Guidelines and Procedures For Transport Studies

MINISTRY OF MUNICIPALITY AND URBAN PLANNING
DOHA - QATAR
TRANSPORTATION AND INFRASTRUCTURE PLANNING DEPARTMENT
GUIDELINES AND PROCEDURES FOR TRANSPORT STUDIES
May 2011
REVISION 3
Guidelines and Procedures for Transport Studies
Document Control
Short title GUIDELINES AND PROCEDURES FOR TRANSPORT STUDIES
Authors: Osama Freija and Nabeel Al-Rawi

Version: Revision 3
Created on: February 2008
Last saved: 2/05/2011 by Nabeel Al-Rawi
Location saved:
Approvals Name Position Signed * Date
Author Osama Freija & Senior Traffic Engineers Original signed

Nabeel Al-Rawi
Reviewer Nabeel Al-Rawi Senior Traffic Engineer Original signed
Approved for Mohamed Abdah Original signed

Issue
Document Status
Rev No. Date Details Approved for Issue
0 20/02/2008 Original issue (Revision 0) Khalifa Buhazzaa
1 1/02/2009 Revision 1 Mohamed Abdah
Ministry of Municipality and Urban Planning Page II

Transportation and Infrastructure Planning Department M a y 20 11
TABLE OF CONTENTS
1 Introduction ................................................................................................. 1
1.1 Policy.................................................................................................... 1
1.2 Objectives............................................................................................. 2
1.3 Preparing Transport Study/Assessment................................................ 2
1.4 Benefits of Transport Studies................................................................ 3
1.5 Applicability........................................................................................... 4
1.5.1 Development Projects ........................................................................ 4
1.5.2 Road Projects..................................................................................... 7
1.5.3 Public Transport Projects.................................................................... 7
1.5.4 Pedestrian and Cyclist Facilities Projects ........................................... 8
1.5.5 Car Parking Facilities Projects ............................................................ 8
1.5.6 Other Considerations.......................................................................... 8
1.6 Definitions............................................................................................. 8
1.7 References ........................................................................................... 9
1.8 Approved Software Packages............................................................... 9
1.9 Minimum Requirements, Details and Information................................ 10
1.10 Quality Assurance............................................................................... 10
1.11 Intellectual Property and Public Information ........................................ 10
2 Transport Study Procedure ....................................................................... 11
2.1 Step 1 – Initial Communication ........................................................... 11
2.2 Step 2 - Appointment of Consultant .................................................... 11
2.3 Step 3 - Pre-application Meeting ......................................................... 12
2.4 Step 4 - Methodology Report .............................................................. 12
2.5 Step 5 – Prestart/Initiation Meeting ..................................................... 13
2.6 Step 6 - Reviewing Development Plans and Reports.......................... 14
2.7 Step 7 - Preparation of Transport Study.............................................. 15
2.8 Step 8 – Submission of Preliminary Analyses and Reports................. 15
2.9 Step 9 - Draft Transport Study Submission ......................................... 15
2.10 Step 10 - Final Submission ................................................................. 16
2.11 Step 11 - Road Network Improvement ................................................ 16
2.12 Step 12 – Approval ............................................................................. 17
2.13 Other Important Considerations .......................................................... 17
3 Transport Study Methodology Report........................................................ 19
3.1 Overview............................................................................................. 19
3.2 Methodology Report Outlines.............................................................. 20
3.2.1 Project/Development Location .......................................................... 20
3.2.2 Project/ Development Description..................................................... 20
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3.2.3 Transport Study Team...................................................................... 22

3.2.4 Parking Generation Rates ................................................................ 22
3.2.5 Trip Generation Rates ...................................................................... 22
3.2.6 Sub-Area Model ............................................................................... 23
3.2.7 Surrounding Area Conditions............................................................ 23
3.2.8 Study Area ....................................................................................... 24
3.2.9 Traffic Assessment Methodology...................................................... 25
3.2.10 Road safety Audit methodology ........................................................ 25
3.3 Review Period .................................................................................... 26
3.4 Deliverables........................................................................................ 26
4 Development/ Project Plans and Reports.................................................. 27
4.1 Overview............................................................................................. 27
4.2 Development Plans............................................................................. 27
4.3 Site Access and Traffic Circulation...................................................... 27
4.4 Car Parking......................................................................................... 29
4.4.1 Parking Design ................................................................................. 29
4.4.2 Parking Circulation ........................................................................... 29
4.4.3 Parking Analysis ............................................................................... 29
4.5 Pedestrian .......................................................................................... 30
4.6 Bicycle ................................................................................................ 30
4.7 Public Transport.................................................................................. 30
4.8 On-Site Planning and Parking Principles ............................................ 30
4.8.1 Approach to Site Planning ................................................................ 30
4.8.2 Driveway Location ............................................................................ 31
4.8.3 Review of Driveways Access Plans .................................................. 31
4.8.4 Driveway Connection Depth / Throat Length .................................... 32
4.8.5 Driveway Angle of Connection:......................................................... 33
4.8.6 On-Site Principles of Access Points.................................................. 33
4.8.7 Vehicle Queuing Storage.................................................................. 34
4.8.8 Internal Vehicular Circulation............................................................ 35
4.8.9 Traffic Calming/Speed Control.......................................................... 35
4.8.10 Service and Delivery Vehicles .......................................................... 36
4.8.11 Building Service Drives..................................................................... 37
4.8.12 Signs and Pavement Markings ......................................................... 37
4.8.13 Parking ............................................................................................. 38
4.8.14 Pedestrian, Transit, Bicycle and Accessible Facilities....................... 38
4.8.15 Purpose and End Use ...................................................................... 39
4.9 Road Safety Audit............................................................................... 39
4.10 The Project/Development Review Report ........................................... 39
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4.11 Review Period .................................................................................... 40

4.12 Deliverables........................................................................................ 40
5 Traffic Surveys and Data Collection .......................................................... 41
5.1 Overview............................................................................................. 41
5.2 Data Collection of Existing Roads....................................................... 41
5.3 Information and Data Collection of Transportation Projects ................ 43
5.4 Turning Movement Counts (TMC’s) .................................................... 43
5.5 Automatic Traffic Counts (Machine/Tube Counts)............................... 44
5.6 Manual Classified Counts (MCC’s) ..................................................... 44
5.7 Parking Study and Survey .................................................................. 44
5.7.1 Parking Supply Survey ..................................................................... 45
5.7.2 Parking Accumulation Survey ........................................................... 46
5.7.3 Parking Duration Survey................................................................... 46
5.8 Travel Time Survey............................................................................. 46
5.9 Pedestrians and Cyclists Survey......................................................... 47
5.10 Public Transport Survey...................................................................... 47
5.11 Origin – Destination Survey ................................................................ 48
5.12 Land use Surveys and Investigations.................................................. 48
5.13 Traffic Surveys Requirements............................................................. 48
5.13.1 General: ........................................................................................... 48
5.13.2 ATC’s: .............................................................................................. 49
5.13.3 TMC’s:.............................................................................................. 50
5.14 The Traffic Surveys Analyses Report.................................................. 50
5.15 Review Period .................................................................................... 51
5.16 Deliverables........................................................................................ 51
6 VISUM Modeling and Update of the Transport Model ............................... 52
6.1 Overview............................................................................................. 52
6.2 Land Use ............................................................................................ 53
6.3 Planning Data ..................................................................................... 54
6.4 Distribution to Population Groups ....................................................... 57
6.5 Planning and Network Assumptions.................................................... 59
6.5.1 Planning Assumptions ...................................................................... 59
6.5.2 Network Assumptions....................................................................... 60
6.5.3 Public Transport Network ................................................................. 60
6.6 Modeling of Main Nodes ..................................................................... 60
6.6.1 TModel Methodology ........................................................................ 61
6.6.2 Junction Modeling............................................................................. 61
6.7 Latest Model Structure........................................................................ 71
6.8 Model Directory (paths & settings) ...................................................... 71
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6.9 L6 Model Run ..................................................................................... 79

6.10 Demand model in the Latest Model Structure ..................................... 89
6.11 Procedure Parameter.......................................................................... 95
6.12 Network parameters ......................................................................... 101
6.13 Zone’s Manipulation.......................................................................... 105
6.13.1 Overview ........................................................................................ 105
6.13.2 Zones’ Disaggregation within the VISUM Master File ..................... 106
6.13.3 Concerned Files and Steps outside VISUM Master File ................. 106
6.13.4 New Zones Numbering................................................................... 108
6.13.5 Adjustment to the Network:............................................................. 109
6.13.6 Planning Data Submission.............................................................. 109
6.14 Model Calibration and Validation ...................................................... 109
6.14.1 Replicate the Base Year Network ................................................... 110
6.14.2 Replicate the Base Year Land Use................................................. 110
6.14.3 Identification of Residential Mega Generator Blocks in the Study Area
110
6.14.4 Trip Calibration Counts (ATCs)....................................................... 111
6.14.5 Onsite Surveys at the Residential Mega Generator Locations ........ 112
6.14.6 Data Analysis ................................................................................. 112
6.14.7 Changes in Trip Distribution/Mode Choice Model Procedures ........ 112
6.14.8 Changes to Peak Hour Ratios ........................................................ 113
6.14.9 Changes to Time Series ................................................................. 114
6.14.10 Trip Chain Rates ............................................................................ 115
6.14.11 Trip Generation Procedure Runs .................................................... 116
6.14.12 Trip Generation Analysis ................................................................ 116
6.14.13 Model Validation ............................................................................. 117
6.15 Study Area Update ........................................................................... 118
6.15.1 Study Area Boundary ..................................................................... 118
6.15.2 Land Use Update ........................................................................... 118
6.15.3 Zones’ Disaggregation.................................................................... 118
6.15.4 Micro-Simulation Sub area Boundary ............................................. 118
6.15.5 Traffic Surveys ............................................................................... 119
6.15.6 Alternative Transportation Modes ................................................... 119
6.15.7 Network .......................................................................................... 120
6.15.8 General Modeling Procedures ........................................................ 121
6.15.9 Base Year Model ............................................................................ 122
6.15.10 Future Scenario Model ................................................................... 122
6.16 Congestion Pricing............................................................................ 123
6.17 Model Development – MMUP Liaison ............................................... 123
6.18 Traffic Design Volumes..................................................................... 124
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6.19 Model Report .................................................................................... 124

6.19.1 Model Description........................................................................... 124
6.19.2 Description of Data ......................................................................... 124
6.19.3 Networks Checks............................................................................ 124
6.19.4 Trip Matrix Validation...................................................................... 125
6.19.5 Trip Assignment Validation ............................................................. 125
6.19.6 Validation of other Features............................................................ 125
6.19.7 Target Years’ Modeling .................................................................. 125
6.20 Review Period .................................................................................. 125
6.21 Deliverables...................................................................................... 125
7 Impact Assessment................................................................................. 126
7.1 Overview........................................................................................... 126
7.2 Design Parameters ........................................................................... 127
7.3 Assessment Criterion........................................................................ 128
7.4 Traffic Assessment ........................................................................... 128
7.4.1 Assessment of Existing Conditions................................................. 128
7.4.2 Project Distribution and Assignment ............................................... 129
7.4.3 Future Background Traffic Conditions............................................. 129
7.4.4 Future Conditions ........................................................................... 129
7.4.5 Initial Intersection and Link Assessment ......................................... 130
7.5 SIDRA Assessment .......................................................................... 132
7.6 Synchro Assessment ........................................................................ 133
7.7 VISSIM Assessment ......................................................................... 134
7.7.1 Introduction..................................................................................... 135
7.7.2 Site Visits ....................................................................................... 136
7.7.3 Data Collection ............................................................................... 136
7.7.4 Traffic Counts ................................................................................. 137
7.7.5 Peak Hour Choice .......................................................................... 137
7.7.6 Peak Hour Factor ........................................................................... 137
7.7.7 Public Transport Data Collection .................................................... 137
7.7.8 Coding the Model ........................................................................... 137
7.7.9 Error Checking ............................................................................... 138
7.7.10 Calibration ...................................................................................... 138
7.7.11 Target Year Model Development .................................................... 143
7.7.12 Advance Micro-simulation............................................................... 144
7.7.13 Parking Micro-simulation ................................................................ 144
7.7.14 Other Parameters ........................................................................... 145
7.7.15 Otput .............................................................................................. 145
7.7.16 Volumes ......................................................................................... 145
Ministry of Municipality and Urban Planning Page VII

7.7.17 Travel Time, Speed, and Delay ...................................................... 145

7.7.18 Stops .............................................................................................. 145
7.7.19 Density ........................................................................................... 145
7.7.20 Queues........................................................................................... 145
7.7.21 Summarization of Results............................................................... 146
7.7.22 VISSIM Documentation Guide ........................................................ 147
7.8 Weaving Analysis ............................................................................. 151
7.9 Ramps Analysis ................................................................................ 151
7.10 Parking Analysis ............................................................................... 151
7.11 Pedestrian Analysis .......................................................................... 151
7.11.1 Pedestrian Assessment .................................................................. 151
7.11.2 Pedestrian Crossing Delay ............................................................. 152
7.12 Bicycle Analysis ................................................................................ 152
7.12.1 Bicycle Assessment........................................................................ 153
7.13 Public Transport Analysis ................................................................. 153
7.13.1 Public Transport Assessment ......................................................... 153
7.14 Mitigation Measures.......................................................................... 154
7.15 Recommendations and Options........................................................ 155
7.16 Impact Assessment Report............................................................... 155
7.16.1 Description of Data ......................................................................... 155
7.16.2 Base Year Models Description and Analyses ................................. 155
7.16.3 Future Years Models Description and Analyses ............................. 155
7.16.4 Summary of Base and Future Years Analyses ............................... 156
7.16.5 Conclusion of Base and Future years Analyses.............................. 156
7.16.6 Mitigation Measures and Options ................................................... 156
7.16.7 Analyses of Mitigation Measures and Options ................................ 156
7.16.8 Conclusions and Recommendations .............................................. 156
7.17 Review Period .................................................................................. 156
7.18 Deliverables...................................................................................... 156
8 Reporting, Meetings and Presentation .................................................... 157
8.1 Format of the Traffic Impact Study .................................................... 157
8.1.1 Study Introduction........................................................................... 157
8.1.2 Defined Sub-Area Model ................................................................ 157
8.1.3 Defined Study Area ........................................................................ 157
8.1.4 Existing Conditions ......................................................................... 157
8.1.5 Project Traffic Generation............................................................... 158
8.1.6 Project Traffic Distribution............................................................... 158
8.1.7 Projection of Future Background Traffic.......................................... 158
8.1.8 Future with Project Traffic............................................................... 158
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8.1.9 Capacity Analysis ........................................................................... 158

8.1.10 Traffic Circulation Issues ................................................................ 158
8.1.11 Parking Analysis ............................................................................. 158
8.1.12 Weaving Analysis ........................................................................... 158
8.1.13 Road Safety Audit........................................................................... 158
8.1.14 Conclusions.................................................................................... 159
8.1.15 Recommendations.......................................................................... 159
8.1.16 Appendices..................................................................................... 159
8.2 Review Period .................................................................................. 159
8.3 Deliverables...................................................................................... 159
Appendix A............................................................................................................ 160
Concept Design Submittal and Review Guidelines................................................ 160
Appendix B............................................................................................................ 169
Context Sensitive Design/Solutions CSD/CSS ...................................................... 169
1. Introduction ............................................................................................. 170
2. Streets as Places .................................................................................... 171
3. Detailing the public realm ........................................................................ 172
4. Multi modal streets .................................................................................. 173
5. The CSS Product: Qualities of Excellence in Transportation Design ....... 175
6. Urban Design Involvement In Design Development ................................ 176
7. Urban Design Technical Criteria for Tender Submissions ....................... 178
8. Urban Design Technical Brief.................................................................. 179
9. Urban Design Scope of Work.................................................................. 180
Appendix C ........................................................................................................... 187
Parking Design Guidelines .................................................................................... 187
Appendix D ........................................................................................................... 188
Pedestrian Facilities Design Guidelines................................................................. 188
Appendix E............................................................................................................ 189
Bicycle Facilities Design Guidelines ...................................................................... 189
Ministry of Municipality and Urban Planning Page IX

1 INTRODUCTION
Transport Studies and assessments are necessary tool in the analysis and mitigation
of the potential impacts of new land use developments and new projects on roadway
traffic flow and on sites adjacent to the roadway. The nature of the impacts, and what
to do about mitigating those impacts, are the subject of this guidance.
This guidance gives applicants, developers, consultants and Ministry of Municipality
and Urban Planning (MMUP) staff a better understanding of how to prepare an
assessment study together with an appreciation of the various factors involved in its
preparation. These studies are placed in the overall context of development control.
This guidance can be used as a legal foundation to assist the MMUP to assess
development applications, and imposing on developers the responsibility to address
thoroughly concerns about impacts on traffic-flow, the environment, non-motorized
travel and roadway safety due to their projects. All relevant impacts are to be
identified and assessed and appropriate action should be taken to ameliorate the effect
of any such impact.
New developments and projects invariably introduce new impacts so it is essential
that any proposed development can be fitted into the existing urban environment
without imposing undesirable effects on transport capacity, traffic congestion and
road safety for all users. Benefits of conducting an impact study accrue to developers,
the general population and the State of Qatar.
1.1 Policy
The following guidelines and procedures are established for the administration of the
Review and Approval process by the Ministry of Municipality and Urban Planning
(MMUP) of:
a. Transport Impact Studies (TIS) submitted by Applicants/ Developers as

part of planning approval for proposed development.
b. Transport Studies (TS) submitted by Consultants as part of the design
process of new highway project or the upgrading of existing
roads/highways.
c. Transport Impact Studies (TIS) submitted by Consultants as part of the
design process of new subdivision projects or the upgrading of existing
road network within an established area.
The guidelines included in this document are considered as the minimum
requirements for the Transport Studies and MMUP have the right to impose any
additional requirements or conditions at any stage during or after the study period
based on the proposed development and project location, size and effects on the
adjacent and surrounding roads network.
Ministry of Municipality and Urban Planning Page 1

Transportation and Infrastructure Planning Department M a y 2011
1.2 Objectives
The objectives of Transport Studies are to:
 Ensure that all new developments and projects within the State of Qatar have
proper, adequate and safe accesses, for all modes of transport, from the
adjacent road and transport networks.
 Determine the traffic impact generated by the proposed development on the
project means of ingress and egress access points, intersections, and
adjacent road network and intersections.
 Determine the specific traffic and parking problems generated by the
proposed development.
 Determine the roadway and/or intersection improvements required to alleviate
the generated traffic problems.
 Determine the cost of the improvements needed to alleviate the generated
traffic problems.
 Determine opportunities to improve on-site and off-site traffic circulation and
parking facilities.
 Determine opportunities to improve pedestrians and cyclists facilities within
and around the proposed development.
 Determine opportunities to improve public transport facilities and connection
within the proposed development area.
 Determine safety risks to all road users and measures to alleviate these risks.
1.3 Preparing Transport Study/Assessment
A properly prepared assessment will present the transport implications of the

proposed project and will identify suitable measures to achieve a more sustainable
and environmentally sound outcome. In preparing for an assessment the developer
should consider the following objectives:
 Reducing the need for travel, reducing the length of the trips and promoting
multi-purpose or linked trips by achieving a more sustainable patterns of
development;
 Improving sustainable transport choices, by making it safer and easier for
people to access jobs, shopping, leisure facilities and services by public
transport, walking and bicycling;
 Exploring reduction in car usage by utilizing demand management solutions
(car-sharing, car pooling, parking control, etc.);
 Maximizing the capacity resources of the existing transport infrastructure
through advance intelligent transport system technologies;
 Maximizing the extent to which the new development can be made to fit into
the available capacity by managing access from the development into the
transport network; and
 Mitigating residual impacts and increase capacities through transport control
measures across the network, extend transit routes and service frequency,

facilitate walking and bicycling, and improve geometry and operations of

junctions and roadways.
1.4 Benefits of Transport Studies
New developments and projects introduce new impacts. Therefore, it is essential

that any proposed development be fitted into the existing urban environment without
imposing undesirable effects on roadway capacity, traffic congestion and roadway
safety for all users. Benefits of conducting a transport study accrue to developers,
the general population and the State of Qatar. The expected benefits of conducting
such studies and enforcing their findings are presented in Table 1-1.
Table 1-1: Assessment Benefits that Accrue to the Developer, Population and State
Stakeholder Benefits
Developer ► Good site access with less delays getting into and out of the
development
► Safe and efficient traffic operations on the nearby streets and
intersections after the full development of the site
► Attract more customers
► Appropriate pedestrian access
► Public transport is integrated into the development where
appropriate
► Reducing the risk of having to introduce costly corrective
measures after the development has been built
General ► A positive attitude to the new development because it has been

Community integrated harmoniously into the environment
► Less congestion getting to and from the site or in driving past the
site
► Less road traffic accidents
► Good pedestrian access
► Where appropriate good public transport services integrated with
the development
State of Qatar ► Decisions that affect developers are made on a clear and
transparent basis
► Smooth and timely development approval process
► Land use decisions are made on the basis of existing and
projected traffic conditions
► Ability to forecast the traffic consequences of new developments
based on international best practice and not on guesswork or
perceptions about development
► Protect the public investment in the existing transport system
► Ensure the transport viability of the proposed development
► Determine transport improvements needed to accommodate the
traffic impacts

1.5 Applicability
All projects within the State of Qatar that have an impact on road network and/or its
operation are required to submit a Transport Study as per the requirements of the
Transportation & Infrastructure Planning Department of the Ministry of Municipality
and Urban Planning (MMUP).
1.5.1 Development Projects

Transport Study (Traffic Impact Study) shall be prepared and submitted to MMUP for
review and approval for any project or development generates trips more than 100
vehicles during any peak hour of the day.
For development generates trips less than 100 vehicles during any peak hour of the
day, the developer/ consultant shall prepare and submit to the Transportation and
Infrastructure Department of MMUP the Development Review Report and the Road
Safety Audit Report, refer to Section 4.
For multi-staged projects or developments the threshold vehicle trips shall be based
on the total trips generated by combining all stages of the development.
Transport study shall be prepared and submitted to MMUP for review and approval
for all projects or developments affecting the road network in the following areas:
 Safety
 Right Of Way (ROW) / Road Corridor
 Number of lanes
 The configuration of roads, intersections, interchanges, etc.
 Parking
 Pedestrian and cyclist
 Land use
Table 1-2 provides guidance that can be used to identify the land use types and
intensities that are expected to generate 100 peak-hour trips and less than 500 peak-
hour trips for determining the needs and extent of the study, as discussed below. For
developments that generate less than 100 peak-hour trips, the developer may not be
required to conduct an impact study, but is required to be reviewed for consistency
with driveway and access management standards. If the development generates at
least 100 but less than 500 peak hour trips a reduced study may be required. A
detailed study will be required when the development generates 500 or more peak
hour trips.
The Transportation and Infrastructure Department of MMUP reserve the right to

increase or decrease the scope of Transport Study based on the size and location of
the proposed development.

Table 1-2 Land use Thresholds Based on Trip Generation Characteristics
100 Peak-Hour 500 Peak-Hour

Land Use Units
Trips Trips
Residential
► Villa Units 80 400
► Apartments Units 120 600
► High Rise Units 100 500
Retail Shopping
► Strip Mall m
2
1,000 5,000
► Outdoor Market m
2
1,500 7,000
► Shopping Centre m
2
2,000 8,000
2
Fast Food Restaurant m 600 2,500
Gas Station with Shopping No. of 8 40

pumps
2
Bank m 500 2,500
Hotel Rooms 110 500
Office
► Single story m
2
2,500 10,00
► High Rise m
2
3,000 12,000
2
Light Industry m 6,000 20,000
2
Manufacturing m 10,000 30,000
Table 1-3 provides additional guidance based on size above which the MMUP will
expect a development application to be supported by a Transport Study
(Assessment). The MMUP reserves the right to always request an assessment in
other cases where the location and or the nature of the development are of a
particular sensitive nature.
Table 1-3 Land Use Thresholds Based on Size or Scale
Thresholds for Determining Assessment

# Land Use
Size No Assessment Assessment
2 2
1 Food retail GFA <250 m >250 m
2 2
2 Non-food retail GFA <800 m >800 m
2 2
3 Financial and GFA <1,000 m >1,000 m
professional services
2 2
4 Restaurants and cafes GFA <300 m >300 m
2 2
5 Fast food takeaway GFA <250 m >250 m or 50 parking
2 2
6 Cinemas and GFA <500 m >500 m


# Land Use
conference facilities
2 2
7 Leisure facilities GFA <500 m >500 m or 50 parking
Commercial
2 2
8 Business GFA <1,500 m >1,500 m
2 2
9 Offices – other than in GFA <1,500 m >1,500 m
category 3
2 2
10 Research and GFA <1,500 m >1,500 m
development
(laboratories, studios)
2 2
11 Light industry GFA <1,500 m >1,500 m
2 2
12 General industry GFA <2,500 m >2,500 m
2 2
13 Storage or distribution GFA <3,000 m >3,000 m
14 Hotels Rooms <75 >75
15 Hospital Beds <50 >50
16 Residential institutions Residents <200 >200

(people with learning
disabilities)
17 Education Students <120 >120
18 Stadium Seats <1,500 >1,500
19 Residential housing Dwellings <50 >50

2 2
20 Medical and health GFA <500 m >500 m
services
2 2
21 Museum, library, art GFA <300 m >300 m or 50 parking
galleries, non-
residential education,
training centre and
places of worship
22 Any development that TBD All

is not in conformity
with the adopted plan
2 2
23 Mixed use GFA <500 m >500 m
24 Freight movements Weight <7.5 tonnes >7.5 tonnes
25 Any development that TBD All

is likely to increase
accidents or transport
conflicts
26 Two-way vehicle Vehicles >30 peak hour

movements: peak
>100 peak day


# Land Use
hour and peak day
27 Parking Spaces >50
28 Any development TBD All

generating significant
freight movements
29 Inadequate transport TBD All

infrastructure
(roadway, transit,
bicycle and pedestrian
30 Noise, air quality and TBD Discuss with Discuss with MMUP
water pollution) MMUP
31 Impact on utilities TBD Discuss with Discuss with MMUP

(water, sewer, power MMUP
telecommunication)
32 Impact on community TBD Discuss with Discuss with MMUP

(scenic, historic, MMUP
archaeological and
recreation)
1.5.2 Road Projects

Transport Study shall be prepared and submitted to MMUP for review and approval
for all new and/or upgrade road projects which includes intersections, interchanges,
roads, ramps, on-street car parking facilities, etc.
1.5.3 Public Transport Projects

Transport study shall be prepared and submitted to MMUP for review and approval
for all new and upgrade public transport projects that affecting the road network in
the following areas:
 Safety
 Right Of Way (ROW) / Road Corridor
 Traffic volume
 Number of lanes
 The configuration of roads, intersections, interchanges, etc.
 Parking
 Pedestrian and cyclist
 Land use

1.5.4 Pedestrian and Cyclist Facilities Projects

for all new and upgrade pedestrian and cyclist facilities.
1.5.5 Car Parking Facilities Projects

for all new and upgrade car parking facilities such as temporary car parking areas,
multi-storey car parks, etc.
1.5.6 Other Considerations

In some cases, although a development might generate fewer trips or be a smaller
size than the established 100 vehicles during peak hour of the day threshold, a
localized safety or capacity deficiency may necessitate a study for one or more of the
following reasons:
 Existing transport problems in the local area, such as a high accident location,
complex intersection geometrics, or an intersection in need of a traffic signal;
 Significant impacts to the current or projected level of service or the
operational characteristics of the roadway system adjacent to the
development;
 Sensitivity of the adjacent neighborhoods or other areas that may be
perceived as being impacted;
 Proximity of site driveways to other driveways or intersections;
 Ability of the adjacent existing or planned roadway system to handle
increased traffic, or the feasibility of improving the roadway system to handle
increased traffic;
 Need for pedestrian and bicycle access and safe movement;
 Initiation of public transport service with stops that generate traffic and
pedestrian volumes; and
 Other specific problems or deficiencies that may be affected by the proposed
development.
1.6 Definitions
For the purpose of this document:
 The terms "Municipality” or “MMUP" shall mean the Ministry of Municipality

and Urban Planning.
 The term "UPDS" shall mean the Urban Planning and Development Sector of
the MMUP.
 The terms "Department” shall mean the Transportation & Infrastructure

Planning Department of UPDS.
 The term "Section" shall mean the Traffic and Transportation Planning
Section of the Transportation & Infrastructure Planning Department.

