or
more approach lanes.
Where physical conditions prevent drivers
from having a continuous view of at least two
signal indications.
The number of vehicles entering the intersection and major turning movements by these
vehicles.
The number of pedestrians crossing each
approach to the intersection.
The length of time traffic is congested at the
proposed traffic control signal location.
The number and type of accidents at the location.
Physical features such as sight distances,
grade, or width of street area.
The interruption to the smooth flow of traffic
a traffic control signal would cause.
The possibility of using a less restrictive control device.
Traffic control signals should not be installed

unless one or more of the signal criteria in the
Manual are met. These criteria should be applied
whether a pretimed or a traffic-actuated signal is
being considered.
If a decision is made to install a traffic control
signal, future traffic needs should be considered
in its design and installation.
9-22
Traffic studies of existing signalized intersections

should be made at reasonable intervals. If a study
indicates the criteria for existing traffic control
signals are no longer met, the operation of these
signals should be discontinued.
one period should be in the morning and the other

in the afternoon or evening. However, the hours
when traffic volumes are greatest will be the
determining factor. Each vehicle should be
recorded as a heavy truck, a passenger car or light
truck, or a bus. The number of each of these three
classes of vehicles entering the intersection during each 15 minutes period of each of the twohour periods should be recorded. (The form
shown in Figure 9-9 can be used for this purpose
by subdividing each group of three boxes and
recording a class of vehicle in each subdivision.)
9.4.2 ENGINEERING DATA

REQUIREMENTS
A traffic engineering study should be made of an
intersection or other problem location before a
decision is made to (or not to) install a traffic
control signal. The study should obtain at least
the following data:
When planning a signal installation, it is necessary to provide adequate roadway width to

accommodate the volume of vehicles on each
approach. Frequently, this can be accomplished
by prohibiting parking for a sufficient distance
back from the intersection to provide a right-turn
lane or by widening the roadway. On each
approach, at least two lanes for moving traffic,
one for through traffic, and one for right or left
turn traffic, should be provided unless it is physically impossible to do so.
On a day representative of average traffic

volumes, the number of vehicles entering the
intersection in each hours from each
approach during the 7 consecutive hours of
greatest total traffic. The vehicles turning
right, going straight through and turning left
should be separately recorded. (Typical traffic count forms for his purpose are illustrated
in Figures 9-9 and 9-10.)
The number of pedestrians crossing the intersection in each crosswalk during the same
hours the vehicles are counted. (A typical
pedestrian count form is illustrated in Figure
9-11.)
A diagram of the intersection for at least 50
meters in each direction on each approach.
(See Figure 9-12 for the information to be
shown on this condition diagram.)
A collision diagram showing the accidents
during the last 12-month period for which
accident data is available. (See Figure 9-13
for the data to be shown on this diagram.)
The speed of vehicles on the intersection
approaches not controlled by STOP signs.
From this data the speed at or below which
85 percent of the vehicles were being driven
can be calculated. (A form for recording
vehicle speeds and calculating the 85-percentile speed is shown in Figure 9-14.)
Information obtained from the traffic engineering

studies should be compared with the criteria set
forth below to determine if signals are warranted.
9.4.3 CRITERION 1 MINIMUM

VEHICULAR VOLUME
Principally the volume of traffic on the intersecting streets may indicate the desirability of a traffic control signal. This criterion is met under the
following conditions:
Data on the types of vehicles entering the intersection is not required but may be helpful in evaluating the problems at some intersections. Such a
vehicle classification count should be made during two separate periods, each of two hours duration, when traffic volumes are highest. Preferably
9-23
When large traffic volumes (more than 500)

exist for each hour of any seven hours of an
average day.
When the volumes of traffic are at least equal
to those in Table 9-4.
An average day is any day, (other than a
Friday) when the traffic volumes entering the
intersection are representative of those normally and repeatedly found at that location.
The volumes given in the last two columns of
Table 9-4 must occur during the same hours.
The higher volume minor street approach
(fourth column, Table 9-4) may be one of the
approaches during some of the eight hours
Abu Dhabi Municipality

Traffic Survey Vehicle Volume Count Tally Sheet
Date: __________
Day: ________ Time: ________ To: ________
Project Name: _____________________________

Location: _____________________
Rural: ________ City: ________
Intersection____________________________ and __________________________
Weather: ______________________ Road Condition: _____________________ Observers: _______________________
Right
Through
Through
ULeft Turn
U- Left
Turn
U- Left
Turn
Through
Right
From: ________ On: ________________
Figure 9-9
Vehicle Volume Count Field Data Form
9-24
Through
Right
From: ________ On: ________________
Right
U- Left
Turn
From: ________ On: ________________
From: ________ On: ________________
9-25
Abu Dhabi Municipality

Crosswalk Field Sheet Pedestrian Count
Project: _________
Adults
Children
Time: ________ To: ________

Date: ________
Observer: ____________
Adults
Adults
Children
Children
Location: _______________________
Adults
Children
Figure 9-11
Pedestrian Count Field Data Form
9-26
(Street Name)
(Street Name)
Building
Building
Building
Building
Building
Building
Building
3
3
No Parking
No Parking
2
2
1
1
3
2
3
3
2
2
1
2
3
1
2
2
No Parking
No Parking
15.0
3
3
3
Building
1.8
3.65
3.65
3.65
2.5
9.0
Building
0.2%
Building
Driveway
Street Light
Fire Hydrant
Traffic Signal
Pedestrian Signal
Figure 9-12
Condition Diagram
9-27
COLLISION DIAGRAM
Delma Street
Airport Road
Intersection: ______________________________________ and ___________________________________________

Period from: ______________________________________ to: ___________________________________________
Abu Dhabi
City: ______________________________
AK
Prepared by: ___________________________________________
2/8/1999
3/10/2001
22/6/1999
5/6/2000
20/12/2000
12/03/2001
10/9/2002
20/12/1999
15/2/1999
11/11/2000
Airport Road
NUMBER OF ACCIDENTS
12
3
Property Damage Only

Injury or Fatal
Delma Street
Street Name
SYMBOLS
TYPES OF COLLISIONS
Moving Vehicle
Rear End
Backing Vehicle
Head On
1 - Time, Day, and Date
Non Involved Vehicle
Side Swipe
Pedestrian
Out of Control
2 - Weather and Road

Surface, if Unusual
Condition Existed
Parked Vehicle
15
Total Accidents
Left Turn
Fixed Object
Right Angle
Fatal Accident
Injury Accident
Figure 9-13
Typical Collision Diagram
SHOW FOR EACH ACCIDENT
9-28
3 - Night, if Between
Dusk and Dawn
9-29
Table 9-4
Minimum Vehicular Volumes for Criterion 1
Number of Lanes for
Moving Traffic on Each Approach
Vehicles per Hour on

Major Street (total of
both approaches)

Higher-volume Minor
Street Approach (one
direction only)
Major Street
Minor Street
500
150
2 or more
600
150
2 or more
2 or more
600
200
2 or more
500
200
and the opposite approach during other

hours.
This criterion is also met if the traffic volumes at

the intersection are 70 percent or more of those
shown in Table 9-4 when:
The speed of 15 percent of the traffic on the

main street is 65 km/h or more, whether the
intersection is in an urban area or rural area,
or
The intersection is in an area with frequent
buildings ( a built-up area) in a city or village
having a population of less than 10,000, and
it is not near a larger city or village.
When large traffic volumes exist on the

major street for each hour of any 7 hours of
an average day.
The volumes of traffic are at least equal to
those in Table 9-5.
An average day is any day (other than a
The higher volume minor street approach
(fourth column, Table 9-5) may be one of the
approaches during some of the 8 hours, and
the opposite approach during other hours.
This criterion is also met if the traffic volumes at

the intersection are 70 percent or more of those
shown in Table 9-5 when:
9.4.4 CRITERION 2
INTERRUPTION OF
CONTINUOUS TRAFFIC
The desirability of a traffic control signal may be

indicated by large numbers of vehicles on the
major street. This may result in unreasonable
delay and hazard to traffic on the intersecting
street. This criterion is met under the following
conditions:
The speed of 15 percent of the traffic on the

main street in 65 km/h or more whether the
intersection is in an urban area or a rural area,
or
buildings ( a built-up area) in a city or village
Table 9-5
Number of Lanes for
Moving Traffic on Each Approach

Major Street (total of
both approaches)

Higher-volume Minor
Street Approach (one
direction only)
Major Street
Minor Street
750
75
2 or more
900
75
2 or more
2 or more
900
100
2 or more
750
100
9-30
having a population of less than 10,000 and it

is not near a larger city or village.
This criterion is also met if the vehicular or

pedestrian traffic volumes at the intersection are
70 percent or more of those shown in Table 9-6
when:
A traffic control signal should not be installed

under this criterion if its installation would seriously disrupt the flow of traffic in an existing or
potential progressive signal system. (See
Glossary for meaning of progressive signal system.)
Figure 9-15 is an example of a traffic count made

to determine if the minimum vehicular volumes
for Criterion 2 were met.
Traffic control signals installed when this criterion is satisfied should be equipped with pedestrian signal indications.
9.4.5 CRITERION 3 MINIMUM

