QHDM Vol3 Part20 ContextSensitiveDesignSolutions OctFinal

Volume 3
Part 20
Context Sensitive Design and
Solutions
VOLUME 3 PART 20
CONTEXT SENSITIVE DESIGN AND SOLUTIONS
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Copyright © 2015. All rights reserved.

VOLUME 3

‫‪VOLUME 3 PART 20 ‬‬
‫‪CONTEXT SENSITIVE DESIGN AND SOLUTIONS ‬‬
‫تنويه‬
‫قامت وزارة املواصالت ي دولة قطر بتوف ﺮ دليل تصميم الطرق لدولة قطر )‪ (Qatar Highway Design Manual ‐ QHDM‬ودليل‬
‫قطر للتحكم املروري )‪ (Qatar Traffic Control Manual ‐ QTCM‬ع ى شبكة اإلن ﺮنت وكنسخ مطبوعة باعتبارها اإلصدار رقم‬
‫)‪ (1.0‬من هذﻩ األدلة‪ ‬وذلك دون ادنى مسؤولية ع ى وزارة املواصالت‪.‬‬
‫ُ‬
‫يجب التأكيد ع ى إن وزارة املواصالت‪ ،‬وتحت أي ظرف من الظروف‪ ،‬ال تج أو تتعهد أو تصادق ع ى أن تكون املعلومات املتضمنة ي هذين‬
‫الدليل ن خالية من أي نوع من األخطاء أو العيوب‪.‬‬
‫إن استخدام هذﻩ األدلة ألي عمل ال يعفي املستخدم من إتباع العناية الواجبة أو الفائقة واملمارسة الهندسية السليمة‪ ،‬كما أنه ال يخول‬
‫ُ‬
‫للمستخدم املطالبة أو استالم أي نوع من التعويض عن األضرار أو الخسائر ال يمكن أن تعزى إ ى هذا االستخدام‪.‬‬
‫سوف تكون أي تغي ﺮات او تعديالت متاحة ومتوفرة ع ى موقع اإلن ﺮنت الخاص بالوزارة‪ .‬ويتوجب ع ى املستخدم ن التحقق بشكل متواصل بأن‬
‫لد م أحدث إصدار من هذﻩ األدلة‪.‬‬
‫مالحظة‪ :‬ستقوم وزارة املواصالت بمواصلة تحديث وتعديل ِكال الدليل ن مع األخذ بع ن االعتبار االكتشافات الجديدة والتكنولوجيات الحديثة‬
‫ُ‬
‫واملواضيع املستجدة ال تتعلق بتخطيط وتصميم وتشغيل وصيانة النقل والطرق واملرور‪.‬‬
‫ُ‬
‫إن الوزارة تشجع املستخدم ن‪ ‬ع ى تقديم املالحظات واالق ﺮاحات والتعليقات وردود األفعال‪ ،‬خالل سنة من اصدار ِكال الدليل ن‪ ،‬وذلك من‬
‫خالل موقع الوزارة حيث سوف يتم مراجعة هذﻩ املالحظات واالق ﺮاحات ومن ثم تقييمها وإدراجها ضمن اإلصدار القادم من األدلة‪ .‬‬
‫‪ ‬‬
‫‪ ‬‬
‫‪ ‬‬ ‫‪VOLUME 3 ‬‬
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VOLUME 3 PART 20
Contents Page
Acronyms and Abbreviations ................................................................................................... ix
1 Introduction....................................................................................................................1
1.1 Qualities and Characteristics of Successful Projects ................................................... 1
1.2 Importance of Context Sensitive Design to Qatar ....................................................... 2
1.3 Coordination with Other Parts of this Manual ............................................................ 3
1.4 Coordination with Other Guidelines............................................................................ 4
1.5 Context Sensitive Design Priorities .............................................................................. 4
1.5.1 Cultural Inspiration....................................................................................... 4
1.6 Context Sensitive Design Process ................................................................................ 5
1.6.1 Considerations for Street Design ................................................................. 6
1.6.2 Phases of the Design Process ....................................................................... 6
1.6.3 Phase I – Scoping .......................................................................................... 7
1.6.4 Phase II – Conceptual Design ....................................................................... 7
1.6.5 Phase III – Preliminary Design .................................................................... 11
1.6.6 Phase IV – Finalize Design .......................................................................... 15
1.6.7 Departures or Exceptions ........................................................................... 17
1.6.8 Integration with the Approval Process ...................................................... 17
2 Critical Success Factors for Context Sensitive Design and Solutions ...............................19
2.1 Employ Effective Decision-making ............................................................................ 19
2.2 Reflect Community Values ........................................................................................ 20
2.3 Achieve Environmental Sensitivity ............................................................................ 20
2.4 Provide Safe and Feasible Solutions .......................................................................... 20
2.5 A Collaborative Multi-Disciplinary Approach ............................................................ 21
2.6 The Project Team ....................................................................................................... 21
2.7 Project Management Plans ....................................................................................... 22
2.8 Standards versus Guidelines ...................................................................................... 22
2.9 Departures from Standards ....................................................................................... 22
3 Working with Stakeholders ...........................................................................................23

3.1 Who Are Stakeholders? ............................................................................................. 23
3.2 Understanding and Identifying Stakeholders ............................................................ 24
3.3 Principles of Stakeholder Engagement ...................................................................... 25
3.4 Understanding the Scope and Objectives of Stakeholder Engagement.................... 25
3.5 When to Engage Stakeholders................................................................................... 26
3.6 Stakeholder Engagement Plan................................................................................... 26
3.7 Stakeholder Engagement Techniques ....................................................................... 27
3.7.1 Workshops ................................................................................................. 27
3.7.2 Design Days or Charrettes .......................................................................... 28
3.7.3 Site Visits or Site Audits .............................................................................. 28
3.7.4 Case Study Visits......................................................................................... 28
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3.7.5 One-on-One Meetings ................................................................................ 29

3.7.6 Stakeholder Questionnaires ....................................................................... 29
3.7.7 Websites ..................................................................................................... 29
3.7.8 Visual Presentation Techniques ................................................................. 29
3.8 Community Engagement ........................................................................................... 30
3.8.1 What is “Community”? ............................................................................... 30
3.8.2 Benefits of Community Engagement.......................................................... 31
3.8.3 Principles of Community Engagement ....................................................... 31
3.8.4 Understanding the Local Community ......................................................... 32
3.8.5 Defining the Purpose and Objectives of the Consultation ......................... 32
3.8.6 Identifying the Scope of the Consultation .................................................. 32
3.8.7 When to Engage ......................................................................................... 33
3.8.8 Community Engagement Plan .................................................................... 33
3.8.9 Reporting .................................................................................................... 33
3.8.10 Community Engagement Techniques......................................................... 33
3.9 Policy, Strategy, and Plan Context ............................................................................. 35
3.9.1 Integrating Road and Land Use Plans ......................................................... 35
3.10 Develop the Design Vision and Objectives ................................................................ 36
3.11 Understanding the Urban and Landscape Context.................................................... 37
3.11.1 Urban and Landscape Appraisal ................................................................. 37
3.11.2 The Value of a Good Road Landscape and Urban Streets .......................... 38
3.12 Urban Context Appraisal ............................................................................................ 38
3.12.1 Character and Local Distinctiveness ........................................................... 40
3.12.2 Land Use Context........................................................................................ 40
3.12.3 Urban Form, Street Structure, and Layout ................................................. 40
3.12.4 Public Space and Parks ............................................................................... 41
3.12.5 Movement .................................................................................................. 42
3.12.6 Landscape and Ecology............................................................................... 43
3.12.7 Legibility ..................................................................................................... 44
3.12.8 Buildings ..................................................................................................... 44
3.12.9 Community Facilities .................................................................................. 45
3.12.10 Community Safety ...................................................................................... 45
3.13 Landscape Character Appraisal.................................................................................. 45
3.13.1 Landscape Character Assessment Process ................................................. 46
3.13.2 Describing the Existing Landscape Character ............................................. 47
3.14 Local Landscape Character Appraisal ........................................................................ 49
3.14.1 Identify the Road Function and its Interaction with the Landscape .......... 49
3.14.2 Undertake the Impact Assessment ............................................................ 49
3.14.3 Develop Mitigation Measures .................................................................... 50
3.14.4 Visual Effects .............................................................................................. 50
3.15 Context Sensitive Solutions ....................................................................................... 51
3.15.1 Project Stages ............................................................................................. 51
3.15.2 Context Sensitive Solutions ........................................................................ 51
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4 Urban Roads .................................................................................................................53

4.1 Approach ................................................................................................................... 53
4.2 Comprehensive Urban Road Design .......................................................................... 54
4.3 Objectives for Urban Roads ....................................................................................... 54
4.3.1 General ....................................................................................................... 54
4.3.2 Safety.......................................................................................................... 56
4.3.3 Land Use Context ....................................................................................... 58
4.3.4 Character .................................................................................................... 58
4.3.5 Link and Place ............................................................................................. 59
4.3.6 Efficient Movement.................................................................................... 61
4.3.7 Sustainability .............................................................................................. 63
4.3.8 Walking, Cycling, and Public Health ........................................................... 65
4.3.9 Activity........................................................................................................ 66
4.3.10 Legibility and Image ................................................................................... 67
4.3.11 Culture and Heritage .................................................................................. 68
4.4 Urban Road Design .................................................................................................... 68
4.4.1 Urban Context and Road Character ........................................................... 68
4.4.2 Road Function ............................................................................................ 70
4.4.3 Streetscape Zones ...................................................................................... 74
4.4.4 Special Urban Roads ................................................................................... 79
4.5 Pedestrians, Cyclists, and Transit Users .................................................................... 80
4.5.1 Designing for Pedestrians........................................................................... 81
4.5.2 Designing for Cyclists.................................................................................. 82
4.5.3 Designing for Public Transport Users ......................................................... 84
4.6 Urban Road Intersections and Features .................................................................... 86
4.6.1 Priority Intersections .................................................................................. 86
4.7 Roundabouts ............................................................................................................. 87
4.8 Signalized Intersections ............................................................................................. 88
4.9 Interchanges .............................................................................................................. 89
4.10 Curb Extensions ......................................................................................................... 91
4.11 Medians ..................................................................................................................... 93
4.12 Traffic Calming ........................................................................................................... 93
4.13 Streetscape Design .................................................................................................... 96
4.13.1 Relationship to Buildings ............................................................................ 96
4.13.2 Shade and Climate...................................................................................... 97
4.13.3 Planting in the Street.................................................................................. 98
4.14 Paving and Street Furniture ..................................................................................... 100
4.14.1 Paving Materials ....................................................................................... 100
4.14.2 Street Furniture ........................................................................................ 101
4.14.3 Feature and Landscape Lighting............................................................... 103
4.14.4 Public Art .................................................................................................. 105
4.14.5 Signage and Wayfinding ........................................................................... 106
5 Rural Roads ................................................................................................................ 109
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5.1 Approach .................................................................................................................. 109

5.2 Objectives of Rural Roads ........................................................................................ 109
5.2.1 Safety ........................................................................................................ 110
5.2.2 Policies, Plans, and Strategies .................................................................. 110
5.2.3 Landscape Context ................................................................................... 110
5.2.4 Walking, Cycling, and Public Health ......................................................... 110
5.2.5 Legibility ................................................................................................... 110
5.2.6 Sustainability ............................................................................................ 110
5.2.7 Culture and Heritage ................................................................................ 110
5.3 Rural Road Design .................................................................................................... 110
5.3.1 Earthworks................................................................................................ 111
5.3.2 Structures ................................................................................................. 111
5.3.3 Priority Junctions, Roundabouts, and Interchanges................................. 111
5.3.4 Water Management ................................................................................. 111
5.3.5 Planting ..................................................................................................... 111
References ........................................................................................................................... 113
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Tables
Table 3.1 Landscape Types................................................................................................ 48

Table 4.1 Land Use Frontage and Functions of Roadway Classifications ......................... 72
Figures
Figure 1.1 Phases of the Design Process .............................................................................. 7