 The term "Applicant" shall mean any applicant/developer/consultant (or

his/her representative) for a development permit subject to the transport study
requirements.
 The term "Consultant" refers to the Transport Study consultant.
Note: Any reference within this document or other related documents to UPDA
(Urban Planning and Development Authority) shall be changed to MMUP.
1.7 References
The consultant shall use the latest release of the following references when
preparing and submitting the transport study and report:
 Transport Master Plan for Qatar (TMPQ)

 ‫( دﻟﯿﻞ ﻗﻄﺮ اﻟﻤﺮوري‬Qatar Traffic Manual)
 Dubai Trip Generation and Parking Rates Manual
 Dubai Traffic Impact Studies Guidelines
 Highway Capacity Manual (HCM)
 Trip Generation Handbook, Institute of Transportation Engineers (ITE)
 Qatar Highway Design Manual (QHDM)
 Concept Design Submittal and Review Guidelines, (MMUP)
 TMPQ Parking Design Guidelines, (MMUP)
 TMPQ Pedestrian Design Guidelines, (MMUP)
 TMPQ Bicycle Design Guidelines, (MMUP)
 Any other regional and international manuals and guidelines that are
accepted by MMUP.
1.8 Approved Software Packages
Software packages approved by MMUP are:
 VISUM
 VISSIM
 Synchro
 SIDRA
 TRANSYT F7
 HCS+
 AutoTURN
 ParkCAD
The Consultant is required to:

a. Use the latest version of these packages and state the version number in
the report,
b. Discuss and agree with MMUP on the appropriateness of these packages
for the specific project, and
c. Discuss and agree with MMUP on the parameters used in these
packages.
1.9 Minimum Requirements, Details and Information
The requirements, procedures and analyses included in this document considered

the minimum requirements that MMUP will be requested in any Transport Study.
Depending on the size, location, function, etc. of the proposed project or
development, MMUP might request additional requirements, procedures and
analyses to be included or explored in the Transport Study.
In addition any unclear details should be discussed with MMUP prior to the
implementation of any assumption. MMUP reserves the right of adjusting through the
project methodology any of the mentioned requirements, if technically required to
achieve the objectives of the TS.
1.10 Quality Assurance
Many consulting companies have formal quality assurance programs in place. This
requires work to a high professional standard. The MMUP therefore expects that, at a
minimum, the consultants shall:
 Undertake a site visit;
 List all assumptions, data sources and calculations used to arrive at the
conclusions and recommendations in the transport study;
 Ensure that the work meets all requirements specified in the approved
methodology report;
 Prepare a report that accurately describes the proposal, concisely documents
the methodologies, clearly identifies impacts and their mitigation, and
succinctly presents findings and makes recommendations; and
 Make a presentation to the assessment panel on the findings and
recommendations, if so requested.
1.11 Intellectual Property and Public Information
On submission of the final report, the intellectual property resides with the MMUP.
The assessment studies, including data and written reports, enter the public domain
upon submittal. It is important therefore to reference the report accurately according
to internationally-accepted, scientific standards (including specific page, figure and
table reference). In particular, the original sources of re-used information should be
cited when taken from previous studies undertaken in the State of Qatar. Information
in the transport studies may be used by MMUP, or other consultants, who may be
preparing subsequent studies. In this way, a credible and cross-referenced data
base can be built up over time as a major resource in transport planning for the State
of Qatar.
2 TRANSPORT STUDY PROCEDURE
Applicants for development and transport projects that meet the Transport Study (TS)
criteria or as directed by MMUP shall submit a Transport Study defining the impacts
of the proposed project on the adjacent and surrounding transportation network and
recommend the necessary related improvements.
In order to ensure that the project is properly reviewed and all traffic impacts are
determined and mitigated, Applicants shall adhere to the following steps:
2.1 Step 1 – Initial Communication
1. Contact the Transportation and Infrastructure Planning Department to confirm

that a Transport Study is required for the development / project. The
Department will assign a project coordinator/representative to the project.
2. It is critical that the developer discuss the project with the MMUP assigned
reviewer early in the process. A clear understanding of the required level of
detail and the assumptions required for the analysis will be determined at this
time. In addition, the developer will be able to obtain or verify the availability
of the following study area information:
a. Available traffic counts,

b. Bus, bicycle and pedestrian facilities and usage,
c. Committed and planned roadway improvements,
d. Development and background traffic data,
e. Applicable policies,
f. Existing congested locations,
g. Data for locations with high accident rates,
h. Traffic signal systems,
i. Local area sensitivities,
j. Temporary conditions that affect the analysis.
2.2 Step 2 - Appointment of Consultant
1. The Applicant shall select, appoint and submit to MMUP for approval qualified
engineering consultant(s) or professional engineering personnel that will be
responsible for undertaking the following tasks:
a. Data collections and traffic surveys

b. Preparation of the Transport Study
c. Preparation of site plans including parking, circulation, roads and
intersections design, pedestrian and cyclist facilities design, linemarkings
and signs
d. Preparation of mitigation measures plans

e. Road Safety Audit

2. MMUP requires that the following personnel be part of the Transport Study
Team:
a. Traffic/transport engineer/planner with at least 8 years of professional

experience in traffic/transport engineering and similar projects.
b. Traffic/transport engineer/manager with at least 15 years of professional
experience in traffic/transport engineering and similar projects.
c. Road design engineer with at least 15 years of professional experience in
similar projects.
d. Road safety auditor with a minimum of 8 years of professional experience
with working experience in at least 5 similar projects.
e. Road safety audit reviewer with a minimum of 15 years of professional
experience with working experience in at least 10 similar projects.
3. All personnel involve or participate in the Transport Study shall be qualified,
professional and have relevant working experience.
2.3 Step 3 - Pre-application Meeting
A pre-application meeting shall be scheduled between the Applicant, Consultant and

MMUP staff involved in the Transport Study. In this meeting the following item will be
discussed:
a. The concept of the proposed development/project. The Consultant shall

prepare and provide all the required information and plans
b. The requirements stipulated in this guidelines’ document
c. The proposed Methodology Report for the TS
2.4 Step 4 - Methodology Report
1. The Consultant shall prepare a detailed report outlining the methodology to

be used in developing the TS. The proposed methodology shall consider all
items outlined in Section 3 of this document.
2. The Consultant shall submit the final methodology report officially via mail to
the Ministry of Municipality and Urban Planning, Transportation &
Infrastructure Planning Department.
3. All related clarifications and assumptions requested by MMUP staff at the pre-
application meeting need to be included in the methodology scope and
finalized by the Consultant prior to MMUP final acceptance of the
methodology report.
4. For development projects, the Consultant shall provide evidence that a

building application has already been launched with the relevant department.
5. MMUP will not review and approve any Transport Study unless the
methodology report was previously reviewed and accepted by MMUP.

2.5 Step 5 – Prestart/Initiation Meeting
1. When the proposed methodology report has been received and reviewed by
MMUP staff a methodology report development meeting will be organized.
The purpose of this initiation meeting is to bring the applicant and consultants
and the MMUP staff together to ensure there is collective understanding of
the scope of the transport study before the study commences.
2. A prestart meeting shall be held prior to the commencement of any data

collection and analyses. The objectives of the prestart meeting are to:
a. Discuss the submitted methodology report

b. Assess the anticipated traffic impact of the proposed development on the
surrounding road(s) and public transport networks
c. Have a general agreement on the locations of entrances, exits, accesses,
intersections, parking areas, etc.
d. Discuss all feasible options
e. Provide an initial/general acceptance to proceed with the development of
TS.
3. In some cases, more than one government agency shall be contacted e.g. the
Traffic Police, Private Engineering Office, Mowasalat, PWA, and other MMUP
departments and sections.
4. In addition, the following key issues could be discussed and addressed:
a. Any site-specific issues, conditions, operational criteria and corridor

objectives that will affect or limit the range of solutions
b. Review of pertinent State official plans or policies that are relevant to the
proposed development
c. Review of State committed or planned transport improvements and
timing, (Scheduled improvements relevant to the site can be assumed to
be in place at the opening day of the development or throughout the study
horizon period.)
d. Review of the preliminary plans or proposals together with the proposed
study scope
e. Review of existing zoning regulations and design standards
f. Review any potential road and public transport network changes that are
being considered which the transport study should evaluate
g. Any required extension to the boundary of the standard study area
h. Identification of pertinent background information by applicant, and
assistance by MMUP staff in identifying all available data sources
i. Specific analytical methods to be used
j. Non-standard analytical methods proposed, if any.
5. The comments and recommendations that arise from this initiation meeting
are aimed at clarifying for both sides the scope of the transport study.
6. Both parties must come away from this meeting with a clear understanding of
what must be included in the main headings of the final study report. In no
way does this meeting bind the MMUP, or the developer, in future decisions
that will arise from the formal submission of the study.
2.6 Step 6 - Reviewing Development Plans and Reports
1. The Consultant shall submit copies of the proposed development plans

review report, as outlined in Section 0, for the review and acceptance by the
Transportation and Infrastructure Planning Department of MMUP. The report
shall include but not limited to the following:
a. Initial access locations in relation to the surrounding roadways and their

dimensions
b. Initial traffic circulation, one-way versus two-ways, one-way circulation
should be avoided where possible
c. Initial number of disabled parking
d. Initial pedestrian circulation
e. Initial bicycle amenities and access/circulation
f. Initial sight distance assessment at driveway(s) and turning corner(s)
g. Initial delivery vehicles zone location and accessibility
h. Initial shopping trolleys access and location, where available
i. Initial taxi / bus stops access locations
j. Initial development plans including location of buildings and their
entrances
k. Initial road layout plan
l. Initial parking layout
m. Initial locations of accesses (entries and exits)
n. Initial Swept Path analysis using SUV as a design vehicle
o. Initial Road Safety Audit (RSA) or RSA scope of work
2. MMUP will review this report and request the Consultant to make the required
changes and amendments. The Consultant shall submit the revised report to
MMUP for acceptance.
3. MMUP will provide initial acceptance to the development plans and review
report subject to the findings of the traffic analyses and the recommendations
of the Final Transport Study Report.
4. If the developer has to carry out any physical works at the proposed site
without a written approval or no-objection from relevant MMUP departments,
these works are subject to changes and they are carried out at the developer
own risk.
5. The final developments plans shall be submitted as part of the final

submission of Transport Study and shall be based on MMUP Concept Design
Submittal and Review Guidelines, refer to Appendix A.

6. For development projects, MMUP will not grant the first stage of building
permit, DC1, without the acceptance of Methodology Report and
Development Plans Review Report.
2.7 Step 7 - Preparation of Transport Study
1. The Consultant shall prepare a Transport Study (TS) for the proposed project
/ Development consistent with the guidelines procedures outlined within this
document. The Guidelines for Traffic Impact Studies for Dubai can be used as
an additional reference.
2. The TS shall identify the traffic and safety impacts generated by the proposed
developments and projects on road and transport networks and facilities. The
TS shall also include recommendations and options on the required mitigation
measures to eliminate or minimize the traffic and safety impacts on these
networks and facilities.
3. The Consultant is encouraged to work closely with MMUP staff while

preparing the TS to ensure the requirements and objectives of the study have
been met and to reduce the risk of rejecting the study report.
2.8 Step 8 – Submission of Preliminary Analyses and Reports
1. The Applicant shall submit the initial analyses and reports, as outlined in the
following sections of this document, to the MMUP for review and acceptance.
The following reports shall be submitted at each stage:
a. Project/development review report

b. RSA report
c. Traffic surveys and data collection report
d. Traffic surveys and data collection analyses report
e. Modeling report
f. Impact assessment report
g. Preliminary transport study report
2. The preliminary TS report should include the following as a minimum:
a. The table of contents of the Draft and Final TS

b. The structure of the Draft and Final Transport Study
2.9 Step 9 - Draft Transport Study Submission
1. The Applicant shall submit to the MMUP, Transportation and Infrastructure

Planning Department:
"The Completed "DRAFT" Transport Study"
2. Upon receipt of the "draft" study report, MMUP staff will proceed with the
application review. Failure to adhere to the TS guidelines and procedures

outlined in this document will result in a delay of the application review and
approval.
3. TS reports that do not include the required submittals and information as

stipulated in these guidelines including the following will not be technically
reviewed and will be rejected and returned to the applicant for compliance
with MMUP requirements.
a. Evidence that a Quality Assurance/ Quality Control (QA/QC) has been

implemented
b. Unclear drawings and plans
c. Major errors
d. Missing, incorrect, contradicting and incomplete information, data and
analyses
4. The Consultant shall submit a revised Draft TS report to MMUP for review
and acceptance.
2.10 Step 10 - Final Submission
1. In case the Transport Study was returned as not approved and some
corrections were needed, then the Consultant shall respond to all comments
and resubmit the TS for approval by MMUP or any other required government
agency.
2. If the TS report recommended mitigation measures and options, the

Consultant shall submit program and strategy on how and when these
measures will be addressed and implemented.
3. Once the Transport Study is approved, a total of three hard copies of the
study and three digital copies with all model and analysis files shall be
submitted to MMUP. The TS report will be distributed to all relevant
government agencies including PWA and/or any other agency that is involved
in implementing and following up the work and as directed by MMUP staff.
4. Once all the above steps are done and completed, the Applicant or his
representative and the Consultant will then be informed officially by MMUP of
the acceptance of the Transport Study.
2.11 Step 11 - Road Network Improvement
1. The Applicant shall approach the Transportation and Infrastructure Planning

Department of MMUP and Public Works Authority (PWA) regarding the
proposed mitigation measures and improvements that are required to
alleviate the impact of the additional traffic generated by the proposed
development/project.
2. The Consultant shall identify roadway and/or intersection deficiencies

resulting from the addition of project-generated traffic. The Consultant shall
recommend improvements necessary to restore the adopted level of service
standards as outlined in Section 7.3 of this document or as directed by
MMUP.

3. The Applicant shall select/appoint a qualified roads and infrastructure

engineering consultant. A qualified Consultant shall have at least one road
design engineer with at least 15 years of professional experience in roads
engineering and similar projects. In addition, the Consultant shall have an
infrastructure engineer with at least 15 years of professional experience in
similar projects.
4. The Consultant shall prepare concept design plans and drawings for the
proposed measures and improvements based on the following documents:
a. MMUP Concept Design Submittal and Review Guidelines, Appendix A.

b. Context Sensitive Design/Solutions CSD/CSS, Appendix B.
5. These plans/drawings will be reviewed and approved as per MMUP
guidelines and procedures.
6. The recommended improvements shall address all project traffic and safety
impacts on transportation facilities and intersections within the study area,
and any traffic circulation concerns related to the project. Concerns regarding
bus, pedestrian, and bicycle facilities shall be addressed.
7. Once the concept design of the proposed improvements has been approved
by MMUP, the Consultant shall approach PWA to discuss and agree on the
Consultant’s program and methodology for implementing these
improvements.
2.12 Step 12 – Approval
1. Upon the acceptance of the Transport Study, Development/ Project Plans and
the Concept Design of the mitigation measures, the Department of
Transportation and Infrastructure Planning will issue a letter of approval to the
applicant and relevant authorities.
2. For development projects, MMUP will not grant the second stage of building
permit, DC2, without the approval of Transport Study and Concept Design.
2.13 Other Important Considerations
The Applicant/Developer/Consultant shall consider the following:

1. Ensure that the submitted reports are as per the requirements and guidelines
included within this documents. The submission of uncompleted reports shall
results in the rejection of the entire report.
2. The Transport Study shall be revised and updated if the surveys data
included in the TS becomes more than twelve (12) months old. Works and
reports shall be completed and approved within a maximum of SIX (6) months
from the first submission of the Methodology Report as the data might
become outdated. Studies taken longer than six months will be considered
outdated and will be returned back to the author. The Developer/Consultant
will be required to submit a new methodology based on the latest revision of
Transport Studies' guidelines and procedures. It should be noted that new
data collections and surveys will be required, unless deemed unnecessary by
MMUP staff.

3. MMUP will undertake a maximum of TWO (2) reviews per submitted

report/document. If the submitted report requires additional review, the
Applicant is required to appoint, subject to the approval of MMUP, an external
Consultant to review the work completed to ensure consistency with MMUP
guidelines and requirements. All costs associated with these works shall be
paid by the Applicant.

3 TRANSPORT STUDY METHODOLOGY REPORT
3.1 Overview
The following guidelines shall be followed by the Applicant to conduct Transport

Study for MMUP approval.
Where the information and policies are limited or not included within this document,
the Consultant shall inform MMUP on these issues and utilize Dubai Traffic Impact
Studies Guidelines to provide an alternative option.
The consultant shall prepare and submit a Methodology Report for undertaking
transport study analyses and reports. The methodology report shall include the
following items as a minimum:
 Introduction and brief description of the proposed development/project.

 Traffic related issues or problems identified by MMUP staff that need to be
addressed in the Transport Study.
 Procedure and approach to assess the existing conditions.
 Traffic surveys locations.
 Information and data collection strategy and quality control.
 Traffic accidents history report and their analysis.
 Description of the sub-area model and boundaries.
 Description of the study area (area of influence) and boundaries. This
includes the Primary and Secondary study areas boundaries.
 Opening year and future horizon years.
 Trip generation information and rates.
 Parking generation information and rates.
 Projected traffic demands time-frame which shall be based on fully occupied
conditions. For multi-phase developments, traffic demands at each phase
shall be determined.
 Other factors such as: Non-site traffic growth (background traffic) in the study
area, pedestrian traffic, school traffic, programmed transportation
improvements, and other miscellaneous factors shall be considered where
appropriate.
 Detailed project approach and analysis procedure/strategy.
 DC1 approval, if it has been obtained, including all plans, drawings,
conditions, etc.
 Initial development plans including basements, ground floor, parking areas,
adjacent streets, means of ingress and egress, etc.
 Copy of building permit submission and the responses of relevant authorities.

The Methodology Report shall be reviewed by either a Senior Traffic/Transport

Engineer or the Manager of the Transportation Section/Department of the Firm who
has not been involved in preparing/writing the report.
3.2 Methodology Report Outlines
The following shall be addressed in the submitted Transport Methodology Report:
3.2.1 Project/Development Location

The Consultant shall identify the location of the project / development in respect to
the State of Qatar and/or Doha City.
Figure 3-1 depicts the boundary of Inner CBD, Outer CBD and Non CBD Areas
within Doha City. Consultants shall be advised that:
a) This figure is for the purpose of undertaking transport studies and is not the
actual CBD boundaries.
b) The Department of Transportation and Infrastructure Planning, of MMUP, can

adjust these boundaries without prior notice.
c) The Department of Transportation and Infrastructure Planning, of MMUP, can

impose different requirements, other than stated in this document, on
developments/ projects within certain area.
d) The Department of Transportation and Infrastructure Planning, of MMUP, can

impose the requirements of other area on certain developments/ projects if
seems necessary.
3.2.2 Project/ Development Description

The Consultant shall provide detail description of the proposed development/ project
and outline the major components of the project. The Consultant shall highlight any
specific issue that the proposed project shall address/ be known to MMUP or any
specific requirement that the proposed project have to meet.
a) Project’s size, length, area, etc.
b) Project’s commencement and completion dates.
c) Project’s owner(s) names and their contact details.
d) Consultants involved in the design/ management and their contact details.
e) Main Contractor and his contact details.
f) Names of MMUP staff involve in reviewing the project application and design

Figure 3-1: Doha City – Boundary of CBD Areas

3.2.3 Transport Study Team

The methodology shall list and provide details of the proposed team who will be
undertaking the transport study. Brief CV (no more than two pages) shall be provided
as an appendix within the submitted methodology. The following professional
personnel shall be provided as a minimum:
a) Project Manager
b) Senior Traffic/ Transport Engineer
c) Traffic/ Transport Engineer or Planner
d) Senior Road Engineer
e) Urban Designer, if required
f) Infrastructure/ Utilities Engineer, if required
g) Transport Study Reviewer
3.2.4 Parking Generation Rates

The rates contained in the Dubai, United Arab Emirates (UAE), Trip Generation and
Parking Rates Manual, latest edition, shall be used to determine the expected total
parking generation by the proposed development. The parameters used to determine
the parking generation shall be reviewed and approved by MMUP first.
The project parking generation shall be determined based upon the gross project
traffic (no reductions for internal or pass-by capture, if they are applicable).
The Consultant can either develop site specific rates based on similar developments/
projects in Qatar or use other international parking rates, subject to MMUP approval.
3.2.5 Trip Generation Rates

The rates contained in the Dubai, United Arab Emirates (UAE), Trip Generation and
Parking Rates Manual, latest edition, shall be used to determine the existing (as
appropriate) and total project trips expected to be generated by the proposed
development. The parameters and land-use used to determine the trip generation
shall be reviewed and approved by MMUP prior to using them to determine the trip
generation.
Internal capture and pass-by capture trips shall be considered based upon
engineering judgment and Dubai Trip Generation and Parking Manual or the most
recent Institute of Transportation Engineers (ITE) Trip Generation Handbook. Pass-
by capture shall not exceed ten percent (10%) of the adjacent roadway volumes.
Modal split could be considered if it is appropriate, justified and agreed upon with
MMUP.
The Consultant can either develop site specific rates based on similar developments/
projects in Qatar or use other international trip generation rates, subject to MMUP
approval.

3.2.6 Sub-Area Model

MMUP will provide the Consultant with the latest update of the Qatar VISUM
strategic transport model. The Consultant shall use this strategic transport model for
the initial traffic analysis and assessment of the impact of the proposed
development/project on intersections and road network in future years.
The Consultant shall suggest a sub-area model based on MMUP requirements and
engineering judgment with the consultation and agreement with MMUP. The sub-
area model shall be selected as a cordon that includes the proposed
development/project and an appropriate road network affected by the traffic
generated by the development or are necessary for trip generation and distribution.
The objectives of developing sub-area model are to:
 Ensure the affects of the proposed development/project are properly assigned

and reviewed by containing the model changes, modifications and updates
within a smaller area
 Minimize model noises
 Build a robust model
 Update a limited area with the latest land-use, if they are different from the
TMPQ model
 Update a limited area with the existing or proposed road network, if they are
different from the TMPQ model
 Enhance the model network by adding or modifying links and intersections
 Calibrate and validate a limited area using the latest land-use and traffic data
 Extract matrices and traffic volumes for further analysis
In case the Transport Study includes several projects or developments, a single sub-
area model shall be created to include all projects/developments within close
proximity to each other.
Detailed requirements and guidelines on the development of traffic model are

provided in other sections of this document.
All strategic modeling work shall be conducted in the entire model prior to generating
the sub-area cordoned model for the micro-simulation usage.
3.2.7 Surrounding Area Conditions

The Consultant is required to undertake site visits to the project site and the
surrounding areas and road network to familiarize themselves with site existing
conditions and proposed developments and projects within the study area. The
Consultant shall provide detailed description of the existing conditions as stated in
this guidelines document.
3.2.7.1 Existing Condition

The data collection of the existing conditions shall cover but not limited to the
following:
a. Site characteristics including the site location, boundaries and anticipated

area of influence;

b. Existing Transportation System including transportation network, transit

service data (if any), pedestrian, bicycle and transit routes (if any),
planned and programmed transportation improvements, and traffic control
measures;
c. Existing Transportation Demand Data; and
d. Land Use data.
3.2.7.2 Future Projects/ Developments

The data collection of the expected improvements shall cover but not limited
to the following:
a. Proposed and approved roadway improvements;

b. Planned and programmed transportation improvements and transport
systems; and
c. Planned and approved developments.
3.2.8 Study Area

The study area is the area where a detailed traffic analysis shall be conducted using
one or more of the approved traffic engineering or micro-simulation software
packages.
The study area shall be divided for each project into two categories, a primary study
area and a secondary study area.
Primary Study Area: The area that will be assessed and simulated using VISSIM
micro-simulation software. This area shall include at a minimum the project
driveways and internal circulation in addition to the immediate corridors and
intersections adjacent to the development.
Secondary Study Area: The area that will be assessed using Synchro, Sidra and
HCS software. This area will be determined based an initial run of the most recent
version of the TMPQ VISUM Model. The area will be based on the traffic impact
generated from the development which is equal to or more than 10% of the roadways
service capacities as included in the VISUM TMPQ Model.
The study area shall include at a minimum all roadway segments and intersections
directly adjacent to the proposed development, as well as any other roadways and
intersections that are affected by the development or the Ministry of Municipality and
Urban Planning (MMUP) considers appropriate to add to the study area as agreed
upon with the Applicant at the prestart meeting. In addition, all existing driveways
adjacent to the proposed development shall be considered as appropriate.
The extent of each study area must be sufficient to cover that part of the road
network that experiences a significant impact as a result of the land use and/or
highway schemes proposals. In general, study areas are established based on the
following:
 Existing traffic conditions;

 Type and scale of the proposed development/ highway scheme; and
 Future traffic conditions that may be experienced.

For the internal links and intersections, the carriageway links are to be presented and
included in the transport sub-model. In effect, this means any link with a 20m right of
way or wider. In addition, there are two further criteria that will lead to a link or
intersection being assessed. These are:
a. any link whose traffic flow exceeds 500 vehicles per hour, as a two-way flow,
(one-way roads 300 vehicles per hour) ; and
b. any intersection whose approach traffic from all directions totals 800 vehicles
per hour or more.
Where the scheme limit of works is located mid-block between intersections, the next
major intersection shall also be included within the assessment. If the intersection
already exists and has not been recently improved, then a schematic design shall be
prepared, included within the model and assessed. However, if the intersection has
been recently upgraded or has a design proposal, then that will be included within the
model and the operation assessed. Where necessary, the Consultant shall suggest
schematic design for improvements to ensure appropriate intersection operation.
3.2.9 Traffic Assessment Methodology

The Consultant shall provide details on the proposed traffic assessment methodology
for undertaking the proposed project/development including the following as a
minimum:
1. Data collection and surveys
2. Strategic model works
3. Traffic analysis works
4. Assessment of pedestrian, cyclist and public transport
The strategic model of the Transportation Master Plan for Qatar (TMPQ) shall be
used to quantify the wide impact of the proposed schemes of the development on the
road under study and adjacent road network. The detailed intersection analyses shall
be undertaken using VISSIM, SYNCHRO, TRANSYT 7F, SIDRA, and the Highway
Capacity Software (HCS). The data to feed the latter shall be taken from the TMPQ
strategic model after it has been refined using the methodology outlined in VISUM
Modeling section, Section 6.
The Consultant shall use the TMPQ VISUM models and approved traffic software
packages to develop and assess their proposed options. The assessment should be
carried out for the opening year and all design years (i.e. 2011, 2016, 2021 and
2026). VISSIM micro-simulation model shall be built for the Primary Study Area.
3.2.10 Road safety Audit methodology

The Consultant shall submit a methodology for undertaking Road Safety Audit (RSA)
for the proposed development/ project. The methodology shall identify the following:
a) The scope of audit works
b) The boundary and limits of audit works
c) The names and CVs of the audit team

3.3 Review Period
The estimated MMUP's technical review time is ten (10) working days, where extra
time would be required according to the project size.
In case the Methodology Report is returned as not approved, the Consultant shall
submit a revised Methodology Report within two weeks.
3.4 Deliverables
The consultant shall submit two copies of the Methodology Report for review and
approval by the Transportation and Infrastructure Planning Department.

4 DEVELOPMENT/ PROJECT PLANS AND REPORTS
4.1 Overview
The Consultant shall submit to the Transportation and Infrastructure Planning

Department of MMUP the project and development plans along with the development
review report. The plans and drawings shall be based on MMUP Concept Design
Submittal and Review Guidelines.
4.2 Development Plans
The Consultant shall submit, attached to the report, copies of the proposed
development plans and design drawings for review and acceptance. These plans and
drawings shall be based on MMUP Concept Design Submittal and Review
Guidelines.
The plans and drawings shall be submitted in A3 size if inserted and referenced in
the report, and in A1 or A0 if attached to the appendices. All plans/ drawings shall be
signed and to an appropriate engineering scale.
The plans shall include but not limited to the following:
 Development plans including location of buildings and their entrances.

 Road layout drawings.
 Pedestrians and cyclists plans and strategies.
 Parking layout plans.
 Locations of accesses (entries and exits).
 Public transport plans.
 Road Signs and pavement marking drawings.
 Traffic signals plans.
 ITS plans and strategies.
 Traffic management strategies and plans.
4.3 Site Access and Traffic Circulation
A review of the on-site and off-site circulation of the traffic generated from and within
the development shall be studied and recommendations shall be made. Site
circulation should be designed in such a way as to minimize the required number of
accesses. Internal circulation roadways should provide safe, smooth and efficient
circulation of site traffic to and from:
1. Accesses
2. Buildings
3. Parking areas

4. Pick-up/drop-off points (including transit)

5. Service and loading areas
In addition, circulation for the proposed project shall be evaluated in regards to
driveway(s) location and their proximity to:
 Adjacent Streets;
 Adjacent developments driveways;
 Service roads entrances and exits;
 Major developments;
 Signalized and un-signalized intersections.
Then recommendations shall be made to resolve any conflicts.
An analysis shall be conducted evaluating the internal and external roadway

characteristics and the appropriate queue necessary at the driveways and
intersections to accommodate future traffic.
The on-site planning and design for the internal circulation should consider elements
like:
1. Horizontal and vertical alignments

2. Pavement marking and signing
3. Paving delineation (materials and finishes) of all pedestrian areas including
walkways and plazas.
4. Sight distance
5. Taxi drop-off and pick-up areas
6. Emergency vehicle access
7. Drop-off and pick-up areas
8. Design vehicle turning movements and storage
9. Internal intersection control, channelization and main aisle location
10. Public transit
11. Pedestrian and cyclist movement
12. Site furnishings (lighting, bollards, benches)
13. Speed control
14. Garbage bins and how they are accessed
15. Surveillance from adjacent buildings to discourage crime and vandalism.