PEDESTRIAN VOLUME
If a signal is installed at an intersection more than

600 meters from the nearest signal, it is recommended to be traffic actuated with pedestrian
pushbuttons at each end of each crosswalk across
the major street.
A traffic control signal may be considered

because many pedestrians wish to cross a busy
street. Large volumes of traffic on a street may
not permit pedestrians sufficient time to cross
safely. This criterion may be met under the following conditions.
the speed of 15 percent of the traffic on the

major street is 65 km/h or more, or
the intersection is in an area with frequent
buildings (a built-up area) in a city or village
having a population of less than 10,000 and it
is not near a larger city or village.
Traffic control signals may be installed when this

criterion is met at locations between intersections, provided the crosswalk is 50 or more
meters from another crosswalk or intersection. If
the signal is within a progressive signal system, it
should be coordinated with that system. In such
cases, curbside parking should be prohibited for
at least 30 meters before the crosswalk and 10
meters beyond it.
When large vehicle (more than 500) and

pedestrian volumes (more than 150) exist for
The vehicle and pedestrian volumes are at
least equal to those in Table 9-6.
An average day is any day (other than a
One of the crosswalks may carry the greatest
pedestrian volumes during some of the eight
hours and the other crosswalk during other
hours.
9.4.6 CRITERION 4 SCHOOL

CROSSING
When children wish to cross a street, adequate
gaps are needed between vehicles for the children
to cross safely. However, adequate gaps may not
occur frequently enough. This criterion is satisfied when the number of adequate gaps is less
Table 9-6
MInimum vehicular and Pedestrian Volumes for Criterion 3
Type of Roadway

Major Street
(total of both approaches)
Pedestrians per Hour Crossing

the Major Street on the
Crosswalk Having the Greatest
Number of Pedestrians
No Pedestrian Refuge Island in

the Street
600
150
Having a Raised Island at Least

1.25 m Wide in the Middle of the
Approach
1000
150
9-31
9-32
than the number of minutes in the time period of

the day during which children with to cross.
Generally, this period should not be less than 15
minutes.
desirable to install a traffic control signal at an

intersection between signals which are quite far
apart. This will help to preserve the efficient
grouping of vehicles and regulate vehicle speed.
When traffic control signals are installed where

this criterion but no other criterion is satisfied,
the following actions are also required:
The Progressive Movement criterion may be

applicable when all three conditions exist.
Pedestrian signal indications should be provided for each crosswalk which has been designated for school children. Pedestrian signal
indications may be provided for other crosswalks.
A school crossing signal at an intersection
should be fully traffic actuated. Signals in a
progressive signal system may have pretimed
control or, if traffic-actuated, should be coordinated with the system.
At school crossings between intersections,
the signal should be pedestrian-actuated. If
within a progressive signal system, it should
be coordinated with that system. At such signalized locations, parking should be prohibited for at least 30 meters in advance of the
crosswalk and 10 meters beyond the crosswalk.
A school crossing signal should not be
installed within 150 meters of another traffic
control signal, and should be located at least
30 meters and preferably further from the
nearest intersection.
The adjacent signals are more than 800

meters apart.
A traffic engineering study shows that the
vehicles do not remain in groups.
Vehicle speeds are considerably above a safe
speed.
A traffic control signal should normally not be

installed if this criterion is satisfied when the
resulting distance from that traffic signal to any
adjacent signal would be less than 300m.
9.4.8 CRITERION 6 ACCIDENT

EXPERIENCE
A traffic control signal may reduce the number of
certain types of accidents occurring at an intersection, although the signal will cause more
delay to drivers. It may also cause an increase in
other types of accidents. The accident experience
criterion is satisfied when all of the following
conditions are met:
9.4.7 CRITERION 5
PROGRESSIVE MOVEMENT
When the indications of a traffic control signal

change from red to green, the vehicles proceeding ahead on the green signal form a group.
These vehicles usually stay in the group for 500
meters or more. The movement of traffic groups
through a progressive signal system is more efficient than random movement of individual vehicles through the system.
Progressive signal systems control the speed of

traffic. A vehicle which is driven at a high rate of
speed between signals would arrive at the second
signal before the green indication is shown. If
traffic control signals are far apart, the vehicles
within a group disperse traffic. Thus, it may be
Other remedies such as improved signing,

pavement markings and parking restrictions
were tried but, no reduction in the number of
accidents occurred.
Five or more accidents involving pedestrians,
or right angle or left turn vehicle collisions,
each of which caused personal injury or considerable property damage were reported to
the police within a 12-month period.
The number of vehicles and pedestrians at
the intersection is not less than 80 percent of
the requirements in Criteria 1, 2, or 3.
The installation of a signal will not seriously
disrupt the smooth flow of traffic in a progressive signal system.
Any traffic control signal installed solely on the

Accident Experience criterion should be traffic
actuated. It may be semi traffic actuated when
equipped with devices which provide proper
9-33
coordination (if installed at an intersection within a coordinated system). It normally should be

fully traffic actuated if installed at an isolated
intersection.
mining when this criterion is met. One is by using

the major street and minor street traffic volumes.
The other is by measuring the delay to minor
street traffic.
Accident studies have shown the installation of a

traffic control signal will significantly reduce the
number of right angle collisions at an intersection. Right angle collisions are usually severe. A
traffic control signal often will increase the number of rear-end collisions that are usually much
less severe. Another type of accident which may
be reduced by a traffic control signal is one
involving pedestrians and vehicles.
The volume criterion may be applied by plotting

on Figure 9-16 or 9-17 (whichever is appropriate):
When considering the removal of an existing

traffic control signal, an analysis should be made
of the accidents occurring at the intersection. The
type and number of accidents that may occur if
the signal were removed should be estimated.
The vehicular and pedestrian volumes should
also be considered. A thorough analysis of the
existing and projected conditions at the intersection should indicate whether the signal should be
removed or permitted to remain.
If the point plotted on the graph falls above the

curve corresponding to the number of approach
lanes, the criterion is met.
This criterion also applies when the following
conditions are met:
9.4.9 CRITERION 7
COMBINATION OF CRITERIA
During the peak traffic period traffic on a

side street (controlled by a STOP sign) experiences a total delay per hour of:
- Four or more vehicle hours for a singlelane approach, or
- Five or more vehicle hours for a two-lane
approach.
A traffic control signal may occasionally be justified when no single criterion is met. When at
least 80 percent of the traffic volume required by
paragraph No. 1or 2 (as appropriate) of two or
more of the first three Criteria (1, 2, and 3) are
met, a traffic control signal may be justified.
Before a signal is installed under this criterion,

there should be adequate trial of other remedies
such as improved signing, pavement markings,
and parking restrictions. A signal should be
installed only if other remedies do not correct the
problems.
The volume on the side street approach during the same hours is
- One hundred or more vehicles per hour
for a single-lane approach or
- One hundred and fifty vehicles per hour
for a two-lane approach.
9.4.10 CRITERION 8 SHORT PEAK

PERIOD TRAFFIC VOLUME
CRITERION
The total traffic entering the intersection on

all approaches during the same hours is
- Eight hundred or more vehicles per hour
for intersections with four or more
approaches, or
- Six hundred and fifty vehicles per hour
for intersections with three approaches.
A traffic control signal may be indicated where,

during only 1 or more hours of an average day,
minor street traffic experiences unreasonable
delay or hazard. There are two methods of deter-
The total traffic volume on the major street

and
he number of vehicles entering the intersection on the higher volume minor street
approach. (Note: Figure 9-17 is to be used in
communities with a population of less than
10,000, or the speed limit on the major street
is 65 km/h or more.)
9-34
Lanes per Approach:
600
One on both streets.

500
Two or more on one street

and one on the other street.
400
Two or more on both streets.

300
200
*
*
100
400
800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
Major Street Total of Both Approaches VPH
150 VPH applies as the lower threshold for a minor-street
approach with two or more lanes and 100 VPH applies as the lower
threshold volume for a minor-street approach with one lane.
500
600
700
Figure 9-16
Peak Hour Volume Criteria
Lanes per Approach:

Minor Street
High-volume Approach VPH
Minor Street High-volume Approach VPH
One on both streets.