Figure 2.1 CSD/CSS Requires Interaction among Traffic, Design, and Environmental
Disciplines .......................................................................................................... 21
Figure 3.1 Stakeholder Workshop ...................................................................................... 27
Figure 3.2 Public Realm Design in San Diego, USA ............................................................. 28
Figure 3.3 Example of a Three-dimensional Computer Model .......................................... 30
Figure 3.4 Examples of Urban Context ............................................................................... 40
Figure 3.5 Example of Urban Development Blocks and Structure ..................................... 41
Figure 3.6 Example of Public Space .................................................................................... 41
Figure 3.7 Example of Green Space.................................................................................... 43
Figure 3.8 Examples of Signage .......................................................................................... 44
Figure 3.9 Prevailing Building Heights in the City Center ................................................... 44
Figure 3.10 Heritage Assets .................................................................................................. 45
Figure 4.1 Commercial Area ............................................................................................... 55
Figure 4.2 Public Square ..................................................................................................... 55
Figure 4.3 Crossing Facility ................................................................................................. 57
Figure 4.4 Active Building Frontage ................................................................................... 57
Figure 4.5 Roadside Barriers for Safety .............................................................................. 57
Figure 4.6 Street and Urban Environments ........................................................................ 58
Figure 4.7 Examples of Urban Character............................................................................ 59
Figure 4.8 Movement Function is the Priority for This Urban Road .................................. 60
Figure 4.9 Character of the Traditional Street Network Creates a Strong
Sense of Place .................................................................................................... 60
Figure 4.10 Public Transport Access ..................................................................................... 61
Figure 4.11 Ease of Vehicle Movement ................................................................................ 62
Figure 4.12 Pedestrian Movement through Identified Crossing Routes .............................. 62
Figure 4.13 Lawn Area to Help Reduce Ambient Temperatures .......................................... 63
Figure 4.14 Irrigation for Lawn ............................................................................................. 64
Figure 4.15 Trees to Provide Shade...................................................................................... 64
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VOLUME 3 PART 20
Figure 4.16 Examples of Walking and Cycling Infrastructure ............................................... 65

Figure 4.17 Examples of Public Spaces ................................................................................. 66
Figure 4.18 Examples of Qatar Landmarks ........................................................................... 67
Figure 4.19 Examples of Heritage Features .......................................................................... 68
Figure 4.20 Commercial Area ............................................................................................... 69
Figure 4.21 Residential Area ................................................................................................. 70
Figure 4.22 Change in Character Moving Out From the Urban Center through
Commercial and Retail Land Use ....................................................................... 73
Figure 4.23 Different Road Types through Residential Land Use Areas with Different
Densities ............................................................................................................ 73
Figure 4.24 Different Road Types through Different Recreational, Industrial, and Urban
Edge Areas ......................................................................................................... 74
Figure 4.25 Streetscape Zones ............................................................................................. 75
Figure 4.26 Threshold Zone .................................................................................................. 76
Figure 4.27 Pedestrian Movement Zone .............................................................................. 77
Figure 4.28 Street Furniture Zone ........................................................................................ 78
Figure 4.29 Cyclist Zone ........................................................................................................ 78
Figure 4.30 Edge Zone .......................................................................................................... 79
Figure 4.31 Mushtarak – Shared Space ................................................................................ 80
Figure 4.32 Sikka ................................................................................................................... 80
Figure 4.33 Examples of Pedestrian Routes and Facilities ................................................... 81
Figure 4.34 Examples of Street Trees ................................................................................... 82
Figure 4.35 Provisions for Bikes............................................................................................ 83
Figure 4.36 Bus Waiting Facilities ......................................................................................... 85
Figure 4.37 Rendering of Public Transit Facility ................................................................... 85
Figure 4.38 Dedicated Bus Lanes .......................................................................................... 86
Figure 4.39 Simple Intersection ............................................................................................ 87
Figure 4.40 Roundabouts in Urban Areas............................................................................. 88
Figure 4.41 Urban Signalized intersection ............................................................................ 89
Figure 4.42 Interchange in the Urban Environment ............................................................. 91
Figure 4.43 Examples of Curb Extensions ............................................................................. 92
Figure 4.44 Curb Extensions Used to Facilitate Pedestrian Crossing at Intersection ........... 92
Figure 4.45 Examples of Medians ......................................................................................... 93
Figure 4.46 Roadways with Traffic Calming ......................................................................... 95
Figure 4.47 Streetscape Relationship to Buildings ............................................................... 96
Figure 4.48 Shade Added from Structures ........................................................................... 97
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Figure 4.49 Shade Provided by Trees ................................................................................... 98

Figure 4.50 Examples of Roadside Planting ......................................................................... 99
Figure 4.51 Planting in the Street ......................................................................................... 99
Figure 4.52 Changes in Materials Defining Gateways and Entrances ................................ 101
Figure 4.53 Approach to Use of Paving Materials .............................................................. 101
Figure 4.54 Examples of Street Furniture........................................................................... 102
Figure 4.55 Example of Street Lighting .............................................................................. 103
Figure 4.56 Example of Feature Lighting ............................................................................ 104
Figure 4.57 Examples of Distinctive Street Lighting ........................................................... 105
Figure 4.58 Examples of Public Art ..................................................................................... 106
Figure 4.59 Examples of Directional Signs.......................................................................... 107
Figure 4.60 Examples of Gateway Signs ............................................................................. 107
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VOLUME 3 PART 20
Acronyms and Abbreviations
Ashghal State of Qatar Public Works Authority
CSD context sensitive design
CSS context sensitive solutions
EIA environmental impact assessment
MMUP Ministry of Municipality and Urban Planning
QPRG Qatar Public Realm Guidelines
QHDM Qatar Highway Design Manual
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1 Introduction
Context sensitive design (CSD) and context sensitive solutions (CSS) is a term that
describes a new approach to transportation project development. CSD/CSS emerged in
the United States in response to dissatisfaction with the process and outcomes of road
and highway projects developed by Departments of Transportation. Users and other
external stakeholders expressed a desire for those agencies to have a vision for
excellence in projects, and to aspire to create projects that did more than just fulfill a
transportation function.
Stakeholders also expressed the view that, because they had to live with and use the
project outcomes, they should have more direct and meaningful roles in shaping the
outcomes. Thus, CSD/CSS emerged as a collaborative, multi-disciplinary approach that
requires the transportation agency to engage stakeholders in meaningful ways
throughout project development. The object of the approach is the successful
completion of a transportation infrastructure project that is appropriate for its physical
setting and that preserves scenic, aesthetic, historical, and environmental resources
while maintaining safety and mobility.
1.1 Qualities and Characteristics of Successful Projects

Early developmental work in CSD/CSS outlined the qualities and characteristics of
projects considered successful by both owners and their customers. A vision for
excellence in transportation design includes these qualities:
• The project satisfies purpose and need as agreed to by the full range of
stakeholders. 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 users and the community.
• The project is in harmony with the community and 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 is designed and built with minimal disruption to the community.
• The project is seen as having added lasting value to the community.
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A process that would yield excellence has these characteristics:
• Communicate with stakeholders early in a manner that is open, honest, and

continuous.
• Tailor the highway development process to the circumstances. Employ a process
that examines multiple alternatives and that will result in consensus on approaches.
• Establish a multi-disciplinary team early with disciplines based on the needs of the
specific project and include the public.
• Seek to understand the landscape, the community, and valued resources before
beginning the engineering design.
• Involve a full range of stakeholders with transportation officials in the scoping
process.
• Clearly define the purposes of the project and forge consensus on the scope before
proceeding.
• Tailor the public involvement process to the project. Include informal meetings.
• Use a full range of tools for communication regarding project alternatives, such as
visualization.
• Secure commitment to the process from top agency officials and local leaders.
Every project has a context, and every project affects stakeholders in some way.
1.2 Importance of Context Sensitive Design to Qatar

Qatar is able to provide the resources to produce excellent projects. The challenges it
faces will be to take the proper time to plan and execute projects so that they have the
qualities and characteristics outlined above. There is an understanding that well-
designed roads and public realm design add value to the community and social well-
being, including commercial viability. Applying a CSD approach to projects in Qatar is
critical to creating an environment that supports livability objectives. Good design
should promote a sense of civic pride through an obvious investment in the design
process.
Context sensitive design is an important approach for Qatar to ensure that new and
major reconstruction or retrofit of existing road infrastructure consider the local
context and creates high quality places. The process set out in this Part is to be applied
to all road projects, but should be tailored to individual projects to provide a unique
and fully integrated CSD approach.
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1.3 Coordination with Other Parts of this Manual

In order to achieve a successful CSD approach, it is important that an integrated
approach be adopted across the whole design team. This Part of the manual covers a
broad range of issues and, therefore, should be read in conjunction with other parts
and other applicable standards and guidance. Furthermore, in order to understand the
needs and priorities of each design discipline and encourage teamwork, the entire
design team should read this part.
The following is excerpted from Thinking Beyond the Pavement: A National Workshop
on Integrating Highway Development with Communities and the Environment while
Maintaining Safety and Performance, (Maryland Department of Transportation et al.,
1998):
Qualities of Excellence in Transportation Design:
• The project satisfies the purpose and needs as agreed to by a full range of
stakeholders. The agreement is made in the earliest phase of the project and
amended as required 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 preserves environmental, scenic,
cultural, historic, and natural resource values of the area, that is, exhibits context
sensitive design.
• 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 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.
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1.4 Coordination with Other Guidelines

It is also important to coordinate this part with guidelines published by other agencies
or departments, especially the Qatar Public Realm Guidelines (QPRG). As the
implementing agency for road infrastructure, ASHGHAL has published the QPRG to
address the need to improve the quality, safety, and function of public realm across the
country and to create a unique public realm identity for Qatar. The QPRG is not a design
manual or specification from which designs are lifted and applied. Rather, it is a
statement of intent on how the public realm can be improved in terms of the following:
• Street design process and the wider scope of design considerations

• How existing and new street designs should relate to their immediate and planned
urban context respectively
• How streetscape components are arranged within the rights-of-way to achieve
optimal function and specific design themes
• How the inherent landscape characters of Qatar are made apparent in the public
realm design
Therefore, it is imperative that the design team review the guidance in QPRG and other
applicable guides and consider them in developing a robust CSD approach.
1.5 Context Sensitive Design Priorities

Urban streets are public spaces where pedestrians, transit users, bicyclists, and vehicles
mix. A multi-modal integrated design process that considers all users is necessary for
designing street networks to function safely and efficiently. To achieve a context-driven
urban street design process, designers must consider local cultural, climatic, and
geographic conditions before initiating the process.
1.5.1 Cultural Inspiration

Qatar has a rich cultural context, with traditions stretching back thousands of years.
People from all over the world have made Qatar their home. This blend of old and new
residents is a major asset at the foundation of Qatar’s status in the world. Qatar
possesses a unique blend of local culture while sharing common characteristics with
other global locations. These characteristics require the consideration of the following
factors:
• Hospitality: Qataris honor visitors from around the globe, and its streets should be
welcoming and safe for everyone and for every mode of transport. It should be easy
for everyone to navigate the Qatar multi-modal transport networks.
• Family: Qataris place a high value on families. Streets in all neighborhoods must
accommodate safe walking and bicycling for people of all ages, especially children.
They should also provide pleasant environments for extended Qatari families to
socialize together in a traditional neighborhood environment.
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• Diverse Population: Qatar has a diverse population because it attracts people from
around the world. Street designs should consider this unique cultural composition
and accommodate drivers with different, or little, experience. A shift in policies and
infrastructure from private motor vehicles to alternative modes provides more
accessible means of transport.
• Climate and Geography: Although pleasant most of the year, summer in Qatar
tends to be very hot and sometimes humid. In much of the Qatar, blowing sand can
be a concern for safe driving and comfortable walking. In other locations, heat and
sand may be mitigated by landscaping; however, the use of natural water resources
for irrigation purposes is a significant environmental and sustainability issue.
• Design Considerations: The design of streets require balancing the needs of all users
including pedestrians, bicyclists, transit users, and motorists. To design an attractive
and successful street and a welcoming environment, it is imperative to establish
standard design criteria for all users early in the process:
− Pedestrians: Provision of sidewalks is a requirement in Qatar. Pedestrians
require shelter, shade, and protection from heat and sun exposure during the
hot summer months. They also need to be able to safely cross streets at
intersections. Cultural needs include access to mosques from the public realm
and privacy for women, which should be considered during the design.
− Bicyclists: Bicycles are an efficient and environmentally friendly mode of
transportation. Provision of safe bike paths should be considered in all new or
retrofit streets, to the extent practicable. Bike paths could be provided in the
pedestrian realm as a shared use path.
− Transit Riders: Transit is also an efficient mode of transportation, which
requires amenities for security and safety, such as shelters for waiting at transit
stations and stops and convenient street crossings. Some transit riders have
mobility, sight, or other challenges that limit their ability to walk, bicycle, or
drive and therefore rely on transit as their primary mode of transportation.
− Motorists: Details on design parameters for vehicles are found throughout of
this manual.
See Part 19, Pedestrian, Bicycle and Public Transportation, for design requirements.
1.6 Context Sensitive Design Process

The planning, design, and approval processes in the QHDM shall be used for the
development and design of all new and retrofit streets and street networks. In urban
areas, a network of narrow and interconnected streets with short block lengths provide
an inviting environment for walking, bicycling, and transit use, thereby reducing vehicle
trip generation. By distributing traffic across many streets, designers can avoid building
wide streets that will be difficult and potentially dangerous for pedestrians to cross.
Connectivity and safety of streets must be addressed during the design process. A well
planned network of streets can decrease the number of vehicle kilometers traveled by
increasing route choices and providing multiple alternatives. Such a network also
reduces vehicle idling at junctions.
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Land use dictates design for streets and street networks. The design must provide for
safe and efficient movement of pedestrians, cyclists, transit users, and motorists, which
should guide all aspects of street design, whether it is for new streets, retrofit streets
within fixed rights-of-way, or street network layouts.
1.6.1 Considerations for Street Design