4.4 Car Parking
The car parking design, circulation and analysis shall be as per the following
Clauses:
4.4.1 Parking Design

The car parking design shall be as per TMPQ Parking Design Guidelines and Qatar
Highway Design Manual (QHDM), latest revisions.
4.4.2 Parking Circulation

The Consultant shall conduct a Parking Circulation Review for the proposed parking
garage and surface lot. The consultant shall coordinate with the Ministry of
Municipality and Urban Planning (MMUP), Transportation and Infrastructure Planning
Department, regarding the traffic circulation review. The Consultant shall assess and
review the following items at a minimum and make recommendations to mitigate any
deficiencies:
1. Number of access;
2. Access locations;
3. Access dimensions;
4. Internal and External Traffic Circulation;
5. Turning radius for the driveways, aisles, and turning corners, using
AutoTURN software and using an SUV as a design vehicle;
6. Disabled parking location and number;
7. Pedestrian circulation and safe paths ;
8. Bicycle access / circulation;
9. Bicycle racks location;
10. Sight distance assessment at driveway(s) locations and turning corners;
11. Potential conflicts with major streets or parking connecting to the parking
garage or surface lot;
12. Delivery vehicles location and their ability to park to load and unload using at
a minimum 10 meter truck turning template;
13. Shopping trolleys location;
14. Drop off area location, if any;
15. Taxi area accesses and queue distance; and
16. Bus access and drop off.
A truck turning template shall be provided showing how trucks will be able to get in
and out of the development to load and unload as well as how trucks will be able to
navigate the study area intersections.
4.4.3 Parking Analysis

The number of parking spaces provided shall be compared to the required parking
using parking generation rates for Qatar, or Dubai Manual, if there are no parking
rates for Qatar. Any deficiencies in the number of parking spaces required shall be
mitigated in a satisfactory manner acceptable to MMUP.
4.5 Pedestrian
Pedestrian path, facilities, analysis and design shall be considered and addressed in
the Development/Project plans and report.
The Consultant shall review and refer to the reference materials listed in Section 1.7,
especially the TMPQ Pedestrian Design Guidelines. Reference to other international
manuals and standards can be made.
4.6 Bicycle
Bicycle path, facilities, analysis and design shall be considered and addressed in the
Development/Project plans and report.
The Consultant shall review and refer to the reference materials listed in Section 1.7,
especially the TMPQ Bicycle Design Guidelines. Reference to other international
manuals and standards can be made.
4.7 Public Transport
Public Transport such as Buses, Metro, LRT, Tram, etc. shall be considered and
addressed in the Development/Project plans and report. Facilities for and
accessibilities to Public Transport shall analyzed and detailed in the plans and
reports.
The Consultant shall review and refer to the reference materials listed in Section 1.7.
Reference to other international manuals and standards can be made.
4.8 On-Site Planning and Parking Principles
An integral part of an overall transport study relates to basic site planning principles.
It is extremely important that off-site roadway improvements be fully integrated with
on-site recommendations. This section includes: approach to site planning and on-
site planning principles (access points, vehicular queuing storage, internal circulation,
speed control, service vehicles and drives, signs and markings, parking, non-
motorized facilities and accessible facilities).
4.8.1 Approach to Site Planning

Internal design will have a direct bearing on the adequacy of site access points. The
identification of access points between the site and the external roadway system, and
subsequent recommendations concerning the design of those access points, is
directly related to both the directional distribution of site traffic and the internal
circulation system configuration.
It is clear that driveway traffic volumes of varying sizes need to be accommodated
on-site, in terms of both providing sufficient capacity and queuing space and of
distributing automobiles to and from parking spaces, pick-up/drop-off points and
drive-through lanes. An integrated system should deliver vehicles from the external
roadway system in a manner easily understood by typical drivers and that maximizes
efficiency, accommodates anticipated traffic patterns and ensures public safety.
Pedestrian linkages should conveniently and safely connect bus stops and parking
facilities with building entrances as well as other key origins and destinations where
possible. Similar linkages should be provided between buildings.
The design and operation of driveways are influenced by:
1. Type of adjoining land use,

2. Dimensions of the property,
3. Trip generation characteristics of the site design vehicle(s),
4. Type of highway which the driveway abuts, and
5. Neighboring driveways and driveways on opposite side of roadway.
4.8.2 Driveway Location

Important principles for the location of the driveways include:
Access shall be directed, as much as possible, to side streets or the supported road
system. Even when there is direct access, side street access can help relieve
pressure on the main road and provide less congested alternatives to the driver.
Driveways shall be located as far from intersections as possible, especially if the
spacing standards in the access management standards cannot be met.
Driveways shall be located away from the functional area of the intersection.
4.8.3 Review of Driveways Access Plans

Development of the site plan should also be based upon sound access management
principles. The site plan should be developed in sufficient detail to allow the MMUP
staff to clearly confirm the following:
1. Site's internal circulation system should allow for all vehicular and non-
vehicular circulation to take place on-site and not spill onto adjacent
streets at any time;
2. Angle of driveways should be conducive to safe and efficient entry to
and exit from the site. One-way driveways shall operate as intended
and designed not to cause confusion;
3. Driveway width and radii should be sufficient to accommodate all
expected types of vehicles, volumes and operating speeds, including
emergency vehicles (per state and/or local design guidelines);
4. Driveway grade should provide for entry and exit at a safe speed;
5. Sight distance should be sufficient for safe and efficient entry and exit;
6. Driveway locations should be adequately spaced in relation to each
other, off-site driveways, adjacent major intersections and nearby
property lines to allow safe and efficient operations;
7. Total number of driveways should be sufficient to handle expected
volumes at adequate levels of service, without having too many
driveways;

8. Potential auxiliary and acceleration/deceleration lanes should be

considered on the main roadway, if there is a demonstrated need for
such to improve operations on both the main road and the access
driveways; and
9. Main street operations should be minimally impacted by the site's
driveway design, proposed traffic control and location.
The site plan review also should include the following steps:
1. Identify entrance and exit locations, required lanes and required
queuing distances;
2. Identify internal roadway circulation systems to carry motor vehicles,
bicycles and pedestrians between access points and parking areas,
pick-up/drop-off points and drive-through lanes;
3. Identify on-site truck service bays, routes, turning points and roadway
access points (separate from those of patron or employee vehicles,
where possible);
4. In conjunction with site planners, identify optimal building locations; and
5. Identify appropriate building entrance locations and major parking
areas, and determine pedestrian and bicycle routes.
It must be understood that simply providing access to a site by means of curb cuts
does not necessarily mean that access to the development has been adequately
addressed. The quality of access as it relates to the internal site circulation and
design will have a direct effect on the quality of traffic flow in and around the site
development, and public safety. Other important factors in addition to traffic
considerations may ultimately necessitate compromise in the design of the on-site
circulation system. These factors include building design, economics and aesthetics.
4.8.4 Driveway Connection Depth / Throat Length

The connection depth of a driveway as measured from the edge of the abutting
roadway to the near edge of the buffer area or internal access roads, is governed by
the internal traffic circulation and parking layout of the development it serves.
Operationally, driveway connection depth should be sufficient to allow a driver to
enter the driveway without interfering with a vehicle following on the main roadway.
Sufficient connection depth should be a part of any gated development with sufficient
space to turn around without backing into the near roadway.
Suggested connection depths for typical land uses are presented in Table 4-1.
Table 4-1: Connection Throat Lengths
Generally Adequate Connection

Development Type Throat Lengths
(Meters)
Regional Shopping Centres (Malls) 75
Other Shopping Centre, Supermarket, Department
25
Store
Small Strip Shopping Centre 10
Regional Office Complex 75

Office Centre 25
Other Smaller Commercial Developments 10
4.8.5 Driveway Angle of Connection:

Angles between driveways and abutting roadways other than a right angle tend to
increase the driveway intersection and thereby increase the exposure time of
conflicting vehicular movements. Trucks tend to have a blind spot when they turn on
a large obtuse angle. However, angles less than 90 degrees but greater than 60
degrees normally do not seriously interfere with the visibility of auto drivers.
Therefore, connection angles at the intersection of two-way driveways with two-way
roadways having unrestricted turning movements should be set at, or as close as
practical to, 90 degrees. However, a pair of two-way driveways or a pair of one-way
driveways with limited turning maneuvers may be set at connection angles less than
90 degrees since the number of conflict points will be reduced and the right turning
speed will be increased.
4.8.6 On-Site Principles of Access Points

Best practices recognize that access points are intersections and should be designed
with the same perspective given legs of any other intersection having similar
characteristics and volumes. The number of lanes, adequate storage, appropriate
signing and striping and provision for pedestrian interaction are all elements that
should be fully consistent with best practice requirements for off-site roadway
intersection links.
The sharing of a driveway access point by two or more developments is desirable
particularly where property frontages are short and driveway volumes will be low.
These driveways should be located on joint property lines or be accessible via cross
access easements on the private property being served by the joint driveway.
The criteria used for on-site roadways must be the same as that used for off-site
roadways. Today’s driver has been conditioned by consistent regulatory signing, as
well as by rationally adopted signing/striping criteria. The criteria behind the signs
and markings that drivers are accustomed to on public roadway systems should be
reinforced at entrances and exits of private developments.
Site access points should be located and designed in accordance with the guidelines
in Table 4-2.
Table 4-2 : Site Access Point Guidelines
Step Action Comment

1 Adequate spacing should be Distances between driveways and adjacent
maintained from adjacent street intersections should be sufficient to
street and driveway minimize driveway blockage by queues from
intersections those intersections and from inbound left-turn
lanes back to the intersections
2 If the driveway is proposed to A signal progression analysis may be warranted
be signalized, it should be in such situations
located to facilitate traffic

Step Action Comment

progression past the site
3 Access driveways should
intercept traffic approaching
the site as efficiently as
possible
4 Adequate inbound and The number of driveways should be compatible
outbound capacity should be with site access capacity needs and should
provided in proportion to the minimize adverse impacts on adjacent roads. A
distribution of site traffic capacity analysis, gap check, or lane adequacy
check should be conducted for each driveway.
Joint access should be considered, especially
where several adjacent properties have relatively
short frontages (45 metres or less on arterials)
5 Two-way driveways should
generally intersect adjacent
roadways at 60- to 90-degree
angles
6 The capacity of on-site
intersections should be
sufficient to prevent traffic
entering the site from backing
up on the adjacent street
7 Traffic safety aspects of all Local sight distance standards should be met
proposed site access facilities
should be reviewed to ensure
adequate sight distance and
other applicable factors
4.8.7 Vehicle Queuing Storage

Provision for appropriate vehicular exit queuing should be made at all access drives
to a development. For small developments, parking areas and access points should
be designed so that drivers waiting to exit align their vehicles perpendicular to the off-
site roadway system. For large developments, queuing areas should be sufficient so
that vehicles stored at exits do not block internal circulation and so that drivers enter
a signalized intersection at minimum headways to achieve maximum flow rates.
The queue storage just inside a parking facility should be sufficient to allow vehicles
to enter the parking facility and come to a complete stop (if necessary due to the type
of traffic control) without blocking or hampering internal circulation and without
causing traffic to back up on the off-site roadway. The amount of queuing length to
be provided at entrance drives has a direct relationship with the amount of traffic
anticipated to enter the parking area from the off-site roadway system, peaking
characteristics of that flow and type of traffic control at the entrance drive. The area
between the street and the external circulation road or aisle at high-volume entrances
should provide sufficient queuing capacity to accommodate inbound traffic surges
without causing queues to form on the external roadway system.
Analyses should be performed to provide usable estimates of queue lengths that
need to be accommodated at signalized intersections. The same procedures should
be used for on-site queuing reservoirs and for off-site left and right- turn lanes.

Drive-in and drive-through developments, such as banks, car washes and fast-food
restaurants, should be provided with adequate queue storage capacity to
accommodate normal peak queues. Since many of these businesses have major
daily or seasonal variations in activity, peaking characteristics should be carefully
evaluated. Queuing at the drive-in windows should be accommodated on-site, and
should not overflow onto adjacent streets.
4.8.8 Internal Vehicular Circulation

Internal circulation is the means by which vehicular traffic is delivered between the
entry points and such internal destinations as parking areas, pick-up/drop-off points
and service areas. Internal circulation roadways should permit access between all
areas in a manner clearly understandable to the driver. These roads should be
striped and signed in a manner consistent with best practices and be designed to
safely and efficiently deliver vehicles to their respective destinations.
The design, alignment and location of internal circulation roads should be carefully
reviewed. Horizontal and vertical alignments, internal intersections, and major points
of vehicle/pedestrian conflict should be very carefully located and designed. Close
adherence to the principles used in off-site roadway systems should be maintained.
Adequate sight distance must be provided at all locations. Horizontal and vertical
alignment should be designed to restrict vehicular speeds on roadways adjacent to
building faces and other areas where pedestrians will be present. Stop signs should
not be used for speed control, since motorists will tend to ignore such controls if they
feel they are unnecessary. In those cases where long, straight sections of internal
circulation roads may be unavoidable, it is important to place those alignments as far
as possible from major pedestrian crossing areas.
4.8.9 Traffic Calming/Speed Control

Traffic calming/speed control is a tool that can be applied both on-site and off-site.
Traffic calming is used to mitigate existing problems, while speed control is used as a
philosophy to guide the design of new facilities. The basic premise of traffic
calming/speed control is that speeds should be appropriate to the character of the
area through which the roadway travels.
A number of jurisdictions have included a stipulation in the development approval
process for the applicant to prepare a transport management plan, including speed
control measures, for proposed roads or road networks within and adjacent to the
subject development. There are obvious benefits to having the same individual/group
explicitly consider transport management in conjunction with the transport study.
On some sites, large campuses or mixed-use sites, traffic calming techniques may
be desirable to keep traffic flow compatible with other site uses.
It is well recognized that regardless of how well a transport system is planned, there
are locations where communities wants slower speeds and increased road user
attention. These locations may include key intersections, school areas, pedestrian or
bicycle facility interfaces with roadways, etc. Some forms of speed control include:
 Reduced roadway widths;
 Curb extensions or median islands to reduce crossing distances for
pedestrian routes;
 Textured or colored pavement at key conflict areas;
 Improved roundabouts;

 Bicycle lanes; and

 On-street parking during off-peak periods to slow traffic.
In addition to on-site improvements, speed control measures may be incorporated
into the overall mitigation plan for a specific development. There will be
circumstances where arterial road improvements cannot be provided or will not solely
address the potential impacts of a development/re-development proposal. Table 4-3
summarizes traffic calming on adjacent local and collector roads that can be applied
as mitigating measures.
Table 4-3: Traffic Calming Measures
Item Measure Description

1 Speed control Speed hump, raised intersection, speed table,
devices raised pedestrian crossing, mid-block island, on-
street parking
2 Intersection Raised intersection, raised pedestrian
treatments crosswalk, curb extenders/ choker, roundabout,
central deflector, modified intersection
3 Alternate street form Single-lane slow point, two-lane angled slow
point, reduced roadway width, curvilinear
roadway, reduced visual length of roadway,
varied paving materials
4 Reduce connectivity Street closure, half-closure, diagonal closure,
one-way street, turning prohibition
5 Pedestrian/bicycle Median island, bike-modified treatment,
measures roadway narrowing, raised pedestrian crossing,
bicycle lane, separate footway, mid-block island
6 Bus measures Bus-only link, bus-modified traffic control device
7 External measures Improved connectivity of arterial alternative
4.8.10 Service and Delivery Vehicles

Service and delivery vehicles require separate criteria for their movement to and from
the development site and vehicle routes between access points and loading facilities
should be designated and properly signed Table 4-4 summarizes the design
considerations for service and delivery vehicles.
Table 4-4: Criteria for Service and Delivery Vehicles
Criteria Description
Design Vehicle turning paths should be sufficient to accommodate both the
largest anticipated to travel on the site (TMPQ design vehicle)
Access points anticipated to be used by vehicles should have turning
paths sufficient to allow vehicles to enter and exit the site without
encroaching upon opposing lanes or curbed areas
Sufficient separation between external and internal circulation roads
so large vehicles can be queued on entry or exit without blocking
access to parking spaces or internal roadway circulation systems

Criteria Description
Ensure adequate turning paths for vehicles moving through the site
Identify those areas on-site that need heavy duty pavement
Loading Dock Provide the vehicle driver with the most direct route to the loading
dock
Number of loading berths provided should be sufficient to
accommodate anticipated activity
Where a great number of loading areas may exist, it may also be
necessary to establish different routes to different loading docks
Each route should be signed separately, with the loading dock area
clearly identified by building or tenants served
Adequate number of loading docks and an appropriate mix of loading
dock sizes should be provided to handle typical peak-hour demand
on the internal circulation system
4.8.11 Building Service Drives

Building service drives are those roadways immediately adjacent to a building and
the entrances to the building. They usually serve one or more of the following
purposes:
1. Fire and/or emergency vehicle access;
2. Pedestrian pick-up/drop-off points;
3. Internal circulation; and
4. Recirculation in parking areas.
Building service drives are designed with sufficient width to accommodate these
functional needs. At areas of major pedestrian crossing or pick-up/drop-off points,
signing and striping should identify the area as one of vehicular/pedestrian conflict.
In areas where these service drives also serve as recirculation aisles, sufficient
provisions should be made for turning radii, as well as clearances, sight distances
and signage, to allow for safe and efficient recirculation.
4.8.12 Signs and Pavement Markings

In the review and development of site plans, one overall, basic criterion should be
applied: the access drives, internal circulation drives, service drives and parking
areas act together as one system and should function and be signed as one system.
Signs should be consistent to:
1. Reinforce the function of the internal circulation systems;
2. Encourage the utilization of access drives; and
3. Direct the facility user to the desired building or exit with clear
information signage.

4.8.13 Parking
Adequate parking should be provided to meet site generated demands and be
consistent with applicable MMUP policies, which may be included in traffic demand
management programs. Specific dimensions, parking angles, and parking ratio
requirements are all issues addressed in detail.
In addition to affecting convenience, the number of parking spaces and the design of
parking facilities may have a bearing on the facilities efficiency and user safety.
Inadequate parking capacity tends to lead to:
1. Damage to parked cars;
2. Illegal parking;
3. Loss of customers;
4. Parking areas that could impair sight distances;
5. Decrease lane capacity; and
6. Impact internal circulation roads.
Excess parking can result in inefficient use of funds and could encourage unsafe
driving practices in almost-empty parking areas. Parking quantity should thus be
viewed not only within the context of what is required by local zoning ordinances, but
also in the context of how the facility itself will function.
Shared parking is a valid approach to the determination of total parking needs of any
mixed-use facility, as long as parking for all uses is conveniently shared. Close
building proximity and efficient internal circulation systems, ramping systems and
access drives are necessary for shared parking to be successful. A shared parking
area must be convenient to more than one destination.
4.8.14 Pedestrian, Transit, Bicycle and Accessible Facilities

The overall site plans should also consider public transport, pedestrians (including
those with mobility impairments and/or children) and bicyclists. In areas where
bicyclists are likely to use the internal circulation system, adequate facilities for
bicycle parking, with appropriate pavement type and design, should be included.
Appropriate public transport facilities, and shuttle bus staging areas should be
accommodated at one of the following locations:
1. Adjacent to service drive and entrance areas;
2. At key locations along circulation drives; and
3. At major pedestrian focal points along the external roadway system.
Pedestrian connections between these facilities and the site's buildings should be
integrated in the overall design of the project. Proper design of pedestrian facilities
can reduce the use of motor vehicles for trips within a development and between
nearby developments. Handicapped access should also be provided in accordance
with international standards and best practices.
TMPQ has a parking design guideline manual that includes car park layout
requirements, recommended parking dimensions and parking surveys.

4.8.15 Purpose and End Use

Again, the traffic and transport study is intended to assess the effects that a particular
development will have on the surrounding transport network, and determine what
provisions are needed for safe and efficient site access and traffic flow.
The final report documents the purpose, procedures, assumptions, findings,
conclusions and recommendations of the study. The report provides developers with
recommendations on site selection, site transport planning and transport impacts;
and assists MMUP in reviewing the attributes of the proposed development in
conjunction with requests for land subdivision, zoning changes, building permits, or
other development reviews, and to establish or negotiate mitigation requirements
where off-site impacts require improvements beyond those otherwise needed. The
report will be used by MMUP as the basis for establishing impact fees or assessing
the developer contributions to transport facility improvements.
4.9 Road Safety Audit
A Road Safety Audit (RSA) shall be conducted by an independent qualified and

experienced traffic safety engineer(s). The safety analysis and audit shall be
conducted for all of the intersections, road network, parking areas, driveways,
pedestrians’, Taxi drop-off and pick-up, bus stops and cyclists’ facilities and any
other transport facilities within the primary study area and other
roadways/intersections that mitigation measures have been recommended in the
Transport Study.
A report shall be prepared, based on international guidelines and practices, by the

road safety auditor and shall include the following:
1. Risk identification
2. Risk assessment
3. Recommendations to address these risks
The methodology of the RSA shall be based on international guidelines, standards
and practices, e.g. Austroads, British and Canadian.
In case that the audit has been undertaken by a junior engineer, less than 8 years of
relevant professional experience, the road safety audit shall be reviewed by a Senior
Road Safety Auditor who has not been involved in conducting the audit.
The Applicant and/or his representative and the TS Consultant shall ensure that all
safety issues raised by the Auditor have been reviewed and addressed in the final
development/ project site plans.
4.10 The Project/Development Review Report
The consultant shall prepare and submit Project/ Development Review Report which
shall discuss, include and address the items included within Section 4. The report
shall include the following items as a minimum:
1. Project/Development description
2. Internal traffic circulation
3. External traffic circulation
4. Parking
5. Access points (entrances and exits)
6. Swept path analyses
7. Initial Road Safety Audit
The Project/ Development Report shall be reviewed by either a Senior
Traffic/Transport Engineer or the Manager of the Transportation Section/Department
of the Firm who has not been involved in preparing/writing the report.
4.11 Review Period
The estimated MMUP's technical review time is 15 working days, where extra time
would be required according to the project size.
In case the Project/ Development Review Report and plans are returned as not
approved, the Consultant shall submit the revised report and plans within two weeks.
4.12 Deliverables
The Consultant shall submit the following:
 The PRELIMINARY Development Plans, two hard copies – A0 size.

 The Project/ Development Review Report, two hard copies.
 The Project/ Development Review Report, one digital copy.
 The FINAL Development Plans, two hard copies – A0 size.
 The FINAL Development Plans, two digital copies

5 TRAFFIC SURVEYS AND DATA COLLECTION
5.1 Overview
The Consultant shall conduct the traffic surveys and data collections as specified in
this section. The Consultant shall submit the traffic surveys data and analysis as a
separate report after the completion of these surveys and prior to the commission of
traffic analysis and preparation of TS report. The presentation format of the traffic
surveys shall be submitted to MMUP for acceptance.
Traffic counts and surveys data that are less than 12 months can be used in the
transport study, if agreed with MMUP. If counts are not available or older than 12
months, then new counts need to be undertaken. In addition, data shall be collected
and observations shall be made with regards to public transport, pedestrian and
bicycle activities.
5.2 Data Collection of Existing Roads
The Consultant shall collect all the required and available information and data of the
existing conditions and road network to undertake the required analysis works and
prepare the required studies, reports and plans. The information and data collected
shall include the following as a minimum:
1. Site reconnaissance of the surrounding road network

2. Topographical survey of adjacent and affected road network
3. As-built drawings of roads
4. Existing topographical surveys
5. Previous traffic studies
6. Existing service utilities
7. Existing public transport services and facilities
8. Existing pedestrian and cyclist paths and facilities
The assembly of available data should be accompanied by a detailed

reconnaissance of the project site, area roadways and surrounding vicinity. This
should include recording all relevant characteristics needed for the analysis, plus
observations of existing traffic conditions. If the person overseeing the analysis is not
the person collecting the field data, then that individual should also undertake
personal observations of the key intersections and roadway segments, plus
observations of existing traffic conditions.
Current data should also be collected as necessary to supplement information
already available. Unless there are locally preferred criteria to the contrary, traffic
volume data should generally be no older than 12 months. Other types of data, such
as traffic signal timing and phasing, transit routing and frequencies, parking
regulations and speed limits, should be current. Only that data needed to address
issues to be studied need be collected. Table 5-1 summarizes the data frequently
included in a transport study.

Table 5-1: Data Collection
Data Area Data

Traffic-related data ► Peak period (site and street peaks) turning movement counts (in
good weather, on weekdays usually excluding Sundays and
Thursdays, when school is in session. Summer counts are ac-
ceptable, but may need to be "seasonally" adjusted)
► Vehicle classification counts (including trucks, buses and cars)
► Adjustment factors to relate count data to design period, such as
weekday and seasonal adjustment factors, as well as the
design-hour (K) factor and the directional distribution (D) factor.
More details can be found in the TMPQ Local Traffic Parameter
Report/ Machine counts to verify peaking characteristics
Data Related to Traffic ► Primary traffic control devices
Control Devices ► Traffic signs and pavement markings
► Signal operations, phasing and timing
Data Related to ► Roadway configurations, geometric features and lane usage
Roadway and ► Availability and location of sidewalks and marked and unmarked
Proximity crosswalk locations
► Location of both on and off-street bicycle facilities
► Parking regulations
► Street lighting
► Driveways serving sites across from, or adjacent to, site
► Transit stop locations
► Adjacent land use
Other data depending ► Posted speed limits and prevailing operating speeds
on the characteristics ► Lane widths
of both the proposed
project and the area in ► Grades on approaches to intersections
which it will be ► Amount of right-turn-on-red activity
developed ► Pavement conditions, including shoulders
► Street utility
► Public transit information
► Travel times
► Pedestrian volumes and movements
► Sidewalk and greenway widths, crosswalk lengths, block lengths
and pedestrian numbers and flow rates Bikeway types, bikeway
widths and bicyclist numbers, speeds and flow rates;
► Bus stop locations and types, existing bus stop amenities, bus
scheduling, type/size of vehicles and existing bus occupancy
► Parking availability
► Sight distances
► Safety hazards and vertical and lateral clearances
► Right-of-way data
Note: New data should be obtained from surveys consistent with procedures described in the latest edition of the ITE
Manual of Transport Engineering Studies (Robertson 2000).

Any adjustments to survey data should be described and justified. Developers are
encouraged to provide data representing conditions appropriate for analysis, such as
average, design day, or seasonal peak traffic counts or surveys factored to represent
all members of a surveyed population. Procedures and factors used will be
explained in summary form.
Any seasonal adjustments will be based on seasonal variations determined from

counts of similar roadways in similar environments. The appropriate analysis period
will be selected by the MMUP and the developer. For peak-period analysis, the site's
anticipated design-hour volume will often occur during a seasonal peak period. Some
uses, such as shopping centres, will have significant seasonal peaks and others like
residential neighbourhoods will not. Specific characteristics of the development
under study will be reviewed before selecting the appropriate design day for which
counts are to be adjusted.
5.3 Information and Data Collection of Transportation Projects
current and proposed transportation projects. These projects shall be reviewed and
analyzed and a summary shall be provided in the submitted reports.
The following agencies shall be contacted and information on their current and
proposed projects within the sub-area model shall be collected:
 Ministry of Municipality and Urban Planning

 Public Works Authority
 Private Engineering Office
 Mowasalat
 Qatari Diar
 Utilities companies
5.4 Turning Movement Counts (TMC’s)
The locations of the Turning Movement Counts (TMC’s) shall be agreed with MMUP.
The TMC’s shall be classified counts that include the number of Passenger Cars,
Trucks and Buses for each movement. The TMC’s shall consist of three separate
counting periods of 3-hour each, total of 9 hours. The TMC shall be undertaken using
Video Camera with automated vehicle detection capability software.
These counts should be scheduled to capture the morning, noon, and

afternoon/evening peak hours. The scheduling of the TMC’s shall be determined
from the Automatic Traffic Counts (ATC’s) conducted at or near the intersection(s)
being surveyed or as agreed with MMUP. The TMC’s shall be carried out on a
weekday (Mondays, Tuesdays or Wednesdays) or as agreed with MMUP. The
TMC’s shall be scheduled to capture a realistic representation of typical traffic peak
flow and to avoid holidays, special events, nearby road works, and other such
disruptions to the normal daily traffic patterns.
The results for the TMC’s shall be submitted by the Consultant, in both written and
electronic formats, in the standard format prescribed by Transportation and
Infrastructure Planning Department, samples of which are available from MMUP. The
methodology for conducting the TMC’s shall be presented to MMUP. Pedestrian and
Bicycle movements across the approaches to the intersection shall be counted as
well.
5.5 Automatic Traffic Counts (Machine/Tube Counts)
The locations of the Automatic Traffic Counts (ATC's) shall be agreed with MMUP.
The ATC’s shall be conducted over a continuous seven (7) days period and shall
record traffic volume on an hourly basis for 24 hours/day in 15 minutes intervals
throughout the length of the survey. The ATC’s shall be for volume, speed and
classification. The ATC’s shall be scheduled to capture a realistic representation of
typical traffic flow as possible and to avoid holidays, special events, nearby road
works, and other such disruptions to the normal daily traffic patterns.
The results of the ATC's shall be submitted by the Consultant, in both written and
ATC's shall also be adjusted for seasonal variations, if available, prior to use in any
traffic analyses.
The raw data from the counting machine shall be submitted as well.
5.6 Manual Classified Counts (MCC’s)
The locations of the Manual Classified Counts (MCC’s) shall be agreed with MMUP.
The MCC’s shall be conducted over a continuous 16 hours period, from 5am to 9pm,
and shall record traffic volume on an hourly basis in 15 minutes intervals. The MCC’s
shall be for volume and classification. The MCC’s shall be scheduled to capture a
realistic representation of typical traffic flow as possible and to avoid holidays, special
events, nearby road works, and other such disruptions to the normal daily traffic
patterns.
The results of the MCC’s shall be submitted by the Consultant, in both written and
MCC’s shall also be adjusted for seasonal variations, if available, prior to use in any
traffic analyses.
5.7 Parking Study and Survey
The Consultant shall identify areas with parking and traffic circulation problems, if
any. The Consultant shall submit the methodology addressing parking and circulation
issues that shall include but not limited to the following:
 Identify areas such as Mosques, Educational institutions, Commercial and

Industrial, high density Residential, etc. These areas shall be submitted to
MMUP for review and approval.
 Undertake inventory of the available on-street and off-street parking including
vacant lands.
 Carry out parking surveys for these areas. The timing and length of parking
surveys should accommodate different Land Uses. For example, parking
surveys for Mosques should be undertaken during Friday prayers or

Ramadan prayers at night. School parking surveys should be undertaken
when schools start and end. Surveys in commercial areas should be carried
out during their busiest business times during the week and on weekends.
Surveys for high-density residential areas should be carried out early morning
(between 5:00am and 7:00am) and late at night (between 8:00pm and
10:00pm).
 Determine parking requirements for the existing areas identified above and
for the proposed Developments and Land Use.
 Provide options, alternative concept designs, strategies and
recommendations that minimize or eliminate parking/ traffic safety and
circulation issues.
There is a wide usage of empirical data of observed parking operations as a basis for
estimating the parking requirements of different developments. Car parking
information is collected by survey - the method depending on the level of information
which is required. Surveys can be broadly classified as:
 Parking supply (availability)
 Parking accumulation
 Parking duration.
5.7.1 Parking Supply Survey

This is a survey of an existing facilities, the inventory can be of off-street spaces, on-
street spaces, or inventory of street regulations. The type of information to be
collected varies depending on the level of detail needed for the specific project
purpose. It may include some of the following given in Table 5-2:
Table 5-2: Type of Information to be collected
Category Information to be Collected

Location and control
On-Street ► Kerbside, parallel, oblique etc
► Capacity (actual count if marked otherwise estimated
according to available space)
► Off-street
Off-Street
► Number of spaces provided
► Type e.g. ground level, multi storey, underground
► Private or public ownership and use
► Entry and exit locations
► Size of area
► Open space or undercover
Time Restrictions Restriction by time of the day and duration of
permitted / excluded parking.
Charging policy ► Free or charged
► Method of collecting parking fee
► Scale of charges, including conditions such as time
► Special arrangements e.g. contract parking,
Category Information to be Collected

operational parking
► Enforcement measures.
From the parking inventory and details of restrictions, an evaluation can be made of
the theoretically available space-hours of parking. This can assist in estimating
potential parking revenues and assessing alternative charging strategies.
5.7.2 Parking Accumulation Survey

This survey determines the actual number of vehicles parked at a given time at all
locations. When the survey area is a single off-street car park, the method of data
collection is as follows:
 Define survey time period, start and end times;
 Define survey time blocks, say every 15 or 30 minutes;
 Count the number of parked cars at the start of each period;
 Record the arrivals and departures over the survey period, for each time
block; and
 Count number of parked vehicles at the end of survey period, as a check on
observed data.
For each time block, the number of observed arrival minus departures gives the net
increase in car parked, compared with the preceding time block. Therefore, the
number of cars parked at any time is known. New developments in the application of
intelligent transport systems (ITS) to off-street parking can provide a rich source of
data.
5.7.3 Parking Duration Survey

This survey quantifies the length of time spent by vehicles parked in the study area.
Patrol survey and direct interview of motorists at the survey area are two methods
used to obtain information for parking duration. Patrol survey is done generally by
foot. The survey area is divided into sections where the number of cars together with
their registration numbers is recorded at a defined time intervals. Direct interview is
more expensive and comprehensive method, where motorists are interviewed at their
place of parking and questioned concerning their origin, destination, trip purpose and
estimated duration of parking. The type of vehicle, the nature of parking, time of
arrival and departure can also be recorded. Data collected by both methods can be
analyzed to obtain a variety of information relating to the survey area, the survey
period and a parking usage.
5.8 Travel Time Survey
The primary purpose of Travel Time Survey (TTS) is to identify an effective

methodology for measuring the travel time through a particular corridor. Specifically,
the methodology should accomplish the following:
1. Measure travel time, running time and delay time for each segment of the
corridor in non-peak and peak travel times.