Two or more on one street
and one on the other street.
400
300
Two or more on both streets.
200
**
100
300
400
500 600 700 800 900 1000 1100 1200 1300

Major Street Total of Both Approaches VPH
VPH applies as the lower threshold for a minor-street

* 100
approach with two or more lanes and 75 VPH applies as the lower
threshold volume for a minor-street approach with one lane.
Figure 9-17
Peak Hour Volume Criteria (less than 10,000 population or above 65 km/h)
9-35
9.4.11 CRITERION 9 ESTIMATE OF

TRAFFIC ON STREET TO BE
CONSTRUCTED
9.4.12 SELECTION OF PRETIMED OR

TRAFFIC-ACTUATED
CONTROL
This criterion may be used only to evaluate the

need for a traffic signal at a newly constructed
intersection, created or revised by a highway construction project, or at the driveway of a new
commercial or residential development.
Pretimed traffic control signals are generally the

most appropriate type for the following conditions:
The anticipated traffic volume is estimated as of

the date the intersection is opened to traffic, or:
Unless an intersection is or will be in a coordinated signal system, traffic-actuated signals may

be used in place of pretimed signals. Traffic-actuated signals are also appropriate for the following
conditions:
Within 2 years from the date of opening of a

highway construction project, or
Within 6 months from the date of the opening
of a new commercial or residential development.
This criterion is met when the estimated average

daily traffic volume on the major street and on
the higher volume minor street or driveway
approach to the intersection equals or exceeds the
volumes of traffic shown in Table 9-7.
This criterion is also met if the traffic volumes

are estimated to be 70 percent or more of those
shown in the Table 9-7 when:
he speed of 15 percent of the traffic on the

main street is 65 km/h or more, whether the
intersection is in an urban area or a rural area,
or
buildings (a built-up area) in a city or village
having a population of less than 10,000, and
it is not near a larger city or village.
A repeated, predictable traffic volume pattern.

An intersection in the built-up area of a city
or village.
When the volume of traffic low, changes frequently through the day, or is greater first on
one approach and then on others.
When the side street vehicles are numerous
only during a few peak hours per day, and
those are the only hours when considerable
delay is experienced on the side street.
When only the pedestrian or accident criterion is used.
When the signal will not be installed at an
intersection.
When the signal will be at an isolated location, that is two kilometers from the nearest
signalized intersection.
Table 9-7
Number of Lanes for Moving Traffic on
Average Daily Traffic
Each Approach
Major Street
Minor Street
Major Street
Minor Street
(both approaches)
(one approach)
1
1
10000
3000
2 or more
1
12000
3000
2 or more
2 or more
12000
4000
1
2 or more
10000
4000
1
1
15000
1500
2 or more
1
18000
1500
2 or more
2 or more
18000
2000
1
2 or more
15000
2000
9-36
9.4.13 PEDESTRIAN ACTUATION OF

TRAFFIC CONTROL SIGNALS
long. The exclusive function of the yellow

change interval should be to warn traffic of an
impending change in the right-of-way assignment. The change intervals for a particular intersection should be selected on the basis of its
physical and traffic characteristics by using Table
9-8 or the formula:
Pedestrian detectors (usually pushbutton switches at the ends of crosswalks) should be installed
with a traffic-actuated traffic control signal when
pedestrians would have to wait an unreasonable
length of time for a vehicle actuation to give
them an opportunity to cross.
0.91V
_______
Vehicle Change Interval = T + 6.56A + 0.644G
Pedestrian detectors should be installed with a

traffic-actuated traffic control signal if pedestrians would not have sufficient time to cross the
intersection during a green signal indication for
vehicles.
Where:
A = Max. deceleration rate (m/s2), typically 3.048.
T = Reaction time, typically one second.
G = Gradient of approach.
V = Speed of vehicle (km/h).
9.4.14 SIGNAL CRITERIA ANALYSIS

FORM
The vehicle red clearance interval should not

exceed nine seconds. A vehicle may enter an
intersection immediately before the end of the
yellow change interval. It must be allowed to
leave the intersection before conflicting traffic
enters. The clearance intervals for a particular
intersection should be selected on the basis of its
physical and traffic characteristics for the initial
timing of the signal controller by using Table 9-9
or the formula:
Figure 9-18 shows a convenient form used to

summarize the data, which determine if one or
more of the traffic signal criteria are met.
9.5
TRAFFIC CONTROL
SIGNAL OPERATION
9.5.1 VEHICLE CHANGE AND

CLEARANCE INTERVALS
T (sec.) =
The exclusive function of the steady yellow interval is to warn traffic that a change in the right-ofway assignment will occur. The vehicle change
interval should be long enough to allow drivers
approaching the indication at a legal speed to
stop before entering the intersection.
3.6 (W + C + L)
______________
V
Where:
W = Street width in meters.
C = Distance from stop line to near side of cross
street.
L = Length of the vehicle.
V = Speed of vehicle (km/h).
A vehicle change interval should be followed by

a short red clearance interval to allow vehicles
which have entered the intersection to leave
before conflicting vehicle movements enter it.
Change and clearance intervals should be provided between the termination of a GREEN
ARROW indication and the showing of a
GREEN indication to any conflicting traffic
movement. The change interval is shown by a
AMBER ARROW indication. This may be followed by a RED indication if that movement is
no longer permitted.
The length of vehicle change and clearance intervals depends on the speed and type of approaching traffic, the width of the intersected street, and
the gradient (negative or positive) of the
approach.
The vehicle change interval should not be less
than three seconds nor more than seven seconds.
Drivers will violate a yellow interval which is too
9-37
Traffic Signal Criteria Analysis Form

City: Abu Dhabi
Route:
Calc: AK
Date: 17 Feb. 2003
Chk: AHS
Date: 19 Feb. 2003
Major St.: Khaleej Al Arabi
Critical Approach Speed: 65 km/h
Lanes: 3
Minor St.: Delma
Critical Approach Speed: 65 km/h
Lanes: 3
70% Vol.
Critical Speed of Major Street Traffic > 65 Km/H . . . . . . . . . . . . . . . . .
In Built-Up Area or Isolated Community of < 10,000 Pop. . . . . . . . . .
X 70%
Applicable Minimum Volume Requirements:
100%
X
X
100% Vol.
Yes
No
Yes
No
Criterion 1 Minimum Vehicular Volume

100% Satisfied
Minimum Requirements
(80% Shown in Brackets)
100%
Approach Lanes
Both Approaches Major Street
Highest Approach Minor Street
70%
100%
350
(280)
105
(84)
600
(480)
200
160)
1
500
(400)
150
(120)
Yes
80% Satisfied
Yes
X No
X No
Hour
70%
1600 1700 1500 1300 1200 700 1400 1100
2 or More
420
(336)
140
(112)
628
619
71
52
594 558 532

62
39
70
511
507 484
46
49
79
Note: Heavier of Left-Turn Movement From Major Street Included When LT -Phasing is Proposed.
Criterion 2 Interruption of Continuous Traffic

100% Satisfied
100%
Approach Lanes
Highest Approach Minor Street
70%
100%
525
(420)
53
(42)
900
(720)
100
(80)
1
750
(600)
75
(60)
80% Satisfied
70%
X No
Yes
X Yes
No
Hour
1600 1700 1500 1200 700 1400 1100 900
2 or More
630
(504)
70
(56)
628
619
71
52
594 532
63
70
511
507 484 455
46
49
79
108
Note: Heavier of Left-Turn Movement From Major Street Included When LT -Phasing is Proposed.
Criterion 3 Minimum Pedestrian Traffic

Median
100%
600
(480)
Raised 10 cm
1000
Volume
Median
(800)
Pedestrians on Highest-Volume X-Walk Crossing
150
Major Street
(120)
If Midblock Signal Proposed
Minimum Requirement
No Median
100% Satisfied
Yes
80% Satisfied
Yes
Hour
70%
420
(336)
700
(560)
105
(84)
50 Meters
Distance to Nearest Established X-Walk

N/E __________ M
Criterion 4 School Crossings
Not Applicable
See School Crossings Warrant Sheet
9-38
Fulfilled
S/W __________ M
Figure 9-18 (page 1 of 2)

Completed Traffic Signal Criteria Analysis Form
X No
X No
Yes
No
X
X
X
X
X
X
X
X
X
Figure 9-18 (page 2 of 2)