The following issues shall be considered when designing streets or street networks:
• Safety and accessibility for all users

• Connectivity of networks for all modes of transport
• Legibility and efficiency
• Speed management
• Environmental conditions
• Protection of landmarks, views, vistas, and gateways
1.6.2 Phases of the Design Process

The design process applies to all street design scenarios and entails four phases (see
Figure 1.1):
1. Phase I – Scoping: The Overseeing Organization defines the purpose and need of
the project; identifies the project manager and team and stakeholders: establishes
scope, budget, and schedule; and conducts field investigations to define context
and identify environmentally sensitive areas, constructability issues, level of
outreach, and method of delivery.
2. Phase II – Conceptual Design: The project design team collects, reviews, and
analyses all relevant existing information, identifies strategies, and develops
workable conceptual designs in consultation with the Overseeing Organization.
The designers will review and screen the concepts and identify the preferred
alternative to submit with sufficient descriptions and documentation to the
Overseeing Organization for their review, comment, and approval.
3. Phase III – Preliminary Design: Advance the design of the preferred concept to
determine landscaping features; drainage system layouts; utility conflicts;
structure types, sizes, and locations; design exceptions; cost estimates; rights-of-
way; and permit requirements. The designers will submit plans and supporting
documents and comments to the Overseeing Organization for review and to other
approving agencies, as directed by the Overseeing Organization.
4. Phase IV – Final Design: Designers will review comments received from the
preliminary design review and incorporate them into the final design in
consultation with the Overseeing Organization to advance the preliminary design
to final design for producing construction plans and specifications.
Submissions for Phases II, III, and IV to the Overseeing Organization shall be formal and
approvals obtained to advertise for construction.
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Figure 1.1 Phases of the Design Process
1.6.3 Phase I – Scoping

This phase of the project is internal to the Overseeing Organization. In the scoping
phase of a project, the Overseeing Organization will define the project purpose and
need; goals and objectives; and the stakeholders. It will also assign a project manager
to assemble the project team based on the relevant disciplines involved in the project.
The project team defines project deliverables, estimated budget, and the schedule for
completion of the study and design of the project. The project team conducts a field
investigation to identify potential problems including impacts on sensitive areas,
constructability issues, the level of outreach, and the method of project delivery.
1.6.4 Phase II – Conceptual Design

This phase of the design comprises two steps: (1) gathering existing information and (2)
developing concepts that meet the goals of the project.
Step 1, Gathering Existing Information: At the beginning of the design process, the
Overseeing Organization or its consultants must contact, request, and compile available
information relating to the existing and planned conditions from relevant
organizations. Based on discussions with these organizations, the designer must
determine if there are other design requirements that must be met. As a minimum, the
designer needs to collect and present the following information during this phase.
Additional information that may be needed by any of the approving agencies should
also be collected and analyzed. Relevant information to the project should be
illustrated in a context plan. The remaining information should be presented in a report
to the Overseeing Organization.
• Land Use Influence: Land use influences all aspects of street design, including the
general layout of streets within communities, the activities taking place along the
street, and the volume of pedestrian activity, bicycle activity, transit usage, and
traffic to be accommodated. The Ministry of Municipality and Urban Planning
(MMUP) provides the overall land use maps and site plans for any planned or
existing developments.
• Transport Requirements: For all street design projects, MMUP and ASHGHAL will
provide guidance on the expected volume of traffic. Designers should determine
priorities for bicycles, buses, and metro, noting special treatment needed for these
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modes. Lane capacity and initial traffic volumes should be addressed in accordance
with the latest requirements.
• Existing Environment: Gathering information on key environmental factors is
necessary for developing a sustainable design. Such information includes
topography, views of the natural context such as shoreline, urban, or dune and hill,
and natural or landscape features such as unusual soil type, adjacent oasis or wadi,
wind direction, sun patterns, historical landmarks, cultural places, and parks.
• Utility Requirements: It is important to coordinate with utilities in early stages of
the design of the project to identify utility requirements, come to an agreement,
incorporate them in the design, and obtain approval prior to construction. Right-of-
way restrictions may arise, which must be addressed during the design process
using flexible provisions, including the following:
− Reduce median widths to their minimum dimensions considering refuge area
for pedestrians at median.
− Reduce the width of public realm to the minimum dimensions.
− Reduce the furnishing zones to minimum dimensions for transit and para
transit sites.
− Reduce the availability of on-street parking where possible; two-sided on-
street parking should be reduced to one-side.
− Replace bike paths or bike lanes with shared-use paths.
− Reduce width of traveled lanes or transit lanes and platforms to the minimum
possible dimensions and still accommodate projected traffic and transit rider
volumes.
− Eliminate a travel lane if possible; mitigate the decrease in traffic capacity
through network improvements or a mode shift.
• Landscaping: Designers should make provisions for sustainable landscaping, shade,
allocation of water for irrigating landscaped areas, and the reduction of urban heat
effect. Because water is a scarce resource, the designer should concentrate
available landscape water in locations that most benefit pedestrians.
• Urban Design: Streets are an expression of a place’s identity. Designers should
consult with the Overseeing Organization and MMUP for guidance on potential or
proposed unique urban design objectives for the area.
• Context Plan: The information collected should be presented in a report and be
transferred onto the project plans to develop a context plan that shows the existing
and proposed conditions of the network or street within its surrounding context.
Note strengths and opportunities during this stage of the design process. The
context plan should be submitted to the Overseeing Organization for review,
comment, and agreement.
Step 2, Development of Conceptual Designs: After all the necessary information is

gathered, reviewed, analyzed, and presented to the Overseeing Organization in a
context plan with supporting documentation, conceptual designs that demonstrate the
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principles and goals of the project should be developed in accordance with the criteria
and requirements in QHDM. Conceptual designs will be reviewed, evaluated, and
screened to narrow down the number of concepts to two or three workable
alternatives that meet project goals and objectives. These alternatives will advance to
further engineering design and analysis. These alternatives will then be evaluated and
screened to identify the preferred alternative to be recommended to the Overseeing
Organization for approval; the approved alternative will advance to preliminary
engineering design.
The level of detail within which the conceptual design must be executed depends on
whether it is a street network layout process or a single street design process. The
street network process must adhere to these steps and proceed with the street design
process to provide sample cross sections of typical streets within the development. The
steps below focus on the design of individual streets or a network of a few streets.
• Determine and Assign Land Uses: In the design of new street networks, designers
should ensure that most residents and employees will be within a comfortable
walking distance of transit stops, local retail, schools, mosques, and other
community services. The street network must ensure a high level of street
connectivity by providing alternative routes to major destinations. For example,
regional centers should be planned around transit stops proposed for the site;
regional centers should typically be located at important junctions such as those
where arterials meet.
On the street level, as the land use density and mix alongside a street change, so do
the space requirements in the public realm. Streets with high ground floor retail
activity, for example, may require wider sidewalks and shared use paths to
accommodate higher pedestrian and cyclist volumes. In the traveled way, wider
medians provide refuge for a larger volume of pedestrians at crossings. Active land
uses that generate high levels of pedestrian activity should be determined; the
location of schools, restaurants, mosques, and other specialized uses should be
considered. This level of detail informs the next steps of the street design process.
• Identify Pedestrian Networks: The analysis of land uses and specialized activity
areas provide information on pedestrian destination and flows. Consider which
routes will require the greatest provision of shade at different times of the day.
Ensure that median transit stops have safe pedestrian crossings at both ends of the
platform and that pedestrian paths accommodate the projected volumes of
pedestrian flow. Using the pedestrian crossing guidelines in Part 19, Pedestrian, Bike
and Public Transportation, lay out a preferred pedestrian network considering
pedestrian volume, junction and mid-block crossings, refuge accommodation, and
connections into adjacent blocks.
• Identify Transit Networks: It is important to determine the type, frequency,
alignment, and expected routes for planned transit. This information should have
been gathered in Step 1. In Phase II of the design process, the type of facility
required to accommodate the projected volumes of transit riders must be
determined. The location for supporting facilities should also be identified. Special
consideration must be given to junction design and stop location at this point.
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• Identify Bicycle Networks: The type of facility and expected volumes need to be
estimated from the information gathered in Step I. Consider land uses and
specialized activity areas, and provide bicycle parking where high volumes of bicycle
stops are expected. Ensure that bicycles facilities are safe. Do not propose bike lanes
on high-speed, high-priority traffic streets.
• Identify Vehicle Networks: Use the information gathered in Step I to determine the
number of lanes necessary to accommodate projected traffic volumes and allocate
on-street parking where there is demand. Intersection designs should be given
special consideration and expected turning movements should be identified to
enhance the capacity of street networks. Develop the preferred street concepts that
would provide a rich mix of interconnected streets, bicycle facilities, and transit in
conformance with appropriate street and intersection spacing provided in this
manual.
• Determine Cross Sections: Determine the functional classification and typical
section of the street and dimensions of the cross section elements, as provided in
Part 5, Qatar Roadway Design Criteria and Process, and Part 3, Roadway Design
Elements. Transit and bicycle facilities must be included when developing the typical
cross sections. It is recommended that alternative cross sections be developed for
each street type in response to differing adjacent land uses.
• Transfer into Plan: After the typical cross sections are developed, the street corridor
should be transferred into an initial concept plan. This detail should be added to all
existing or planned land uses and natural features in the surrounding context. All of
the applicable street facilities should be noted in the conceptual plan, including
travel lanes, medians, parking, bicycle facilities, and the public realm. Sight distance
requirements should be noted at this stage to ensure clear visibility. The conceptual
plans should detail the main study street and all side and intersecting streets,
including pedestrian and bike paths.
• Locate Street Features: Street features including traveled lanes, medians,
sidewalks, bike paths, landscaping, transit and para transit stops, stations and
entrances, intersections, traffic calming, and major utilities must be considered,
incorporated in the conceptual plan, and shown. Major features of a street cross
section are shown in Figure 1.2. Part 3, Roadway Design Elements, and Part 19,
Pedestrian, Bicycle and Public Transport, of this manual; the QPRG provides detailed
guidance on roadway features and public transport requirements.
• User Interaction Areas: User interaction areas occur where multimodal networks
intersect and design elements could cause potential obstructions. These areas
should be shown on the plan where conflicts can be easily identified. User
interaction areas generally include the following:
− Main intersection (all users)
− Secondary access points (all users)
− Transit stop and bicycle parking areas (pedestrian and bicycle)
− Street crossings (pedestrian, transit, bicycle, and vehicle)
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Most user interaction and conflicts occur at urban intersections. It is important to

design intersections to accommodate the following:
− Flow and volume of movements for all user groups
− Needs and accessibility of all modes of transport
− Hierarchy of users from most vulnerable to least (pedestrians and cyclists
versus large vehicles)
− Minimize conflicts between modes sharing the same location at the same time
− Provide good visibility, particularly between pedestrians and motorists
− Avoid extreme angles and complex intersections
− Minimize pedestrian exposure to moving vehicles by reducing the crossing
distance and duration of the crossing
− Minimize right-of-way takes
See Part 6, Design for Priority Intersections, Part 8, Design for Signal Controlled
Intersections, and Part 19, Pedestrian, Bicycle and Public Transportation, of this
manual.
• Landscape Planning: Provided visibility is not compromised, landscape features
should typically occur where there will be the highest concentration of pedestrians,
such as at junctions, transit stops, and along sidewalks and pedestrian paths near
major destinations. Also refer to Part 22, Landscaping and Planting Design, of this
manual and the QPRG.
1.6.5 Phase III – Preliminary Design

After the preferred alternative is selected and approved, the project will advance to
preliminary design phase. The preliminary design is very important. Sufficient
engineering design details for the selected concept will be developed and evaluated to
verify that there are no unforeseen problems in the design. Design departures and
required permits will be identified, and the application process will begin. A detailed
cost estimate and construction schedule will be developed based on the preliminary
design plans. The project delivery method, for example, design, tender, and construct
or design and build, will also be decided during the preliminary design phase.
Engineering activities in this phase include the following:
• Design and further refinement of roadway geometry