2. Allow an interpreter to identify segments or intersections that have consistent

problems maintaining an average travel speed for the corridor.
3. Allow the study to serve as a benchmark that could be repeated in the future to
determine how travel times may change over time.
The Consultant shall conduct Travel Time Survey using Moving Observer methods.
The Consultant shall use either Floating Car or Chase Car techniques to conduct and
collect travel time.
A passenger in the test vehicle shall record travel times at designated checkpoints
using computer instrumentation to record vehicle speed, travel times or distances at
preset checkpoints or intervals. A Global Positioning System (GPS) receiver coupled
with a portable computer can be used to record the test vehicle’s position and speed
at time intervals as frequent as every second. The methodology for conducting the
TTS shall be presented to, and agreed upon with, the Engineer.
The TTS shall be carried out at three separate counting periods of 3-hour each, total
of 9 hours. At least 6 runs per direction per peak period shall be achieved. These
runs shall be scheduled to capture the travel time of morning, mid-day and
afternoon/evening peak hours. The scheduling of the TTS shall be determined from
the Automatic Traffic Counts conducted along the study route or as agreed with
MMUP. The TTS shall be carried out on a weekday (Mondays, Tuesdays or
Wednesdays) or as agreed with the Engineer. The TTS shall be scheduled to capture
a realistic representation of typical traffic peak flow and to avoid holidays, special
events, nearby roads works, and other such disruptions to the normal daily traffic
patterns.
The results for the TTS shall be submitted by the Consultant, in both written and
electronic formats, in the standard format prescribed by MMUP, samples of which are
available from the Engineer.
In addition to the recording of travel time between intersections, which measured at

Stop or Give-Way lines, the survey shall record the delay and queuing times. It is
suggested that the survey vehicle is joining the back of the queue when the speed of
the survey vehicle drops to less than 10km/hr.
Furthermore, it might be required to record the travel time to a certain land-mark or

location such as a major side road or building.
5.9 Pedestrians and Cyclists Survey
The Consultant shall submit their methodology for undertaking Pedestrians and
Cyclists Survey.
5.10 Public Transport Survey
The Consultant shall submit their methodology for undertaking surveys for Public
Transport facilities and commuters.

5.11 Origin – Destination Survey
The Consultant shall submit their methodology for undertaking Origin – Destination
(O-D) Survey.
5.12 Land use Surveys and Investigations
current and proposed land use within the sub-area model. The land use shall be
reviewed and analyzed and a summary shall be provided in the submitted reports.
5.13 Traffic Surveys Requirements
The Consultant shall follow MMUP requirements for conducting traffic surveys
(ATC’s, MCC’s, TMC’s and TTS’s) as outlined above. The following details shall also
be considered by the Consultants when conducting surveys and shall be addressed
in the submitted methodology report.
5.13.1 General:
1. Drawings shall be submitted that depict the locations of the traffic count and
shall be submitted in AutoCAD format.
2. Exact or approximate coordinates of the count locations shall be submitted.
3. The Consultant shall submit a program for the proposed traffic surveys. The
program shall identify all holidays and special events (Eid, schools, public,
religious, etc.) that expect to occur within the survey period. The traffic
surveys shall be completed one week before and/or started one week after
the specific holiday and any special events.
4. For the VISUM and VISSIM models Calibration/Validation process, MMUP
Model requirements shall be met.
5. The Consultant shall ensure the consistency in results between ATC’s and
TMC’s.
6. A comparison between the MCC’s and ATC’s conducted at the same
locations shall be carried out by the consultant. 10 % percent or less than 100
vehicles/hour is the allowable tolerance between the ATC’s and MCC’s
compared.
7. The Consultant shall observe/identify any road closure/diversion and ensure
that all roads and intersections are fully opened prior to any traffic survey.
Road closure/diversion shall be documented and discussed with MMUP. If
the intersection(s)/link(s) will be open within two weeks, then the consultant
has to postpone counting until the closed intersection/link is open or the
consultant can postpone counting the intersection/link until the end of the
counting program.
8. QA/QC shall be performed for all of the surveys collected. Any
inconsistencies or unrealistic values are subject to rejection by MMUP.
9. Row data shall be submitted to MMUP.

10. The required data shall be as in the attached templates as a minimum with
the requirements listed below.
11. The Consultant’s Traffic Engineer shall supervise all traffic surveys.
5.13.2 ATC’s:
1. ATC Surveys shall be conducted for 7 days, broken down into 15 min
intervals with 1 hour totals.
2. The following shall be calculated and presented:
a. Average week (7 days)
b. Average weekdays (5 days from Sundays till Thursdays)
c. Average weekends (2 days - Fridays and Saturdays)
d. Daily and average 12 hours (6:00 – 18:00)
e. Daily and average 14 hours (6:00 – 20:00)
f. Daily and average 16 hours (5:00 – 21:00)
g. Daily and average 18 hourd (5:00 – 23:00)
h. Daily and average 24 hours (00:00 – 23:00)
3. Data required to be included in the traffic count report coming directly from
the counting machine:
a. Peak periods (AM, MD, PM).
b. Peak hour volumes (AM, MD, PM).
c. Peak hour factor (AM, MD, PM).
d. Percentages of Heavy Vehicle per class.
4. Peak period shall be identified as follow:
a. AM peak period: 6:00 – 9:00
b. MD peak period: 11:00 – 14:00
c. PM peak period: 17:00 – 20:00
Specific Peak Hours shall fall within the above periods +/- 30 minutes
5. Peak Periods (AM, MD & PM).
6. Peak Hour Volumes (AM, MD & PM).
7. Peak Hour Factor (AM, MD & PM).
8. Vehicle Classification: The data shall be presented as per the requirements
listed above. In addition the following shall be presented:
a. Percentages of Heavy Vehicle per class.
9. Speed: data shall be presented as per the requirements listed above. In
addition the following shall be presented:
a. 85th percentile speed.
b. Weekend Average Speed.
10. A figure showing all vehicle classes shall be included in the report.
11. A figure that depicts the links flow per direction for each segment (from
signalized junction to signalized junction) in CAD formant shall be submitted.
The figure shall include the streets names.
12. Charts showing the distribution of the traffic volume vs. peak, class, and
speed; and volume vs. time for all of the mentioned data.

5.13.3 TMC’s:
1. Peak periods shall either be specified fixed and agreed with MMUP then
amended in the Model (AM: 6:00 – 9:00, MD: 11:00 – 14:00, PM: 17:00 –
20:00) with half an hour before and after these periods, or follow peak periods
extracted from the ATC results.
2. TMC surveys shall be carried out during the peak periods for three Weekdays
(Monday – Wednesday).
3. Outline the procedure for conducting the TMC surveys and specify if the
method will be videos or manual counts. In case of manual method, the
number of personnel conducting the counts shall be outlined in the report and
agreed with MMUP and increased if needed.
4. Required data:
a. Traffic counts shall be conducted in 15 min intervals during the peak
periods and collected to 1 hour totals.
b. Classes shall be shown as (PC, LV and HV).
c. Summary table of the traffic volumes broken down to Intervals,
Vehicle types, and peak hour volumes.
d. A diagram showing a simple intersection configuration with the street
names in CAD format, the adjusted/unadjusted traffic volumes per
peak hour and the percentage of the Heavy Vehicles.
5.14 The Traffic Surveys Analyses Report
The Consultant shall prepare and submit Traffic Surveys Analyses Report. The report
shall include the following items a minimum:
 Project/Development description
 Traffic surveys locations including plans
 Existing sites condition during the surveys
 Site observations and general notes
 Traffic surveys data
 Traffic surveys summaries
 Traffic surveys summaries for peak periods including plans
 Seasonal and adjustment factors
 Traffic surveys analyses and conclusions
 Traffic design volumes
The Traffic Surveys data shall be reviewed by the following personnel:
a. The Senior Traffic/Transport Engineer or the Manager of the Traffic

Survey Firm.
b. The Senior Traffic/Transport Engineer or the Manager of the
Transportation Section/Department of the Traffic Consultant Firm.
The Traffic Surveys Analyses Report shall be reviewed by either the Senior
Traffic/Transport Engineer or the Manager of the Transportation Section/ Department
of the Traffic Consultant Firm who has not been involved in preparing/writing the
report.
5.15 Review Period
In case the Traffic Data and the Traffic Surveys Analyses Report is returned as not
approved, the Consultant shall submit the revised data and report within two weeks.
5.16 Deliverables
The consultant shall submit the following:
 The traffic surveys data, one hard copy, usually prepared by the traffic count
surveyors.
 The traffic surveys analyses report, two hard copies.
 The traffic surveys data, one digital copy.
 The traffic surveys analyses report, one digital copy.
 The raw data of traffic surveys, one digital copy.

6 VISUM MODELING AND UPDATE OF THE TRANSPORT

MODEL
6.1 Overview
The Transport Master Plan for Qatar (TMPQ) was initiated in 2006 with a set of
private and public transport network models starting from 2006 as the base year to
2011, 2016 and 2026 using forecasts growths in population and employment for
Qatar. The Transport Master plan for Qatar is strategically guided by the TMPQ
travel demand VISUM model. The model covers the entire State of Qatar and
includes all roads and known land uses to 2026. The model is developed as an
activity chained based model. It represents trip chains of travelers passing from one
activity to the next, throughout a 24-hour period. The approach is an extension of a
traditional four stage multi-modal transport model and includes trip generation, trip
distribution, mode choice and road and public transport assignment models. The trip
generation stage utilizes the activity profile of households derived from 2004 and
2006 census data and a comprehensive household interview survey undertaken in
2006. Population is segmented into 20 groups based on nationality, gender, income,
age and car ownership with trip chains and time of each activity for each group
provided in hourly intervals for a full day. Attraction of land uses are categorized into
11 groups covering work, education and leisure and personal trips. The model
feedbacks the travel times of the transport modes for the final mode choice and
destination choice, meaning that after traffic has been assigned to the network
model, travel time data are fed back into the demand model to update the distribution
and mode choice. Trips are assigned to different modes of travel with change of
mode permitted for the same trip based on utility cost of each mode.
The transport model produces trips for daily and three peak periods of AM, Lunch
time and PM. In the road network vehicles are segregated into six classes; cars,
school and company buses, restricted and permitted heavy vehicles and light goods
vehicles. The road network incorporates heavy vehicles restricted area and parking
and congestion pricing areas to allow testing of policy plans. All zones and node
numberings follow the official planning zone boundaries.
The public transport network incorporates bus, light rail, heavy rail and a
comprehensive metro system for different horizon years. Demand matrices are
assigned based on a quasi time-table assignment procedure. The effect of fares is
included in the mode choice.
The TMPQ VISUM model is an important planning tool that is currently used for
testing of many transportation projects in the state of Qatar. MMUP continuously
updates the TMPQ model to ensure that model is able to provide robust forecasts for
assessment of transportation projects in Qatar.
The following reports describe the methodologies, analysis and components of the
TMPQ transport model. They are available to consultants undertaking studies in
Qatar.
1. Transportation Master Plan for Qatar. Components of a Transportation Model,
PTV, 29 Feb 2008
2. Transportation Master Plan for Qatar. Model Implementation Report, PTV, 29
Feb 2008

3. Transportation Master Plan for Qatar. Model Calibration and Model Validation
Report (Base Year 2006), PTV, 15 Feb 2008
The TMPQ strategic models shall be used to build a base and future year scenarios
model. The model shall be run for the following peak periods:
 Morning Peak (AM);

 Mid-day Peak (MD); and
 Evening Peak (PM).
6.2 Land Use
The Consultant shall review and evaluate the VISUM Models and determine if there
are any development(s) that have not been included or fully incorporated in the latest
revision of TMPQ VISUM Model. The Consultant shall be responsible to collate the
information in order to include all developments in the model area.
For each Traffic Analysis Zone (TAZ), planning data should include a detailed
identification and combination of the densities of three land use categories:
Category A: Existing long term operational land uses that are not dependent on the
Interim Zoning Maps and most likely will continue to operate after the design horizon
year.
Category B: Coming approved and in-process projects that are not dependent on
Interim Zoning Maps.
Category C: Remaining Land uses based on Interim Zoning Maps and Master Plans
data conversion.
Consultant should submit soft copies (excel sheets) describing each category and
the total equivalent planning data for each TAZ.
The following format should be used for Category A data:
Main TAZ Photo Existing land use Treatment to be Comment

Zone Ref Ref observed on site assumed for the
All available data horizon year
(Number of
employees, GFAs,
GLAs, etc…)
Where land use details of any area are incomplete, the Consultant shall agree with
MMUP on appropriate assumptions.

6.3 Planning Data
This Section has been prepared to assist consultants intending to use the TMPQ
model to undertake transport studies in Qatar. It stipulates the daily person trip rates
and provides information that can be used to modify the population and employment
data in the TMPQ planning files provided separately to consultants.
MMUP has developed the following set of factors as outlined in Table 6.1, 6.2 and
6.3 to convert the land use data into the inputs required by the TMPQ. These
parameters shall be used where possible but the Consultant may propose alternative
parameters where considered appropriate. The source of the data and justification for
the relevancy of data to Qatar is to be provided.
Table 6-1: Population Conversion Factors (Production)
Required
Activity Description Notes
Units
Apartments 4.1 residents per unit (3.57*)
Townhouse 4.3 residents per unit (3.74*)
Residential Villas/farms Persons 5.4 residents per unit (4.70*)
1 occupant per room and full hotel
Hotel guests
occupancy
*Active population over 5 years old
Sources: Residential: Transportation Master Plan for Qatar, PTV/Scott Wilson Sept 2007, Villas figure from 1997
travel data
Hotel: Heart of Doha TIS (Arup/PTV)

Table 6-2: Employment Conversion Factors (Attractions)

Sources:
1 High tech offices are those primarily engaged in IT, research and development
Require
Activity Description Notes
d Units
Hotels Hotel Rooms Jobs 1 employee per 2 hotel rooms *
Commercial Office Jobs 1 employee per 20m2 GFA*

Employmen Soug/shop/commercial
t Jobs 1 employee per 50m2 GFA
frontage
(m2 GFA)
High tech offices1 Jobs 1 employee per 35m2 GLA ++
Building 2 +
Site area Jobs 1 employee per 100m GFA
Projects
2 +++
Farming Farm area Jobs 1 employee per 1000m land area
2 ++
Industrial General industry Jobs 1 employee per 75-97m GFA
Employmen 2 ++
High tech industry Jobs 1 employee per 57m GFA
t
2 2
(m GFA) Warehouse Jobs 1 employee per 60m GFA*
2
Retail Shops & supermarket Jobs 1 employee per 50m *
Employmen
t Hypermarket Jobs 1 employee per 90m *
2
2
(m GLA)
2 +
Cinemas Jobs 1 employee per 90m * or per 50 seats
Leisure
2
(m GLA) Amusement centres and
Jobs 1 employee per 50m² *
sports clubs
1 employee per 13m² eating area* or

++
Restaurants 1 employee per 18m² GFA or
1 employee per 9 seats
Hospital beds Jobs 3.56 employees per bed +

Medical
Clinic Jobs 1 employee per 21m2+++
Primary and secondary
Jobs 1 employee per 20 pupils+
schools
University Students Jobs 1 employee per 7 students+ (see note 1)
Tourism
Tourists (daily visitors) Jobs Assumes 1 employee per 100m2+
Locations
* Transportation Master Plan for Qatar, PTV/Scott Wilson Sept 2007, Villas figure from 1997 travel data
+ DM Manual Class 308 or Africon
++ Guide to Traffic Generating Developments, Roads and Traffic Authority of NSW
+++ Technital Phase 2 Design Packages
Note 1 Average number present on campus on a weekday

Table 6-3: Other Trip Purposes (Attractions)
Required
Activity Land Use Notes
Units
65 seats/100 m². Occupancy may be
assumed at 85% of the seating capacity or
Eating out Restaurants Visitors 55 persons/100 m². Higher figures over
100% occupancy may be appropriate if
significant take-away
Employer’ Employee Number of employees in Employment III

^
Employment
s Business s
Schools Students 1 per student*
Education
University Students 1 per student
3.9 per seat with an assumed
Cinema & theatres Visitors ^
occupancy
Number of seats with an assumed
Sport facilities Visitors
occupancy
^ 2+
Leisure & Open space (passive 13 per car parking space or 1/100m of
Visitors
Sport recreation) open space
(Note 1) Employment sector III Visitors 0.088 per employee III
^
2+++
Community/cultural Visitors 61 (27 inbound)/100m
2 ++
Health clubs Visitors Assume 45 per100m
++
Marinas Visitors 17 persons per berth
Place of Mosque ^
Building Size irrelevant
Worship
Inpatient Visitors
2+
Outpatient Visitors 20 per 100m
Personal
Business Schools (parents ^
Persons 0.31 per student
(Note 1) escorting)
Employee ^
Employment sector III 0.22 per employee III
s
2
Retail 30.15 per 100GFAm + 1.62 x number
Shopping Visitors ^
of retail employees
Visiting Total population Total population including less than 5
Population ^
Friends year old
Employment III includes wholesale and retail trade, personal and household goods, auto repair, transport storage
and communication, hotels and restaurants
Note 1: Land uses within each Activity Group are additive. For example, “Personal Business” is the sum of inpatient +
outpatient + school + no. of employees in Employment III sector for that zone
* A student population of 2.5 students per 100m² of land area or 5 students per 100 m² GFA may be assumed
Sources: + DM Manual Class 308 or Africon
++ Guide to Traffic Generating Developments, Roads and Traffic Authority of NSW
+++ Heart of Doha TIS (Arup/PTV)
^ TMPQ Model

6.4 Distribution to Population Groups
The active population is to be distributed to 20 groups as required for running of the

model. The following provides some interim guidelines on the breakdown of the
population to the groups. Where detailed information is available for the development
under study, other assumptions may be more suitable and should be adopted.
Information below can constantly be crosschecked and overridden by the latest
census data available to the consultants, on condition, the new assumptions are
consulted and agreed on with MMUP.
1. Population growth rates for Qatar:
Population group Annual % growth rate
Period 2006 -2026

Qatari 3.2
Non-Qatari 7.9
Labourers 2.4
Total 5.9
Note: Growth rates vary by area and can differ from the above
2. Distribution of genders:
Population Male Female

group
2006 2026 2006 2026
Qatari 51% 51 49 49
Non-Qatari 57 55 43 45
Labourers 98 95 2 5
3. Car availability by group:
Groups Description 2006 2026

1 Qatari Male 100% 100
2 Qatari Female, car available 12 40
4 Non-Qatari, high income, car available, Male 89 90
5 Non-Qatari, high income, car available, Female 37 45
6 Non-Qatari, medium income, Male 81 85
7 Non-Qatari, medium income, Female 13 35
19 Labourer 20 20

4. The active population of villas is distributed to groups 1-5, 13, 14, 17 and 18.
Groups Description
1 Qatari Male
2 Qatari Female, car available
3 Qatari Female, car unavailable
4 Non-Qatari, high income, car available, Male
5 Non-Qatari, high income, car available, Female
13 & 15 Qatari & non Qatari Pupil Male
14 & 16 Qatari& non-Qatari Pupil Female
17 Students Male
18 Students Female
5. The active population of townhouses and apartments is distributed to groups

4-11, 15-18.
Groups Description
4 Non-Qatari, high income, car available, Male
5 Non-Qatari, high income, car available, Female
6 Non-Qatari, medium income, car available, Male
7 Non-Qatari, medium income, car available, Female
8 Non-Qatari, high income, car unavailable, Male
9 Non-Qatari, high income, car unavailable, Female
10 Non-Qatari, medium income, car unavailable, Male
11 Non-Qatari, medium income, car unavailable, Female
15 & 16 Non-Qataris Pupil Male & Female
17 Students Male
18 Students Female
Where redevelopment of an existing area is likely to change the current population

demographic of that area e.g. an old area redeveloped to prestigious residential or
commercial developments, using the existing population ratios of that zone may be
inappropriate. In such cases, the population ratios of another zone with similar land
use characteristics to the proposal may be adopted.
MMUP has provided the consultants by a convertor sheet which converts land use
data into TMPQ planning data. Population groups split assumed in the convertor
sheet can be adjusted by the consultants based on relevant assumptions and in
consultancy with MMUP.

6.5 Planning and Network Assumptions
6.5.1 Planning Assumptions

Unless detailed information on the development are available or have been
stipulated in various planning controls/regulations, for planning of new areas the
following assumptions are to be adopted:
1. Developable land as percentage of total area = 70%. Remainder roads, parks,

schools, religious institutions
2. Maximum building area coverage as a percentage of the plot area: Figure to
be obtained from the “Interim Map & Zoning Regulations” specific to that area.
As a guide:
a. Residential = 60% of plot area
b. Retail & commercial = 60-70%
c. Commercial (West Bay Towers Zone) = 35% for tower, 50% ground
floor coverage. Minimum building height G+15
3. Plot size for residential dwellings: To be based on the “Interim Map & Zoning
Regulations” requirements specific to that area. As a guide:
a. Detached dwelling house = 350m²
b. Attached dwelling (duplex) e.g. compounds = 550m² total building.
275m² per household
c. Plot size for villas (Qataris) = 1000m²
4. Average residential apartment size = 120m².
5. Gross Floor Area (GFA) = 85% of calculated floor area. Same reduction factor
is to be applied to residential towers. The reduction factor accounts for areas
such as stairs lift lobby, plant room, waste area etc.
6. Retail Gross Leasable Area (GLA) = 85% of Gross Floor Area (GFA).
Example 1: A block zoned for residential flats has a land area of 11400m² net of
roads. The maximum building coverage obtained from the Interim
Zoning Map is 60% & the specified maximum building height is
G+10. The active (>5years) residential population for this zone is
calculated as below:
11400 x 60% (coverage) x 10 (floor) x 85% (usable area) / 120

(apartment) x 3.57 (OC) = 1730 persons
Example 2: A block within the West Bay area zoned for commercial mixed use
has a land area of 5000m². The maximum building coverage from the
Interim Zoning Map is 35% for the towers and 50% for ground floor
coverage. The minimum building height is G+15. The number of
employees is calculated as below:
i. Assume retail only on the ground and mezzanine levels:

5000 x 50% (coverage) x 2 (floor i.e. G+M) x 85% (usable area) x 85%
(GLA) / 50 (area per employee) = 72 employees
ii. Assume office on other floors:

5000 x 35% (coverage) x 15 (floor) x 85% (usable area) / 20 (area per
employee) = 1115 employees
6.5.2 Network Assumptions

1. The existing link types specified in the model to be used when creating new
links. No new link types are to be created.
2. New nodes and intersections to be coded using the node type numbering
system already used in the model. Main node types as shown in Table 6-4
Table 6-4: Junction Control Type
Code Control Type

0 Unknown
1 Uncontrolled
2 2-way Stop
3 Signalised
4 All-Way Stop
5 Roundabout
6.5.3 Public Transport Network

For developments within 5km radius of a proposed future metro or LRT station
that do not have bus services within 400m walking distance from a bus stop to the
furthest zone within that development, new feeder bus service(s) are to be created
and added to the public transport network prior to a full model run. The new
service should traverse the main roads within the site and connect to the
nearest(s) metro/LRT station. Within the development, zones are to be connected
to the nearest bus stops. Headway of 15mins, operating speed of 10kmh for city
and 20kmh for express buses may be assumed.
6.6 Modeling of Main Nodes
The 2010 TMPQ network includes a junction model that utilises the TModel
approach to calculate turning delay at the main nodes.
The new modelling approach takes into account the geometry and size of the
junction, the control type, the capacity and the volume of traffic that passes
through the junction. Thus it allows more accurate calculation of delays at
junctions and crucially it offers a consistent approach when creating new main
nodes in either the main model or in sub-area models requiring minimal
assumptions by the user. In the previous release, users were required to specify

main turn delays and capacities for every movement at the junction and input
these values for each turn. In practice, these values were shown to be not always
consistent in the model and also difficult to estimate or forecast for intersections
with unknown designs and capacities.
6.6.1 TModel Methodology

In the Tmodel approach, turning movement delays at intersections are calculated
in three stages:
Turn delay(Tcur) = delay in travelling thru the intersection (t0) + delay waiting for
green or gap(t0)+ delay due to other vehicles or congestion delay
All three components of the turn delays are calculated by VISUM. The first two
delays are calculated by setting up a number of user-defined attributes to
calculate and store the delays. Delay due to other vehicles or congestion delay is
calculated entirely by VISUM using node delay functions that are assigned to each
main node type in the Procedures screen. The methodology is described in more
details below.
6.6.2 Junction Modeling

The junction model takes into account the control type and the size of the node.
The ‘size’ of the node is derived from the number of lanes on the incoming links
and only links that are open for at least one private transport system are taken into
account. The time needed for driving through the main node is also added to the
delay.
The following VISUM parameters are required to be provided for the modelling of
the main nodes and main turns:
 Main node capacity (t0/CapPrt),
 Turn delay,
 Node VD function..
6.6.2.1 Main Node Capacity/Delay

The capacity of a main node is dependent on the type of control at the intersection
and size of the node determined by the number of approach lanes to the
intersection from all directions. Table 6-5 show the junction control type used in
VISUM. Table 6-6 gives an overview of the generic node parameters used in the
TMPQ model.

Table 6-5: Junction Control Type
Code Control Type

0 Unknown
1 Uncontrolled
2 2-way Stop
3 Signalised
4 All-Way Stop
5 Roundabout
Table 6-6: Main Node Parameter by Junction Control
Main VDF No. lanes of

Node Number Control incoming Capacity t0 VDF
type links
0 1 Unknown 99999 0s constant
10 1 Uncontrolled <= 4 2500 5s Node
11 1 Uncontrolled up to 6 3000 5s Node
12 1 Uncontrolled >6 3500 5s Node
30 2 yield controlled <= 4 2500 5s Node
31 2 yield controlled up to 6 3000 5s Node
32 2 yield controlled up to 8 3500 5s Node
33 2 yield controlled >8 4000 5s Node
70 4 signal controlled up to 6 3000 5s Node
74 4 signal controlled > 18 8000 5s Node
80 5 Roundabout up to 6 3000 5s Node
83 5 Roundabout >14 7500 5s Node
A main node type is specified from the above table by taking into account the type of
control at the junction and the number of lanes on links entering the junction from all
directions.

Figure 6-1: Example of Main Node Using TModel
6.6.2.2 Turn Delay

This is the average delay experienced by vehicles waiting for the green light at a
signalised intersection or for a gap in traffic stream at a roundabout or at an
unsignalised intersection. It does not include delay due to other vehicles or due to
build-up of traffic.
Standard or typical turn delays have been included for different types of junction
within the TMPQ model and are references based on the node type specified by the
user when creating new nodes and main nodes. For the main nodes, turn delays are
added to the time travelling through the intersection to determine the free-flow travel
time (t0).
i. Signalised Junctions
For signalised junctions the uniform delay is calculated using Webster’s equation:
2
t cycle  t green 
t0   1  
2  t cycle 
In this case, t0 represents the average delay a vehicle is experiencing at the

junctions without the influence of any other vehicles. Furthermore, it is assumed that
effective green time for major-major movements (i.e. movements from a major
stream to another major stream in contrast to movements from and to minor streams)
are longer resulting in shorter turn penalties for these movements as compared to the
other movements.
ii. Giveway Control
At unsignalised junctions delay occurs due to traffic regulations where vehicles from
minor streams are required to give way to the major stream. Indicative values of
delay for the movements must be defined for these junctions. The level of delay is
dependent on the ranking of turning movements as illustrated in figure below.

Major flow in red

6
Rank 1: movements 1, 5, 6
Rank 2: movements 2, 3
Rank 3: movement 4
Figure 6-2: Ranking of Turning Movements at Yield Controlled T-Junction

iii. Roundabouts
The turning delays for movements at a roundabout are obtained following similar
assumptions as for yield controlled junctions.
Table 3 below gives an overview of the standard turn delays used in the model. The
delays are depended on the type of node specified and the turning movement
performed. These delays apply to both the single node turns and the main turns
within the model. When creating new main nodes, it is important that the existing
node types are changed to type 90s. This prevents VISUM from adding up the turn
delays at each node within the main node when calculating the main turn delays.
Table 6-9: Standard Turn Delays
Minor-Minor (--) Minor-Major (-+)
Node type Node control R S L U R S L U

0 &1 Unknown 0 0 0 0 0 0 0 0
10-12 Uncontrolled
30 yield controlled
31 yield controlled 15 20 25 25 15 20 30 25
38 yield controlled - merge 0 0 0 0 20 20 20 20
20 signal controlled
21 signal controlled 40 60 80 60 40 60 80 60

Minor-Minor (--) Minor-Major (-+)

41 Roundabout 0 0 0 999 30 30 30 999
42 Roundabout
43 Roundabout 0 0 0 999 60 60 60 999
60 Special 0 0 999 0 0 0 999 0
70s Main node signal 40 40 45 50 35 35 40 45
80s Main node Roundabout 10 10 10 10 10 10 10 10
90s Dummy 0 0 0 0 0 0 0 0
Major-Minor (+-) Major-Major (++)
0 &1 Unknown 0 0 0 0 0 0 0 0
10-12 Uncontrolled
30 yield controlled
38 yield controlled - merge 0 0 0 0 0 0 0 0
20 signal controlled
41 Roundabout 0 0 0 999 0 0 0 999
42 Roundabout
43 Roundabout 0 0 0 999 0 0 0 999
60 Special 0 0 999 0 0 0 999 0
70s Main node Signal 30 30 35 40 25 25 30 35
80s Main node Roundabout 5 5 5 5 5 5 5 5
90s Dummy 0 0 0 0 0 0 0 0

6.6.2.3 Node VD Function

VISUM calculates the delay to a vehicle caused by other vehicles (congestion) by
using volume delay function applicable to that main node type. The updated TMPQ
network includes a number of node volume-delay functions which are used by
VISUM to calculate average delay as a function of the volume of traffic using that
intersection.
Figure 6-2 below displays an example of a node volume delay function defined for
the junction model and based on the TModel function implemented in VISUM.
Figure 6-2: An Example of a Node Volume-Delay Function
Table 6-10: Volume Delay Parameters for Main Node Types
Main VDF Control type VDF – Parameter

Node Type
Type
a B C D f a’ b’ d’ f’
1* to 2* 1 Unknown/ Constant
Uncontrolled
3* 2 Yield control 0 3 13 16 0 0 3 16 0
4* to 6* 1 Constant
7* 4 Signalled 0 7 13 0.5 0.6 0 1.3 5 1
8* 5 Roundabout 0 5 13 16 0 0 5 16 0

Figure 6-4 below shows the relationship between traffic volume and delay based on
type of control at different junctions. It is evident that Giveway controlled intersections
experience the greatest drop in capacity.
Figure 6.3: Node Volume Delay Functions
VISUM calculates the Tcur for all main turn movements by summing each
component of the delay.
Calculating Main Node Delays
The following describes the approach to be applied for generation of main turn and
turn delays:
Main Turn Delay:
Create link user defined attributes, t0_shortest_path_search,
t0_mainturn_standard and t0_final;
Using multi edit special function, set t0 to shortest paths;
Copy the data from t0 attribute to t0_shortest_path_search user define attribute;
Using multi edit special function, Set t0 to standard values;
Copy the data from t0 attribute to t0_mainturn_standard user define attribute;
Using multi-edit formula function, set t0_final as the sum of
t0_shortest_path_search plus t0_turn_standard;
Copy the t0_final attribute to t0PrT attribute.
In case of a free right turn movement on the intersection, the link user defined
attribute right_free_flow is used with an integer value of 1 specified for that
movement.
Set the main turns filter to right_free_ flow attribute equal to 1;

Using the formula option, set t0_mainturn_standard_2 as half of

t0_mainturn_standard
The t0_final user define attribute for this movement is the sum of
t0_shortest_path_search and t0_turn_standard_2 ;
Copy the t0_final attribute to t0PrT attribute.
An advantage of the Tmodel approach is that the main turn capacity PrT is not used
so this field is no longer required to be specified by the user and can be left
unchanged.
Figure 6-: Example of Main Turn Delay

Major Flows
The Tmodel requires the definition of major and minor approaches at signal
junctions, roundabouts and yield control junctions. Major flow directions are specified
within edit main node function. This is shown in the following figures Figure 6.6.