Completed Traffic Signal Criteria Analysis Form
9-39
Table 9-8
Vehicle Change Interval (seconds)
85th Percentile
Approach Speed
(km/h)
30
40
50
60
70
80
90
100
120
Notes:
Gradient on Approach
-8%
3.0
3.5
4.1
4.7
5.3
5.9
6.5
7.0
7.0c
-6%
3.0
3.3
3.8
4.4
5.0
5.5
6.1
6.6
7.0b
-4%
3.0
3.1
3.6
4.1
4.7
5.2
5.7
6.2
7.0a
-2%
3.0
3.0
3.4
3.9
4.4
4.9
5.4
5.9
6.8
0
3.0
3.0
3.3
3.7
4.2
4.6
5.1
5.6
6.5
+2%
3.0
3.0
3.1
3.6
4.0
4.4
4.8
5.3
6.1
+4%
3.0
3.0
3.0
3.4
3.8
4.2
4.6
5.0
5.8
+6%
3.0
3.0
3.0
3.3
3.7
4.1
4.4
4.8
5.6
+8%
3.0
3.0
3.0
3.2
3.5
3.9
4.3
4.6
5.3
a. Add 0.3 seconds to clearance interval shown in last column of Table 9-9 (when approach gradient is -4%).
b. Add 0.8 seconds to clearance interval shown in last column of Table 9-9 (when approach gradient is -6%).
c. Add 1.4 seconds to clearance interval shown in last column of Table 9-9 (when approach gradient is -8%).
After the signal is functioning, it should be adjusted for actual local operating conditions. The length of the interval can
frequently be shorter than initially calculated.
Cross Street
Width (meters)
9
12
15
18
21
25
28
31
34
37
40
43
46
55
60
Notes:
30
2.5
2.9
3.2
3.6
4.0
4.4
4.8
5.2
5.5
5.9
6.2
6.6
7.0
8.0
8.6
40
1.9
2.2
2.4
2.7
3.0
3.3
3.6
3.8
4.1
4.4
4.7
5.0
5.2
6.0
6.5
Table 9-9
Vehicle Red Clearance Interval (seconds)
85th Percentile Vehicle Approach Speed km/h
50
60
70
80
90
100
1.5
1.3
1.1
0.9
0.8
0.8
1.7
1.4
1.2
1.1
1.0
0.9
1.9
1.6
1.4
1.2
1.1
1.0
2.2
1.8
1.5
1.4
1.2
1.1
2.4
2.0
1.7
1.5
1.3
1.2
2.7
2.2
1.9
1.7
1.5
1.3
2.9
2.4
2.1
1.8
1.6
1.4
3.1
2.6
2.2
1.9
1.7
1.5
3.3
2.8
2.4
2.1
1.8
1.7
3.5
2.9
2.5
2.2
2.0
1.8
3.7
3.1
2.7
2.3
2.1
1.9
4.0
3.3
2.8
2.5
2.2
2.0
4.2
3.5
3.0
2.6
2.3
2.1
4.8
4.0
3.4
3.0
2.7
2.4
5.2
4.3
3.7
3.2
2.9
2.6
Add the following values to the Vehicle Clearance Intervals when the approach gradient is:
-4% add 0.3 seconds
-6% add 0.8 seconds
-8% add 1.4 seconds
9-40
110
0.7
0.8
0.9
1.0
1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
1.9
2.2
2.4
120
0.6
0.7
0.8
0.9
1.0
1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
2.0
2.2
9.5.2 PREVENTION OF
UNEXPECTED TRAFFIC
CONFLICTS
A pretimed signal controller or system generally

does not change the sequence in which indications or phases occur. However, in traffic-actuated controllers and traffic-adjusted signal systems,
both the sequence and timing of intervals and
phases can change each cycle. Whether or not the
sequences change frequently, they must be
planned and controlled to prevent unsafe and
conflicting indications and movements.
Signal indications, allowing unexpected crossing

or merging of the paths of vehicles with the paths
of other vehicles and pedestrians, should not be
given except when all of the following three conditions exist:
Every controller or control system should be

designed and operated for safe and efficient functioning. In the normal operation of a traffic control signal, the indications on a specific signal
face should be followed by one of the approved
indications or combinations of indications given
in Table 9-1. No unauthorized following indications may be shown. The authorized indication
progression in the case where the operation of a
traffic control signal is preempted by a train or
emergency vehicle may be taken from either
Table 9-1 or Table 9-2.
The crossing or merging involves only slight

hazard, and
Serious traffic delays can be materially
reduced.
Drivers and pedestrians making the conflicting movements are effectively warned of the
conflicts.
Warning may be given by signs or the use of an

appropriate traffic signal indication.
A LEFT GREEN ARROW signal indication
should not be shown when drivers obeying it
would intersect the path of pedestrians crossing
in response to a walk indication.
A signal installation should comply with the following requirements:
9.5.3 PROTECTIVE FAIL-SAFE

CIRCUITRY
Traffic signal controllers installed shall, through

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

CONTROL SIGNAL
INDICATIONS (OPERATING
PLANS)
The safe and efficient operation of a signalized

intersection is dependent upon providing the best
sequence and timing of signal intervals and phases.
9-41
An arrow indication should never direct

vehicles across the path of pedestrians who
have a Walk indication.
When a green vehicular indication or a
pedestrian Walk indication is terminated, it
should be followed by a change and a clearance interval.
If a GREEN DISK indication is to continue
when a GREEN ARROW indication begins,
(called a lagging left turn), opposing or conflicting vehicular movements should first be
stopped. This should be done by displaying a
yellow change indication followed by a red
clearance indication for the conflicting
movements. The GREEN ARROW indication may be shown.
A signal indication sequence may allow a left
turn to be made only on GREEN ARROW.
Such a sequence should be used only when
left turning vehicles have a lane separate
from, and in addition to, lanes for through
traffic.
Protected turning movements are allowed
by GREEN ARROW indications shown
when other traffic movements do not conflict
with the turning movements. It is easier for
drivers to turn left when they are protected by

the signal from conflicting movements than
when they are not protected. However, protected turns frequently reduce the efficiency
and capacity of an intersection. Therefore,
signal-operating plans should provide for
protected turning movements typically at
intersections where the left turn volume is
large or where left turn accidents have been
frequent.
Many sequences of signal phases are possible.

The sequence of phases sometimes affects the
sequence of indications within a phase. The most
commonly used sequences of signal phases and
indications (operating plans) are given in the following paragraphs. If an engineering study
shows a different phase sequence is desirable,
that sequence should comply with all standards
herein.
The standard four phase traffic signal is

The standard sequence of traffic signal indications and phases is shown in Figure 9-20.
Figure 9-20 also shows the standard numbering for traffic signal indications. It should be
used whenever practicable. It is particularly
applicable to the intersection of two streets
where all drivers who wish to turn left can do
so within two signal cycles. The standard
sequence which includes pedestrian signal
indications is shown in Figure 9-21.
A left turn movement may be permissive,
protected/permissive, or protected/prohibited. A permissive left turn is one which
may be made whenever a GREEN DISK is
displayed (unless prohibited by a regulatory
sign). In a protected/permissive left turn, the
GREEN ARROW indication is displayed
with the GREEN DISK indication. This tells
motorists no oncoming traffic from the opposite direction (or other movements) will conflict with turning traffic during the GREEN
ARROW left turn phase. However, during
the display of the GREEN DISK indication
alone without the GREEN ARROW, vehicles
turning left must yield the right-of-way to
vehicles entering from the opposite approach
on the GREEN indication. The term protected/prohibited also means no movements
will conflict with turning traffic during the
GREEN ARROW phase. However, left turns

are prohibited when the GREEN ARROW
indication is not being shown to that
approach. The GREEN ARROW indication
may be displayed with or independent of the
GREEN DISK indication for a protected/permissive left turn.
A left turn movement may be allowed to take
place throughout the green phase (permissive
phasing), at the beginning or at the end of the
green phase. When allowed at the beginning
of the green phase, it is called a leading left
turn interval. When allowed at the end of the
green phase it is called a lagging left interval.
A leading left turn is usually preferable to a
lagging left turn because the risk of accidents
is less when the turn is leading. Before a
leading left turn begins, all traffic is stopped
because the cross street green phase has terminated. Therefore, there are no conflicting
movements, and the likelihood of accidents
involving the vehicles turning on the leading
GREEN ARROW decreases. A lagging left
turn from only one approach usually is
accompanied by a GREEN DISK on the
same approach. Traffic on the opposite
approach, (which has a RED DISK indication) may not stop because it is watching
other traffic. Generally, a lagging left turn
should be simultaneous on both opposite
approaches with both through movements
being stopped.
A left turn movement from a street may be
allowed from only one of its approaches to
the intersection or from opposite approaches
simultaneously. The latter is called a twodirection simultaneous left turn. Straight
through and right turning vehicles should be
prohibited from entering the intersection at
this time.
When Walk and Don't Walk indications are
used, the GREEN ARROW interval must be
coordinated with the pedestrian indications
(see Section 9.5.2).
The signal operating plans for several typical
intersection designs are illustrated in the following figures:
- Figure 9-22: Leading
Protected/Permissive Left Turn From
One/Approach
- Figure 9-23: Permissive Left Turn on
9-42
GREEN DISK from Opposite Approaches