• Design of drainage systems, erosion and sediment controls, and stormwater
management facilities
• Design of structures and bridges, traffic control features, and intelligent
transportation system
• Design of landscaping features and multi-use paths and trails
• Identification of utility conflicts and relocation options, utility designs, and utility
field inspections
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• Conduct constructability analysis and prepare maintenance of traffic and

construction staging plans
• Conduct and document mandatory reviews and quality controls
• Obtain approval for right-of-way expropriations
• Revise and update quantities, cost estimates, and schedules
• Apply for and obtain required permits from the Overseeing Organization
The preliminary engineering plans will be submitted to the Overseeing Organization

and all relevant and approving agencies for review, comment, and approval. Designers
should conduct a thorough review of the preliminary plans prior to submitting for
approval. The design may be finalized only after it demonstrates that it meets
requirements of the approving agencies. The review process may require designers to
gather extra information or adjust the preliminary design. Some of the aspects of the
design that should be reviewed prior to submittal to the reviewing agencies include the
following:
• Capacity Requirements: Evaluate facilities and ensure that the projected volumes
of the varying modes are being accommodated in the selected capacity measures.
Evaluation of pedestrian, transit, and bicycle facilities should be conducted to
determine that the street design addresses the needs of the projected demands, as
dictated by the land use and other previously collected information.
• Safety Requirements: Pedestrians and bicyclists are the most vulnerable street
users; however, it is essential that safety concerns are addressed for all modes of
transport. Conduct a safety audit in accordance with the requirements in Part 24,
Road Safety Audits.
• Design Requirements: To determine whether the preliminary design meets the
project goals and objectives, several questions need to be answered, some of which
may not apply to all road design conditions. A non-exhaustive list of questions
regarding various aspects of the design has been compiled below. Internal and
external reviewers may have additional questions that designers must answered. It
is recommended that these and other relevant questions be asked throughout all
design phases.
− Questions on Context Design and Connectivity

 Does the design include provisions for many types of uses? Is it easy to get
from one type of use to another?
 Does the design contain spaces that will attract people at times other than
rush hour?
 Does the design have continuity of street level activity? Are ground-floor
uses active and welcoming, and does the street have a welcoming
character?
 Are building front doors noted and well served by the pedestrian realm? In
other words does the pedestrian realm serve the buildings? And can the
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front doors of the buildings be seen and noticed? Is the scale of nearby
buildings comfortable for pedestrians, with choices of places to sit or use?
− Questions on Safety Considerations
 Are pedestrian crossings safe?
 Are intersection designs safe for all users?
 Does the design contain spaces that children can use independently?
− Design Considerations
 Does the design meet design requirements in this manual?
 Do buildings give “life” to the street?
 Does the area project a distinctive image from a distance?
 Is seating and other street furniture well located?
 Is lighting safe and adequate for the different users of the street?
 Does the design fit with the image goals of the municipality and the UPC?
 Does the design create a unique area?
− Pedestrian Provisions
 Are pedestrian crossings well designed?
 Are crossing distances minimized?
 Do signalized crossings have adequate time?
 Does the design ensure that pedestrians can easily walk to and through the
area?
 Are uses easily visible and inviting to pedestrians?
 Does the design ensure that vehicles do not detract from the pedestrian
experience?
 Are protected pedestrian crossings shown at the correct spacing, and do
the crossings relate to areas where pedestrians desire to cross?
 Is there leftover space in the pedestrian realm, or is there too large a
furnishing zone? If so, how can this space be minimized or programmed?
− Transit Provisions
 Are transit stops and stations easy to find and get to on foot?
 Are transit maps and schedules readily available and visible?
 Are there sufficient passenger waiting areas at bus stops and taxi lay-bys?
− Bicycle Provisions
 Are bicycle facilities prominent and well designed?
 Are bicycle routes well marked?
 Is there adequate bicycle storage?
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 Do bicycle facilities meet Department of Transportation guidelines, and are

they continuous across all intersections?
− Vehicular Provisions
 Is the design vehicle context sensitive (for example, corner radii not over
designed)?
 Have all turning movements been checked for vehicle designs?
− Climatic and Environmental Considerations
 Does landscaping complement the street, and is it sustainable from a water
use perspective?
 Is there too much landscape area shown given the irrigation budget?
 Is the landscaping appropriate for the local environment and soil
conditions?
 Will the pedestrian realm be shaded during most of the day?
 Is shade continuously provided by trees, buildings, canopies, etc.?
− Cultural Considerations
 Does the design foster people acknowledging one another, as appropriate
for Qatar’s culture and gender mix?
 Does the design encourage a mix of ages, gender, and ethnic groups that
generally reflects the community at large?
 Does the design provide private places for women?
 Does the design have spaces for groups to gather?
• Performance Measures: Performance measures generally test the accessibility,
connectivity, and cordon capacity of a street or street network. Some specific details
of some performance measures are listed below:
− Pedestrian
 Sidewalk crowding (at rail stations or other major destinations)
 Average crossing delay including average distance to crossing
 Frequency of protected crossings
 Percentage active building edge along sidewalk
 Percent sidewalk shaded
 Average block perimeter
− Transit Users
 Intersection delay
 Corridor travel time as percentage of speed limit
 Passenger crowding
 Reliability
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 Frequency
 Service hours
 Cool waiting areas at stops
− Bicyclists
 Presence of bicycle lane or bike path
 Bicycle level of service
− Motor Vehicles
 Roadway segment and intersection performance using urban corridor
analysis techniques
 Corridor travel time
 Standard deviation of average speed
• Submit Plans to Reviewing Agencies: After an internal review of the street design
process is complete and the design adjusted accordingly, plans and supporting
documentation must be submitted to the reviewing agencies. Major design
parameters are set at this stage that must be met during Phase IV, Final Design.
1.6.6 Phase IV – Finalize Design

After the approval agencies accept the conceptual design, it must be finalized and
prepared for a detailed planning review in accordance with the design parameters
established during Phase II –Conceptual Design. The detail provided in these plans must
ensure that the street design is sensitive to adjacent land uses on the street level and
that it complies with the requirements of this manual.
This step should result in a series of plans depicting the location of facilities, supported
by illustrations and documentation that describe the details of the design elements and
facilities. Adherence to the design parameters established by the Overseeing
Organization and other approving agencies should be demonstrated.
• Civil Engineering Drawings: These drawings should include details of all geometric
elements, including radii, the length of tangents, super-elevations, elevations,
grades, vertical curve data, sight-distance, and other pertinent information to
provide suitable longitudinal dimensions and cross slopes to ensure positive
drainage, prevent standing water, and eliminate obstacles for all users.
• Drainage and Stormwater Management Plans: The plans should show details of
drainage systems, including gullies (drop inlets), storm sewer pipes, culverts,
stormwater management facilities, erosion and sediment control measures, and
other elements of the design.
• Structure Plans: A separate set of plans should be prepared for structures such as
bridges, retaining walls, and special design structures; the specifications and
method of construction should be provided.
• Detailed Landscape and Streetscape Design Plans: The final design plans must
show detailed landscape and urban design features including materials, shade
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structures, plants, water usage, and other necessary elements. Detailed design
plans should also be provided for signage, lighting, pavement markings, intelligent
transportation system, and utility works.
• Flexibility in Design: Occasionally, when designing streets within existing conditions
(retrofit streets) or accommodating utilities for new or existing streets, the total
available right-of-way is either too little or too much compared to the preferred
street design dimensions.
• Limited Right-of-Way: When street design is restricted with a limited right-of-way
in cases where there are existing buildings or utilities that cannot be moved, the
following steps could mitigate the restrictions.
− Reduce median widths to the minimum dimensions, provided pedestrian
refuge and transit requirements are not compromised.
− Reduce the sidewalk width or bike path or both to their minimum dimensions.
− Use shared use paths instead of separate sidewalks and bike paths.
− Reduce the furnishing areas to minimum dimensions at transit and para transit
stations.
− Reduce the public realm to the minimum dimensions, except where the street
accommodates outdoor seating areas.
− Reduce the availability of on-street parking where possible. Two-sided, on-
street parking should be reduced to one side before it is removed completely.
− Eliminate service roads or frontage roads if access to buildings is
accommodated through other street frontages such as side access lanes. Make
sure that the projected parking demand for retail stores is accommodated.
− Reduce transit lanes and platforms to the minimum possible dimensions while
still accommodating projected volumes of transit riders.
− Reduce lane widths to minimum dimensions or eliminate a lane, if possible, by
mitigating the decrease in traffic capacity through network improvements or a
mode shift.
Under no circumstances should the flexible design process compromise the safety
of street users. A safety audit must be conducted to ensure that street designs
remain safe and accessible for all.
• Too Much Right-of-Way: Where utility requirements or existing conditions define a

wider right-of-way than it is required for the proposed road, the following steps
could be taken until the road fills the available right-of-way:
− Consult with the Overseeing Organization to determine if the extra land can be
converted to new building sites or public open space.
− Provide on-street parking where there is sufficient demand.
− Increase the width of the furnishing zone within the pedestrian realm and
provide attractive landscaping or streetscaping to enhance the aesthetic
quality of the street.
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− Increase the width of the sidewalks within the pedestrian realm, making sure
that shading requirements are met for the comfort of pedestrians.
− Increase the width of the landscaping strip within the public realm.
− Consult with the Overseeing Organization for increasing the width of transit
lanes and platforms if the street is part of a transit network.
− Increase the width of bike paths or add bike lanes where possible.
− Increase the availability of on-street parking by providing angled parking where
possible.
− Provide two-sided parallel parking on service roads.
− Increase median dimensions and enhance the quality of the street by providing
attractive landscaping or streetscaping measures.
Designers should coordinate with and obtain approval from the Overseeing
Organization and other approving agencies prior to incorporating these measures into
the cross sections and proceeding with the final design. In no case shall the approval
agency approve a design it believes will compromise user safety.
1.6.7 Departures or Exceptions

The typical cross sections in Part 3, Roadway Design Elements, may not be appropriate
for all roadways, and designers may wish to vary from the minimum or maximum
dimensions. Designers are required, however, to apply for a departure from standard
dimensions in accordance with the requirements in Part 25, Departures from Standards
Process. Designers must describe the extraordinary circumstances that justifies the
departure from standard. If the exception is approved by the Overseeing Organization,
the designer can complete the design and prepare the final plans. Otherwise, the
designer must finalize the design in accordance with the standards and submit to the
Overseeing Organization for review and comments.
1.6.8 Integration with the Approval Process

The design of roads and streets throughout Qatar requires approval from several
agencies throughout the design process. Formal approval shall be obtained from
Overseeing Organization and other approving agencies at each phase in order to
advertise for construction.
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2 Critical Success Factors for

Context Sensitive Design and
Solutions
Four critical success factors have been identified as common to project development:
(1) employ effective decision-making; (2) reflect community values; (3) achieve
environmental sensitivity; and (4) provide safe and feasible solutions.
2.1 Employ Effective Decision-making

A context sensitive process, including reaching consensus on key issues, does not mean
ceding control of the project to stakeholders. However, it does mean developing and
communicating a clear decision process, and following that process through to
completion.
Project development involves many decisions, large and small. The final decision
regarding a choice among alternative solutions rests with the agency responsible for its
construction, operation, and maintenance. Successful projects, those that the
community as a whole endorses and in which it expresses pride, incorporate external
stakeholder input to the decision.
Effective decision-making involves the following:
• Determining at the onset who will make the ultimate decision. The individuals or
office/position will vary depending on the scope, size, and type of projects.
• Identifying factors that will enter into the decision, such as budget, schedule for
completion, and ability to acquire right-of-way.
• Outlining project goals and objectives so success can be clearly defined and
communicated.
• Determining the roles and responsibilities of external stakeholders: how they will
be informed, allowed to advise or add input, and the areas in which they may be
afforded decision-making power.
• Identifying the project data and analyses to be used to inform decisions.
A project management plan should outline key interim stakeholder meetings at which
actions will be taken and decisions made, so that all involved can be prepared to
participate in a timely and appropriate manner.
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2.2 Reflect Community Values

Stakeholder engagement is the means by which a project team learns about and
understands community values, so that the project can be developed in a way that
reflects them. The term community is broadly defined. It is based on the size and scope
of the project. For example, the community for a local road project may be adjacent
property owners, businesses potentially affected by the project’s construction, and
local political leaders. The community for an urban expressway project may in some
respects include most of the city of Doha, many businesses, and many agencies within
the government.
Stakeholder engagement is an integral part of project development. Public involvement

specialists and facilitators are needed for projects. Project schedules should reflect and
resources allocated to meet these professionals’ needs. The level of engagement is
tailored to the size and scope of the project.
2.3 Achieve Environmental Sensitivity

Every project, regardless of size, should consider potential environmental effects, both
direct and indirect. Part 21, Environmental, provides guidance on the environmental
process, stakeholders, policies, and procedures.
An important insight on CSD/CSS project development is the need for the

environmental review process to be proactive and fully integrated with design
development. As shown in Figure 2.1, designers and environmental specialists should
perform their work in tandem and collaboratively, rather than sequentially. Ideally,
data gathering and investigation occurs in advance of design development. Designers
are briefed on constraints, issues affecting the environment, and regulatory
requirements before they begin their work. Once alternative development begins, the
work is iterative, with environmental staff and other stakeholders reviewing and
commenting on the proposals. Designers who are truly context sensitive do not view
environmentally sensitive features as constraints, but rather as valuable resources that
they must preserve.
2.4 Provide Safe and Feasible Solutions