Figure 6-6: Definition of Major Flows at Main Nodes
Reference:
STPD003 – Validation of RTA Transportation Model and Plans. Manual for the
Application of the RTA Dubai Strategic Transportation Model (DSTM), August 2009,
PTV

Table 6-11: Main Node Parameters by Type
Node No. lanes of

Control Capacity t0 VDF
type incoming links
0&1 Unknown/neutral 99999 0s constant
10 Uncontrolled <= 4 2500 5s Node
11 Uncontrolled up to 6 3000 5s Node
12 Uncontrolled >6 3500 5s Node
30 yield controlled <= 4 2500 5s Node
31 yield controlled up to 6 3000 5s Node
32 yield controlled up to 8 3500 5s Node
33 yield controlled >8 4000 5s Node
Sum of capacity of
38 yield controlled – merge 5s Node
outgoing links
70 signal controlled up to 6 3000 5s Node
74 signal controlled > 18 6000 5s Node
80 Roundabout up to 6 3000 5s Node
83 Roundabout >14 5500 5s Node
Roundabout signal
60 up to 6 3000 5s Node
controlled
Roundabout signal
61 up to 10 4000 5s Node
controlled
Roundabout signal
62 up to 14 5000 5s Node
controlled
Roundabout signal
63 >14 5500 5s Node
controlled

6.7 Latest Model Structure
The Latest model version has a master file structure, and contains a scenario
manager where you can switch between different years of the model, and the
different peaks of the day.
Prt network Links are common for all scenario years, but their attributes (type and
standard values) are different and defined separately per year.
Put routes are common for all years, but there is an automatic filter which defines
active routes per each scenario year.
Main nodes are common for all years, in terms of their geometry (locations and
boundaries), while their attributes (type, control type, and capacity) vary between the
different scenario years. Their geometry are not following the intersections' geometry
of each specific year separately, but their boundaries are expanded and adjusted in
order to capture intersections' upgrades between scenario years.
Main turns are common for all scenario years, but the transport systems set for each
main turn vary and are defined separately per year.
Network updates that will be undertaken by consultants should be consistent with the
above mentioned structure, and should be covering all scenario years. Different link
types per each year can be specified for any additional link element. The same
concept applies if new main nodes and main turns are introduced.
Upon the submittal of model files and runs, consultants are requested to submit an
aggregated version of their planning data which is consistent with planning data
interface issued with the latest release.
The new base year model "2011" is updated according to the latest available census
data, which are the population numbers per Qatar planning zones. The base year Prt
network is updated based on the available data that MMUP could get before issuing
this release. Put network was not updated in this release, and is intended to be
covered in the future versions.
Regarding run requirements, multi-core 64 bit operating system machines with 8GB
RAM are preferable for running the model in order to avoid memory problems. The
model run duration on such machines is around or less than 21 hrs (daily scenario)
and 2.5 hrs (peak hour scenario).
The model is prepared to run with VISUM 11.03 and VISUM 11.5 versions, but based
on the test runs undertaken by MMUP; VISUM 11.03 with a 32 bit installation has
shown a better performance than VISUM 11.5. And thus, VISUM 11.03 is a preferred
version for running the latest release, unless consultants are notified otherwise.
6.8 Model Directory (paths & settings)
The following is the default path of L6 model. And it will be the consultants' decision
afterwards to keep or edit the model paths after fully reading this manual and
understanding its components.
C:\Model_Maintenance\Model\L6-CON-VISUM11

The following is a description for each of the above folders:

*"AddIns-11.3" includes the "TMPQMain" and "XLS2ZoneAttr" folders that should
be copied to the user VISUM application data under the following example path if
VISUM 11.3 is used:
C:\Users\wissam\AppData\Roaming\Visum\110\AddIns. Different machines and
users produce different paths which is simple to find.
The other method is to copy the mentioned folders to VISUM Exe folder C:\Program
Files\PTV_Vision\VISUM110\Exe\AddIns instead of being dependent on the user
of the machine, but this other approach causes a lot of warning messages. Thus it is
more appropriate to use the first method.
In case some folders like the "AppData" do not appear, then edit the folder options in
the control panel to show hidden files.

*"AddIns-11.5" contains the "TMPQMain" and "XLS2ZoneAttr" folders that should

be copied to the user VISUM application data under the following example path if
VISUM 11.5 is used: C:\Users\wissam\AppData\Roaming\Visum\115\AddIns
*"Filter" : Contains predefined filters that the consultants do not need to change.
*"Matrices" : Contains a set of matrices that will be used during the model run
process. Consultants are concerned only with the file called "Target_work" as shown
in the following snap shot.

The other files called "Target_work - 2011" until "Target_work - 2031" will be
produced from the land use interface folder and pasted here as a reference to be
used when switching between different years of the master file scenario manager
(more explanation about the Target_work file is provided in the coming paragraphs).
*"Par" : Includes predefined procedure templates that should be replaced by the
content of the folder " Par-11.3" if VISUM 11.3 is used or by the content of the folder
" Par-11.5" if VISUM 11.5 is used.
*"Par-11.3”: Contains predefined procedure templates that the consultants do not
need to change them. But only should be copied as described above.
*"Par-11.5”: Contains predefined procedure templates that the consultants do not
need to change them. But only should be copied as described above.
*"Path”: Contains two predefined paths. The first one to be used with VISUM 11.3
and the second with VISUM 11.5
The following snap shot shows the path file when opened as a text file. But usually
this file is accessed and edited in VISUM as will be shown in later parts of this
manual.

*"py" : Contains python scripts that the consultants do not need to change.
*"Version": Contains the master version file "Masterversion_L6" in addition to the
Population & Land Use files. Model run output files are saved also under this folder.
The folders called "2011" until "2026" represent the model run output for each
scenario. They are manually created just to store and organize the model outputs per
year.
*"helpers" : this file represents the python scripts that ptv created with the recent
model structure in order to provide a better memory management for the model run.
And it should be copied to replace the same file under the following path:
C:\Python25\Lib\site-packages\VisumPy

*"Land_Use_Interfaces": includes " Land_Use_to_Planning_Convertor" and "

Planning_Data_Interface" workbooks
The "Land_Use_to_Planning_Convertor " workbook converts land use data (GFA,

GLA, no of dwelling units, no of hotel rooms, etc,…) into planning data which is
consistent with the TMPQ format.

Land use data
Planning data
Regarding the "Planning_Data_Interface" workbook, it generates the individual

planning data per year, and the consultant is concerned with the following sheets:
All zones_lower_limit: represents the base year planning data whose population is
updated to reflect the latest census data on the main zones level.
All zones_upper_limit: represent year 2026 planning data as the most updated
future year scenario.
All zones: In this sheet, the scenario year is entered in the corresponding cell found
on the top, and then, all other sheets are calculated automatically as an
interpolation/extrapolation, between 2011, and 2026.
Notes:
c. Dealing with 2011 or 2026 years, the year cell should be defined in order
to generate its corresponding planning data.
d. In this release, 2031 data is not extrapolated but it is assumed equal to
2026 data, since the purpose is to implement just the structure of that
scenario year.

GDA_VISUM11, notGDA_VISUM11, and EmpBusn_VISUM11: those are the

sheets whose content should be copied to replace the content of the same sheets in
the excel workbooks called "PopLandUse2011" or "PopLandUse2016",
etc,..according to the scenario year the consultant is dealing with.
Kalif: is the sheet whose content should replace the following "Target_work" file:
C:\Model_Maintenance\Model\L6-CON-VISUM11\Matrices

Once the planning data are finalized, the Target_work files for each scenario year
can be prepared (Target_work - 2011 until Target_work - 2026) by copying them
from the kalif sheet of the planning data interface workbook.
And when you switch between the scenario years, you can replace the content of the
Target_work master file with the file of scenario year you are dealing with.
Please note that Target_work – 2031 is a copy of Target_work – 2026, and it is not
extrapolated, since as mentioned above, only the structure of year 2031 is being
implemented.
6.9 L6 Model Run
After implementing the above described settings, please follow the following steps to
run the L6 Model and generate its scenarios:
 Open the master version file "Masterversion_L6" under the following path:
C:\Model_Maintenance\Model\L6-CON-VISUM11\Version
If you get a read only message as shown below, press ok, and continue since this
master file is intended to generate modeling scenarios and save them in different
names, and not to save any information in the master file itself.

Once the version file is displayed, please note that it refers by default to year 2011 as
it is considered the new base year model. Other years' scenarios should be
generated as shown in the next steps.
 Set Project Directories
Open the project directories window, and read the predefined path file
("Path_VISUM_113" or "Path_VISUM_115" according to the VISUM version you are
using). You can browse to the path files under C:\Model_Maintenance\Model\L6-
CON-VISUM11\Path

 Edit the AddIns path as shown below. The AddIns folder should be under the
user application data
C:\Users\wissam\AppData\Roaming\Visum\110\AddIns. Different
machines and users will be generating different paths that will be simple to
find.

 Switch the links layer to the required scenario year.
The snapshot below shows how to switch links' layer to year 2016 by setting the
links' Type Number equal to the Type_2016-CON-1 attribute.

Once the Type Number is set, apply the standard link values as shown below.
Network changes can be observed when comparing the snapshot below with the
previous ones of 2011.
 Switch the main nodes layer to the required scenario year.

 Switch the main nodes type (Type Number = CON-1-TYP-2016 , similarly for
other years)

 Switch the main nodes control type (Control Type = CON-1-CONTYPE-2016 ,

similarly for other years)
 Switch the main nodes capacity (Capacity Prt = CON-1-CAP-2016 , similarly

for other years)

 Switch the main turns layer to the required scenario year. (TSys Set =
T_SYS_2016 , similarly for other years)
 Start the "TMPQ Main" window.

Once the "TMPQ Main" menu item is pressed, the below interface is displayed with a
message advising to wait 2 minutes after finalizing the settings and pressing the "OK"
button, in order to ensure that all settings are fully saved.
As shown in the screen shot, it is possible to choose the modeling year, time of day,
number of iterations, max number of un-converged links, and the recalculate skim
matrices option.
After setting your scenario, press "OK" and wait until all parameters are saved in the
procedures and network parameters.
 Open the network parameters window and edit the Airport Zone cell based on
the following: (Airport Zone = 1048011 for year 2011 ; Airport Zone =
1049002 for years 2016 and above).

 Calculate - Procedures – and the Execute button will be the last step to run
the model.

The run time usually on a laptop with the specifications below is around or less than
21 hrs for the full day scenario and 2.5 hrs for each of the peak hours.

On a desktop machine with similar specifications, the duration for the daily model run
was around 2 hrs less than the same run on the laptop.
 Once the run is finished copy the output version files to a separate folder that
you manually create by the name of the scenario you are running.
For running the daily scenario, execute the assignment for the put file. (open the put
file; then calculate – procedures; deselect all procedures except numbers 53 and 54;
and execute the assignment run.
6.10 Demand model in the Latest Model Structure
The former VISEM demand model including all values, factors and attributes is part
of VISUM 11 now. With the exception of population and structural data which are still
kept in an Excel file, there are only a few separate files necessary for the model run.
Full description and the setup of the demand model can be found in the menu
Demand -> Demand models.

Demand models in VISUM 11

As illustrated in Figure 1, TMPQ model is setup is such a way that only three tour-
based models are available:
- GDA (Greater Doha area) with all modes
- NotGDA (outside Greater Doha area) with all modes
- Employer/Business with car mode
Each model is provided with person groups, structural properties, activities, activity
pairs, activity chains and demand strata. The structure of the demand model data is
identical to VISEM files formerly used in the TMPQ VISUM 10 model.

Population
Group
Q_m Qatari Male
Q_f+c Qatari Female car available
Q_f-c Qatari Female car not available
NQh+c_m Non-Qatari high income car available Male
NQh+c_f Non-Qatari high income car available Female
NQm+c_m Non-Qatari medium income car available Male
NQm+c_f Non-Qatari medium income car available Female
NQh-c_m Non-Qatari high income car not available Male
NQh-c_f Non-Qatari high income car not available Female
NQm-c_m Non-Qatari medium income car not available Male
NQm-c_f Non-Qatari medium income car not available Female
NQl Non-Qatari low income
Q_P_m Qatari Pupil Male
Q_P_f Qatari Pupil Female
NQ_P_m Non-Qatari Pupil Male
NQ_P_f Non-Qatari Pupil Female
Stud_m Students Male
Stud_f Students Female
Labour+c Labourer car available
Labour-c Labourer car not available
Person groups in the GDA demand model

Population inhabitants (trip generation)

Empl attractiveness for employment
Restaurant attractiveness for eating outside
EmpBusn attractiveness for employer's business
Schoolplaces schools
Leisure attractiveness for leisure
Mosque mosque
attractiveness for personal business
PersBusn trips
Shopping attractiveness for shopping trips
University university
Visit attractiveness for visiting friends
Structural properties in the GDA demand model
Person groups and structural properties are kept in an Excel file where they can be
prepared and updated. The content and changes made in the Excel file are read in
during the model run and are not explicitly managed in VISUM any longer.

Population and structural data in Excel (extract)
Activities in the GDA demand model

Activity pairs in the GDA demand model (extract)
Activity chains in the GDA demand model (extract)

Demand strata in the GDA demand model (extract)
Unlike person group data and structural properties that are managed outside VISUM,
skim and demand matrices are administrated directly within VISUM now. VISUM
version file now stores all independent (external) matrices for all scenarios, as well as
all calculated and auxiliary matrices. All the matrices can be viewed and accessed in
the menu Demand -> Matrices.
6.11 Procedure Parameter
After running the AddIn TMPQMain, the procedure parameter can be opened and
executed via the Menu Calculate -> Procedures.

Procedure parameter ‘FULL’ (step 01 to 31)
For a model run, there are operation steps available as follows:
 Step 01-04 (Group Read Zone Data from XLS):
Structural data, which are saved in Excel sheets, are copied to VISUM via the
AddIn ‘XLS2ZoneAttr’. As described before, this AddIn is used to read all
zone data from the formatted Excel file which is kept in the Version directory.
The range shown in the snap shot below should be adjusted to reflect the
new ranges of the adjusted planning data files.

AddIn ‘XLS2ZoneAttr’
 Step 05-09 (Group General Initialisation):

Initialization of old impedance, PuT operating indicators and iteration counter
 Step 10-19 (Group Calculate Skim Matrices):
Calculation of PrT and PuT skim matrices, additional skim matrix operations
by script files
 Step 20-31 (Group Applying Double Constraint for work trips (3

Iteration)):
Special feature used for adjusting impedance for work trips

Procedure parameter ‘FULL’ (step 32 to 55)
 Step 32-38 (Group Demand Model):

Trip generation, trip distribution and mode choice for GDA (Greater Doha
Area), NotGDA (outside Greater Doha Area) and Business trips
 Step 39-55 (Group Assignments):
Summation of matrices, assignment of PrT and PuT matrices, check of the

termination conditions (next iteration step or finish calculation), saving results

All operation steps are explained in the following figure:
Step Nr. Operation Explanation

1 Group Read Zone Data from XLS
uses the AddIn "XLS2ZoneAttr" to read all
person groups and structural properties
2 Import Zone Attributes from Excel
for the GDA model from the excel file
"PopLandUse<year>.xls
for the NotGDA model from the excel file
for the EmpBusn model from the excel file
5 Group General Initialisation
initialises link impedance array imp_old
6 Edit attribute
which is used for termination condition
initialises public transport operating
7 Init PuT operating indicators
indicators
calculates new public transport operating
8 PuT operating indicators
indicators
initialises the iteration counter which is
9 Run script
used for termination condition
10 Group Calculate Skim Matrices

calculates distance matrices for private
11 Calculate skim matrix
transport
calculates travel time t0 for private
transport
calculates skim matrices for public
transport
provides skim matrices of public transport
14 Run script
for mode choice
15 Run script increases the iteration counter by 1
calculates travel time tCur for private

transport
initialises assigment result (to reduce
17 Init assignment
storage and memory)
provides calculated skim matrices for
18 Run script
VISEM mode choice
provides calculated skim matrices for
19 Run script
VISEM destination choice

Group Applying Double Contraint for work

20
(3 iteration)
trip generation for work trips in the GDA
21 Tour-based model - Trip generation
area
trip generation for work trips outside the
GDA area
Tour-based model - Combined trip trip distribution and mode choice of work
23
distribution / Mode choice trips for the GDA area (1st iteration)
24
distribution / Mode choice trips outside the GDA area (1st iteration)
calculates adjusted impedance matrices
25 Run script
for work trips (double constraint)
26
distribution / Mode choice trips for the GDA area (2nd iteration)
27
distribution / Mode choice trips outside the GDA area (2nd iteration)
28 Run script
29
distribution / Mode choice trips for the GDA area (3rd iteration)
30
distribution / Mode choice trips outside the GDA area (3rd iteration)
31 Run script
32 Group Demand Model
33 Tour-based model - Trip generation complete trip generation in the GDA area
complete trip generation outside the GDA
area
35 Tour-based model - Trip generation complete trip generation for business trips
Tour-based model - Combined trip trip distribution and mode choice for the
36
distribution / Mode choice GDA area
Tour-based model - Combined trip trip distribution and mode choice outside
37
distribution / Mode choice the GDA area
Tour-based model - Combined trip trip distribution and mode choice for
38
distribution / Mode choice business trips
39 Group Assignments
creates the final car matrix by summing up
40 Combination of matrices and vectors calculated and external matrices and
connects it to the linked demand segment
creates the final company bus matrix by
summing up GDA and NotGDA matrices
41 Combination of matrices and vectors
and connects it to the linked demand
segment

creates the final public transport matrix by

summing up calculated and external
matrices and connects it to the linked
demand segment
connects the final light good vehicles
matrix to the linked demand segment
connects the final heavy good vehicles
44 Combination of matrices and vectors matrix (restricted) to the linked demand
segment
connects the final heavy good vehicles
45 Combination of matrices and vectors matrix (permitted) to the linked demand
segment
initialises all matrices which are not
46 Run script required any more (to reduce storage and
memory)
starts assignment of all goods vehicles
47 Assignment with procedure Equilibrium_Lohse (30
iteration steps)
starts assignment of cars with procedure
48 Assignment
Equilibrium_Lohse (40 iteration steps)
49 Run script checks the termination condition
saves the VISUM version with attached
50 Run script
number of iteration step
goes back to operation 15 and starts next
51 Go to the operation (15) iteration if termination condition is not
fulfilled
saves final version (PrT_final.ver) with
52 Save version
assignment of private transport segments
53 Init assignment initialises assignment
starts assignment of public transport with
54 Assignment
procedure Headway-based
saves final version (PuT_final.ver) with
55 Save version
assignment of public transport segment
6.12 Network parameters
The TMPQ VISUM 10 model was run from the control file where several parameters
for the model run were stored and used in model calculations. These parameters are
now replaced with the AddIn and can be changed by the user in the user-defined
attributes of the network.
These attributes are available in the menu Network -> Network parameters -> User
with the full description provided in Figure 9 below.

Attribute Value Comment

DIST_THRESHOLD 1000 Threshold for distances (basis matrices) [m]
PRM_NTRANSFER -0.36 Logit parameter for PuT transfer
PRM_WAITT -0.152 Logit parameter for PuT waiting time
DIA_PKW 3 Value for diagonal in matrices [min]
CONGESTIONCHARGE 0 Congestion charge [QR]
PARKINGFEE 2 Parking fee per hour [QR]
PARKINGDURATION 2.5 Average parking duration [h]
FUELCOSTPERKM 0.1 Fuel cost per kilometer
TAXIDISTX 1500 Distance threshold for taxi [m]
TAXIFAREVARIABLE 1.2 Variable taxi fare per kilometer
TAXIFAREFIXSTD 4 Fix taxi fare (standard)
TAXIFAREAIRPORT 10 Fix taxi fare (airport)
AIRPORTZONE 1049002 Airport VISUM zone number
SHARETTC 0.25 Travel time share
TSYSFOOT 4 speed pedestrians [km/h]
TSYSPUT 20 speed PuT [km/h]
TSYSPRT 25 speed PrT [km/h]
MSPLITFOOT 0.5 Mode split pedestrians (distance < 1000m)
MSPLITPRT 0.5 Mode split PrT (distance < 1000m)
MSPLITPUT 0 Mode split PuT (distance < 1000m)
MSPLITPRT1 0.8 Mode split PrT (distance > 1000m)
MSPLITPUT1 0.2 Mode split PuT (distance > 1000m)
ACCEGRPRT 2 Access and egress time [min]
TAXIOCC 1.9 Taxi passenger occupancy factor
CBUSOCC 20 Company/school bus passenger occupancy
AM_VISEM 0.38 Factor VISEM demand AM
LU_VISEM 0.43 Factor VISEM demand LUNCH
PM_VISEM 0.46 Factor VISEM demand PM
AM_EXTERN 0.07 Factor external traffic AM
LU_EXTERN 0.06 Factor external traffic LUNCH
PM_EXTERN 0.06 Factor external traffic PM
AM_CT_HGV 0.06 Factor commercial traffic (HGV) AM

Attribute Value Comment

LU_CT_HGV 0.053 Factor commercial traffic (HGV) LUNCH
PM_CT_HGV 0.064 Factor commercial traffic (HGV) PM
AM_CT_LGV 0.072 Factor commercial traffic (LGV) AM
LU_CT_LGV 0.064 Factor commercial traffic (LGV) LUNCH
PM_CT_LGV 0.067 Factor commercial traffic (LGV) PM
AM_CAR_AIR 0.084 Factor car airport AM
LU_CAR_AIR 0.072 Factor car airport LUNCH
PM_CAR_AIR 0.072 Factor car airport PM
MAXUNCONVERGEDLINKS 20 Stop condition: max. number of different links
NO_LINKS_DIFF filled during model run Stop condition: number of different links
YEAR ﬁlled by AddIn (2011, 2016, 2021, 2026) Selected horizon (year)
TOD filled by AddIn (FULL, AM, LUNCH, PM) Selected time of the day
Definition of the network parameters

Network parameters in VISUM (extract)

6.13 Zone’s Manipulation
6.13.1 Overview
Any manipulation for the TMPQ zones will be reflected within all the master file
matrices, mainly, the predefined matrices such as the independent matrices of
airport, external, heavy and light vehicles traffic, parking fee and congestion charging
matrices.
There are 6 independent matrices for each horizon year which is equivalent to a total
of 24 matrices for years 2011, 2016, 2021, & 2026. The ID numbers of these
matrices are (100~105 for year 2011), (110~115 for year 2016), (120~125 for year
2021), and (130~135 for year 2026).
"Parking_Fee" (ID Number 227) and "Congestion_Charge" (ID Number 228) should
also be considered. Most of the cells in these matrices are "1" or "0". The default
values are edited in case a different parking-fee or congestion-charge other than the
default values that were shown in the Network Parameters section will be applied to
certain areas.
Regarding the last three predefined matrices; “MAE_Car”(ID=237),”MAE_Taxi”
(ID=238), “MAE_CarPas”(ID=239), the new cells referring to the additional zones
should have a value of “4”.

6.13.2 Zones’ Disaggregation within the VISUM Master File

In order to avoid a lot of manual work with the pre-defined matrices to match the new
zones' structure, it will be appropriate to do one of the following two options:
 Split the required zone in VISUM, and specify the weight of each sub-zone
since all the pre-defined matrices will be effected by the split weight of the
concerned sub-zones. Once done, adjust again the value of the cells in the
corresponding rows and columns of the "Parking_Fee" and
"Congestion_Charge" matrices. Using this method, you should determine in
advance the sub-zone split weights especially if you are doing successive
splits from the original zone in order to match the required disaggregation
level.
 In case of detailed disaggregation, and instead of doing a big number of
successive splits in VISUM, it will be more practical to save the above
mentioned pre-defined matrices outside VISUM and manipulate them in
MUULI using code files. Correspondingly the old zones should be deleted and
the new zones shape file should be added to VISUM, on condition that zones
in VISUM and MUULI are consistent, the adjusted pre-defined matrices
produced by MUULI can be imported into the master file again to replace the
old pre-defined matrices.
 In both cases, the zone attribute called “Resrticted” should be revised for all
new zones. It will have a value of “1” if the new zone is restricted for HGVs,
otherwise the attribute value will be “0”.
6.13.3 Concerned Files and Steps outside VISUM Master File

TMPQ zones' manipulation is concerned with the following files:
Principle File
* Planning Data Interface

Since the latest mode release has a master structure, then the number of zones
should be equal in the base year model to all the horizon years. Thus any
disaggregation /aggregation of the TMPQ zones should be consistent with this
structure. The zones that were added in the VISUM master file should be added in
the base year planning data sheet which is called "All zones_lower_limit" and the
2026 planning data sheet which is called "All zones_upper_limit". Corresponding
rows should be added in the next five sheets; "All zones", "GDA_VISUM11",
"notGDA_VISUM11", "EmpBusn_VISUM11", & "Kalif", and the formulas should be
maintained in the added rows of the last mentioned five sheets in order to reflect the
added planning data rows in the lower limit and upper limit sheets. The sorting of the
planning data based on the "TAZ-No." (Smallest ~ largest) should always be taken
into consideration while adding/ deleting zones in the planning data interface.
Once the disaggregation is done, the following outputs should be updated
correspondingly:
Population & Land Use Outputs: the following excel files should be updated in two
places whose snapshots are shown below.
* PopLandUse2011
* PopLandUse2016
* PopLandUse2021
* PopLandUse2026

Kalif Part: the following files should be updated under the path shown in the snapshot
below
* TargetWork2011
* TargetWork2016
* TargetWork2021
* TargetWork2026
* TargetWork
6.13.4 New Zones Numbering

TMPQ model zones are numbered according to Municipality code (1st two digits),
Main Zone Number (2nd two digits), and then remaining digits are the sequential
number of the Traffic Analysis Zones inside the main zone.

For example: 10-01-001 (Municipality – Main Zone – Zone number) – is an existing

zone number.
After adding/splitting, one of the new zone numbers will be 10-01-001-01 i.e.
100100101 and so on.
6.13.5 Adjustment to the Network:

i. Study area TAZs should be disaggregated to the level of roads feeding the
major corridors in the study area in order to provide a better circulation of
traffic around the project.
ii. The polygons of all newly created zones must be drawn so that the extent of
their boundaries can be accurately identified. MMUP would reject any network
submitted that does not have the necessary information to verify the
consultant’s work.
iii. All connections are to be made to internal, local and collector roads unless
access points are known.
iv. For zones with more than one connector, trips are to be assigned evenly to
each connector if possible unless information on nature of developments and
their access is known.
v. Zone connectors should be refined to a level reflecting proper and realistic
access distribution for the study area TAZs.
vi. Connectivity between new zones’ centroids and public transport stations
should be re-established after conducting zones’ disaggregation and before
re-running the model.
6.13.6 Planning Data Submission

In addition to the modelling submittals as per MMUP guidelines, the consultants are
requested to submit an aggregated version of the planning data interface which is
consistent with the interface that they received as part of the latest model release
(including 1301 zones).
6.14 Model Calibration and Validation
The purpose of this procedure is to compare the base year model demand with real
field measurements based on the data collected in the field, in order to achieve a
robust core generator that will be used in forecasting target years' trips. Thus, the
closer are the trips estimated in the base year model as a function of the encoded
population, the more reliable are the model projections as a function of the projected
population.
The logic behind this methodology is to replicate the base year conditions in terms of
geometry, land use details, and then search for common modules between the base
and target years, and calibrate those modules according to the base year
observations and measurements. Then the target year forecasts will automatically
react to the achieved base year refinements.

6.14.1 Replicate the Base Year Network

Based on the available base year right of way maps, site visits and observations, the
consultant should update the model study area and its network connections plus any
other detail requested by MMUP in order to achieve the following:
 Suitable zones’ manipulation (disaggregation / aggregation),
 Realistic connectors refinement based on existing land use accesses,
 Validation and update of existing major roads, minor roads, service roads,
etc.,
 Validation and update of intersections, geometry, control type, capacity and
other attributes ,
 Validation and update of the base year public transport routes, stops, time
tables in coordination with Mowasalat plus any other relevant source of
information.(to be discussed with MMUP).
6.14.2 Replicate the Base Year Land Use

Based on the base year site visits, surveys, and observations, the consultant should
validate and update the study area land use details, and convert the updated land
use information according to the model convertor sheet into planning data that should
be coded into the model.
The consultant should supply MMUP the details of the land use survey prior to
conducting the next steps of the calibration exercise.
6.14.3 Identification of Residential Mega Generator Blocks in the Study

Area
The Mega Generators are homogeneous residential blocks, as they are the
originating source for people’s daily activities. These blocks should correlate to either
zone boundaries or main zone boundaries of the TMPQ. Priority should be given to
pure or isolated residential blocks in order to avoid rat runners through the captured
blocks.
2010 census population data is available per main zones, and can be downloaded
from the following link: www.qsa.gov.qa .

In addition to the residential mega generators, and prior to conducting surveys,

consultants should consult with MMUP regarding the surveys of other trip generation
poles, such as Hospitals, Schools, Universities, Shopping Malls, Offices, Retail, etc.
6.14.4 Trip Calibration Counts (ATCs)

These counts will be carried out at the boundaries of the Mega Generator Zones to
estimate average daily outgoing/incoming traffic including identification of the
classification of vehicles (e.g. Car or Bus) during different periods of the day. The
ATC surveys will be conducted in accordance with Section 5.5 of this document.
The Figure below outlines an example of the possible ATC locations for the Mega
Generator Zones.

6.14.5 Onsite Surveys at the Residential Mega Generator Locations

The “onsite surveys” in combination with desk top study using aerial photographs will
involve visual verification of changes to the land use observed in the desk top study,
collection of information on the type of new buildings and the population groups living
in that area. This information can be used to cross check the population data
obtained from the latest census.
6.14.6 Data Analysis

The analysis of data from the ATCs will be carried out as an average for the five
working days of the week (Sunday ~ Thursday).
6.14.7 Changes in Trip Distribution/Mode Choice Model Procedures

Based on the analysis of the survey data, the dominant morning, mid-day and
evening peak periods will be established and encoded in the "Combination of Trip
Distribution/Mode Choice Model" procedures.

6.14.8 Changes to Peak Hour Ratios

The Peak Period analysis will result in deducing the peak hour ratios for different
peak hours.
For each peak period, the peak hour ratio stands for the ratio of the heaviest peak
demand over the three hours duration demand.
This will be used to update the peak hour ratios AM_VISEM, LU_VISEM and
PM_VISEM in the model.