- Figure 9-24: Leading
Protected/Permissive Left Turn from
Opposite Approaches
- Figure 9-25: Leading Protected/Prohibited
Left Turn from One Approach
Intersection with One-Way Street
- Figure 9-26: Intersection of Two Divided
Streets with Service Roads
- Figure 9-27: Intersection of Two Divided
Highways Having Left-Turn Bays in the
Median
- Figure 9-28: T Intersection with a
Service Road Along the Principal Street
- Figure 9-29: T Intersection with a LeftTurn Bay and Continuous Traffic on the
Principal Street
north to east and from south to west may

occur only on the GREEN ARROW indication (protected/prohibited left turns).
Left turns from east to south and from
west to north may occur both on the
appropriate GREEN ARROW and on the
GREEN DISK indication on those
approaches (protected/permissive left
turns). Some of the explanatory notes in
Figure 9-31B also apply to Figure 9-30.
- Figure 9-30B is a diagram of the eight
phases (each interval is considered to be a
phase) in the signal sequence. Through
and left turn movements are given separate phases. It is assumed right turns may
be made on the GREEN DISK indication.
Figure 9-31 has two parts.
Right turns normally involve considerably

less potential conflict than left turns. Also,
right turn intervals seldom are needed. The
same general principles may be applied to
right turns as to left turns in those cases
where a right turn interval is required.
Signal controllers and systems should be
designed to provide interval and phase
sequences which meet the requirements of
this section. The newest types of controllers
and systems, where most equipment use digital technology, have great flexibility in the
timing and sequence of intervals and phases.
In the case of pretimed equipment, operation
may be specified by detailing all indications
in proper sequence.
Figure 9-20 illustrates one manner in which the
sequence of signal phases, intervals and indications may be shown. This method is particularly satisfactory for pretimed signals in which the
sequence of phases does not change.
Figures 9-30A and 9-30B illustrate a manner
in which the desired operation of a trafficactuated signal may be shown. Modern traffic-actuated controllers may be designed and
operated by traffic demand to vary the
lengths of intervals and change the sequences
in which the intervals occur.
- Part A is a table showing for each phase

the other phases (non conflicting phases)
which could simultaneously be shown
with it and the phases (called conflicting
phases) which would have movements in
conflict with the phase having the green
indication.
More than one phase (for example Phases
1 and 5, or 3 and 8) may occur simultaneously, if the appropriate detectors are
actuated.
However, phases occurring simultaneously must be on the same side of the barrier line. Also, no more than two phases
per ring may occur simultaneously.
Exceptions to these limitations occur
when overlapping phases are present,
but the complexity of this phasing
requires more space than is available in
this Manual. The terms ring and barrier come from the characteristics of the
solid-state circuitry used in these controllers.
- Part B is a table, with explanatory notes,
showing the signal indications used in the
change and clearance intervals following
each phase.
The signalization of the intersection of the ramps
and the crossroad at a diamond interchange is a
special case. Several standard types of phase
sequences are used. Some of the most useful of
these are shown in Figures 9-32 to 9-35. Traffic
- Figure 9-30A shows a simple intersection

of two streets, each with a curbed median
and left-turn bays. Vehicle detector loops
and signal faces are shown, as well as
pedestrian signal faces. Left turns from
9-43
Indication in All Signal Faces

Sequence of Signal Indications Using a Pretimed Controller
Figure 9-19
Standard Four-Phase Traffic Signal Without Pedestrian Signals
9-44
V6
N
V2
V11
Cross street
V1
V4
V9
V12
V7
V8
V10 V5
Standard signal numbering

sequence is shown.
V3

Figure 9-20
Signal Operating Plan No. 1 Standard Signal Operating Plan Without Pedestrian Signals
9-45
V6
N
P1
P8
V11
V1
V2
P2
V7
V8
P6
P7
V9
The standard numbering
system for pedestrian
indications is shown in
this figure.
V12
P5
V10 V5
P4
P3
V3
Indicates flashing signal.

Figure 9-21
Signal Operating Plan No. 2 Standard Signal Operating Plan With Pedestrian Signals
9-46
Indications on Each Signal Face

Figure 9-22
Signal Operating Plan No. 3 Leading Protected/Permissive Left Turn From One Approach With Pedestrian Signals
9-47
Figure 9-23
Signal Operating Plan No. 4 Permissive Left Turn On Green Disk From Opposite Approaches
With Pedestrian Signals
9-48

Figure 9-24
Signal Operating Plan No. 5 Leading Protected/Permissive Left Turn From Opposite Approaches
With Pedestrian Signals
9-49
Figure 9-25
Signal Operating Plan No. 6 Leading Protected/Prohibited Left Turn From One Approach Intersection With
One-Way Street With Pedestrian Signals
9-50
Figure 9-26
Signal Operating Plan No. 7 Intersection of Two Divided Streets With Service Roads Stop or Signal Control on
the Service Roads Without Pedestrian Signals
9-51

W
W
Figure 9-27
Signal Operating Plan No. 8 Leading Protected/Prohibited Left Turn From Two Approaches Leading
Protected/Permissive Left Turn From Two Other Approaches Intersection of Two Divided Streets With
Left-Turn Bays With Pedestrian Signals
9-52
V11
V10
V10
V2
V1
V9
V5
V7
V6
V8
V12
V13
V14
V4
V3
Figure 9-28
Signal Operating Plan No. 9 T Intersection With a One-Way Service Road Along the Principal Street
Without Pedestrian Signals
9-53
Figure 9-29
Signal Operating Plan No. 10 T Intersection With Left-Turn Bay Continuous Traffic on the Principal Street
9-54
D7 D8
V10
D6
P1
P2
V2
V1
V16
V3
V4
D13
D14
V15
D12
V14
V11
D9
D11
V9
D10
V13
All detectors call and extend their
associated phases.
Detectors D2 and D3 are calling
detectors only and are disconnected
during phase 2.
Detectors D1, D6, D9, and D12 operate
in the nonlocking mode. All other
detectors operate in the locking mode.
V8
V6
V12
V7
P3
P4
D1
V5
D2 D3
D5 D4
Figure 9-30A
Intersection Plan Traffic-Actuated Signal With Pedestrian Signals
Figure 9-30B
Movements During Each of the Phases
9-55
Phase Having Nonconflicting Phase Allowed

Green
to Time Concurrently
Phases in Conflict with

Phase Having Green
5 or 6
2, 3, 4, 7, 8
5 or 6
1, 3, 4, 7, 8
7 or 8
1, 2, 4, 5, 6
7 or 8
1, 2, 3, 5, 6
1 or 2
3, 4, 6, 7, 8
1 or 2
3, 4, 5, 7, 8
3 or 4
1, 2, 5, 6, 8
3 or 4
1, 2, 5, 6, 7
Figure 9-31A
Table of Conflicting and Nonconflicting Phases
9-56
9-57
Phase 1
Phase 2
Phase 3
Notes:
May be either pretimed, if it can be included in a coordinated system, or may be traffic actuated.
Is not recommended where vehicles turning left off of
ramps or frontage roads are numerous.
Is generally not suitable for an urban location.
Figure 9-32
Three-Phase, Lead-Lag Diamond Interchange Ramp Signal Sequence
9-58
Phase 2
Phase 1
Phase 3
Phase 4
Notes:
Very good when there is much ramp traffic and more
on one ramp than the other.
Minimizes the need for provision for vehicles stopped
on the cross street awaiting an opportunity to turn left.
Must be pretimed.
Is not as efficient as the four-phase, two-overlap
sequence.
Figure 9-33
Four-Phase Diamond Interchange Ramp Signal Sequence
9-59
Phase 1
Overlap
Phase 2
Phase 1
Phase 3
Phase 3
Overlap
Phase 4
Notes:
Must be pretimed.
Makes efficient use of green time. More efficient than
any other system.
Is especially effective at interchanges where the spacing between ramp terminals is short and left-turn storage is limited.
Figure 9-34
Four-Phase, Two-Overlap Diamond Interchange Ramp Signal System
9-60
Phase 1
Phase 2
Phase 3
Notes:
Has high traffic capacity when there is a large number
of cross-street vehicles and relatively few left turns.
Can use a shorter cycle than other phasing.
Especially good when ramps are 120 m to 150 m
apart along the main road.
The phasing can readily be produced by a standard
three-phase, traffic-actuated controller.
Figure 9-35
Three-Phase, Lag-Lag Diamond Interchange Ramp Signal System
9-61
estimates should be made prior to signalization,

and the most appropriate phase sequence should
be adopted initially. Studies should be made after
signalization, and one of the other phase
sequences should be used if better results could
be obtained with it.
ers literature, and should be consulted if a coordinated network is anticipated.
9.5.6 FLASHING OPERATION OF

TRAFFIC CONTROL SIGNALS
All traffic control signal installations should have
electrical mechanisms which will flash the signal
indications when activated by a manual or automatic switch. It should be possible to remove the
signal timer without affecting the flashing of the
indications. During flashing operation, the indications should be flashed at a rate of not less than
one-half nor more than two-thirds of the total
flash cycle.
9.5.5 COORDINATION OF TRAFFIC