Regardless of the stated project need, projects should be developed for safe operation
by users. Road safety involves both good design and appropriate traffic control. Safety
itself is context sensitive, as discussed in Clause 4.3.2 in this Part.
A feasible solution is one that is affordable, constructible, and fits within the available
right-of-way. A challenge in many projects involving diverse stakeholder groups is
resolving potentially conflicting demands, desires, or requirements. Effective project
management begins with an appropriate budget, and clearly communicated
boundaries or conditions around which stakeholder input will be considered and
incorporated.
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Figure 2.1 CSD/CSS Requires Interaction among Traffic, Design, and

Environmental Disciplines
2.5 A Collaborative Multi-Disciplinary Approach

A collaborative approach is a fundamental part of CSD to create consensus and promote
a shared ownership of the project outcomes among the whole project team and with
the project stakeholders.
Multi-disciplinary team working is a key part of the CSD approach. Project management
and team leadership is important in terms of coordinating team members and
providing an integrated team approach.
2.6 The Project Team

During the scoping stage, it is important to identify the required skills to meet the
specific needs of the project. A project team could comprise any or all of the following:
• Traffic engineers
• Highway design engineers
• Transportation planners
• Geotechnical engineers
• Utility engineers
• Drainage engineers
• Bridge and structural engineers
• Traffic safety experts
• Road safety auditors
• Public Involvement specialists
• Environmental planners
• Cultural resource experts
• Public relations and communications experts
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• Graphic artists
• Design automation specialists
• Document managers
• Project controls specialists
• Land use planners
• Urban designers
• Landscape architects
• Public artists
• Architects
2.7 Project Management Plans

The project management plan should include specific scope and schedule for all
disciplines. It should highlight appropriate interactions among disciplines, data needed
for each discipline, and key points of stakeholder interaction. For major projects with
significant stakeholder concerns, a public involvement plan is central to the overall
project management plan. The public involvement plan describes the types of
outreach, timing, roles, and responsibilities of staff, and expected outcomes.
2.8 Standards versus Guidelines

CSD requires designers to consider the context and the needs of stakeholders and,
therefore, to challenge rigid and inflexible application standards. Some roads need a
more flexible approach to successfully address the particular context and needs of the
stakeholders. In all cases, designers are required to demonstrate good professional
practice to interpret this guidance in the design and delivery of innovative and creative
design solutions.
2.9 Departures from Standards

As part of the design process, designers may identify solutions that would constitute a
departure from QHDM standards. Part 25, Departures from Standards Process, of this
manual sets out a five-step process for seeking approval of the Overseeing
Organization.
It is the responsibility of the design organization to identify Departures from the

Standard and report them to the Overseeing Organization. Early submission is advised,
because applications must be determined before incorporating the departure into the
works.
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3 Working with Stakeholders

Stakeholder engagement has an important role in the CSD approach. Ongoing,
effective, and genuine engagement and communication with stakeholders can be key
aspects of successful project delivery. An inclusive approach that involves stakeholders
from an early stage is more likely to produce alternatives that gain stakeholder support.
3.1 Who Are Stakeholders?

Stakeholders include organizations, representatives of organizations, or individuals
who are interested in or may be affected by the project. The project’s owning agency
will be the primary stakeholder, but for most projects, individual departments within
the agency should be regarded as separate stakeholders. For example, the following
departments within the Overseeing Organization have staff with important functional
roles who should be consulted as the project proceeds:
• Programming, Scheduling, and Letting of Contracts

• Long-Range Planning
• Traffic Operations
• Road Design
• Road Maintenance
• Construction
• Public Relations
Stakeholders external to the Overseeing Organization are important to include in

planning and outreach. These can include the following governmental agencies,
nongovernmental organizations, and individuals:
• Government agencies or departments (for example, Ministry of the Environment

and Public Parks Department)
• Agencies with statutory review or approval authority
• Law enforcement
• Public transport operators
• Emergency medical providers
• Utility providers
• Business organizations, such as the Chambers of Commerce
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• Road user groups

• Local community organizations and groups
• Schools
• Local land developers
• Business owners along the corridor or reliant on the corridor for business and
service
• Landowners of property adjacent to the project
• Local residents
The needs for, roles of, and value associated with stakeholder engagement vary widely.
Many entities simply seek to be informed. Others play critical roles in the project
through approvals. In addition, others still (for example, utility providers) can positively
or negatively affect the schedule, cost, and outcome of the project, depending on how
well they are engaged.
3.2 Understanding and Identifying Stakeholders

Identifying stakeholders is a key early project task that is managed by the public
involvement specialist but that should also involve project team members. A
stakeholder list should include both internal stakeholders from within the wider project
team and external stakeholders. Some stakeholders may be identified for different
roles and responsibilities within the same organization or government department.
The following key questions need to be understood:
• What is the specific nature of their role, interest, or involvement?

• How influential are they? In what sense?
• How does this project relate to their wider remit?
• What power do they have to make the project go ahead, or to stop it?
• What is their current opinion of the project?
• Have they had any prior involvement? Have they been consulted before? Are they
susceptible to consultation fatigue? For example, an organization may lose interest,
perhaps because of repeated previous consultations and lack of previous action.
• What interest do they have in the outcome of the work?
• What motivates them?
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3.3 Principles of Stakeholder Engagement

The following are principles of stakeholder engagement:
• Tailor the process to project requirements and local context.

• Be honest and clear about the process and the limits; for example, what is fixed and
what can be influenced by stakeholders’ opinions?
• Plan well in advance. Give stakeholders sufficient time to respond recognizing that
some stakeholders can have lengthy processes.
• Be patient, listen, and respect different opinions.
• Recognize that different stakeholders express their views in different ways. The
engagement process should accommodate everyone.
• Recognize that different stakeholders have different prior information or technical
knowledge, and tailor the approach to the individuals involved.
• Use clear language and avoid jargon.
• Make decision-making transparent through a well-defined process.
3.4 Understanding the Scope and Objectives of Stakeholder

Engagement
Stakeholders need clear direction about how and when they can be involved, and what
are the boundaries or limits around their involvement. Successful engagement begins
with setting and managing stakeholder expectations.
For each stakeholder it is important to establish whether the object of the engagement
process is to facilitate direct participation, consultation, or mere information sharing.
Therefore, the approach should reflect one or more of the following levels of
engagement:
• Participation and Working in Partnership: The project team works with

stakeholders to develop ideas and solutions jointly, giving stakeholders a genuine
opportunity to help shape the project development process.
• Consultation: The project team puts forward options for discussion and listens to
stakeholder comments. Consultations should be possible on most projects. The
process of putting forward options allows constraints to be highlighted and
expectations to be managed. For consultation to be successful, the schedule must
allow time for debate and an opportunity for people’s comments to influence the
outcome. Moreover, the team should demonstrate in subsequent work or meetings
how the consultation affected the outcome.
• Information Sharing: The project team communicates important information to
help shareholders understand the project and the constraints. In addition, certain
stakeholders may hold data or information the team needs.
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3.5 When to Engage Stakeholders

Stakeholder engagement should begin at the earliest, appropriate opportunity.
Relationships built at an early stage and maintained throughout the project are the
most productive. A basic engagement process could involve three stages:
• Early stage
− Define and agree on the project problem (purpose and need for the project).
− Agree on project objectives that include transportation and goals related to
environment, community, and economy.
− Communicate the decision process and project technical steps that inform the
process.
− Identify local issues and context through gaining stakeholders’ local knowledge
and personal experience.
− Identify stakeholder priorities.
• Mid stage
− Generate ideas, understanding constraints and opportunities.
− Assess alternative proposals against agreed upon project objectives.
• Toward the end of the project
− Communicate the decision in a manner consistent with that promised at the
early stage.
− Describe implementation steps and schedule final design, bidding or letting
schedules, and contract periods for construction.
− Contribute to an implementation plan, including monitoring and identifying
lessons learned.
3.6 Stakeholder Engagement Plan

The stakeholder engagement process should be clearly defined in a stakeholder
engagement plan that includes the following:
• Purpose of Stakeholder Engagement: Clarifies the purpose of the stakeholder

engagement process and whether the emphasis is on participation, consultation, or
information sharing.
• Who Will Be Engaged: Identifies the stakeholders and their roles and relative
importance in relation to the project.
• When They Will Be Engaged: Outlines the engagement tasks and highlights the key
stages for stakeholder interaction.
• How They Will Be Engaged: Identifies the specific techniques that will be used, as
discussed below.
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• How Feedback Will Be Used to Shape the Project: Establishes what will be done
with the feedback received and how it will be documented.
• Documentation: Accurate and effective reporting of stakeholder engagement is an
important requirement. Stakeholder comments need to be carefully recorded. The
reporting should provide an audit trail that delineates which comments have
influenced the proposals and which have not.
3.7 Stakeholder Engagement Techniques

The following sections discuss stakeholder engagement techniques, including both
traditional approaches and innovative methods. In many cases, it is useful to undertake
several of these activities during the project life cycle, and so they are not mutually
exclusive.
3.7.1 Workshops
Workshops are a way to bring together technical experts and stakeholders to discuss
issues. Workshops consist of relevant presentations followed by facilitated discussions.
At the start of projects, workshops inform people about the project and involve them
in defining objectives or identifying issues. Workshops can be used to provide basic
important background on technical issues, so that stakeholders become prepared for
understanding alternatives and the reasons for a solution. When designs begin to
emerge, workshops can present and discuss options. Computer models, artist
impressions, photomontages, and other imagery are helpful at workshops. Figure 3.1
shows a stakeholder workshop.
Figure 3.1 Stakeholder Workshop
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3.7.2 Design Days or Charrettes

Design days or charrettes are similar to workshops, but with more focus on interaction
and an expectation that stakeholders will have a more direct opportunity to influence
the design process through hands-on activities.
Design days are collaborative, allowing stakeholders to get involved in design

processes. A design day typically would have an introductory presentation followed by
a series of interactive sessions where stakeholders work alongside the design team on
plans and drawings. In some cases, stakeholders work directly with a designer to
develop or amend drawings.
Design days can be used in different ways at different stages. At the start of a project,
it might be appropriate to have a “blank sheet” session to capture early ideas from
stakeholders. Later during the project life cycle, a design day may focus on commenting
on draft designs.
3.7.3 Site Visits or Site Audits

Involving stakeholders in a site visit or audit can be a valuable way of engaging them,
especially at the start of the project. Site visits undertaken with the design team allow
stakeholders to highlight problems and issues first hand and can be a useful way of
capturing local knowledge.
3.7.4 Case Study Visits

Visiting other cities, roads, or best practice locations already in place can stimulate the
debate about a proposed solution, particularly if it is new to the area. Visiting case
studies first hand can be invaluable, but when it is not possible, discussing case studies
with stakeholders and sharing photographs, drawings, and other materials can also
help stimulate debate and highlight possibilities. Figure 3.2 shows a public realm design
in San Diego, United States.
Figure 3.2 Public Realm Design in San Diego, USA
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3.7.5 One-on-One Meetings

Speaking directly to stakeholders is often the most productive way of understanding
their views. One-on-one meetings in the early project stages help build good
relationships. Many stakeholders appreciate speaking directly to the project team and
may prefer to make their views known in a one-on-one meeting rather than at a larger
workshop or design day.
3.7.6 Stakeholder Questionnaires

Questionnaires can be a useful way of capturing views, especially when the stakeholder
group is too large to meet individually or when it is important to understand views
before another event or meeting. Surveys are one way to reach potential project users
who, as a group, are typically difficult to reach. Questionnaires can be web or paper
based.
3.7.7 Websites
Websites can be a useful way of sharing information with stakeholders, particularly for
larger projects in which the affected stakeholder community is significant.
3.7.8 Visual Presentation Techniques

Most methods of engagement benefit from design proposals being communicated in
interesting, eye-catching, and stimulating ways. Stakeholders may not be familiar with
reading plans or maps so it is important to choose a method of presentation that is easy
to understand. The following are all very useful methods of presenting:
• Three-dimensional computer models, as shown in Figure 3.3, and animations help

bring designs to life and help stakeholders visualize the proposed project.
• Artists impressions and photomontages are relatively simple techniques that can be
invaluable in communicating designs to stakeholders
• Mood boards contain photographs of other projects that portray the style, look, and
design to be achieved; for example, in relation to street furniture and paving.
• Hand-drawn sketches can be useful in communicating concepts and ideas. Their
sketchy nature helps to convey the message that design is at an early stage and can
still be influenced by stakeholder comments, whereas computer-aided drawings
tend to look final.
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Source: Ashghal
Figure 3.3 Example of a Three-dimensional Computer Model
3.8 Community Engagement

The effective, timely involvement of local communities is fundamental to delivering
successful outcomes for projects that follow the CSD process. Road projects in
particular can benefit considerably from community engagement.
Often, community engagement will occur concurrently with stakeholder engagement,

and in some cases, the two may be similar or merge. Community engagement is
addressed separately to highlight the issues and techniques that are suited to dealing
with local residents. However, many of the principles and techniques mentioned in
Section 3.3 also are relevant.
3.8.1 What is “Community”?