6.14.9 Changes to Time Series

Review and update of the Time Series in the TMPQ Model for the following activity
pairs for different peak periods:
AM Peak – Home - Work, Home-Employers' Business, Home - School, Home -
Education and Home - University;
PM Peak – Home - Shopping, Home - Leisure, Home - Visiting Friends and Home -
Personal Business.

6.14.10 Trip Chain Rates

Review, without adjusting, the daily trip chains and mobility rates for the trip chains
involving the mentioned activity pairs for AM Peak and PM Peak above.

6.14.11 Trip Generation Procedure Runs

After running the first group of procedures which reads the planning data, run only
the model to check the “Production Trips” from the relevant Mega Generator Main
Zones.
6.14.12 Trip Generation Analysis

Compare the modeled and observed outgoing trips from the Mega Generators.
If after adjusting the time series percentages, the peak periods' durations, and the
peak hour factors, a sizable deviation still exist between TMPQ trip generation and
the field measurements, adjust iteratively the daily mobility rate of the relevant activity
pairs until it matches closely the outgoing counted values for most of the measured
residential blocks, and discuss the outcomes with MMUP prior to implementing them.
For example, the rates of Home-Work, Home – Employers' Business, Home-
Education, and Home -University could be verified using the number of outgoing
Cars and Buses observed in the ATC surveys.
This process will be repeated by running the PM peak model to compare the
modeled and observed outgoing trips related to PM peak activities such as Home-
Leisure, Home-Shopping and Home-Visiting Friends, and Home-Personal Business.
A 24h hour model run for the Trip Generation will be conducted with the refined
mobility rates for the activity chains showed above and a comparison will be made
with the total outgoing trips from the Mega Generators.

Please note that by refining the rates of some activity chains that are originating
mainly in the AM and PM peaks, then the mid-day and the whole day trips are
automatically refined since we are dealing with the daily trip rates of the activity
chains, and not the activity pairs.
6.14.13 Model Validation

The following post assignment checks are required to be undertaken to ascertain
the reasonableness of the calibrated model:
1. R² > 0.90 for all relevant count sets

2. GEH/volumes comply with the requirements listed below:
a. Link model flows to be within 15% of their observed for 85% of cases
b. The GEH statistic for individual flows to be less than 5-10 for more than
85% of cases
c. Total screenline flows within 10% for nearly all screenlines
Note:
GEH 
O  M  
2
O  M 
2
Where:
O = Observed Flow, and
M= Modeled Flow.
3. Modeled journey times to be within 15% of observed times for 85% of routes.
Journey time survey shall be carried out for the major access routes to the study
area, 6 runs to be carried out in the relevant time period for each route. The
length of the route should be more than 1.5km for built up areas and 3km for
other roads. Delays at signalized junctions may be recorded separately by
recording the time once vehicle speed falls <10km/h. A graph of travel time
versus distance shall be plotted to show the delay along the route of the survey.
Model travel time shall be plotted on the same graph and compared for
validation.
4. Plot and comparison of trip-length/frequency diagram before and after the

calibration.
5. A comparison of model area vehhrs, vehkm of travel and average speeds for the
initial and calibrated model.
6. Model calibration shall be revised many times by the consultant until the above
mentioned validation requirements are met, documented, and submitted to
MMUP for approval.

6.15 Study Area Update
This Section provides information on the use and procedure to develop and update
the project study area using Qatar’s Strategic Transport VISUM Model. Its purpose
is:
1. To outline the requirements and the level of details required for consultants
undertaking transport studies;
2. To provide clarity, maintain uniformity and consistency in the updating of the
model as to expedite the approval of traffic and transportation applications.
6.15.1 Study Area Boundary

1. Boundary should be sufficient to capture enough land use densities around
the project in addition to the major private transport corridors and public
transport routes.
2. The boundary of the study area should follow the zonal boundaries as much
as possible.
6.15.2 Land Use Update

1. The consultant will be identifying all good-condition major land uses in the
study area, such as hospitals, schools, hotels, shopping malls, companies,
etc...
2. Land use update should be performed for target year 2026 based on Interim
Zoning Maps and available master plans that will be adjusted based on
coming development projects, master plans, and the detected existing long
term operational developments that the consultant will explore during land
use surveys and site observations.
3. Intermediate years planning data will be interpolated using the model
planning data interface, but should take into consideration existing non
changing land uses, in addition to the opening year of coming development
projects.
6.15.3 Zones’ Disaggregation

1. Zones disaggregation will be done for all zones lying on both sides of the
roads surrounding the project or on both sides of the project corridors, in
order to reflect a realistic circulation of traffic, and the zones that are far from
the project will be disaggregated based on the land use update process and
in consultancy with MMUP.
2. Zones’ disaggregation should be accompanied by a detailed review for the
zone connectors that should be following access schemes of approved
developments, existing access locations for existing non-changing land uses,
and reasonable assumption for Interim Zoning land uses disaggregation.
6.15.4 Micro-Simulation Sub area Boundary

1. The subarea must be of a sufficient size to offer traffic a choice of several
routes between most origins to destinations as will be further clarified in the
VISSIM dynamic assignment requirements.
2. The boundary of the micro-simulation subarea should follow the zonal

boundaries as much as possible.
6.15.5 Traffic Surveys

1. All traffic counts on adjacent links should be checked to ensure consistency.
Where inconsistent, the most reliable ones are to be retained.
2. Avoid using counts on links with high volume centroid connectors attached at
either end of the link. This is to avoid any subsequent matrix adjustment
procedure from over-adjusting the zones nearest to the count location.
3. The location of traffic counts should also include major links near the external
boundaries of the subarea model. This would allow the volume of the external
traffic entering and leaving the study area to be determined.
4. ATC Counts should be coded in the VISUM master plan after creating the
following attributes in the “Count Locations” layer:
 AM_PEAK_VOLUME
 AM_PEAK_HOUR
 MID_DAY_PEAK_VOLUME
 MID_DAY_PEAK_HOUR
 PM_PEAK_VOLUME
 PM_PEAK_HOUR
 DAILY_VOLUME
 COUNT_DATE (just MONTH_YEAR)
5. The count location number is an ID and cannot be duplicated. Thus, since the
same ATC number might exist from many projects and consultants, then it is
better to code the count location attributes as follows:
 Count Location Number: (Consultant Code (first & second digits) – Year
(third & fourth digits)- Project Number (fifth & sixth digits) – ATC Number
(the remaining digits))
Consultant Code: (KEO:10, ATKINS:15, Hyder:20, Dar El Handasa:25,
Halcrow:30, Khatib & Alami:35, COWI:40, Parsons:50, TraffiConsult:60,
AECOM:70, ARUP:80, surbana:90). Any un-mentioned consultant
should agree with MMUP on the code to be used for this purpose.
Project Number: is a sequential number of the project you are running
with MMUP for the corresponding year. If it is the first project, then the
number will be “01”.
 Year: 11 for 2011 (for example).
 Count Location Type: “ATC”
 Count Location Code: is the Project Code and
 Count Location Name: is the Location Name/Street Name.
6.15.6 Alternative Transportation Modes

Observations shall be made as part of the data collection efforts regarding transit,
pedestrian and bicycle facilities within the study area. Bus routes, pedestrian
facilities and bicycle facilities within the study area, and other pertinent multi-

modal information to the development shall be qualitatively addressed. However,

if modal split is considered in the study, then a detail quantitative analysis shall be
conducted to support the modal split percentages.
6.15.7 Network
All are to be checked to ensure correct coding. This is done by (i) checking link
connections, attributes e.g. number of lanes and node data i.e. node types and
delays, etc. (ii) assignment results and (iii) convergence.
Network Checks:
1. Check for unused links by plotting link flows. Links with zero flows may
represent incorrect link, connector location or attributes.
2. Check the main nodes by plotting “CapPrT” and “TurnCurMean”. Check for
high main node delays. High turn delays may indicate low main node capacity
or incorrect node types used within the main node polygon. In such cases,
change all node types to type zero or 99 (no delays) and assign standard turn
data to these nodes.
3. Plot speeds in color by range. Check for low or high speeds. They can be due
to network coding errors or over-assignment.
4. No more than one connector is to be connected to a node otherwise trips may
travel between zones without appearing on the network.
5. Overlay the existing with the future year network to check the accuracy of
coding network changes. This can be done using VISUM’s “Difference
Network”.
Assignment Checks:
1. Check reasonableness of assignment paths between important zones using
the “shortest path search”.
2. Supplement the above by doing “flow bundle” analysis on major routes to
check reasonableness of trips using each major link. Circuitous
routes/unreasonable paths may suggest network errors.
3. Compare modeled travel time along journey time routes with travel times
observed during survey for reasonableness.
4. Check the trip length/frequency diagram. Trips with very high travel times may
indicate uncorrected links or zone connectors.
Assignment Convergence:
1. Check that the assignment has converged. Convergence is checked by
checking the values of duality gap and relative gap within the PrT assignment
quality statistics. The values of the last 3 iterations should be stable and at
least 10^-3.
2. Slow or erratic convergence may indicate high number of trips in the trip
matrices.
3. Tighten convergence criteria if using a large subarea model to evaluate a
small scheme. This is to avoid noise from a poorly converged model to mask
changes in costs due to the scheme.

6.15.8 General Modeling Procedures

When the TMPQ transport VISUM model is used to carry out the trip distribution,
mode split and trip assignment process. The following procedures shall be
adopted by the Consultant to undertake the required modeling work:
1. Review and Update of the VISUM Demand Model

a. Disaggregate the Transport Master Plan for Qatar (TMPQ) traffic analysis
zones (TAZ’s) to a level suitable for study area traffic circulation.
b. Review latest planning data based on recommended land use plan and
convert the data to the TMPQ format and input to new configured traffic
analysis zones for the base and future design years.
c. Produce input files for Demand Model for the base and future design
years’ scenarios.
d. Code the Proposed Roads, Intersections and Public Transport Network.
e. Refine the intersections coding for the main accesses.
f. Code the Public Transport network connections for base and future
design years.
g. Produce Road and Public Transport (PT) networks for the base and
future design years’ scenarios.
2. Model Output and Analysis

a. Code the proposed road network based on each project plan
recommendation for the base and future design years’ scenarios.
b. Run the VISUM Demand Model and Assignment Models for the base and
future design years’ scenarios.
c. Validate and Calibrate the Model based on the data collected in the field.
d. Produce all data relating to traffic volumes, v/c ratios, intersection
congestion, modal split, directional splits, etc.
3. Validate in consultancy with MMUP the trip generation data and incorporate the
data into the model by utilizing land use data and conducting the calculation
based on the DM “Trip Generation and Parking Rates Manual”;
4. Distribute the newly generated traffic volumes (if applicable);
5. Perform the assignment process;
6. Generate the micro-simulation sub-network for each individual scheme by:
a. Defining the impact area for individual scheme.
b. Identifying the impact on various links to determine the impact area.
c. Defining the boundary.
d. Hold discussions with MMUP and amend the sub-network if necessary.
7. Add additional details to the sub-network model (e.g. Intersections
coding/connector coding);
8. Review the model and add necessary modification for different time horizon and
different scenarios;
9. Perform again the assignment process;
10. Produce traffic volumes for all transport modes;

11. Use relevant data from the assignment process after it has been approved by
MMUP to perform roadway segments and intersections analysis.
6.15.9 Base Year Model

Generally, the following procedures shall be adopted to develop the base scenario
model:
1. Update the VISUM Demand Model component. This involves the following
tasks:
a. The latest release of the TMPQ Traffic Analysis Zones (TAZs) shall be
reviewed, zones should be split or combined, as needed, to provide the
most efficient replication of the real base year network;
b. The existing zonal attributes in the TMPQ model shall be examined in
order to assess the level of land use information included in the latest
model version;
c. The latest planning data shall be collected by the Consultant and
reviewed and an estimation of appropriate model input variables such as
expected population and employment figures shall be calculated. These
figures will define the production/ attraction potential for the surrounding
land use; and
d. The converted data shall then be used to update the user defined
attributes for the newly configured Traffic Analysis Zones.
2. Update the TMPQ VISUM model supply component:
a. Update the model road network, mainly the details of roads and
intersections included in the study area in addition to the surrounding
road connections plus any other detail requested by MMUP;
b. Refine the intersections’ coding, if necessary, for each of the main
accesses;
c. Code the Public Transport network connections;
d. Produce Road and Public Transport (PT) networks.
3. Model Output and Analysis
a. Run the VISUM Demand Model and Assignment;
b. Validate and calibrate the model based on the previously mentioned
procedure, only with the agreement of MMUP;
c. Produce all data relating to traffic volumes, v/c ratios, intersection
congestion, model split, directional splits, etc.
6.15.10 Future Scenario Model

The following procedures shall be used to develop the future scenario VISUM
models:
1. Disaggregate the TAZs to the same level as the base model;

2. Review the planning data and input to the newly configured TAZs utilizing the
future TMPQ models;

3. Add additional details to the study area (e.g. new connectors, roads and
intersections refinement);
4. Add additional land use data in order to capture new trip generation;
5. Run the model to distribute and assign the generated traffic volumes;
6. Compare the refined model trip generation output with Dubai Trip Generation
Manual totals. If the TMPQ estimates are higher than the Dubai Trip
Generations estimates, then use the model as is and go to the next step, If
not, factor the model matrices by a percentage (to be agreed with MMUP)
that will make the model trip generation estimates approximately equal to
Dubai trip generation;
7. Produce input files for Demand model;
8. Code the proposed network modifications;
9. Run the assignment model;
10. Extract traffic volumes and review them with the MMUP for their comment
and approval; and
11. Use the approved link volumes and intersection turning movement to conduct
the link and intersection analyses.
12. Generate the micro-simulation sub-network; and add more details in terms of
major roads, minor roads, service roads, intersections geometry, zones’
connectors, etc.,…
13. Run assignment again, and export the sub-area network and demand as a
preparation for the later VISSIM dynamic assignment.
6.16 Congestion Pricing
The impedance function used in the TMPQ model includes a time only for
connectors, links and turns for all classes of vehicles. It is not necessary to change
this function unless congestion pricing or road tolls are introduced into the model. In
such cases, the congestion or toll cost is to be converted to generalized time and the
attribute “Toll_PrTSys” added to the impedance function. Impedance cost may be
specified separately for each class of vehicle or alternatively combined for all classes
by weighting the traffic volumes in each user class to calculate overall coefficients.
The coefficients should be the weighted averages for the purpose mix and the time
period to reflect the mix of trip purposes during that time period. Value of time for
different population segments are provided in TMPQ documentation Model
Calibration and Model Validation Report.
6.17 Model Development – MMUP Liaison
The Consultant shall liaise with the MMUP frequently during the model
development process to ensure that their requirements are met and assumptions
approved. The Consultant shall submit the models to MMUP after the completion
of the following tasks:
1. The disaggregation of TAZs;

2. The validation of the base models, a Validation Report shall be submitted
along with the models themselves;

3. The coding of proposed schemes; and

4. On production of the link volumes and turning movement volumes, a Report
shall be provided to demonstrate how the forecasts have been derived.
Notes:
1. The Consultant shall use the most recent version of the Transport VISUM
Model.
2. The most recent version of the Model shall be officially obtained from MMUP.
Any Model that is not obtained from MMUP cannot be used by the Consultant.
3. The final complete VISUM Model and sub-area Model files shall be provided to
MMUP upon completion of the project in order for MMUP to be able to
incorporate the project into the overall Model update.
6.18 Traffic Design Volumes
On the completion of strategic modeling works, the Consultant shall prepare and
submit to MMUP for review and approval the Traffic Design Volume for all
intersections, roads, ramps, etc. within the primary and secondary study areas.
The traffic design volume shall be prepared for the daily and all peak periods for the
following years:
 Base year
 Opening year
 Future years (intermediate and ultimate)
6.19 Model Report
The Consultant shall prepare and submit a Model Report. The Model Report shall
have the following structure as a minimum:
6.19.1 Model Description

A description of the size of the sub-area model and reason, vehicle types
modeled, time period, sensitivity tests and results, details on calibration
method and summary of calibration results shall be provided.
6.19.2 Description of Data

Data used to calibrate and validate the model shall be presented in summary
form e.g. traffic counts and travel time surveys, duration, time and day of
week.
6.19.3 Networks Checks

Model area with external/internal areas shown, location of zone connectors,
Network checks such as speeds and travel times shall be undertaken.

6.19.4 Trip Matrix Validation

Description of assumptions and steps in the assembly of the matrix and a
summary of sector-sector movements shall be provided. Validation shall be
presented on sector to sector basis with additional details for critical zone to
zone movements shown. Comparison against observed traffic counts at
screenlines and cordons shall be shown. Sector to sector movements shall be
shown using a spider diagram.
6.19.5 Trip Assignment Validation

Results for flows, travel times shall be shown in table and diagrams. Tables to
show difference between modeled & observed flows as a % of observed
values or GEH. The level of model and assignment convergence achieved to
be provided.
6.19.6 Validation of other Features

A description of any changes to the main model if used.
6.19.7 Target Years’ Modeling

Model input and output should be presented in details for each of the
modeling years scenarios.
The Model Report shall be prepared by a Senior Transport Modeler, Planner or

Engineer.
The Model Report shall be reviewed by either a Senior Transport Engineer or the
Manager of the Transportation Section/Department of the Traffic Consultant Firm
who has not been involved in preparing/writing the report.
6.20 Review Period
In case the Model Report is returned as not approved, the Consultant shall submit
the revised report within three weeks.
6.21 Deliverables
 The Model Report, two hard copies.

 The Model Report, one digital copy.
 The modeling works, two digital copies.

7 IMPACT ASSESSMENT
7.1 Overview
Following the acceptance of the traffic model report and the traffic design volumes,
the Consultant shall carry an assessment to the impact of the proposed development
or project on the road network and intersections within the study area.
This section describes the analytical techniques used to derive study findings,
conclusions and recommendations.
Capacity analyses should be performed at each of the major street and site access
intersection locations (signalized and unsignalized) within the study area. Other
locations may also be deemed appropriate for analysis (such as parking facility
access points), depending on the situation. Critical intersections are often those that
are immediately within the project itself, or that are key access points along the
perimeter of the project. Other important intersections are those that include
significant volumes of site traffic, are within the area of influence of the project, or are
judged critical because of existing or projected congestion.
Analyses should be completed for roadway segments or transport links that are
deemed to be sensitive to site traffic. These may include such elements as weaving
sections, ramps, major internal site roadways and on and off-site areas for vehicle
queuing.
In addition to analyses related to transport facility capacity, several other factors
should be considered, including but not limited to the following:
 Safety;
 Circulation patterns;
 Traffic control needs;
 Bus/ Public Transport needs or impacts;
 Transport demand management;
 Neighbourhood impacts;
 On-site parking adequacy;
 Off-site parking facilities;
 Pedestrian and bicycle movements; and
 Service and delivery vehicle access.
This section also reviews the types of analyses that should be employed and how
they lead to conclusions and recommendations. The objective of the analyses is to
obtain a clearer understanding of both the transport-related implications of the project
and the improvements necessary to ensure acceptable transport system service
levels.

7.2 Design Parameters
The following design parameters shall be used in the analysis:
 The most recent TMPQ demand model shall be used to determine the
total trip generation estimates for development not already included in
the overall model. The Dubai Trip Generation and Parking Rates
Manual shall be used to estimate overall trip generation and used as a
comparison with the TMPQ estimate;
 Average base saturation flow rate used in the intersection analyses
should be taken as 1,900 vehicle per hour (vph) per lane;
 Lane capacities should be taken as 2,000vph for freeways and
expressways; 1,800 for arterial roads; 1,000vph for major collectors;
800vph for minor collectors; and 500vph for local links;
 For turn lanes, total capacities should be 1,500vph for one lane,
2,500vph for 2-lanes and 3,500vph for 3-lanes;
 Maximum Degree of Saturation allowed is 0.85; unless agreed with the
Engineer;
 The maximum traffic signals cycle time length that should not exceed
150sec for Major Intersection and 120sec for Minor Intersection, unless
agreed with the Engineer;
 All red clearance of 2 seconds and amber time of 4 seconds; and
 Figure 7.1 should be used to determine the percentage of heavy
vehicles that will be used in the analysis for each road class; or heavy
vehicles percentages will be determined and agreed upon with MMUP
based on the data collected in the field.
Figure 7-1: Heavy Vehicle Percentages by Road Class

7.3 Assessment Criterion
The performance the road network, intersections, interchanges, ramps, weaving

areas, etc. shall achieve the LOS listed in Table 7-1 or better.
For intersections and interchanges, the required LOS shall be achieved for every
movement and it should be based on the approached road (downstream).
Table 7-1: Minimum Level of Service (LOS) values
Road Hierarchy Urban Areas Rural Areas
Inner CBD Outer CBD Non CBD
Limited Access Highway

C C C A
(Freeway)
Controlled Access Highway
C C C B
(Expressway)
Arterial C/D* C/D* C B
Collector D D C/D* C
Other two-lane D/E* D/E* D C
* Major Road / Minor Road
7.4 Traffic Assessment
7.4.1 Assessment of Existing Conditions

A review of existing conditions shall be carried out to determine existing link and
intersection conditions and capacities. Performance indicators such as volume to
capacity (v/c) ratios, delay, queue and level of service shall be calculated for
intersections using the survey data and the relevant assessment tool. For links, the
performance indicators of v/c, operational speed, link density and level of service
shall be determined for the surveyed locations.
Traffic counts and surveys data that are less than 12 months old can be used in the
transport study, if agreed with MMUP. If counts are not available or older than 12
months, then new counts need to be undertaken. Section 5 of this document
provides a detailed description of the traffic surveys requirements.
In addition, data shall be collected and observations shall be made with regards to
public transport, pedestrian and bicycle activities.
Volume to capacity (v/c) ratios, LOS, delay, queue lengths, etc. shall be reported per
movement, approach and intersection. This applies for every intersection within the
study area. The levels of service for intersections and roadway segments shall be
determined using most recent version of the Highway Capacity Manual (HCM)
procedures and the most recent release of an approved software package, refer to
1.8.
Existing am, midday, and pm peak-hours roadway volumes shall be developed

based upon the traffic surveys data. Detailed capacity analysis using an approved

software package shall be performed for the study roadway segments within the
study area for all peak periods. If the arterial analysis is not appropriate, a
generalized capacity analysis shall be performed for the study roadway segments
using a reputable international standards or guidelines. The TIS shall comply with the
adopted key performance indicators outlined in Section 7.3 of this document or Dubai
Guidelines. If roadway segments or intersection are operating below the adopted
level of service outlined in Section 7.3 of this document or in Dubai Guidelines, then
a recommendation for mitigation shall be analyzed and developed.
7.4.2 Project Distribution and Assignment

Project trips shall be distributed and assigned to the study area roadway network
based upon area-wide travel patterns and engineering judgment for the proposed
development and/or shall be consistent with distribution patterns determined for
similar land uses in the area, or using Qatar VISUM transport model run performed
for a select zone loading for the proposed development. VISUM sub-area model
development procedure and methodology is outlined in Section 6. The procedure
outlined in Section 6 shall be followed by the Consultant to develop the sub-area
VISUM model. Project distribution and assignment shall be discussed and approved
by MMUP prior to commencing with the TIS.
7.4.3 Future Background Traffic Conditions

If the proposed development is expected to be completed beyond the current year,
additional future background volumes shall be added by adjusting existing peak-
season traffic volumes. These adjustments shall be adopted for all intersections and
roadway segments using an agreed growth rate, a growth rate derived from historical
count information in the area, or review of recent historical traffic count data and
Qatar VISUM model vehicle kilometer of travel (vkm) in the project site vicinity to
identify traffic volume growth trends.
MMUP will consider, if justified, distribution based on historical data and other studies
conducted in the past within close proximity to the project, unless there is a major
change occurred in the past two years that might require adjustments to these
historical distribution percentages. The distribution percentages shall be presented
and agreed upon with MMUP staff prior to commencing with the TS. Once agreed
and approved, these rates shall be used to distribute the project generated trips.
As appropriate, vested traffic near the project site shall be considered in the
development of future background volumes. A list of the approved project but not yet
built shall be discussed with MMUP staff at the study prestart meeting.
The Consultant shall obtain from MMUP and/or PWA all information regarding
scheduled roadway improvements within the study area. Scheduled improvements
that are under construction prior to the completion of the proposed development shall
be incorporated in the traffic analysis.
7.4.4 Future Conditions

Future background traffic and future projected traffic volumes at the study
intersections and roadway segments shall be determined by adding project traffic
volumes to existing and future background traffic volumes. Future intersections,
driveways and roadway segments levels of service shall be determined using HCM
procedures and an approved software package for all peak periods. All key

performance indicators shall be analyzed and reported for each intersection

movement and for the entire intersection.
A detailed capacity analysis using approved software shall be performed for the
study roadway segments for all peak periods. If the arterial analysis is not
appropriate, a generalized capacity analysis shall be performed for the study
roadway segments using an appropriate traffic/transport publication, e.g. the Florida
Department of Transportation (FDOT) Level of Service Handbook Tables. The TIS
shall comply with the adopted Level of Service standards of in Section 7.3 of this
document and Dubai Guidelines.
If roadway segments or intersections are operating below the adopted level of

service in Section 7.3 of this document and in Dubai Guidelines, a recommendation
for mitigation shall be developed.
The Consultant shall identify roadway and/or intersection deficiencies resulting from
the addition of project-generated traffic. The Consultant shall recommend
improvements necessary to restore the adopted level of service standards.
7.4.5 Initial Intersection and Link Assessment

An operational analysis for existing and projected future traffic for future design years
shall be conducted to evaluate the traffic conditions on all critical links and
intersections within each study area. This should be carried out by means of capacity
and level of service analyses. For the purpose of this initial assessment, it is
recommended that the Consultant use SYNCHRO for signalized intersections and
SIDRA for roundabouts (in accordance with the 2000 Highway Capacity Manual).
The output from the analysis shall include average delay per vehicle (d), level of
service for each movement (LOS), average queue length (q), and degree of
saturation (DOS) and v/c on each intersection movement.
For each peak period, both the base case and the mitigation options shall be tested
based on these analyses, the impact on the external road network shall be
determined and the options refined. A minimum of LOS per Section 7.3 of this
document shall be achieved for each intersection movement and link per direction.
The analyses shall cover the following, where applicable:
 Ramp intersection capacity analysis.

 Ramp merge and diverge analysis.
 Freeway weaving analysis.
 Basic segments capacity and operational analysis.
 Intersection capacity and operational analysis.
The following measures of performances for the three peak hour periods (morning,
afternoon, and evening) shall be included in the output from the analysis for the
existing and future conditions:
 Level of service for each movement and the overall intersection;

 Average delay per vehicle;
 95th Percentile queue length per movement;
 Link density per direction;
 Level of service for each link per direction based on the density method
in the Highway Capacity Manual (HCM);
 Operational speed for each link per direction;
 Operational speed for all ramps and interchanges;
 The v/c ratio for each intersection movement;
 Degree of saturation for each movement; and
 Any other key performance indicators as advised by MMUP.
The outcome of these analyses shall be used to develop the Preferred Option for
each scheme. The Consultant shall submit and present these options to MMUP for
their review and approval before proceeding with the next task.

7.5 SIDRA Assessment
The Consultant shall prepare base year SIDRA models. These models shall be
prepared for morning, mid-day and evening peak periods. Traffic design volumes
derived from traffic surveys and the base year VISUM model shall be used.
The Consultant shall build models for the opening and future years. Traffic design
volumes derived from future VISUM model scenarios, as described in Section 6.18,
shall be used.
The models shall be built for each mitigation option and shall be optimized
accordingly. Mitigation options shall be prepared, discussed and submitted to MMUP
for approval prior and after the models analyses and assessments.
Design parameters included in Section 7.2 shall be used. The Consultant shall use
the default SIDRA parameters, e.g. lane capacity, gap acceptance, etc. However,
parameters such as lane width and other geometric values can be modified
according to local conditions.

7.6 Synchro Assessment
The Consultant shall prepare base year Synchro models. These models shall be
prepared for morning, mid-day and evening peak periods. Traffic design volumes
derived from traffic surveys and the base year VISUM model shall be used.
The Consultant shall build models for the opening and future years. Traffic design
volumes derived from future VISUM model scenarios, as described in Section6.18,
shall be used.
The models shall be built for each mitigation option and shall be optimized
accordingly. Mitigation options shall be prepared, discussed and submitted to MMUP
for approval prior and after the models analyses and assessments.
Design parameters included in Section 7.2 shall be used. The Consultant shall use
the default synchro parameters, e.g. lane capacity, gap acceptance, etc. However,
parameters such as lane width and other geometric values can be modified
according to local conditions.

7.7 VISSIM Assessment
The Consultant shall prepare base year VISSIM micro-simulation models for the
study area. It is a standard practice to validate VISSIM base year models against
observed travel times, saturation flows and turning flows. These models shall cover
the same morning, mid-day and evening peak periods that have been used in the
VISUM model.
Once the base year VISSIM micro-simulation has been approved, the Consultant
shall build models for the Preferred Option(s) for the opening and future years. The
Consultant shall use travel demand data output from the VISUM model for this
purpose. The Consultant shall advise and discuss with MMUP in regard to the type of
assignment to be used in the specific study, i.e. Static or Dynamic. Approval from
MMUP shall be obtained prior to any micro-simulation works.
Appropriate ‘warm up’ and ‘cool down’ periods shall be used. These periods shall be
determined once the network is built and an initial analysis of the modeled areas is
carried out. These shall be added to the model to enable more accurate analysis of
the peak hour conditions. The level of demand during these periods shall be based
on a ratio of the peak hour flow. This ratio is to be determined from survey data but
is likely to be of the order of 80% of the full peak hour demand. The model shall be
run 10 times with different random number seed values to ensure a spread of results.
The average of these 10 runs shall be used to compare the relevant outputs against
the VISUM model as outlined below.
The coverage of the VISSIM model shall include all of the preferred option design
and in addition, the next adjacent major intersection on each boundary of the
scheme. The Consultant shall modify in agreement with MMUP the VISSIM
parameters relating to driver behavior, e.g. gap acceptance, lane changing, vehicle
composition, standstill distance and car following based on local conditions and the
surveys conducted for the project.
As mentioned earlier, the base models shall be validated by comparing modeled

turning flows with observed turning flows.
The following outputs, taken as averages over each of the four 15 minutes periods
within each peak hour, shall be used as the parameters for comparison:
 Demand flows and actual numbers of vehicles entering and exiting the
network;
 Vehicle volume, speed and density by roadway segment;
 Average delay at each node; and
 Output turning movements at each node.
In addition, the Consultant shall use the GEH test of goodness of fit, i.e. that the
model is deemed to be acceptable if 85% of compared values have a GEH value of
5.0 or less.
The Consultant shall compare outputs from the VISSIM model to those results from
SYNCHRO and/or SIDRA analyses to illustrate general agreement between the two
approaches.
The following sections provide MMUP’s detailed guidelines for undertaking VISSIM
micro-simulation and documentation requirements.
7.7.1 Introduction
The major steps involved in creating a VISSIM micro-simulation model are:
a. Identification of Project Purpose, Scope, and Approach.

b. Site visits that should be performed by the Consultant prior to setting the data
collection plan.
c. Data Collection
This step involves the collection of input data for the micro-simulation model
as well selected output data for calibrating the model.
d. Coding
The model coding step is where the analyst converts the field data into inputs
for the micro-simulation model.
e. Error Checking
The error-checking step verifies the accuracy of the coded input data.
f. Calibration
Calibration is where the analyst adjusts the default parameters in the
standard behavioral models contained in the micro-simulation software to
local conditions.
g. Validation
GEH and RMS calculations will validate the reliability of the model in
replicating existing conditions.
h. Alternatives Testing
This step is the purpose for which the micro-simulation model was developed.
i. Documentation
This step involves documenting the assumptions, analytical steps, and results
of the analysis. It is important for ensuring that the decision makers
understand the assumptions behind the results and for enabling other
analysts to reproduce the results. Good documentation of a micro-simulation
analysis should include the following:
i. Project Objectives and Scope
ii. Overview of Project Approach (tools used, rationale)
iii. Data Collection (sources and methods)
iv. Calibration Tests and Results
v. Forecast Assumptions (assumed growth inside and outside of study
area, street improvements, etc.)
vi. Description of Alternatives
vii. Results
Documentation is a vital step to preserve the rationale for the various
decisions that are made in the process of developing, calibrating, and
operating a micro-simulation model. The documentation should be sufficient
so that given the same input files, another analyst can understand the
calibration process, and repeat the alternatives analysis.