CONTROL SIGNALS
Both pretimed and traffic-actuated signals within
800 meters of one another along a major route or
in a network of major routes should normally be
operated in coordination to minimize unnecessary delay and accidents.
Coordination may be accomplished by wires
between the signal controllers in the system, with
one controller (or a central master controller)
designed to send impulses at intervals to regulate
the operation of the other controllers. As a temporary measure, pretimed signals may be coordinated by using a common cycle length and setting the time relationships (offsets) by stopwatch.
Coordination usually cannot be maintained
across boundaries between signal systems which
operate on different cycle lengths.
Automatic changes (by time clock or remote control) from flashing to stop-and-go operation
should be made when a green indication is shown
in both direction on the major street. Where there
is no such green indication for both directions,
the change should be made at the beginning of
the green interval for the greatest traffic movement on the major street.
Automatic changes from stop-and-go to flashing
operation should be made at the end of the period during which the red indication is shown in
both directions on the major street.
A time-base coordination unit at each controller

may be used for coordinating traffic control signals. No wires are needed between controllers.
The time-base coordinator is essentially an accurate and stable clock which may be independent
of the power mains. Each time-base unit can be
set to regulate the cycle, splits, and offset of its
associated controller. Because of the timing stability of the time-base coordinator, the time relationships of the signals in the system do not
change over long periods of time. Time-based
coordinators are available which can be programmed for a time period of a week or a full
year.
The operation of the manual flash switch or the

fail-safe conflict monitor (see Section 9.5.3),
should cause the immediate change from stopand-go to flashing operation. Restoring the manual flash switch to the automatic position or
operation of the conflict monitor reset switch
should cause the immediate change from flashing
to stop-and-go operation.
A short, steady all-red interval should be given to
all minor street approaches before changing from
flashing red to green on a minor approach.
Until recently, coordination was usually accomplished by a master controller that supervised the
operation of local controllers at individual intersections. The availability of computerized equipment has made possible more complex and efficient coordinated control of signal networks.
Much useful information on this subject is available in periodicals, handbooks, and manufactur-
There is usually period of four or more consecutive hours of the night when the volume of traffic
is much less than in the day-time. During such
periods, when traffic is less than 50 percent of the
volume criteria in Section 9.4 of this chapter (or
less than 120 vehicles per hour), a pretimed signal may be placed on flashing operation. Trafficactuated signals should normally not be placed
9-62
on flashing operation during such times of lower

traffic. At such times, a properly adjusted and
maintained traffic-actuated signal will not cause
unnecessary delay to traffic and will provide
safer traffic movement than would flashing operation. In Abu Dhabi, placing a signal on flashing
mode requires a prior authorization of the
Department.
When the Department approves that a traffic control signal be placed on flashing operation mode,
the following signal indications should normally
be displayed:
A GREEN ARROW indication used alone to permit a continuous movement should be constantly
illuminated when other indications in the signal
installation are flashed.
Flashing yellow in all indications facing traffic on the main street or highway.
Flashing red in all indications facing traffic
on the minor or cross streets. At some intersections, traffic volumes on the main and
cross streets may be nearly equal and accidents may be displayed in the indications facing main street traffic and also those facing
cross street traffic.
9.5.8 CONTROL PREEMPTION BY

PRIORITY TRAFFIC
Special classes of traffic (emergency vehicles,
trains, transit vehicles, and certain official vehicles) may require priority over other traffic.
Equipment is available to allow such traffic to
modify the timing, sequence, or display of traffic
signal indications. Change and clearance intervals and displays should be provided when a priority vehicle causes a change in the normal timing, sequence or signal display. Priority control
may be established over one signal or over all or
parts of an entire signal system.
A traffic control signal indication that is sufficiently bright to be effective in the day time may
be too bright at night. Therefore, except in urban
areas with bright surroundings and on high speed
rural roads, indications may be automatically
dimmed at night. The dimming device should
reduce the light output of each signal indication
proportionally as the ambient light level decreases. The reduction should be not more that 50 percent and not less than 30 percent of the light output at full rated voltage.
The indications of signals under priority control

should allow traffic to continue to move as normally as possible without delay or hazard to priority vehicles. Long all-red or flashing signal
sequences should not be used.
9.5.7 CONTINUITY OF OPERATION

OF TRAFFIC CONTROL
SIGNALS
9.5.9 MAINTENANCE OF TRAFFIC

CONTROL SIGNALS
A traffic control signal installation, except as provided below, should at all times be operated
either as a stop-and-go device or as flashing
device.
When a traffic control signal installation is

being operated as a stop-and-go device, at
least one indication in each signal face
should be illuminated.
When a traffic control signal installation is
being operated as a flashing device, at least
one indication in each signal face should be
flashed.
The indication of traffic control signals for
emergency vehicle entrances do not have to
be steadily illuminated or flashed except
when those signals are activated.
Proper and reliable operation of traffic control

signals involves regular and emergency maintenance. This includes maintenance to reduce the
likelihood of the failure of any signal component
and prompt repair or replacement of malfunctioning signal units.
Before being placed in operation, during

major reconstruction, or a seasonal shutdown, a signal may not be operating. In such
cases, the signal faces should be covered,
turned away from the street, or removed to
clearly indicate the signal is not in operation.
Traffic signal equipment occasionally fails to

function properly. If a breakdown or failure of the
9-63
9.5.10 VEHICLE SENSORS
equipment occurs, control should be reestablished in one of the following ways:
Traffic-actuated signal control is generally more

efficient than pretimed control at intersections
which are not part of a signal system. However,
the efficiency of traffic-actuated signal control is
greatly affected by the type, placement, and
maintenance of the vehicle detectors used with
the signal.
Automatic or manual transfer to a predetermined flashing mode.

Manual traffic direction by proper authority.
Temporary erection of other traffic control
devices.
Traffic control signals have complex electrical

and electronic equipment. Special training and
skills are needed to provide the maintenance necessary to keep the signals operating properly and
to restore the signals to operation after an equipment failure occurs. Types of work include the
following:
It is best to use detectors capable of registering

the presence of a vehicle at the detector as well as
the passage of the vehicle over the detector.
Sensors (or the associated controller) may have
one or more of the following characteristics, all
of which add to the usefulness of the detector.
Routine preventative maintenance and identification of problems with controllers and

associated equipment.
Cleaning and replacement of signal lamps on
a schedule that will minimize interruption of
signal operation due to lamp failure.
Maintenance of an adequate stock of replacement control equipment and spare parts.
The appearance and effectiveness of an installation should be maintained by scheduled cleaning

and adjustment of signal lenses and reflectors and
by painting signals and supports. Yellow posts
should be used for post-mounted signal heads.
The signal head housings, insides of visors, entire
surface of louvers, and surface of backplates
should have a dull black or dark green finish.
Backplates may have a white border.
To provide efficient and safe operation of an

intersection, the traffic signal control equipment
must be operated in accordance with its predetermined timing schedule. Timing changes should
be made only by authorized persons. A written
record should be made of all timing changes,
inspections and other work done on any signal,
and a copy should be placed in the cabinet. A
copy of the timing plan and wiring scheme
should also be kept in the cabinet. Also, a copy of
all records should be maintained by the local
authority.
Presence mode, which means the detector

gives an indication as long as a vehicle is
over the detector.
Pulse mode, in which the detector gives only
a short (pulse) indication when a vehicle or
axle passes over it.
Holding or nonholding mode. In the holding
mode, the detector actuation is held after the
vehicle leaves the detector until the actuation
is released by the detector or controller. In
the nonholding mode, the detector actuation
is discontinued by the detector or the controller when the vehicle leaves the detector.
Delay timing, which means the detector does
not transmit the vehicle actuation to the controller for a predetermined adjustable time.
Extension timing, which means the detector
prolongs the transmission of an actuation to
the controller after the passage of a vehicle.
At some locations, total entering traffic on the

major street is more than twice the traffic on the
minor street. In such cases, the detectors on the
minor street should be placed closer to the stop
line than those on the major street.
On low-volume minor streets, vehicles entering
the street from driveways between a detector and
the stop line do not register their presence and
may not receive the green light for a considerable
time. In such cases, an additional detector should
be placed between the stop line and the nearest
driveway. Any vehicle crossing this detector will
9-64
9.5.12 OPERATION OF TRAFFIC