Primarily, community engagement focuses on consulting with the public—the people
who will be affected by the proposals either as end users or people who live or work in
the study area. It also should include people who travel through the study area or visit
or spend leisure time there.
Generally, the amount of consultation should be proportional to the size of the project
and its effect on the area. Large road projects need to engage a wider audience, which
could mean giving everyone in the area an opportunity to comment on the project.
Smaller or more constrained projects take a different approach and may need to limit
engagement to people directly affected by a road project (for example, through land
take, visual or noise impacts, or impacts on access arrangements). Other projects may
choose to gauge opinions of the community by talking to community groups or other
intermediaries who represent the wider community.
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3.8.2 Benefits of Community Engagement

Benefits to an effective community engagement process may include:
• Local residents will be able to provide valuable local knowledge of the area, can
assist with developing the project vision and objectives, and can contribute to the
project proposals.
• The consultation will provide a flow of local knowledge and information that will
help focus on the issues that are of most concern to the local community.
• Community engagement will help generate greater acceptance of a project, which
could lead to fewer objections and issues during construction, therefore helping to
smooth the path to effective delivery.
Benefits to the community may include:
• Consultations give communities the opportunity to influence projects.

• Communities that are involved in the road design process are more likely to
understand the project, its rationale, and its design. Consequently, they are more
likely to support the project. The process can foster a sense of community
ownership and provide local people with a sense they can help shape their area.
• The individuals involved in the process may gain new skills and feel empowered
through their involvement.
• Consultations can help foster positive attitudes toward community involvement
and participation.
• The project is more likely to address the issues that concern the community;
therefore, the community is more likely to benefit from what they perceive as an
improvement to their local area.
3.8.3 Principles of Community Engagement

Community engagement should be undertaken in line with the following principles:
• Tailor the engagement process to project requirements and local context.

• Be honest and clear about the process and the boundaries (for example, what is
fixed and what can be influenced by community opinions).
• Be patient, listen, and respect different opinions.
• Recognize that different people express their views in different ways; the
engagement process should cater to everyone.
• Use clear language and avoid jargon.
• Use key members of the community to help develop the process.
• Use different techniques to encourage those who do not normally engage to have
their say.
• Make decision making transparent through a well-defined process.
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3.8.4 Understanding the Local Community

Similar to stakeholder engagement, it is important to tailor community engagement to
the specific project and local context. Understanding the local community is an
essential starting point in a community consultation exercise. The following should be
considered:
• How is your target community made up?

• What main demographic groups are in your area?
• Who are the key influencers in your target community?
• What community groups are active within the community?
• How is it best to communicate with the community?
• How does your target community use the Internet?
At the start of the project, create a list of community groups, which could include:
• Residents groups
• Local community groups
• Transport users groups for specific modes (for example, rail, bus, bike, and
pedestrian)
• Local businesses
3.8.5 Defining the Purpose and Objectives of the Consultation

To manage expectations, it is important to be clear about when, how, and to what
extent the community will be able to get involved in shaping the project. If practical
issues limit the opportunities or timing for community involvement, they need to be
explained at the outset.
As with stakeholder consultation, it is important to establish at an early stage whether

the overall objective of the process is focused on participation, consultation, or
information sharing. The focus will affect the way in which the community engagement
process is carried out, and it is critical that this is defined and agreed to at an early
stage.
3.8.6 Identifying the Scope of the Consultation

At the start of a project, it is important to identify the extent of the geographical area
that the consultation will target. Different projects require different approaches; it
might be appropriate to target:
• A select number of people (for example, people who adjacent to the section of road
that is being improved or people who are directly affected)
• Defined areas within a settlement (for example, a certain district or neighborhood
area)
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• A specific subset of the population (for example, people who use a certain mode of
travel)
• The population of a defined study area or settlement
3.8.7 When to Engage

As with stakeholder engagement, consultation with communities should begin at the
earliest possible opportunity. Relationships that are built at an early stage and
maintained throughout the project generally are the most productive.
Generally, the timeline for engaging the community is related to the engineering
design, with engagement before or after key design milestones. The process described
in this chapter for stakeholders also could be used as a general timeline to involve the
community.
3.8.8 Community Engagement Plan

The community engagement process should be clearly defined in the engagement plan.
For most projects, it is necessary to consult with stakeholders and the community, and
both generally can be dealt with in a single document; therefore, the guidelines
provided in Section 2.3 in this part are relevant.
3.8.9 Reporting
Accurate and effective reporting of community engagement is an important
requirement. The comments made by the community will need to be recorded;
reporting should provide an audit trail that explains which comments have influenced
the proposals and which have not. In cases where comments have not been addressed,
the reporting should provide a reasoned justification. This reporting should be available
to the community (for example, by making documentation public on a website).
3.8.10 Community Engagement Techniques

A wide range of techniques can be used to consult with communities, including:
• It is useful to use a selection of techniques because different people and groups

respond to different approaches.
• Community consultation can be less formal and often helps make it more accessible
to a wider audience.
• Different approaches are suitable depending on whether the overall objective is
participation, consultation, or information sharing.
• Where the overall objective is participation or consultation, different techniques
might be appropriate at different points in the project process; generally, projects
tend to be less participatory and more about information sharing toward the end.
The following sections describe techniques that combine traditional approaches with
innovative methods. In most cases, it is useful to undertake several of these activities
during the project lifecycle; therefore, they are not mutually exclusive.
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3.8.10.1 Public Exhibitions

Exhibitions, especially those held in easily accessible public venues with existing
pedestrian traffic (for example, in shopping malls), can be a useful way of reaching a
wide section of the community. Exhibitions are particularly useful for displaying and
seeking feedback on draft designs or proposals, and a questionnaire can be used to
record feedback.
3.8.10.2 Questionnaires
Questionnaires can be a useful way of capturing views. Questionnaires can be web- or
paper-based and can be used to ask questions about problems and issues or to seek
feedback on objectives and options.
3.8.10.3 Comment Cards

Comment cards allow people to record their views in a quicker, less formal manner.
Some people prefer to take the cards away and think about the comments before they
fill them in and bring them back on their next visit.
3.8.10.4 Workshops
Workshops can be a used to involve the community in debating issues. Small group
discussions in a workshop setting can be valuable (for example, in drafting objectives
and commenting on designs). However, community workshops require careful planning
to control numbers and need to be facilitated carefully.
3.8.10.5 Public Meetings

Public meetings can be a useful way of sharing information; however, they can be
difficult to control, and one or two outspoken individuals can influence the overall
mood of the audience. If a public meeting is required, the question and answer portion
of the meeting should be carefully managed.
3.8.10.6 Focus Groups

Focus groups are guided discussions within a small group. They are particularly useful
at the start of a project to help understand issues and priorities. Focus groups could
comprise individuals who volunteer; for a more representative group, individuals can
be recruited from the local community.
3.8.10.7 Websites and Online Consultations

Websites can be a useful way of sharing information with the community and can be
used to host consultations on formal documentation. Web-based consultation is useful
to get feedback on draft documents but generally would be used after employing some
of the other engagement techniques described above.
3.8.10.8 Graffiti Wall

The graffiti wall is a simple technique that collects views on one topic or issue. Graffiti
walls are informal, and they can help encourage people who may not want to make a
formal comment. They could be used for any audience but are especially well suited to
younger people who often find it fun and interesting.
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3.8.10.9 Voting Games

Voting games can be a useful technique to use during an exhibition or a workshop.
Participants use stickers to vote for their preferences (for example, which design option
they prefer).
3.8.10.10 Photo Surveys

Asking members of the community to record problems, issues, and concerns through
photographs can be a useful, simple technique. Photographs of aspirations, showing
what people might like their local area to be like in the future also can be useful.
3.8.10.11 Visual Presentation Techniques

Most methods of engagement benefit from design proposals being communicated in
interesting, eye-catching, and stimulating ways. It is important that all materials (for
example, maps and graphics) be clearly labeled and easy to read.
3.9 Policy, Strategy, and Plan Context

The project team should understand relevant policies, strategies, and plans that may
apply to the road, the area the road passes through, and the context at a scale that is
appropriate for the road. The road design may affect these policies, strategies, and
plans, and understanding this may will help support the delivery of these. Equally, the
road design should respond and adapt to the requirements of these plans, as required.
At an early stage in the project, the designer should establish relevant policies,
strategies, and plans defining how they influence the road design (and vice versa) and
potential solutions that meet all requirements. For example, relevant plans include land
use plans, open space strategies, and pedestrian and bike strategies.
3.9.1 Integrating Road and Land Use Plans

The place and movement functions of a road influence the approach to road design in
urban areas. To achieve objectives for the place and movement functions, it is
important to understand the land use context and its effect on travel demand. As such,
land development proposals should be integrated into the transportation network.
Roads and the public realm are often the place for a wide range of activities and events.
The public realm is not just used for functional reasons such as walking and cycling; it
also hosts a range of leisure activities including socializing, relaxing, shopping, eating,
and taking part in events such as sports and ceremonies.
A sustainable and coordinated approach to transport and land use planning can reduce
traffic, travel distances, and promote sustainable modes of transportation. Sustainable
modes of transportation can be promoted by providing a mix of service and amenity
facilities, such as schools and open spaces, within walking or cycling distance of homes
or offices. The road design should allocate space to enable easy and effective walking
and cycling, promote the movement function to enhance visual amenities, and create
places that are comfortable and well used.
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Similarly, the road design should respond to the adjacent land uses and the character
of the place that is being created. For example, roads by open spaces could adopt a
design approach focused on planting and landscape, whereas a road by an urban square
could focus on creating space for pedestrian priority, paved areas, high-quality paving,
and street trees. In contrast, roads that have a greater movement function could look
at greater segregation of pedestrians and cyclists from motor vehicles.
3.10 Develop the Design Vision and Objectives

Developing a vision and objectives for the road project will identify how the road design
responds to its context, meets the needs of stakeholders, and adds lasting value to the
community, the environment, and the transportation system. The designer should set
out the vision and objectives and should be able to develop strategies that will enable
these to be delivered.
The vision and objectives evolve during the design development stages by responding
to constraints, opportunities, and stakeholder input. The designer should identify how
and why changes may need to be made and revise the vision and objectives accordingly.
Stakeholders should be able to assist in developing the vision and objectives, and they
should be invited to contribute to their development at appropriate times during the
project.
Typical project objectives could include:
• Policy
− Transport and planning strategy objectives
• Safety
− The road is safe to build and maintain
• Economic
− Develop cost-effective solutions
− Develop low maintenance roads
• Visual
− Quality of public realm
− Protect existing visual amenity and character
− Enhance visual quality of the road and surrounding landscape
− Screen undesirable views of road infrastructure from the road and surrounding
areas
− Provide a pleasant driving experience with visual interest and relief
− Create a consistent character through the integration of road elements
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• Movement
− Safe movement for all users
− Balancing priorities to suit road function and classification
• Ecological
− Protect existing habitats and ecosystems
− Minimize loss of existing valuable vegetation
− Enhance biodiversity and natural drainage
− Use the roadside landscape to connect habitats
− Minimize impacts on natural drainage
− Promote an understanding of and respect for native flora and fauna
• Cultural
− Protect the cultural and heritage value
− Protect and enhance the setting of cultural and heritage features
• Community
− Provide for community users wherever feasible
− Provide access across and along the road for pedestrians and cyclists
− Create attractive gateways and features at entrances to neighborhoods and
community facilities
3.11 Understanding the Urban and Landscape Context

Context is defined as the character and setting of an area and can be described in terms
of the area’s physical, economic, and social characteristics. This guidance places
particular emphasis on understanding the context within which the project team is
working. Road proposals should be based on a thorough urban context appraisal or
landscape character appraisal. This section provides an introduction to urban and
landscape appraisals.
3.11.1 Urban and Landscape Appraisal

Understanding context is important to create a design that is appropriate for the setting
and can be integrated into the adjacent landscape or urban context. One of the keys to
a successful project is to achieve an understanding of the physical context through
either a thorough urban context analysis or landscape character appraisal. By
understanding the specific characteristics of an area, designers will be more able to
protect and enhance an area’s landscape, heritage, and environmental resources and
strengthen and enrich local identity, character, and distinctiveness by enhancing those
special qualities that make the area distinctive.
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A full analysis and appreciation of the wider context (for example, social, economic, and
environmental) should be carried out before design work commences. Site context
goes beyond the highway boundary and includes the adjacent landscape or urban area.
Designers should consider the following to create CSD solutions that complement and
enhance the existing context and sense of place:
• Community facilities and demographics

• Ecology and biodiversity
• Visual qualities such as key views and landmarks
• Local policy
• Movement
• Topography
• Landscape
• Heritage features
• Urban form and settlement pattern
• Key buildings
• Significant individual trees or tree groups
• Green spaces
• Gateways
• Land uses, users, and activities
3.11.2 The Value of a Good Road Landscape and Urban Streets

When the road landscape is designed well and in an integrated manner:
• It becomes an important element that contributes to the character of an area.