7.7.2 Site Visits

The Consultant should perform enough site visits for the micro-simulation study area
in order to gain a comprehensive knowledge of all the parameters required in building
the base year model.
7.7.3 Data Collection

Field observations are mandatory for retrieving traffic counts, speeds and gap times
in addition to the following:
Table 7-2: Data collection requirements for VISSIM microsimulation
Major Category Data Type
Network Data 1. Links with start and end points.

2. Link lengths.
3. Number of lanes.
4. Lane drops and lane gains.
5. Lane storage length for turning movements.
6. Connectors between links to model turning movements.
7. Position of signal heads/stop lines.
Traffic Volume Data 1. Through and turning traffic volume counts.
2. Vehicle composition.
3. Vehicle length.
Vehicle and Driver 1. Saturation flow.

Performance 2. Average vehicle spacing.
Characteristics Data 3. Vehicle acceleration and deceleration.
Speed Data 1. Desired speed.

2. Right turning and left turning movements speed.
3. Reduced speed area.
Signal Control Data 1. Cycle length.
2. Offsets.
3. Phase direction.
4. Phase duration.
5. Priority rules.
Data for Calibration 1. Traffic Throughput (counts).

2. Section travel time.
3. Average link speed.
4. Average queue length.
5. Maximum queue length.

7.7.4 Traffic Counts

ATC counts should be continuous for one week and should include volume, speed,
and classification data. TMC counts timing should be based on the peak hour periods
revealed from ATC counts and should be undertaken in the same day at least for the
main intersections in the study area in order to achieve matching flows in the micro-
simulation model.
During peak hours, Manual Classified Counts should include statistics about vehicle
model distribution for passenger cars including standard short vehicle, standard
medium length vehicles, and four wheel drive vehicles.
7.7.5 Peak Hour Choice

Micro-simulation model peak hour periods should follow the peak hours of the major
intersections in the study area. Major intersections stands for the intersections with
the heaviest flows including a combination of background traffic and development
related traffic in case of development project studies. Traffic volumes on the minor
adjacent intersections should be extracted correspondingly with the chosen modeling
peak hour. Peak hour choice should be done in consultancy with MMUP.
7.7.6 Peak Hour Factor

Traffic counts analysis should provide the peak hour factor calculations in order to
adjust the vehicle input volumes. Peak hour factors less than 0.9 require a
rechecking of the collected traffic data.
7.7.7 Public Transport Data Collection

In case of micro-simulating public transport systems, the Consultant has to collect the
existing and proposed routes, stops, and fleet data as well as the passenger demand
and operational parameters such as headway, frequency, station capacity and dwell
times. The Consultant has to liaise with MMUP prior to the implementation of the
mentioned data in the micro-simulation models.
7.7.8 Coding the Model

Coding the input data into the model is a major task. During this task the data on
network geometry, control, and demands is input into the micro-simulation model.
Three basic types of data are coded:
 Network geometry (lanes, lengths, etc.)
 Control data (signs, signal timing)
 Demands
The steps involved in coding are:
a. Import and size overlay image (aerial photo or As-Built CAD file) for network
coding. Importing an exported VISUM network is another option, but should
be checked and refined especially the intersections’ layouts and connectors.
b. Code link attributes (lanes, free-flow speeds)
c. Code intersection attributes (control type, control parameters, turn lane
designations, stop bars, turn pockets)

d. Code zones or nodes

e. Code vehicle types and origin-destination table(s).
f. The Consultant should code different colors for background and development
related traffic. Even if the project is not operational in the existing conditions,
its color coding will be used in the target year model.
g. Review/Revise default global parameters (vehicle characteristics, vehicle mix,
etc.).
7.7.9 Error Checking

Before proceeding to calibration it is necessary to ensure that the model input data
has been entered correctly. Error checking involves various tests of the coded
network. The steps involved in error checking are:
a. Color code links by attribute (lanes, facility type, free-flow speed, etc.) and
identify discrepancies.
b. Review intersection attributes.
c. Review demand inputs
d. Run model at very low volumes to identify errors.
e. Trace selected vehicles through the network.
f. Plot OD Desire Lines to visually verify demand entries.
7.7.10 Calibration
The objective of model calibration is to obtain the best match possible between
model performance estimates and the field measurements of performance. The
responsibility lies with the modeler to implement a suitable procedure which provides
an acceptable level of confidence in the model results. During VISSIM calibration,
model outputs should be compared against field data to determine if the output is
within acceptable levels.
The recommended calibration strategy is:

 Check for and eliminate all obvious coding errors.
 Calibrate the capacity related adjustment factors.
 Calibrate the demand estimation parameters.
 Review of overall realism of model results (queues and travel times).
The calibration exercise must accomplish the following:

Task 1: Identification of peak periods recurring bottlenecks and queuing
Task 2: Modeled capacity to be within 10 percent of field measurements
Task 3: Model link versus observed flows and travel time to meet the following
criteria:
 Link volumes for more than 85 percent of cases to be:
o Within 100 vph, for volumes less than 700 vph
o Within 15 percent, for volumes between 700 vph and 2,700 vph

o Within 400 vph, for volumes greater than 2,700 vph

 Link volumes for more than 85 percent of cases to have a GEH statistic less
than five
 Sum of link volumes to be within 5 percent
 Sum of link volumes to have a GEH statistic less than four
 Average travel time to be within 15 percent (or one minute, if higher) for the
selected I-5 mainline segments
Task 4: Visually acceptable on- and off-ramp queuing
Task 5: Modeled average speeds to be within the acceptable range of observed
speeds on the mainline links. (Mainline links for data analysis were defined as
sections between consecutive on and off ramps)
Task 6: Visually acceptable utilization of the lanes at the lane drop locations and the
HOV lane
Below are the different parameters that should be addressed during building and
calibrating the base year model.
a. Speed Parameters
i. Desired speed decision
 S-shape curves should be deduced from ATC speed results and encoded
in the desired speed distribution interface in VISSIM.
 Desired speed locations should replicate actual speed signs locations.
ii. Reduced speed areas
Reduced speed areas should reflect the site measurements for the driving
speed at curves, entrance and exit links, as well as road humps reduced
speed.
b. Gap Acceptance
i. Priority Rules (the default minimum gap acceptance of 3 sec should be
calibrated with field measurement).
ii. Stop Signs for Special Impedance Modeling (a stop should be defined at
impeding location, and the actual delay should be measured in the field
and encoded in a new dwell time distribution that should be defined and
assigned to the installed stop.
c. Replicate Traffic Composition
Define Traffic Compositions (% of passenger cars, % of HGV, % of LGV, % of
Buses) for background traffic and development related traffic separately.
Even if the project is not operational in the existing conditions, its traffic
composition should be defined to be used in the target year model.
d. Replicate vehicle model distribution
Updating vehicle model distribution for passenger cars has a major role in
impacting the network capacity in general and the storage length capacity
specifically. For both background and development related passenger car
types, the distribution of standard short vehicle, standard medium length
vehicles, and four wheel drive vehicles should be encoded in the vehicle
model distribution interface in VISSIM.

e. Queue Length Survey and Validation

Queue length surveys will be carried out on weekdays (Monday or Tuesday
or Wednesday) for all the junctions where turning movement counts were
carried out. The duration of the survey will be 1 hour to capture queue lengths
(in meters) on the approaches of the junction. In the first 30 minutes, two
approaches will be measured for queue lengths and in the next 30 minutes
remaining approaches will be measured. For each junction, demarcation of
50 m, 100m, 150m, 200m, 300m, 400m and 500m length will be carried out
for all the approaches of the junction to facilitate in measuring queue lengths.
Queue length surveys will be carried out manually for three peak hours (AM,
Mid-Day, PM) and these peak hours will be determined from the junctions’
TMCs.
Signalized Junction
At an approach of signalized junctions, queue will form when traffic signal
shows 'Red' and continues up to 'start Green' and during this period queue
lengths will be recorded. This survey will be carried out for 30 min per
approach.
Roundabouts and Priority Junctions:
At priority junctions, queue length surveys will be carried out with an interval
of 5 minutes for duration of 30 minutes.
f. Driving Behavior
Driving vehicle model: should be chosen as wiedemann 74 for urban areas
traffic micro-simulation and wiedemann 99 for inter-urban areas.
i. Urban Areas Traffic Micro-Simulation (Wiedemann 74 vehicle model)
 Stand still distance (ax): should be equal to the observation of the
average distance between stopping vehicles.
Stand Still Distance Survey
Reference line
Stand still distance survey should be done within peak hours (can be done
simultaneously when surveying queue lengths), twice per approach for

selected 10 approaches of major intersections within the study area. This

survey will be carried out during AM, Mid-day and PM peak hours. The
following procedure will be followed to estimate stand still distance.
1. Mark reference lines of at 50m or 70 m depending on the

observed queue lengths and make sure that queue will be more
than the reference line.
2. Count number of vehicles with classification for each lane of the
study approach of a junction.
3. For each lane, Approximately measure the distance from the first
vehicle front end to the stop line (X1) and distance from the rear
end of the last vehicle to the end of the reference line (X2).
4. For each lane, the total stopped vehicle length (SL)=( veh 1 *
length1 ) + ( veh 2 * length2 ) +( veh 3 * length3 ) + …
5. Total Spacing = [(50 or 70m) – SL lane1 – (X1 lane1 + X2 lane1)]
+ [(50 or 70m) – SL lane2 – (X1 lane2 + X2 lane2)] + …
6. Number of spaces per lane = Number of vehicles per lane – 1
7. Total Number of spaces = Number of spaces per lane 1 +
Number of spaces per lane 2 + …
8. Stand Still Distance = Total Spacing / Total Number of spaces
The stand still distance for a study area will be calculated by taking average
of the 10 studied approaches.
 Desired safety distance calculation (bx): It includes two parts; additive

(bx_add) and multiplic (bx_mult) desired safety distances. The default
values for bx_add and bx_mult are 2 m and 3m, and the default relation
between them is: bx_mult = bx_add +1.
The distance between two vehicles is calculated based on the following
relation:
d= ax+bx
bx = (bx_add+bx_mult*z)*(v)0.5 where
v is the vehicle speed [m/s]
z is a value of range [0,1] which is normal distributed around 0.5 with a
standard deviation of 0.15.
Thus based on the ATC speed and headway results, a check of the
bx_add and bx_mult values should be done and discussed with MMUP.
 Lane change parameters: These are VISSIM research outcomes that
should not be updated unless the Consultant is able to survey and justify
other values.
 Lateral driving behavior: These are VISSIM research outcomes that
should not be updated unless the Consultant is able to survey and justify
other values.
ii. Inter-Urban Areas Traffic Micro-Simulation (Wiedemann 99 vehicle model)
only the stand still distance (CC0) should be updated based on the field
observation. Other parameters are VISSIM research outcomes, and
should not be updated unless the consultant can survey and justify other
values.
g. Acceleration and Deceleration Curves
These are VISSIM research outcomes that should not be updated unless the
consultant is able to survey and justify other values.
h. Traffic Demand Assignment
i. Assignment Type
 In case of a calibrated strategic sub-network model being agreed-on
with MMUP, a dynamic micro-simulation run should be performed
using the calibrated matrices exported from VISUM.
 While, if a different strategic modeling methodology is recommended
by MMUP for some specific modeling tasks, then a static assignment
could be a possible option to be agreed on.
ii. Dynamic Assignment

 Origin Destination Matrices should be calibrated in VISUM, exported,
and then used in VISSIM
 Parking lots with “zone connector” type should be used to model
zone connectors in VISSIM.
 A multi run of minimum 20 iterations and 15% travel time convergence
should be achieved.
 “Store cost”, “Search for new paths”, and “store paths and
volumes” should be selected in every run.
 “Avoid long detours” should be selected as well to avoid the routes
whose length is 2.5 the length of the shorter path alternative.
 Discuss the “scale volume to” option with MMUP before doing the
run.
 Keep the default route guidance, but edit in consultancy with MMUP
the parking lot selection coefficients; encode a value of 1.0 only in the
“distance from desired zone” cell to keep the processing time
reasonable. If any un-logical routing behavior is noticed, it should be
discussed with MMUP.
 Keep the default value for “Kirchhoff exponent”, “logit scaling” and
“logit lower limit”.
 Enable the “correction of overlapping paths” option.
 Enable the “use VISSIM’s virtual memory” option.
iii. Static Assignment

 In case of importing a calibrated VISUM exported model, the routes
will be ready, and thus no further route definition exercise is required,
except if geometric adjustments are made on some links, then their
corresponding routes might be broken and should be re-built.
 It is a practical method when doing a static assignment in a VISSIM
network model built from scratch to collect the different routes coming
from different in bound movements and distribute them based on the
TMC movements’ split of the next intersection. And this can be
described as the “receive and distribute” or “collect and distribute”
method.
i. Existing Network Evaluation and Validation

i. Evaluation
 Evaluation Parameters (interval 600 sec, and then averaged for the
whole peak hour).
 Node Evaluation (average delay (s), average queue (m) and
maximum queues (m) should be reported for each evaluation node).
 Link Evaluation (density (veh/km/lane), speed (km/hr), volume
(veh/hr)) should be reported for each evaluation link/segment).
ii. Statistics used for calibration

 GEH index to test observed vs. simulated link volumes satisfactorily
calibrated if GEH < 5 for 85% of the links and GEH < 4 for sum of all
link counts
 Route Mean Square (RMS) to test flow rate / discharge rate with N
simulation runs with varying random seed; change random seed and
parameter sets.
Table 7-3: VISSIM Validation Guidelines
Validation Guidelines
Parameters Description Validation Criteria

Average Travel Time Standard Deviation between One Standard Deviation
floating car average
travel times and simulated
average travel time
for a series of links
Average Travel Speed Standard Deviation between One Standard Deviation
floating car average
travel speed and simulated
average travel speed
for individual links
Average and Maximum Percent difference between 80-120% of Observed
Queue Length observed queue Values
lengths and simulated queue
lengths
7.7.11 Target Year Model Development

Once the base year model is reflecting the existing traffic conditions, a confidence
level is reached that the developed micro-simulation is able to evaluate the with-
project forecasted traffic demand scenarios.
a. Target year Model Updates

i. Geometry: should be updated based on the target year proposed layout

alternatives. Mitigations should be discussed with MMUP prior to testing
them.
ii. Speed and Reduced Speed Areas: should be updated correspondingly.
iii. Traffic Demand: strategic model sub-network demand matrices should be
used in micro-simulating future traffic conditions.
iv. Traffic Control: should reflect the proposed traffic control plans for
different alternatives. Signal timing should be optimized in Synchro and
then coded into VISSIM. And mitigations should be discussed with MMUP
prior to testing them.
b. Driving Behavior Parameters
Target year model will inherit the Driving Behavior Parameters defined in the
base year model, except when the strategic model reveals high share of
public transport (above 25%) in certain areas with proposed attractive public
transport facilities, then the default private transport VISSIM parameters shall
be used in consultancy with MMUP.
c. Assignment Procedures
i. Assignment procedure parameters except the routes’ share split for static
routes, should inherit the base year model parameters.
ii. In case of new routes being introduced in the target models, VISSIM
dynamic assignment should be undertaken to forecast new routes’ traffic
load in the absence of justified static routes split.
iii. In case dynamic assignment is being performed in the calibration of the
base year VISSIM model, the same parameters will be used for the target
year model based on the updated network and projected matrices.
d. Target year Micro-simulation evaluation
i. Evaluation Parameters (interval 600 sec, and then averaged for the whole
peak hour)
ii. Node Evaluation (average delay (s), average queue (m) and maximum
queues (m))
iii. Link Evaluation (speed (km/hr), volume (veh/hr), density (veh/km/lane))
7.7.12 Advance Micro-simulation

a. Advanced Micro-simulation including scripting or visual basic coding should
be discussed with MMUP prior to performing the evaluation run.
b. The capacity of gate system or any other proposed flow regulator system
should be calibrated with field measurements of existing similar systems’
throughput or based on tested and justified new proposed technology.
7.7.13 Parking Micro-simulation

Parking dynamic assignment (using abstract parking lots) can be done for parking
areas with capacity less than 700 spaces; else, the simulation procedure should be
agreed on with MMUP.

7.7.14 Other Parameters

Parameters that are not covered by the above guidelines should be discussed with
MMUP prior to assuming any value.
7.7.15 Otput
VISSIM is capable of producing output that contains measures of effectiveness
including travel time, average link speed, total delay, stopped-time delay, stops,
queue lengths, fuel emissions, fuel consumption, etc,. One advantage VISSIM has is
that it can produce very detailed results on any time interval defined by the user. This
is a common need in research applications or when developing new control
algorithms.
Both types of output, animation displays and numerical output in text files are
reviewed to draw conclusions about traffic system performance. The animation
display shows the movement of individual vehicles through the network over the
simulation period. Text files report accumulated statistics on the performance of the
network. It is crucial that the Consultant review both numerical and animation
outputs, and not just one or the other, in order to gain a complete picture of the
results.
7.7.16 Volumes
Volumes may be reported as an accumulation (number of vehicles observed since
start of time period), or a rate (number of vehicles observed since start of time period
divided by the length of the time period, in hours)
7.7.17 Travel Time, Speed, and Delay

Travel time, speed, and delay are all travel time based measures of system
performance. Delay isolates that portion of the travel time that is most objectionable
to drivers. Mean system speed is a useful tool for normalizing the travel time results
into an index of overall system performance.
7.7.18 Stops
The number of stops is a useful indicator of the quality of signal progression. The
fewer stops there are, the better the progression.
7.7.19 Density
Density is used as a measure of the quality of service on freeways and highways.
Density may be reported as an instantaneous “snapshot” value averaged over the
length of a link at different time points during the simulation. It is computed as the
length of the link multiplied by the number of lanes, divided by the number of vehicles
present on the link when the snapshot is taken.
7.7.20 Queues
Queue lengths are important for identifying locations of heavy congestion in the
system. Queue overflows indicate locations needing more storage.

The mean queue, maximum queue, maximum back of queue, or 95 percentile queue
may be reported.
7.7.21 Summarization of Results

a. Selection of Key Summary Statistics
The key is to focus on a few key indicators of system performance and
localized breakdowns in the system.
b. Key Indicators of Overall System Performance
The key indicators of overall system performance are:
 Vehicle-Miles Traveled (VMT) or Vehicle-Kilometers Traveled,
 Vehicle-Hours Traveled (VHT), and
 Mean System Speed.
Total system delay is another useful overall system performance measure,
when it is available.
The number of stops is also useful for signal coordination studies.
c. Key Indicators of Localized Problems
The key indicators of localized problems are:
 Link Queue Overflow Reports
 Hot Spots Report
d. Summarizing the Key Statistics
The analyst needs to determine how the key statistics produced by multiple
simulation model run repetitions should be summarized.
e. Requirement for Multiple Repetitions
Micro-simulation models rely upon random numbers to generate vehicles,
select their destination, select their route, and to determine their behavior as
they move through the network. No single simulation run can be expected to
reflect any specific condition, such as the mean, the minimum, the maximum,
or the 95 percentile. It is necessary to run the model several times with
different random number seeds i.e. 15, in order to get the necessary output to
determine mean, minimum, and maximum values. The analyst must then
post-process the runs to obtain the necessary output statistics.
f. Summarizing the Results: Mean, Mode, Median
The mean is the average value of a variable over the multiple repetitions of
the simulation model runs with different random number seeds.
g. Mean and Standard Deviation
The most useful statistics for summarizing the results of many simulation
model run repetitions are the mean and standard deviation of the results. The
mean gives an indication of the center point of the results (and if the results
are normally distributed, the mean also is the most frequently observed
result). The standard deviation gives an indication of how much the results
varied. The two statistics together can be used to determine confidence
intervals for the results and to test various hypotheses about the results.

7.7.22 VISSIM Documentation Guide

Variations from the VISSIM default parameters shall always be described and
justified in the documentation.
Due to the extensive use of screen shots, the documentation should be in color.
a. Background Information
This section shall describe essential information about the model’s purpose
and scope, including the following:
 A general description of the model
 The location or corridor being modeled
 The time of day being modeled (if time-specific, e.g., PM peak period
from 3:00-7:00 PM)
 The purpose of the model
 The original project limits
 The version of VISSIM used to develop the model (e.g., 5.1)
 The model creation or completion date
b. Visual Representation of Model Elements
This section shall be a visual summary (in screen shot form) of key
components of the model as described in the preceding Sections including
the following:
 The background photo used to develop the model (usually Google
map-based, or equivalent aerial view), with the model superimposed
on the photo; include the scale of the original photo, if possible
 Each key intersection (arterial) or interchange (freeway), in both
regular and centerline views, with pavement markings.
c. Inventory of Model Elements (by intersection or freeway segment)
This section shall provide a reference guide to the principal model components in
the form of a series of mostly graphical summary descriptions based on screen
shots and some accompanying notes and comments. The model components
documented are based on the principal menu and sub-menu options that are
used to define, initialize, and control a VISSIM model. The model elements are as
follows (note that the model elements are listed in order of the tool bar
icons/modes and should be documented in this order):
1. Desired Speed Distributions
Describe the vehicle speed distributions used and how they were defined.
2. Vehicle Types
Describe in spreadsheet form the type, category, length, and class of vehicle
types (including pedestrian and bicycle categories).
3. Driver Behavior
List the driver behavior (CC) parameters used. Identify any parameters that
differ from the default value and justify why they differ.
4. Link Types
Summarize each link type, including the associated vehicle class and driver
behavior set.
5. Traffic Compositions
Summarize each traffic composition used (including pedestrian and bicycle
categories). Provide the source and date of the traffic composition data used
to produce the model composition.
6. Signal Controllers
Describe each controller type and the associated files. Provide signal timing
plans in a screen shot or by inclusion of the .vap file. Provide the source and
date of the signal timing data used to describe the model signal controllers.
7. Evaluation
Provide a description of any evaluation files or databases (include filename
and location).
8. Simulation Parameters
Describe parameters used to run the simulation, including simulation step
size, seeding, etc.
9. Background Image
Provide the source photo used to develop the model geometry, and describe
the photo’s source and date. Include the scale of the photo, if possible.
10. Links/Connectors
Identify any data used to define unique geometry elements in the model,
including lane closures, grade information, and lane change information.
11. Lane Assignments
Provide screen shots of all locations.
12. Traffic Volumes
Describe vehicle input locations and volume data. Include the source and
date of the information.
13. Routes and Relative Flow
Define each route and describe the source and date of relative flow data.
14. Desired Speed Decisions
Describe the locations of desired speed regions and define the associated
speed profiles and their rationale.
15. Reduced Speed Areas
Describe the locations of reduced speed areas and define the associated
speed profiles and their rationale.
16. Priority Rules for Non-Signalized Intersections
Describe the locations of non-signalized intersections. Also define the level of
detail of the priority rules, as follows:
 Basic: Minimum required right-of-way (ROW) rules were implemented
for vehicle traffic and pedestrian movements
 Advanced: Additional conditions are modeled (e.g., such as
oversaturated conditions)

 Other: Other comments on the priority rules, including elements not

modeled, such as “no pedestrian priority rules”
 Car/truck headways and gap time settings
17. Stop Signs for Non-Signalized Intersections
Describe locations
18. Roundabouts
Describe locations and clarify priority rules—particularly gap acceptance
19. Signal Heads
Describe locations.
20. Detectors
Describe locations, as well as the source and date of data used to define
detector locations.
21. Stop Signs for RTOR
Describe locations.
22. Priority Rules for Signalized Intersections
Describe the locations of signalized intersections. Also define the level of
detail of the priority rules, as follows:
 Basic: Minimum required rules were implemented for vehicle traffic
and pedestrian movements
 Advanced: Additional conditions were modeled (e.g., such as
oversaturated conditions)
 Other: Other comments on the priority rules, including elements not
modeled such as “no pedestrian priority rules”
 Car/truck headways and gap time settings
23. Transit (Stops)
Summarize transit stop locations and dimensions, passenger boarding data,
and the source and date of the data upon which they are based.
24. Transit (Routes)
Summarize the transit routes, by intersection, the schedules and vehicle
types, and the source and date of the data upon which they are based.
25. Data Collection Points
Display data collection locations.
26. Travel Time Sections
Display travel time section locations.
27. Queue Counters
Display queue counter locations.
28. Parking Lots
Display parking lot locations.
29. Nodes
Display node locations.
30. Error File

Display error file (if significant) and corresponding simulation run date.
31. Output Files:
List the names of specific output files produced by the model, along with brief
descriptions. This information is noted if the model was originally developed
to answer a specific analytical question, and the model produced output files
for that specific analytical purpose. If so, those files should be identified here
so that, if necessary, answers to the analytical questions can be traced back
to their supporting data. Because of the nature of output files that VISSIM
produces, it is often the case that additional post-processing (e.g., through
spreadsheets or statistical software) is required to either reformat the results
into a more usable form or to compute subsequent metrics. If that is the case,
one can simply list the output files that formed the basis of the analyses and
then cite a separate document that discusses the analytical results derived
from those output files.

7.8 Weaving Analysis
The Consultant shall undertake weaving analysis for all roadway segments within the
study area. The Consultant shall use and apply Highway Capacity Manual procedure
for weaving analysis. The Consultant shall submit all parameters that they intend to
use in calculations to MMUP for approval.
7.9 Ramps Analysis
The Consultant shall undertake ramp analysis for all ramps within the study area.
The Consultant shall use and apply Highway Capacity Manual procedure for ramp
analysis. The Consultant shall submit all parameters that they intend to use in
calculations to MMUP for approval.
7.10 Parking Analysis
The Consultant shall undertake park analysis for all on-street and off-street parking
within the development/project and the study area.
7.11 Pedestrian Analysis
Level of service analysis is conducted for walkways and sidewalks, pedestrian

queuing areas, shared off-street paths, pedestrian crosswalks and pedestrian
facilities along streets.
For each pedestrian flow event a different level of service table has been developed.
Care should be taken to apply the correct criteria, data and level of service table
when undertaking pedestrian analyses. Further information can be found in Appendix
F and the TMPQ reports titled Transport Planning Parameters for Qatar and
Pedestrian Design Guideline.
Importantly, world-wide trends in designing for pedestrians focus on establishing
performance criteria.
7.11.1 Pedestrian Assessment

Pedestrian studies should consider the following:
a. Safety and security of pedestrian links in and around the development;
b. Continuity, convenience and comfort of proposed pedestrian links;
c. Exposure of pedestrians to the elements;
d. Distances pedestrians are required to walk in order to access the
development or public transport nodes in the vicinity of the development;
e. Interaction of proposed pedestrian links with existing land uses and existing
pedestrian desire lines;
f. Capacity of footpaths and pedestrian queuing and waiting areas (e.g. bus
stops, platforms, ticketing facilities) to cope with the additional pedestrian
demands generated by the development;

g. Capacity of vertical transport components such as stairs, ramps, escalators

and lifts to cope with the additional pedestrian demands generated by the
development;
h. Accessibility of pedestrian facilities for people with mobility impairments;
i. Number, type and nature of pedestrian-vehicle conflicts within and external to
the development; and
j. Pedestrian delays and risks at pedestrian-vehicle conflict points.
7.11.2 Pedestrian Crossing Delay

In busy activity centers where pedestrians and roadway users share the road space
inevitable conflicts occur. In such cases a detailed study of the current and future
vehicle - pedestrian flow conditions are required. Increased traffic on the surrounding
street system may result in increased delays to pedestrians attempting to cross roads
to access a development. Key data include:
 Hourly counts of pedestrians at defined locations;
 Hourly counts of vehicles;
 Vehicle speeds at points where pedestrians are crossing the road;
 Observed delays to pedestrians crossing the street;
 Pedestrian accident history;
 Geometrical factors of the road.
Pedestrian studies reveal that there is a link between pedestrian delay and risk
taking. These studies reveal that as pedestrian delay increases the likelihood of risk
taking and non-compliance with traffic signals by pedestrian’s increases.
7.12 Bicycle Analysis
Procedures for undertaking bicycle analyses include consideration of the following:

 Exclusive off-street bicycle paths
 Shared off-street paths
 Bicycle lanes on streets
 Interrupted-flow bicycle facilities
 Bicycle lanes on city streets
Similarly to pedestrians, LOS criteria have been developed for bicycle facilities.
Care in the use of these tables is recommended. An example is shown in Table
7-4. Additional criteria are found in Appendix F.
Table 7-4 Level of Service Criteria for Bicycle Lanes on City Streets
Level of Service Bicycle Travel Speed (km/hr)

A > 22
B > 15-22
C > 11-15

D > 8-11
E > 7-8
F <7
Source: Transportation Research Board, Highway Capacity Manual.
Refer to the Transport Planning and Parameters Report for additional information.
7.12.1 Bicycle Assessment

Bicycle studies should consider the following:
 Relationship of existing bicycle networks and facilities with those proposed in
the development or plan;
 Capacity of bicycle paths and facilities to meet the bicycling demands
generated by a development or plan;
 Bicycle links with public transport;
 Safety of on-road facilities;
 Smoothness, connectivity and directness of bicycle links;
 Ability of bicyclist to maintain their speed on bicycle links;
 Security and safety of off-road facilities;
 Number and nature of bicycle/vehicle and bicycle/pedestrian conflicts in and
around the development or project; and
 Adequacy of end of trip end facilities (parking, change rooms and showers)
7.13 Public Transport Analysis
7.13.1 Public Transport Assessment

In reviewing the potential public transport implications of a major development, the
study should give consideration to:
Location and proximity of public transport nodes near development;
 Capacity of public transport services to meet the demands generated by the new
development; and
 Impacts of service re-routing on route length and duration, timetable
rescheduling, operational costs, maintenance costs and fleet sizes.
In any new development, opportunities to optimize the use of public transport must
be pursued. MMUP will ask the question of whether public transport services are
necessary and, if so, whether they are available and adequate for that development.
With retail and commercial developments, direct pedestrian routes to bus stops
should be considered. Wherever possible, the design should encourage the use of
public transport, and where significant public transport usage is likely, development
bonuses such as a reduction in the requirement for on-site parking, may be
considered.
Residential subdivisions should be located in proximity to existing development
where possible, to assist in the design of bus routes. Subdivisions should ideally

have at least two entrances to the major road network, to avoid circuitous bus
routing. Subdivision design should also seek to meet public transport, cycling and
walking accessibility targets.
In the case of bus routes, development designs should seek to locate the maximum
number of dwellings within safe walking distance from an existing or potential bus
route
The actual capacity of public transport services to meet demands generated by
development will need to be identified in discussion with the public transport
operator. The hourly capacity of the services will be a function of the following:
 Service frequencies - Many bus services are operated by private companies.
The decision to increase service frequencies may represent a significant
investment risk to the operator and would only be considered if the operator can
see an reasonable and sustainable return on that investment;
 Combined seated and standing passenger capacity of each vehicle. In some
instances state regulations or union agreements may limit the acceptable
number of standing passengers; and
 Existing levels of demand for services.
A bus route from an origin to a destination should be as close to a straight line as
possible (minimal deviations). Deviations assist in increasing the passenger exposure
to the service; they are also likely to increase passenger travel times. Where deviations
to routes are under consideration, the following guidance should be followed to ensure
the negative impacts are limited:
 Total travel time whilst in the deviation should not exceed 10 minutes;
 Deviation should not lengthen the route by more than 20 to 30 percent;
 Average travel time per passenger on the route should not increase more than
25 percent; and
 Deviations should be located at the ends of the route rather than in the middle.
An extension to a route may result in an increase in the following operational costs:
 Fuel costs
 Vehicle wear and tear
 Driver wages
 Maintenance.
An extension to an existing route may also require an operator to increase fleet size
to meet peak period demands.
7.14 Mitigation Measures
The Consultant shall prepare the analyses and plans of all proposed schemes,
scenarios and options that are required to mitigate the impact of the
development/project on the transportation networks and facilities.
All mitigation measures shall be discussed, reviewed and approved by the

Transportation and Infrastructure Planning Department of MMUP and Public Works
Authority (PWA).