CONTROL SIGNALS BY HAND
CONTROL
register their presence and call for the right-ofway and will not be unnecessarily delayed. This
will require a reduction in the length of the vehicle extension timing on that approach. As an
alternative, the controller can be designed to
respond only to the first impulse in each cycle
from the detector farthest from the intersection.
A mechanism should be provided to permit

authorized personnel to operate the signal manually to control traffic. This should include the
required switch to transfer from automatic to
hand operation, and a push button switch on a
one-meter electrical cord for the purpose of
changing the signal indications.
At traffic-actuated signals, detectors are required

in separate turning lanes to secure the right-ofway for vehicles in those lanes. Turning vehicles
can frequently complete the turn and leave the
intersection on the GREEN DISK signal indication. Thus, the right-of-way does not have to be
transferred to the turning lanes causing unnecessary delay to other traffic. Therefore, detectors
and associated equipment for such lanes should
be designed to register the need for right-of-way
only when a vehicle is present in the lane.
When a traffic signal is being operated by hand

control, the lengths of the yellow change intervals and red clearance intervals, if used, should
be controlled by the signal timing mechanism.
Properly timed and maintained traffic control signals are efficient in moving traffic through an
intersection. Hand control of a signal in a progressive signal system will interrupt the smooth
flow of traffic through the system. The temporary
improvement in traffic flow at that intersection
will be offset by a decrease in efficiency for the
system as a whole. It is recommended that signals
be manually controlled only for special, temporary events.
Detectors should be placed where vehicles traveling away from the intersection will not affect
the controller. On narrow two-way roadways this
may require a special type of directional detector
which will be actuated only by vehicles going
toward the intersection.
9.5.11 USE OF SIGNS WITH TRAFFIC

CONTROL SIGNALS
9.6
STOP signs should be used with traffic control

signals except:
PEDESTRIAN SIGNAL
INDICATIONS
9.6.1 MEANING OF PEDESTRIAN

SIGNAL INDICATIONS
When the signal indication flashes red at all

times.
When a minor street or driveway with little
traffic enters the intersection or controlled
area.
When the signal must be operated for a considerable time in the flashing mode. In that
case, STOP signs may be desirable to supplement the flashing red signal indications.
When the signal installation is temporarily
without electrical power, and STOP signs
must be erected on some or all of the
approaches.
Pedestrian signal indications are used to give

pedestrians better information for safe crossing
than can be given by the vehicular indications
alone. These indications consist of the green figure of a walking man, symbolizing permission to
walk (WALK) and a representation of a red-colored hand, symbolizing prohibition of walking
(DON'T WALK) (see Figure 9-36). Another permissible combinations would be a white figure of
a walking man and a red figure of standing man,
respectively.
The meanings of pedestrian signal indications
are:
9-65
At officially designed school crossings at

intersection signalized under any criterion.
At wide intersections where pedestrians must
make the crossing in stages.
Pedestrian signal indications are desirable wherever it is necessary to assist pedestrians, particularly at complex or large intersections. These signals show the periods of the signal cycle when
pedestrian crossing has the least vehicular interference. Normally, pedestrian indications need
not be placed at intersections where few pedestrians cross the major street.
9.6.3 DESIGN OF PEDESTRIAN

SIGNAL INDICATIONS
Figure 9-36
Pedestrian Signal
Pedestrian indications should be adequately

bright and legible to be effective under all normal
atmospheric conditions. These indications should
attract attention and be readable by pedestrians
(day and night) at all distances from three meters
to the full width of the area to be crosses.
The hand symbol (when steadily illuminated)

means pedestrians facing the signal should
not enter the roadway.
The walking man symbol (when flashing)
means pedestrians should not start to cross
the roadway. However, any pedestrian who
has partly completed crossing the roadway
should proceed to a sidewalk or to a safety
island.
The walking man pedestrian indication
means pedestrians may cross the roadway
within the crosswalk limits in the direction of
the indication.
Lenses for pedestrian indications should be round

in shape, displaying either the red hand symbol or
the green walking man symbol. The signal indications should be internally illuminated.
When illuminated, the walking man symbol
should be green on a black background.
When illuminated, the hand symbol should be
red on a black background.
9.6.2 USE OF PEDESTRIAN SIGNAL

INDICATIONS
When not illuminated, pedestrian indications

should not be readily distinguishable by pedestrians from the far end of the crosswalk.
Pedestrian signal indications should be installed

in conjunction with vehicular traffic control signals under any of the following conditions:
Symbols at least 150 millimeters high should be

used if the distance from the near curb to the
pedestrian signal indication is 35 meters or less.
Where that distance is more than 35 m, the symbols should be at least 225 millimeters in height.
When a traffic control signal is installed

because either the Pedestrian Volume or the
School Crossing Criterion is met.
When it is necessary to give vehicles a signal
indication to stop them from crossing the
path of a pedestrian movement. A signal
indication is then necessary to tell pedestrians when they may walk.
When vehicular signal indications are not
sufficiently visible to pedestrians, particularly on one-way streets or at a T intersection.
When pedestrians are required to cross the street

on two or more stages, optically programmed
Walk-Don't Walk pedestrian signal indications or
symbols should be utilized. These indications
should be installed so that the pedestrian will
view only the indication which applies to him.
9-66
9.6.4 LOCATION OF PEDESTRIAN

SIGNAL INDICATIONS
and use. Additional pushbutton detectors may be

needed on median islands where a pedestrian
might seek refuge from traffic.
Pedestrian signals should be mounted with the

bottom of the housing not less than two meters
nor more than three meters above the sidewalk
level.
9.6.6 PEDESTRIAN SIGNAL PHASES

AND INTERVAL TIMING
Pedestrians should be assured of sufficient time
to cross the roadway during the pedestrian
change/clearance period at a signalized intersection where pedestrian indications are used. Some
pedestrians, particularly the very young, old, or
handicapped, walk more slowly than other pedestrians. The length of the pedestrian change/clearance interval must be adjusted to accommodate
those differences in walking speed where young,
old, handicapped pedestrians frequently cross.
For each direction on each crosswalk, pedestrian

indications should be in the normal line of vision
of pedestrians. The preferred location of the
pedestrian signal face is at the end of each crosswalk. The indications should be positioned and
adjusted for maximum visibility at the far end of
the crosswalk. The pedestrian indication should
be located within three meters of the extension of
the crosswalk lines.
Pedestrian signal heads may be mounted separately or on the same support as the vehicular signal heads. Vehicular and pedestrian signal heads
on the same support should be separated by a
space of not less than 150 millimeters when both
signal heads face in the same direction.
Pedestrian pushbutton control of traffic-actuated

signals gives pedestrians sufficient crossing time
by extending the green time given to vehicles.
Even where traffic signals are pretimed it is
sometimes desirable to provide pedestrian pushbuttons. Often pedestrian detectors are installed
for crosswalks across the major street, but not
across the minor street. In those cases, pedestrian
actuation extends the minor street vehicular
green time which will usually reduce the major
street green time. Where pedestrian actuation is
not practical, and pedestrians or often present, the
vehicular green time should provide at least the
minimum crossing time needed by pedestrians.
Pedestrian signal heads and indications should

meet the specifications of the Emirate of Abu
Dhabi with respect to color, lens transmittance,
light distribution, and physical characteristics.
9.6.5 PEDESTRIAN PUSHBUTTON

DETECTORS
The minimum Walk interval, when the green

walking man indication is shown, should be not
less than the minimum time required to cross the
street at walking speed. The minimum Walk
interval is typically three to seven seconds.
Additional time, if needed, should be added to
the clearance period. The Walk indication may be
shown for the vehicular green period minus the
time required for the pedestrian change/clearance
indication. However, the length of the Walk period need not equal the time required for pedestrians to walk completely across the street, as they
can complete their crossing during the
change/clearance period. At traffic-actuated signals, the standing man indication should be
shown unless there has been a pedestrian actuation.
Pedestrian detectors should be installed at any

traffic-actuated signal for any crosswalk having
pedestrian indications except as described in
Section 9.6.6. Detectors and indications should
be omitted for a crosswalk if it is closed.
Pedestrian detectors (usually buttons which must
be pushed by pedestrians) should be located
within easy reach of pedestrians at each end of
each crosswalk where pedestrian actuation is
required. The position of the pushbutton with
respect to the crosswalk should clearly show it is
intended for pedestrians using that crosswalk.
Detectors should be mounted on a strong support
at a height of from 1 to 1.2 meters above the sidewalk. Small signs should be mounted above or as
a part of each detector to explain their purpose
9-67
A pedestrian change/clearance interval should

always be provided where pedestrian signal indications are used. This interval should be long
enough to allow a pedestrian to walk across the
entire roadway or to a median island before vehicles crossing his path receive a green indication.
The normal walking speed is assumed to be 1.25
meters per second.
The hazard or other condition warranting a hazard identification beacon will usually determine
its location and the sign used with it.
Pedestrian indications should always be displayed when the traffic signal is operating as a
stop-and-go device. Pedestrian indications
should not be illuminated when the traffic control
signal is operating as a flashing device. When
pedestrian pushbuttons are provided, the buttons
should be operating at any time the pedestrian
indications are operating.
A 300-millimeter lens should be used only with a

sign larger than the standard size.
9.7
A hazard identification beacon should be supplemented by a suitable sign when used on an

obstruction in the roadway. In addition, the area
of the obstruction should be illuminated.
9.7.2 SPEED LIMIT SIGN BEACON

Speed limit sign beacons are intended for use
where signs alone have not been effective in controlling speed. The beacons are required with
mechanically or electrically changeable speed
limit signs. Too frequent use of the beacons,
however, may reduce their effectiveness.
FLASHING BEACONS
9.7.1 HAZARD IDENTIFICATION

BEACONS
A speed limit sign beacon is a signal having one

or two AMBER DISK lens sections. If one lens is
used, it should have a visible diameter of not less
than 200 millimeters. If two lenses are used, the
lenses should have visible diameter of not less
than 150 millimeters. The two lenses should be
illuminated alternately. If the sign is higher than
it is wide, one lens should be at the top of the sign
and the other at the bottom. If the sign is longer
horizontally than it is high, the lenses may be at
the left and right of the sign. A 300-millimeter
lens may be used only with a speed limit sign
larger than the standard size.
A hazard identification beacon is a traffic signal

giving a flashing AMBER DISK indication. A
hazard identification beacon may have one or
two yellow indications. If there are two, the indications should be flashed alternately. The beacon
should be used only to supplement an appropriate
warning or regulatory sign.
Typical uses for hazard identification beacons
include the following:
Warn of obstructions in or immediately adjacent to the roadway.