• It helps to create a unique sense of place.
• It helps to integrate the road into its landscape and urban context.
• There is unity, and the road corridor provides visual interest.
• It provides structure and 3D scale to the road corridor.
• It enhances existing ecological habitats and corridors.
• It provides shade for pedestrians and cyclists.
• It screens undesirable views of the road and helps filter dust.
• The public realm creates a sense of place as well as provide for movement.
3.12 Urban Context Appraisal

The quality of the public realm, which includes roads in urban areas, squares, and parks,
has a major impact on the way people perceive and use cities and towns. The quality of
the public realm often can influence how attractive, safe, and welcoming a place feels.
The design of roads and public spaces in urban areas has an important role in creating
a sense of place and building on the characteristics that make the area unique.
Highway proposals in urban areas should be based on a thorough urban context

appraisal. Good design comes from a thorough understanding of place and context,
which is defined as the character and setting of an area. A site’s context includes the
adjacent urban area.
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A thorough urban context appraisal will help the designer create a design that is
appropriate for the setting and that can be integrated into the adjacent settlement
pattern. Several factors contribute to a site’s context, including existing land uses,
buildings and spaces, access routes, landscape, ecology, culture, and heritage. Context
also includes the local community and how people use an area. Figure 3.4 shows an
example of urban context.
The following aspects should be considered in carrying out an urban design appraisal:
• Existing land uses

• Areas of activity
• Urban form, that is, the adjacent network of streets and spaces
• Urban structure, that is, the framework of routes and spaces
• Urban grain, that is, the pattern of blocks, plots, and buildings
• Poorly defined space
• Public space network
• Pedestrian and bike links
• Barriers creating pedestrian severance
• Locations dominated by traffic
• Landscape, that is the shape, form, ecology, and natural features
• Significant individual trees or tree groups
• Legibility
• Key views and landmarks
• Potential landmarks
• Gateways
• Areas with a poor visual setting
• Key buildings
• Building scale and massing
• Heritage
• Key street frontages and boundary definitions
• Areas that need improvement
• Details and local materials
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Figure 3.4 Examples of Urban Context
3.12.1 Character and Local Distinctiveness

In terms of urban roads, the sense of place can be defined by the form and function of
an area, as well as the design approach to paving, street furniture, planting, public art,
and signage. The use of materials and techniques should reflect and contribute to this
local distinctiveness. Roads should respect, strengthen, and enrich local identity,
character, and distinctiveness. The aim is to protect and enhance special qualities. The
appraisal should consider whether the character of existing streets or spaces
contributes to the identity of the whole area and whether the area requires
enhancement.
3.12.2 Land Use Context

Land uses influence the character of an area in terms of built form and the functional
characteristics of the road and its surroundings. The land use context can influence the
design of the road in terms of the types of activities that happen or are likely to happen
along a road and the need to accommodate the anticipated levels of movement. The
context analysis should identify existing and proposed land uses and areas of activity.
3.12.3 Urban Form, Street Structure, and Layout

The context analysis should consider the network of streets and spaces. This should
include an analysis of the existing urban structure, which is the framework of routes
and spaces and the pattern of roads, development blocks, and buildings within a given
area (Figure 3.5). The analysis should understand whether there is a clear distinction
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between public and private spaces and delineate poorly defined spaces that need
improvement. The proposed road hierarchy (refer to Part 4, Intersections and
Roundabouts) and layout should respond to the prevailing urban form of the area and
be integrated into the urban fabric where possible.
Figure 3.5 Example of Urban Development Blocks and Structure
3.12.4 Public Space and Parks

A strong network of public open space is important in terms of human use and
protecting ecological systems and processes. The proposed road and street layouts
should respond to the open space and park network, support multifunctional spaces,
and incorporate ecological assets, activity areas, and recreational facilities. The layouts
should be linked with routes for walking and cycling. The analysis should identify the
key public open spaces and whether these spaces need to be connected to each other.
The analysis also should identify whether public spaces provide for local needs and
whether there are opportunities for enhancements. Figure 3.6 shows public space.
Figure 3.6 Example of Public Space
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3.12.5 Movement
The context analysis should support development of the movement strategy by
integrating road proposals with the adjacent urban areas. The context analysis should
be closely linked to transport and travel assessments, and identify the key existing and
proposed routes through the area and whether these routes could be better
connected.
The analysis should link closely to transport appraisal work and identify pedestrian and
bike routes that need to be improved and whether these routes could be made safer
and more attractive. The analysis should identify landscape and streetscape
enhancements that encourage cycling and to make cycling safer for cyclists and
pedestrians, identify potential pedestrian and cyclist desire lines, and barriers that
create pedestrian severance. In terms of crossings, the analysis should identify where
people want to cross, whether crossings are in the right place, and whether additional
crossings are required.
The analysis also should identify locations dominated by traffic that would benefit from
a stronger “place” function by being redesigned or traffic calmed, or places where
parking needs to be improved, controlled, or reduced. The analysis should identify
street enhancements that would improve public transport in parallel with transport
appraisals of public transit facilities and whether stops are conveniently sited, safe, and
well lit.
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3.12.6 Landscape and Ecology

The urban context appraisal should include the landscape character assessment where
there is an overlap between the following:
• Local landscape character

• Ecology and natural features
• Significant individual trees or tree groups and other plantings
The appraisal should link closely to ecological appraisal work and identify which existing
natural features are important to conserve and enhance, including natural corridors,
green spaces (Figure 3.7), trees, and habitats.
Figure 3.7 Example of Green Space
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3.12.7 Legibility
Legibility refers to the degree to which people can understand and identify with the
built environment. Landmarks, such as distinctive buildings or features of a building,
help provide reference points and enhance legibility. The context analysis should
identify key views, landmarks, potential landmarks, and consider whether the area
could be made easier for people to find their way around. Signage can be an important
element in creating a legible environment, and the analysis should consider whether
existing signs contribute to this and whether they give the right impression of the area.
Gateways create attractive and inviting entrances to the area, and the analysis should
identify existing and potential gateways, consider how new highways should create or
relate to these features, and whether these places could be made more welcoming.
Figure 3.8 shows examples of signage.
Figure 3.8 Examples of Signage
3.12.8 Buildings
The physical massing of a building, that is, its footprint, length, width, and height, has
an effect on the character of the area, including how roads and public space are
perceived and used. It is important how buildings relate to the street in terms of
frontages and boundary definition. The context analysis should identify key buildings
considered important in the street scene in terms of legibility, heritage, or design. The
analysis also should identify the prevailing building heights in the area, the sense of
enclosure, and the relationship of buildings to the road. Figure 3.9 shows prevailing
building heights in the city center.
Figure 3.9 Prevailing Building Heights in the City Center
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3.12.8.1 Heritage
Local heritage features can be a key factor contributing to local distinctiveness that
should be identified through the context analysis and supporting studies. The analysis
should consider whether there is a historical settlement and street pattern that should
be respected in new proposals and whether historical features should be retained.
Figure 3.10 shows an example of a heritage asset.
Figure 3.10 Heritage Assets
3.12.9 Community Facilities

The context analysis should identify where existing and proposed local facilities are
located and how they are accessed. Examples of community facilities include public
parks, schools, mosques, and shops.
3.12.10 Community Safety

Community safety can be a key factor in how areas are used. The context analysis
should identify places the local community identifies as feeling unsafe and seek ways
to address this through new highway projects. Examples include fronting buildings onto
the street to promote natural surveillance and improving lighting.
3.13 Landscape Character Appraisal

The landscape character appraisal is developed to identify significant features of a
landscape and an understanding of their importance. It is a tool for identifying what
gives a locality its sense of place and makes it distinctive. It helps landscape designers
for road projects to protect and enhance features of value by incorporating measures
to mitigate adverse landscape effects, creating new sustainable and attractive
landscapes.
Landscape character assessments and visual impact assessments are similar. Landscape
character assessment involves collecting information about the characteristic features
of the landscape including its landform, vegetation, and land use. It describes the
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landscape in a systematic way. The assessment identifies broadly homogenous

character types that show typical features and patterns. This allows a better
understanding of the landscape and what is distinct, so proposed changes can respond
to character and context, add to it, or change it.
The assessment of potential effects takes into account what influence the proposal has
on the surrounding landscape and to what extent it will affect the landscape's
distinctive quality and substantial local diversity and character.
Visual impact assessments relate to the potential change in view and visual amenity
experienced by people from particular locations. These places include private
residencies, community facilities, and public parks as well as views from the road.
There are important overlaps between landscape character assessment and ecology
and cultural heritage. Habitats can be part of a distinctive landscape; for example,
low-lying sabkah contains plant species that are salt tolerant. The low-lying landform
and the plant types contribute to creating a distinctive landscape character. In
undertaking a landscape assessment, the designer should refer to the environmental
policies, studies, and assessments to determine mitigation measures that can be
incorporated into the landscape design process.
3.13.1 Landscape Character Assessment Process

The landscape character assessment should follow the following series of steps:
• Step 1: Describe the existing landscape character

• Step 2: Identify the road function and its interaction with the landscape
• Step 3: Undertake the impact assessment
• Step 4: Develop mitigation measures
• Step 5: Develop the landscape design vision and goals
The assessment and mitigation measures may need to be repeated as part of an

iterative design and assessment process as the road and landscape designs move
through the development phases.
A landscape character assessment may be required as part of an environmental impact

assessment (EIA). Part 21, Environmental, of this manual introduces the key stages in
the EIA process and encourages close communication between the design and
assessment teams. It is not a guide on how to undertake an EIA; the Ministry of
Environment has published detailed guidance for EIAs. However, this manual requires
designers to demonstrate the designs have considered and accommodated
recommendations from the EIA process, in particular by incorporating mitigation
measures into the design. In this regard, the landscape character assessment and urban
character appraisal are important requirements for the designers to understand
context and identify potential environmental impacts and opportunities.
The scope of the assessment and the level of detail required in the assessment will vary
depending on the extent, scale, and complexity of the road project; the landscape it
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passes through; the potential effects of the road proposal on the landscape; and the
needs of stakeholders.
The landscape character assessment could be a technical note for smaller-scale projects
to a comprehensive and detailed report and drawings for a major project. The report
should describe the landscape character, potential impacts, required mitigation
measures, and design integration strategy. The report should outline landscape design
requirements so these can be carried forward into the concept, preliminary, and
detailed design phases. The scope of the assessment should be agreed upon and
undertaken at an early stage in the project so the assessment and potential mitigation
measures can be incorporated into from the beginning of the design process.
3.13.2 Describing the Existing Landscape Character

Landscape character assessment involves collecting information about the characteristic
features of the landscape. The assessment is presented by categorizing the landscape into
broadly homogenous character types that show typical features and patterns and
landscape character areas that show the extent and area covered by each type. This
provides a baseline against which changes resulting from the proposal can be measured.
The existing landscape character should be established through a desktop study and
visits to the site. Typical information required to define the character types and their
areas could include:
• Geology and soils

• Landform and topography
• Watercourse and drainage systems
• Vegetation types and land cover
• Land use
• Settlement patterns
• Cultural and historical features
• Protected and designated sites and special areas
Aesthetic and perceptual qualities could include:
• Balance and proportion

• Scale
• Enclosure and openness
• Texture
• Color
• Diversity
• Unity
• Form
• Pattern
• Noise and tranquility
The information should be presented as a series of map overlays, which will assist with
identifying areas of common character. In some instances, a pattern of landscape
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character will be obvious, but in others, no immediate pattern will emerge and a more
detailed assessment may be required.
The site visit can identify landscape features that are not apparent from the desktop
study and enables the designer to record aesthetic and perceptual qualities of the area.
Photographs of the site that are annotated, if required, should support the written
description to show and explain important landscape features. The written description
should provide an overall impression of the character, the elements that make up the
landscape, and the way they interact.
Each landscape character type should be written by an appropriately trained landscape

architect in a way that describes the overall character in objective and subjective terms,
with factual statements about elements in the landscape, and more evocative
statements about its character. The description needs to avoid value judgments and
personal values. The landscape character assessment is to be illustrated on a landscape
character plan that maps the extent of the various landscape character type and their
respective areas, landform, screening features, key views, and other relevant important
landscape features.
An assessment of the wider landscape context is required for larger projects and will
assist in the more detailed assessment required for all projects. The wider landscape
appraisal should consider large-scale geographical elements as noted above, such as
geology, soils, landform, climate, flora, fauna, and other relevant environmental factors
to determine the landscape character types. The level of detail within the assessment
should be appropriate to the scale of the project. Typical landscape types are described
in Table 3.1.
Table 3.1 Landscape Types