The Consultant shall prepare concept design plans and drawings for the proposed
measures and improvements based on the following documents:
a. MMUP Concept Design Submittal and Review Guidelines, Appendix A.

b. Context Sensitive Design/Solutions CSD/CSS, Appendix B.
The recommended improvements shall address all project traffic and safety impacts
on transportation facilities and intersections within the study area, and any traffic
circulation concerns related to the project. Concerns regarding bus, pedestrian, and
bicycle facilities shall be addressed.
Once the concept design of the proposed improvements has been approved by
MMUP, the Consultant shall approach PWA to discuss and agree on the Consultant’s
program and methodology for implementing these improvements.
7.15 Recommendations and Options
The Consultant shall provide recommendations and options on the required

mitigation measures to eliminate or minimize the traffic and/or safety impact
generated by the proposed development/project on the affected road network,
intersections, public transport facilities, and pedestrians and cyclists facilities.
The Consultant shall identify roadway segments and/or intersection deficiencies

resulting from the additional generated traffic and address them in the TIS report.
The Consultant shall recommend improvements necessary to restore the adopted
level of service standards as adopted in Section 7 of this document and Dubai
Guidelines. The Consultant shall inform their client, the Applicant, on their findings
and recommendations.
7.16 Impact Assessment Report
The Consultant shall prepare and submit Impact Assessment Report. The report
shall address all items included in this document and shall have the following
structure as a minimum:
7.16.1 Description of Data

Data used to calibrate and validate the models shall be presented in summary
form e.g. traffic counts and travel time surveys, duration, time and day of
week.
7.16.2 Base Year Models Description and Analyses

A description of the size of the study area, intersections, road segments,
vehicle types modeled and percentage, time period, sensitivity tests and
results, details on calibration method and summary of calibration results shall
be provided.
7.16.3 Future Years Models Description and Analyses

A description of the future models and any changes from the Base Models
shall be provided.

7.16.4 Summary of Base and Future Years Analyses
7.16.5 Conclusion of Base and Future years Analyses
7.16.6 Mitigation Measures and Options
7.16.7 Analyses of Mitigation Measures and Options
7.16.8 Conclusions and Recommendations

The Impact Assessment Report shall be prepared by a Senior Traffic Engineer.
The Impact Assessment Report shall be reviewed by either a Senior Traffic Engineer
or the Manager of the Transportation Section/Department of the Traffic Consultant
Firm who has not been involved in preparing/writing the report.
7.17 Review Period
The estimated MMUP’s technical review time is 10 working days, where extra time
In case the Model Report is returned as not approved, the Consultant shall submit
the revised report within three weeks.
7.18 Deliverables
 The Impact Assessment Report, two hard copies.

 The Impact Assessment Report, one digital copy.
 The traffic analyses works, one digital copy.

8 REPORTING, MEETINGS AND PRESENTATION
The preceding analysis shall be summarized in a "Draft" report that will be submitted
to MMUP for review and comments. One copy of the report will be submitted in draft
form. Upon receipt of the review comments, the Consultant shall produce a final
report. Five copies of the final report will be prepared and submitted to MMUP.
The Consultant shall attend any meetings and prepare a PowerPoint presentation if
requested by the MMUP regarding the TIS and Parking reports.
8.1 Format of the Traffic Impact Study
The TIS report shall include and follow the format outlined below as a minimum:
8.1.1 Study Introduction

The introduction of the transportation study shall include:
1. Detailed description of project;

2. Study procedures and methodology;
3. Site location map;
4. Site plan;
5. Location and description of access driveways; and
6. Date development will be fully occupied.
8.1.2 Defined Sub-Area Model
8.1.3 Defined Study Area
8.1.4 Existing Conditions

“Existing Traffic” conditions shall be provided:
1. Description of the existing land uses including the Dubai or ITE land use
classification and code.
2. Description of the existing roadway and intersection conditions including their
designation.
3. Traffic data, including:
a. Existing directional peak hour traffic volumes and level(s) of service on all
collector, arterial, expressway and freeways streets within the study area.
b. Existing turning movement volumes at the impacted intersection(s) and
level(s) of service of those intersection(s).

Notes:
 The above-required data shall be no older than 12 calendar months from the
submission of the TIS. Volumes shall be adjusted to reflect peak season
conditions if adjustment factors are available.
 The intersection capacity(s) shall be determined using the most recent update
of computer software based on the most recent edition of the Highway
Capacity Manual, (HCM, Transportation Research Board, Special Report 209).
8.1.5 Project Traffic Generation
8.1.6 Project Traffic Distribution
8.1.7 Projection of Future Background Traffic
8.1.8 Future with Project Traffic
8.1.9 Capacity Analysis

The level of service analysis for each roadway segment per direction and intersection
per movement shall be summarized in a table.
8.1.10 Traffic Circulation Issues

The study shall include a review of the traffic circulation plan, including ingress and
egress from and to adjacent streets along with internal circulation, for automobiles,
trucks and delivery vehicles, pedestrians, transit vehicles, and bicycles. The TIS
shall recommend mitigation strategies for solving any circulation issues.
8.1.11 Parking Analysis
8.1.12 Weaving Analysis

The Consultant shall submit all calculations and provide brief description and
summary of the weaving analysis.
The details of weaving analysis and the print out of the specialized software package
outputs shall be provided in the appendices.
8.1.13 Road Safety Audit

The Consultant shall provide brief description and summary of road safety audit
findings and the Applicant/Consultant responses to the safety issues. The Applicant
and/or his representative and the TIS Consultant shall ensure that all safety issues
raised by the Auditor have been reviewed and addressed.
The details of Road Safety Audit Report shall be provided in the appendices.

8.1.14 Conclusions
8.1.15 Recommendations
The TIS shall recommend methods of mitigation. The recommendations shall be
presented in “bullet” format. The study shall identify transportation system
improvements necessary for the project to meet the level of standards as outlined in
Section 7 of this document and Dubai Guidelines.
8.1.16 Appendices
The appendices of the study shall include:
1. Developments plans
2. Road networks and intersections plans
3. Detailed traffic data and surveys
4. Sketches showing distribution of trips for the project only and for the project with
background traffic.
5. The output reports for the software used and pertinent calculation worksheets.
6. Road Safety Audit Report.
8.2 Review Period
The estimated MMUP’s technical review time is 30 working days, where extra time
In case the Report is returned as not approved, the Consultant shall submit the
revised report within three weeks.
8.3 Deliverables
 The Draft Transport Study, two hard copies.

 The Draft Transport Study, two digital copies.
 The Final Transport Study, two hard copies.
 The Final Transport Study, two digital copies.

APPENDIX A
Concept Design Submittal and Review Guidelines









APPENDIX B
Context Sensitive Design/Solutions CSD/CSS

Context Sensitive Design/Solutions CSD/CSS
1. INTRODUCTION
Application of Context Sensitive Design principles to the design of roadway

corridors can significantly improve roads' amenity and safety. Roads designed
for functionality alone usually have poor amenity, split communities and can be
dangerous to both motorists and pedestrians. In contrast roads that incorporate
urban design principles are more pleasant places to be in, more livable,
strengthen communities and are safer. Good connections enhance choice,
support social cohesion, make places lively and safe, and facilitate contact
among people.
In simple terms, Context Sensitive Design (CSD) or Context Sensitive Solutions
(CSS) is a concept that can be applied to plan or design a transportation facility
that is sensitive to the community values and its context while maintaining its
safety and efficient mobility. This process is usually initiated at the early stages
of the project development and continues throughout the design stages in order
to produce plans for a transportation facility that is in harmony with its "context",
a facility that enhances the sociability, economics and the environmental values
of the community while maintaining its safety, mobility and accessibility.
What is the "context"?
To better understand the context within which transportation project in located,
we have to better understand the following elements:
a. Aesthetics,
b. Archeology,
c. Community Economics,
d. Community culture,
e. Natural Environment,
f. Community historic values and elements,
g. Recreational facilities,
h. Scenic elements.
To put it in different terms, CSD/CSS involves understanding the transportation

facility and the land use at the micro and macro scales. At the micro scale, the
"street" will be investigated in order to understand where and how it affects
specific places and elements within the community. At the micro scale, urban,
suburban and rural contexts will be studied.

2. STREETS AS PLACES
Movement is not the sole function of the road. Streets are also places which
serve communities and powerfully represent the identity and visual quality of the
areas public open space. To create memorable places that work on all these
levels and for all members of the community, a street should:
 Help to build and strengthen the community it serves
 Form part of a well connected network
 Be attractive and have its own distinctive identity which reflects the unique
context of the area
 Be cost effective to construct and maintain
 Be safe for motorists and pedestrians
 Provide efficient mobility and accessibility
The checklist below helps predict the quality of the street as a public space:
 Context – the street’s position within the movement hierarchy will
determine how intensively the space will be used
 Activities bordering the space – surrounding land uses affected how much
activity the street will attract.
 Activities within the space – streets should be designed to accommodate
a range of activities
 Scale – scale needs to be appropriate to the intended function of the
street and adjoining land use density
 Proportion – the degree of spatial containment will determine how well the
street is defined spatially. The visual quality and overall sense of place
will be adversely affected if there is little containment
 Geometrics - the geometric layout of the street will determine how it can
accommodate all necessary elements to fulfill its intended objectives

3. DETAILING THE PUBLIC REALM
The detail of the street has a significant impact on the quality of the space.
i. Street furniture
Specification should ensure fitness of function, and minimize clutter.
Many of the items in the street can be dispensed with. Quality should take
precedence of quantity. Essential items can be grouped together.
Signage and lighting can usually be tidied up by eliminating posts and
columns and fixing to buildings.
ii. Street landscape
Generally, proper street landscape reduces wind speed, reduces polluted
air, improve appearance and create habitats. They can also add value to
housing bordering the street.

4. MULTI MODAL STREETS
Streets can be used to accommodate a wide range of uses. The range of uses
became homogenized in the 20th century when priority was handed over to the
movement and parking of vehicles. Good accessibility and circulation are
essential in persuading people to take to walking, cycling and public transport.
Space must be allocated for various modes, and for stops and stations. Space
should be provided within shared corridors to be efficient, provide choice,
enhance visual amenity and create activity along the streets. Expanding road
widths to accommodate increasing traffic volumes and alternative modes of
travel can result in extremely wide, inhospitable streets.
i. Street hierarchy
Hierarchy determines the type and extent of urban design treatment. The
following aspects therefore need to be considered:
 Traffic volume
 Number of dwellings served
 Type of vehicles accommodated
 Whether or not there is direct access to properties
 Scale
 Enclosure
 Carriageway and footpath widths
 Street landscape
ii. Modifying driver behavior through design
Drivers often drive at what they perceive to be a safe speed, or what they
feel is a reasonable speed even if this conflicts with signed speed limits.
The design of the road layout, townscape and landscape can reduce the
disparity between the legal speed and the driver's perceived safe limit.
Both horizontal (e.g. judder bars) and vertical (e.g. narrowing the road)
traffic calming techniques can help modify driver behavior, as does giving
all users of the street equal priority.
iii. Walkable neighborhoods
Street pattern and connectivity are critical to making a neighborhood
more walkable. The following are important to consider when designing
for the pedestrian:
 Pedestrian routes should be part of shared corridors and road space
 Building frontages (doors and windows) should interact with the
streets, allowing enhanced informal surveillance
 Street lighting for night time safety
 Ensure routes are accessible for users of all abilities
 Streets should be attractive places where people can interact socially
and enjoy recreational activities such as walking and cycling.
iv. Accommodating the car

Promoting alternative modes of transport can reduce car use. How

vehicles are accommodated will have a significant impact on the quality
and usability of the public realm.

5. THE CSS PRODUCT: QUALITIES OF EXCELLENCE IN

TRANSPORTATION DESIGN
The following list of qualities (developed at a 1998 conference for transportation

planners called "Thinking Beyond the Pavement") describe the core goals of
the CSD/CSS process:
 The project satisfies the purpose and needs as agreed to by a full range of
stakeholders.
 This agreement is forged in the earliest phase of the project and amended as
warranted as the project develops.
 The project is a safe facility for both the user and the community.
 The project is in harmony with the community, and it preserves
environmental, scenic, aesthetic, historic, and natural resource values of the
area.
 The project exceeds the expectations of both designers and stakeholders and
achieves a level of excellence in people's minds.
 The project involves efficient and effective use of the resources (time, budget,
community) of all involved parties.
 The project is designed and built with minimal disruption to the community.
 The project is seen as having added lasting value to the community.

6. URBAN DESIGN INVOLVEMENT IN DESIGN

DEVELOPMENT
The table below identifies when an urban design specialist would be involved in
the designing and engineering of a new road. Overall it is important to involve
the urban design specialist in all phases, with the nature of involvement varying
according to the needs of each phase.
Critically, urban design involvement is most needed in the first phase to establish
key frames of reference, evaluation criteria and specific requirements of MMUP.
Later phases involve the creative application of these key considerations to the
site specific context of the project.
The table presented below illustrates the typical anticipated level and nature of
urban design input into the design of roadways.
TABLE OF URBAN DESIGN INVOLVEMENT PER TASK IN DESIGN PROCESS
PROJECT TASKS CONSULTANT MINISTRY OF MUNICIPALITY

AND URBAN PLANNING
Project Definition and Involvement of full Urban and Transportation

Understanding urban design team design input essential to clarify
specific requirements and key
expectations.
Study Area Audit Involvement of full Urban and Transportation

urban design team design input essential to clarify
specific requirements provide
data and confirm key
expectations.
Photographic Record Urban designer Urban and Transportation

design input essential to clarify
specific requirements
Corridor Analysis Involvement of full Urban and Transportation
specific requirements, provide
expectations.
SWOT Analysis Involvement of full Urban and Transportation

specific requirements, provide
expectations.
Concept Design Urban design input Urban and Transportation

Options required throughout the design review of alternative
process to ensure key concepts using agreed criteria
urban design findings and key frames of reference
and considerations are identified in Phases 1-4
incorporated into each meeting. Recommendations
of the concept options. provided on preferred option or
elements + alternative option

not identified.
Detailed Concept Urban design, Periodic urban design and

Design landscape architectural planning review throughout
and urban planning process to ensure detailed
input required design addresses overall intent
throughout the process and specific requirements of
to support detailed urban design considerations.
design work.
Tender Documents Urban designer Urban and Transportation

(not required for this required to check design review to check key
Tender) agreed design requirements addressed.
elements incorporated
into final tender
documentation.

7. URBAN DESIGN TECHNICAL CRITERIA FOR TENDER

SUBMISSIONS
i. Demonstrated experience and range of skills of urban design team.

Essential disciplines required: urban design, landscape architecture and
urban planning.
ii. Proposed approach, strategy and principles adopted for the following
urban design aspects (maximum of 6 pages) :
Adjoining residential and commercial activities
1) Visual and circulatory connectivity with adjoining secondary road network,
pedestrian systems and public transportation
2) Streetscape amenity – plantings, furniture, lighting, vehicular and
pedestrian signage, paving, art, cycle ways, etc
3) Distinctive identity
4) Parking
5) Legibility (way finding)
6) Spatial character
7) Traffic calming
8) Interaction between building and street functions

8. URBAN DESIGN TECHNICAL BRIEF
i. Specific Goals of the Project

 To create a functional, efficient, safe and attractive route for
automobiles, bicycles and pedestrians
 To create a cohesive character for the corridor
 To utilize the highest standard of urban design for the corridor
 To create more attractive and economically functional areas
 To increase pedestrian amenities and encourage other uses along
the corridor that results in an active, vibrant and healthy streetscape
 To create a world class image and identity for Doha and Qatar
 To set a standard for future street development and redevelopment
schemes to emulate.
ii. Issues Surrounding Road Corridors

The development of roadways should be consistent and complimentary
with current government policies and direction and in accordance with
Transport Master Plan for Qatar (TMPQ) and the National Master Plan,
currently being prepared by the Ministry of Municipality and Urban
Planning.
The Consultant shall address the following key challenges:
 The important relationship between the design and the nature of
surrounding areas – land-uses and activities
 Pedestrian access and circulatory needs
 Street furniture: including location of bus stops, resting spaces and
benches, shaded area, lighting, etc.
 Climatic and micro-climatic considerations of a desert environment
 Space to meet cyclist needs
 Lack of conformity to functional road hierarchy and related design
 Enhanced connectivity between primary and secondary road
networks
 Good traffic engineering and management and safety related needs
 Urban aesthetic considerations
 Unique identity and image
 Community’s economics and culture

9. URBAN DESIGN SCOPE OF WORK
The following outlines the proposed scope of work that will be covered by the
Consultant for urban design related services. The Consultant should follow these
tasks and, if deemed necessary, include additional tasks to ensure a complete
strategy is proposed.
i. Project Initiation
Task 1- Project Definition and Understanding
This task shall include, but not be limited to, the following sub-tasks:
 Meet with all the concerned departments and officials in Doha to
discuss the problems and its basic elements.
 Review and evaluate relevant available information (from the MMUP
and Public Works Authority), data and studies:
 Develop a clear realization of the problem and identify all of the
related main traffic and planning elements/concerns and
check/evaluate the validity/ significance of these concerns. These
concerns include Right-of-Way, Land use, Utilities, heavy vehicles
movements, pedestrian movements, access management, traffic
congestion, new developments, landscaping, urban design, traffic
management policies, etc.
 Use available geotechnical, hydro geological, and topographic
survey/marine survey information for the study area and collect
additional necessary information. The Consultant is required to
coordinate regarding this sub-task with all related government
agencies.
 Identify and collect any available/needed structural information for
the crossings or intersections within the study area.

Task 2- Study Area Audit

The following will be completed as the Consultant defines the study area:
1) Identify the influence area of the project (corridors of the study) including
the surrounding land uses, intersections, and roundabouts, etc.
2) Analyze the effect of any proposed and/ or committed relevant
improvement schemes (such as current zoning) and planned development
within the area of influence, and particularly in relationship to accessibility
to adjacent land uses
3) Conduct necessary site visits and field reconnaissance to identify Right-of-
Way limitations, land use properties, utilities and ground conditions.
Detailed inventory should include, at a minimum, the following information:
Land Use
 Current land use patterns and activities
 Land values, land ownership
 Detailed building and land uses at plot level (land and structures)
 Vacant undeveloped plots
 Surrounding Land Uses
 Dedicated land or property for public use, etc
Buildings
 Buildings of architectural/cultural or historic value
 Building heights (incompatibility, etc)
 Conditions (excellent, good, acceptable, poor, dangerous,
abandoned)
 Buildings that are incompatible due to materials used or scale
 Heritage and Cultural Uses
 Pedestrian Circulation
 Future Rights of Way and setback proposals or approvals if relevant
 Curbs (conditions, handicapped accessible, etc)
 Sidewalks and sikkas (conditions, width, etc)
Streetscape
 Elements that promote visual quality, beautification and landscaping
in a desert climate
 Existing Amenities (Restaurants, Sitting Areas, etc.)
 View corridors and sightlines that should be protected, enhanced or
secured
 Appropriate Landscaping
 Signage
 Street furniture (lighting, garbage bins, benches, etc)
 Cross walks
Development Applications
 Permits issued but development not yet commenced
 Review of Development Applications currently under processing and
likely to be approved
 Major development projects under construction

Other Issues
 Overhead wires
 Pavement,
 Sightlines,
 Visual distractions
 Others
4) Study all available information related to the new developments within the
Study project area.
5) Clearly define the study area/corridors to be included in the study
Task 3- Photographic Record

A photographic overview/summary of the existing roads must be
completed including a photographic record of each plot, building and land
use, tied digitally to the GIS database.
Task 1, 2 & 3 Deliverables

 Technical Memorandum - Inventory of the Corridor (with Study Area
Defined) Report and Plan
 Technical Memorandum - Inventory of the Plots Report and Plan
 Digital Photographic Record tied to GIS system(digital)
 All submittal shall be in English language
 The Consultant shall submit five (5) hardcopies of the reports, plans
(A0), etc.
 The Consultant shall submit five (5) hardcopies of the digital format
submission

ii. Corridor Analysis

Task 4- Analysis and Evaluation of Existing Conditions
This task should include but not necessarily be limited to:
 Assemble all of the available data/information needed to analyze the
current traffic conditions on all major roads and interchanges /
intersections within the study corridors. Any other data needed in
this regard to fully comprehend the solutions should be collected by
the Consultant. Recent counts at some of the key junctions within
the Study Area Corridor are available from the MMUP.
 Analyze the urban design implications of current traffic conditions
within the study corridors.
 Assess all relevant information relating to services along the corridor
including electric, sewer, sanitary sewer, water, telecommunications,
etc. In addition, any information relating to planned improvements of
servicing should also be obtained and included in the analysis.
 Identify and clearly diagnose the current issues/ causes of problems
within the Study Area.
 Conduct a corridor and sub - area analysis.
 Analyze the effect of any proposed and / or committed relevant
improvement schemes within the Study Area Corridor and review any
available previous studies done.
 Study the urban design implications of any proposed geometric
solutions for surrounding links, interchanges and intersections and
highlight any relevant concerns / problems.
 Analyze the effect of any proposed and / or committed relevant
improvement schemes on planned development within the area of
influence, and particularly in relationship to accessibility to adjacent
land uses
 Analyze and document the impact and relationship between existing
land uses along the route in relation to roadways, access points,
parking, sidewalks/streetscape, and other urban design elements
 Identify key opportunities for concurrent mobility and infrastructure
improvements
 Assess available Right-of-Way and identify any relevant issues and
concerns.
 Assess current access conditions to surrounding communities and
developments and identify all issues/problems and suggest adequate
solutions for each.
 Document all the findings of this task in the form of a technical
memorandum.
Task 5- Strengths, Weaknesses, Threats and Opportunities (SWOT) Analysis

The Consultant will prepare a SWOT Report and Map for submission to
the MMUP for review. The Report and Map will include a summary of the
data collected through the process and clearly indicate potentials for
improving the study areas.

Task 4 & 5 Deliverables

 Strengths, Weaknesses, Opportunities and Constraints Report and
Plan
(A0), etc.
submission
iii. Concept Design Tasks

Task 6- Concept Design Options
This task should include but may not necessarily be limited to:
 Formulation of at least three preliminary concept plans that offer a
strong and positive identity, an overall coordinated and vibrant
streetscape, enhance mobility, stimulate social/economic vitality and
support the highest quality of urban aesthetics along the corridor.
 Description of the character, design principles and approach used for
the plan – in both text and graphic format
 Proposed land uses to enhance mobility, increase urban vitality and
support urban aesthetics.
 Sustainability approaches
 Landscape concepts
 Concepts on creative and innovative approaches to streetscape
design for human comfort in a desert climate
 Landscaping (Planting) concept
 Concepts for the unifying and organizing elements that will give the
road corridor an exciting and unique identity
 Concepts for special nodes or treatment areas
 Conceptual Land Use Plan indicating parks/open spaces, urban
plazas significant attractions such as restaurants/cafés, museums,
galleries and/or outdoor theaters, other improvements and amenities
and circulation patterns
 Concepts for the location, size, configuration, function and treatment
of public open space (biking, walking, resting, sitting, etc.)
 Hard and soft landscape concepts (turf areas, planting beds,
shade/feature trees, walkways, play areas, site furniture, retaining
walls, fencing, etc.), ambient/decorative lighting
 Concepts for the treatment of areas for special features and public
art (sculptures, fountains, wall murals, etc.)
 Proposed road cross sections
 Bicycle Linkages
 An evaluation of each alternative concept plan using a process and
supporting assessment criteria agreed to with MM & UP. This may
involve recommending the selection of one alternative concept plan
or elements of each alternative concept plan developed into a new
alternative concept.

Task 7- Detailed Concept Design

Recognizing the importance of the project in terms of establishing a
project that will induce national pride, the Consultant will prepare a
Detailed Concept Plan based on the findings and results of the preceding
tasks undertaken. The Detailed Concept Plan will clearly identify and
prioritize the improvements that should be made to the subject roadway
and its surrounding streetscape. At a minimum, the Detailed Concept
Plan shall include:
 Description of the character, design principles and intent used for the
plan – in both text and graphic format
 Summary of the established Vision and Goals of the Project
 Summary of Inventory of the Corridor Report and Inventory of the
Plots Report
 Summary of SWOT
 Recommended Land Use improvements to enhance mobility,
increase urban vitality and support urban aesthetics.
 Recommended Physical Improvements
 Recommendations for increased sustainability, reduced maintenance
and efficient life-cycle costing
 Landside Improvement Plan
 Recommendations on creative and innovative approaches to
streetscape design for human comfort in a desert climate
 Recommendations on unifying and organizing elements that will give
the road corridor an exciting and unique identity
 Concepts for special nodes or treatment areas
 Overall Land Use Plan indicating parks/open spaces, urban plazas
significant attractions such as restaurants/cafés, museums, galleries
and/or outdoor theaters, other improvements and amenities and
circulation patterns
 Location, size, configuration, function and treatment of public open
space (biking, walking, resting, sitting, etc.)
 Locations for street and open space furniture, pedestrian lighting,
banners, etc. (including a pallet of recommended styles, colors,
manufacturers and models)
 Hard and soft landscape locations and treatments (turf areas,
planting beds, shade/feature trees, walkways, play areas, site
furniture, retaining walls, fencing, etc.), ambient/decorative lighting
 Locations and treatment of areas for special features and public art
(sculptures, fountains, wall murals, etc.)
 Proposed road cross sections
 Bicycle Linkages
 Implementation Plan including recommended property acquisitions,
general costs, responsibilities and time frames
 Zoning Changes
 Design Guidelines for streetscape, architecture and signage
Task 6 & 7 Deliverables

 Concept Design Options Report and Plans
 Detailed Concept Design Report and Plans

 Proposed Preliminary and Detailed Conceptual Plans at appropriate

scales to show the overall schemes and significant sub-areas in
greater detail to the approval of MMUP
 Clear and neat presentation boards showing the necessary
information of the proposed schemes – As required and agreed
 A 3D video presentation
(A0) of all Maps and Graphics, etc.
submission

APPENDIX C
Parking Design Guidelines

APPENDIX D
Pedestrian Facilities Design Guidelines

APPENDIX E
Bicycle Facilities Design Guidelines

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MINISTRY OF MUNICIPALITY AND URBAN PLANNING

TRANSPORTATION AND INFRASTRUCTURE PLANNING DEPARTMENT

Authors: Osama Freija and Nabeel Al-Rawi

Approvals Name Position Signed * Date

Author Osama Freija & Senior Traffic Engineers Original signed

Reviewer Nabeel Al-Rawi Senior Traffic Engineer Original signed

Approved for Mohamed Abdah Original signed

0 20/02/2008 Original issue (Revision 0) Khalifa Buhazzaa

1 1/02/2009 Revision 1 Mohamed Abdah

2 15/05/2010 Revision 2 Mohamed Abdah

3 1/05/2011 Revision 3 Mohamed Abdah

Ministry of Municipality and Urban Planning Page II

Ministry of Municipality and Urban Planning Page III

3.2.3 Transport Study Team...................................................................... 22

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4.11 Review Period .................................................................................... 40

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6.9 L6 Model Run ..................................................................................... 79

6.19 Model Report .................................................................................... 124

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7.7.17 Travel Time, Speed, and Delay ...................................................... 145

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8.1.9 Capacity Analysis ........................................................................... 158

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a. Transport Impact Studies (TIS) submitted by Applicants/ Developers as

Ministry of Municipality and Urban Planning Page 1

The objectives of Transport Studies are to:

1.3 Preparing Transport Study/Assessment

A properly prepared assessment will present the transport implications of the

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facilitate walking and bicycling, and improve geometry and operations of

1.4 Benefits of Transport Studies

New developments and projects introduce new impacts. Therefore, it is essential

General ► A positive attitude to the new development because it has been

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1.5.1 Development Projects

The Transportation and Infrastructure Department of MMUP reserve the right to

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Table 1-2 Land use Thresholds Based on Trip Generation Characteristics

100 Peak-Hour 500 Peak-Hour

Gas Station with Shopping No. of 8 40

Hotel Rooms 110 500

Thresholds for Determining Assessment

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Thresholds for Determining Assessment

14 Hotels Rooms <75 >75

15 Hospital Beds <50 >50

16 Residential institutions Residents <200 >200

17 Education Students <120 >120

18 Stadium Seats <1,500 >1,500

19 Residential housing Dwellings <50 >50

22 Any development that TBD All

24 Freight movements Weight <7.5 tonnes >7.5 tonnes

25 Any development that TBD All

26 Two-way vehicle Vehicles >30 peak hour

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Thresholds for Determining Assessment

27 Parking Spaces >50

28 Any development TBD All

29 Inadequate transport TBD All

31 Impact on utilities TBD Discuss with Discuss with MMUP

32 Impact on community TBD Discuss with Discuss with MMUP