Call attention to and increase the effectiveness of warning signs.
Provide warning for crosswalks, especially
those not at an intersection.
Warn of intersections, particularly where
accidents have been recorded.
Supplement and call attention to regulatory
signs, except for stop, give-way and entryprohibited signs. If a beacon is needed for
those three signs, it should be red.
A speed limit sign beacon may be used with a

standard speed limit sign which shows an
unchanging message. It may also be used with
speed limit sign on which the indicated speed
limit may be changed mechanically, electrically,
or by hand.
A changeable message speed limit sign beacon
may be controlled by a seven-day programmable
time clock or other reliable means so the beacon
operates only during those hours and days when
the regulation is in effect.
Hazard identification beacons should be operated

only during those hours when the hazard or regulation exists.
9-68
9.7.3 INTERSECTION CONTROL

BEACON
One should be on the right side of the approach

and one overhead or on the left of the approach.
This will usually be more effective than a beacon
with a 300-millimeter lens. If two lenses are used
with a STOP sign, the lenses should be placed
above and below the sign, and should be alternately illuminated. The standard beacon should
have one lens. Two-lens beacons should only be
used where accident experience shows singlelens beacons have not been effective.
Intersection control beacons have flashing

AMBER DISK or RED DISK indications in each
face. These beacons are used at intersections to
warn and control one or more directions of travel. More than one indication may be needed on
some approaches to provide adequate visibility.
Intersection control beacons are used at intersections where traffic control signals are not warranted, but accident experience indicates a special hazard. Only the following combinations of
signal indications should be used:
9.7.5 DESIGN AND OPERATION OF

FLASHING BEACONS
Flashing beacons usually consist of one or more
sections of a traffic control signal head. Except as
modified by this section, the physical and optical
characteristics of beacons should comply with
the requirements for traffic control signal heads.
Amber indications on one route (normally

the major route) and red on all other
approaches, or
Red on all approaches to the intersection.
This is permissible only where an all-way
stop is warranted.
The lens in each beacon, except the speed limit

sign beacon, should have a visible diameter of
not less than 200 millimeters.
A STOP sign in the normal, approved location

should be used with flashing red intersection control beacon. Intersection advance Warning signs
are normally used on approaches having a flashing yellow beacon. Flashing yellow beacons
should never face two or more vehicle movements which cross or otherwise conflict.
When illuminated, the indication of the beacon

should be clearly visible as a full disk in the
direction it is aimed. Unless it is physically
obstructed, the indication should be visible for a
distance of at least 400 meters under all normal
lighting and atmospheric conditions.
Two-hundred millimeter lenses are customarily

used in intersection control beacons. Three-hundred millimeter lenses may be used where high
traffic volume or speed necessitate greater visibility and effectiveness.
All beacons should be flashed at a rate of not less

than 50 nor more than 80 times per minute. The
illuminated period of each flash should not be
less than one-half more than two-thirds of the
total cycle. The mechanism that causes the beacons to flash should be equipped with filtering
devices for suppression of radio frequency electrical interference.
If two or more indications are shown to any one

approach, these indications should be flashed
simultaneously.
When a 1,750-lumen lamp is used in a 300-millimeter yellow flashing beacon, the indication
may be excessively bright at night. Therefore,
except in urban areas with bright surroundings
and on high speed rural roads, a device should be
used to automatically reduce the light output of
the beacon at night proportionally as the ambient
light level decreases. The reduction should be to
not more than 50 percent and not less than 30 percent of the light output at full rated voltage.
9.7.4 STOP SIGN BEACON

A stop sign beacon is a signal with one or two
flashing RED DISK indications used with a
STOP sign.
The lens of a stop sign beacon should have a visible diameter of not less than 200 millimeters.
Where greater effectiveness is needed, two separate beacon and sing installations may be made.
9-69
Flashing beacons, except for intersection control

beacons, are generally used with signs. If so,
these beacons must be separated by 300 to 400
millimeters from the nearest edge of the sign (this
limitation does not apply to school-zone speed
limit beacons). If the beacon is too close to the
sign, its brilliance will seriously interfere with
the legibility of the sign at night.
Flashing beacons should never be mounted on
pedestals in the roadway. A flashing beacon may
be placed on a pedestal on a traffic or pedestrian
island, but the support should be of breakaway
design.
The installation for the sign will usually establish
the location, height, and lateral clearance of the
combined sign and beacon. The beacon alone or
with an accompanying sign may be over the
roadway. In such cases, the clearance above the
pavement should not be less than 5.8 meters nor
more than 6.5 meters. The sign and flashing beacon should be in the same vertical plane.
9-70

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Version 0.

TRAFFIC CONTROL DEVICES MANUAL

PREFACE TO VERSION 0.1 OF THIS MANUAL

Version 0.0, Interim Edition

TRAFFIC CONTROL DEVICES MANUAL

CHAPTER 1: GENERAL PROVISIONS

TRAFFIC CONTROL DEVICES MANUAL

CHAPTER 4: WARNING SIGNS

TRAFFIC CONTROL DEVICES MANUAL

4.2.22 SPEED HUMP AHEAD SIGN 435 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-14

CHAPTER 5: GUIDE SIGNS

TRAFFIC CONTROL DEVICES MANUAL

5.2.6.1 CHEVRON ARROW TYPES 1 AND 2 . . . . . . . . . . . . . . . . . . .5-13

TRAFFIC CONTROL DEVICES MANUAL

5.5.6.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-33

TRAFFIC CONTROL DEVICES MANUAL

5.7.5.4 DISPLAY OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .5-52

CHAPTER 6: PAVEMENT MARKINGS

TRAFFIC CONTROL DEVICES MANUAL

6.5.3 NONRETROREFLECTIVE RPM MARKING N . . . . . . . . . . . . . . . . . . .6-22

CHAPTER 7: ROADWORKS TRAFFIC CONTROL

TRAFFIC CONTROL DEVICES MANUAL

WARNING SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-12

CHAPTER 8: TYPICAL APPLICATIONS

TRAFFIC CONTROL DEVICES MANUAL

FREEWAY CROSSROADS AT A SIGNALIZED

TRAFFIC CONTROL DEVICES MANUAL

NUMBER AND ARRANGEMENT OF INDICATIONS

TRAFFIC CONTROL DEVICES MANUAL

DESIGN OF PEDESTRIAN SIGNAL INDICATIONS . . . . . . . . . . . . . . .9-66

TRAFFIC CONTROL DEVICES MANUAL

Typical Regulatory Arrow Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-11

TRAFFIC CONTROL DEVICES MANUAL

Signal Face Location and Indications

TRAFFIC CONTROL DEVICES MANUAL

TRAFFIC CONTROL DEVICES MANUAL

- establish road user right-of-way.

- indicate potential hazards.

1.1.1 REQUIREMENTS AND

The Abu Dhabi Traffic Control Devices Manual

establish route identification.

The requirements and purposes of traffic control

The device should fulfill an important need.

Therefore, traffic control devices are commonly

Guide devices should be used to:

The basic purpose of traffic control devices is to

Warning devices should be used to:

Road networks are becoming increasingly

Regulatory devices should be used to:

- inform of traffic laws, regulations, and

Accuracy: Where the sign face accurately

TRAFFIC CONTROL DEVICES MANUAL

signs is recommended to reassure motorists of

1.1.5 ADVERTISING SIGNING

1.1.3 APPROVAL FOR PLACEMENT

Traffic control devices should be placed only with

1.2.1 ROUTE DESIGNATION

When given approval by the Abu Dhabi

1.2.2 TRAFFIC CONTROL DEVICE

1.1.4 EXCESSIVE USE OF TRAFFIC

The traffic control devices included in the Abu

Due care should be taken to limit the number of

TRAFFIC CONTROL DEVICES MANUAL