Landscape Type Description
Coastal Edge Low-lying coastal dunes between built up areas (mangroves) and ports
Sabkah Flat low-lying areas of saline windblown sand or silt deposited in areas of shallow
sea
Rawdat/Ecological Pockets of sweet soils allow development of lush vegetation in contrast to the
Character surrounding desert
Sand Dunes Windblown sands over the limestone peninsula form classic crescent dune shapes
Desert A flat and expansive landscape of limestone with pockets of native vegetation
Urban Fringe The transition between open landscapes and denser development varied in
character consisting of scattered and low-density development, both industrial
and residential
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3.14 Local Landscape Character Appraisal

The designer should undertake a detailed local landscape appraisal of the site. This
should be undertaken for all projects and consider the following elements:
• Soils
• Localized landform and slopes
• Views and viewshed
• Groundwater and hydrology
• Habitats and ecology
• Existing vegetation location and species
• Pedestrian and bike circulation
• Sun paths and shade provision
• Noise and dust
3.14.1 Identify the Road Function and its Interaction with the Landscape
This step identifies the critical elements of the road proposals and how they will affect
the landscape. This helps determine the scope of the landscape character assessment
following an understanding of the scale and complexity of the road and sensitivity and
value of the landscape.
It also should identify potential mitigation measures that could involve changes to the
road alignment and avoid impacts. Typical interactions and potential effects on the
landscape could include:
• Change to landscape character

• Loss of landscape element
• Loss of existing vegetation
• Loss or changes to habitat
• Change in views toward and from the road
• Changes to the setting to historical or cultural features
3.14.2 Undertake the Impact Assessment

Undertaking the landscape character assessment and identifying the road function and
its interaction with the landscape help define the scope and level of detail required for
the impact assessment. The impact assessment takes into account the influence the
road will have on the surrounding landscape and to what extent it will affect the
landscape's distinctive quality and substantial local diversity and character.
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The impact assessment should contain:
• A description of the broad landscape character (if required)

• A description of local landscape character, including the definition of landscape
character units
• Definitions of the sensitivity of the landscape character to the road proposals
• A description of the predicted changes to the landscape character
• A visual envelope plan and description of the important views to and from the road
3.14.3 Develop Mitigation Measures

Mitigation measures help avoid or minimize potential adverse landscape effects. It
should be possible to identify measures from the feasibility and concept stages of a
project. The measures should be identified in reports and, where appropriate,
identified and illustrated on plans and other drawings. Mitigation measures serve as a
basis for a detailed landscape design. The measures should form part of the design
process that creates positive outcomes, achieves the design objectives, and creates
attractive urban streets and road landscapes. Part 21, Environmental, of this manual
identifies several environmental aspects where landscape design is an important
consideration in developing mitigation measures.
3.14.4 Visual Effects

Visual effects relate to the change in view from particular viewpoints, such as:
• Private residential properties

• Commercial and industrial properties
• Public and community facilities
• Public parks and open spaces
• Roads
• Footways and bike paths
As part of the assessment, designers should understand the potential change in view
by those who have a view or a potential view of the road. This assessment is normally
part of the EIA and associated potential mitigation measures. The designer incorporates
those measures into the landscape design. Design solutions may include walls, visual
barriers, and landscaping to screen poor aesthetic treatments.
The designer also should consider the view of the motorist from the road. They should
undertake an assessment of the potential drive from experience and describe vistas
and views from the road. The designer should identify views to interesting and
important features that should be maintained or emphasized through framing of the
view and where views to unsightly features should be screened. Creating diversity and
interest for the motorist through a well-designed road landscape can have important
safety benefits to help maintain driver alertness.
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3.15 Context Sensitive Solutions

The CSD process provides an approach to promote solutions that are sensitive to their
urban or rural context. Solutions should be derived from the key elements of CSD in
terms of a collaborative and multidisciplinary teamwork, effective stakeholder, and
community engagement, and a comprehensive analysis of the local context.
3.15.1 Project Stages

CSD promotes stakeholder engagement throughout the design process, and work
stages need to include stakeholders input and context appraisal. Safety, community
integration, character, ecology, cultural heritage, maintenance, and cost effectiveness
are values that need to be considered throughout the design process that include the
following main stages:
• Project scope
• Project brief
• Describing the vision and setting objectives
• Understanding the urban and landscape context
• Concept design
• Preliminary design
• Detailed design
• Tender documents
• Construction
• Maintenance and management
3.15.2 Context Sensitive Solutions

The next chapters present guidance on CSS for urban and rural roads. Chapter 4
provides guidance regarding design objectives, design issues and priorities, and user
requirements for urban roads. Chapter 4 also provides guidance on specific road
elements such as interchanges, intersections, and roundabouts. More detailed
streetscape guidance is provided for street furniture, materials, and planting.
Guidance in Chapter 5 provides design objectives for rural roads, including specific
guidance on design and road elements such as intersections, roundabouts, earthworks,
structures, planting, and water management.
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4 Urban Roads
This chapter sets out guidance for urban road design approach that reflects the road
classification set out in Part 2, Planning, of this manual. Urban roads are those that lie
adjacent to areas that contain or are zoned to contain built land use development. This
chapter is to be read with Part, Roadway Design Elements, Part 4, Intersections and
Roundabouts, Part 5, Qatar Roadway Design Criteria and Process, Part 6, Design for
Priority Intersections, Part 7, Design for Roundabouts, and Part 8, Design for Signal
Controlled Intersections, Part 9, Interchanges and Freeway or Motorway Corridors, Part
19, Pedestrian, Bicycle and Public Transportation, and Part 22, Landscaping and
Planting Design, of this manual, which set out the wider transport and engineering
aspects of road planning and design. Additionally, the QPRG, published by ASHGHAL,
should also be consulted. This chapter focuses on CSD issues and how these principles
are applied to roads in urban areas.
4.1 Approach
The design approach to urban roads responds to the key elements of CSD defined in
Chapter 1, which comprise:
• A collaborative approach to teamwork

• Multidisciplinary teamwork
• Effective stakeholder engagement
• Working with the local community
• A comprehensive analysis of the local context
The guidance in this chapter specifically focuses on those aspects relevant to roads in
urban areas and, in particular, their urban context.
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4.2 Comprehensive Urban Road Design

The designer should adopt a comprehensive approach to road design that considers
the design of the public realm with traffic management and engineering requirements.
This comprehensive approach seeks to integrate the range of different users, reconcile
their requirements, and promote sustainable modes of travel such as cycling, walking,
and public transport.
Roads provide for a range of functions including the following:
• Place
• Movement
• Access
• Parking
• Drainage, utilities, and lighting
This part should be read in conjunction with Part 4, Intersections and Roundabouts, in
this manual, which addresses urban road design issues, particularly lower speeds in
residential, commercial, and recreational areas. The guidance and standards set out in
Part 4, Intersections and Roundabouts, have a clear influence on designing the public
realm and landscape.
4.3 Objectives for Urban Roads

4.3.1 General
The designer should prepare and agree with the client and stakeholders design
objectives in urban areas. These objectives should relate to the overall project vision,
objectives, and be read in parallel with other project transport objectives. Figure 4.1
and Figure 4.2 show the design for a commercial area and a public square, respectively.
Objectives that relate to the visual appearance of the road could include the following:
• Safety: A safe environment for all modes of travel

• Land use context: Proposals that relate to existing and proposed land uses
• Character: A place with its own identity
• Efficient movement: A place that is easy to get to and to move through
• Walking, cycling, and public health: Promotion of healthy living through walking
and cycling
• Activity: Quality public spaces for a range of users
• Legibility and image: A place that has a clear image and is easy to understand
• Sustainability: A place that can be sustained over time
• Culture and heritage: A place that preserves and expresses local customs and
traditions
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Figure 4.1 Commercial Area
Figure 4.2 Public Square
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4.3.2 Safety
Safety should be at the forefront at the beginning of the design process to deliver and
create a safe and secure environment by creating safer movement for pedestrians and
vehicles at all times of the day. Road and public realm design should minimize conflicts
between pedestrians, cyclists, and vehicles. Road safety is addressed in greater detail
in Part 24, Road Safety Audits, of this manual.
Part 5, Qatar Roadway Design Criteria and Process, of this manual provides general
requirements for visibility. Reduced requirements at lower classification road are
provided in Part 4, Intersections and Roundabouts, of this manual.
Managing speed is an essential requirement to create a safe road environment, and the
road characteristics help determine the safety of the posted speed. The road
characteristics include the context of the urban area the road passes through, the land
use, built form, parking, service roads, landscape, and public realm.
Roads should be designed to be self-explaining so their appearance provides users with

consistent and appropriate information about their function and that their driving
behavior responds accordingly (see Figure 4.3, Figure 4.4, and Figure 4.5). Busy, active,
and interesting streets can be more pleasant for pedestrians. Increased activity also can
create a sense of safety and security within the public realm and deter certain aspects
of criminal behavior by encouraging natural surveillance, particularly where buildings
overlook public spaces. In particular, streets should be designed to promote a sense of
security after dark through appropriate lighting and as part of a comprehensive street
design.
Places with well-defined routes, spaces, entrances, and boundaries that provide for
convenient movement also can promote a sense of ownership and respect.
Maintenance also is important to create a cared-for image, and places should be
designed with management and maintenance in mind.
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Figure 4.3 Crossing Facility
Figure 4.4 Active Building Frontage
Figure 4.5 Roadside Barriers for Safety
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4.3.3 Land Use Context

The road design process should relate closely to the existing land use context and, if
appropriate, to other land use proposals.
The design of the road and adjacent public realm should respond to the type of uses
and activities anticipated to take place. The highway design should be integrated to the
existing or proposed urban form, street structure, and layout. Where applicable, the
proposed road pattern should consist of a connected network of streets to create well-
defined, high-quality street environments. Figure 4.6 shows examples of street and
urban environments.
Figure 4.6 Street and Urban Environments
4.3.4 Character
The designer should develop an understanding and appreciation of the area’s
characteristics, including urban form and the way a place is used, and use this to form
the basis for a unique design response.
Good design can contribute to a sense of place by reinforcing the local pattern of
development and grain of the urban landscape. Sensitive urban design is required to
reinforce local identity so new highways can be integrated into the adjacent urban
fabric to create a sense of place.
Designers should develop an understanding of the urban context through the urban
context appraisal described in Chapter 1 in this Part. Designs should protect and
enhance the special qualities that make the area distinctive. Figure 4.7 includes
photographs that highlight a typical range of characteristics that exist and features that
contribute to local identity, including landmark buildings, heritage features, and land
uses.
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Figure 4.7 Examples of Urban Character
4.3.5 Link and Place

Roads can be divided into two functions: link and place. Links are roads that primarily
have a movement function where people pass through. Typical activities include
moving cars, vans, and other vehicles; public transport; bikes; and pedestrians.
Places are roads where people stay. Typical activities include people standing and
seating, shopping, and trading, parking, loading, and servicing. Places often are defined
by their cultural importance, importance of adjacent buildings, or the street space.
These two functions overlap, and the balance between them varies according to a
range of criteria. Links and places have different levels of significance, and road levels
can be defined through their road classification or function, such as expressways where
the priority is for the rapid movement of vehicles.
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A matrix is used to identify the balance of link and place for a road. A road may have a
changing balance depending on the time of day or year, how it is used, and variations
along its length. Figure 4.8 shows that movement function is the priority for an urban
road. Figure 4.9 shows that character of the traditional street network creates a strong
sense of place.
Figure 4.8 Movement Function is the Priority for This Urban Road
Figure 4.9 Character of the Traditional Street Network Creates a Strong Sense of
Place
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4.3.6 Efficient Movement

Efficient movement for all modes of transport should be promoted with an emphasis
on sustainable movement and creating a network of connected streets and spaces,
prioritizing pedestrians, cyclists, and public transport. The design should allow safe,
direct routes for pedestrians, cyclists, vehicles, and the mobility impaired and greater
route choice. The movement framework includes a range of road functions. For major
roads, the emphasis is on vehicle movement; for other roads, greater emphasis is on
place.
The public realm should be accessible for all, regardless of age or physical ability. It is
essential that existing pedestrian routes are protected and enhanced by road
proposals. Road proposals should provide direct links that are attractive, well lit, and
have good levels of visibility and natural surveillance.
Safe and direct access to public transport routes also should be a key design principle.
Providing easy walking access to public transport and to and from homes, employment
areas, leisure, and community facilities reduces vehicular traffic and pollution. Bus
stops should be located in well-lit, public places and allow ease of access to key
destinations (see Figure 4.10, Figure 4.11, and Figure 4.12).
Figure 4.10 Public Transport Access
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Figure 4.11 Ease of Vehicle Movement
Figure 4.12 Pedestrian Movement through Identified Crossing Routes
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4.3.7 Sustainability
The designer should design roads to be adaptable and flexible so they can respond to
future requirements and meet sustainability objectives. By considering whole life costs,
maintenance, and management requirements at the design stage, the quality of the
public realm can be sustained over time with sufficient resources set aside. In addition,
road designs should promote walking, cycling, and public transport to reduce carbon
emissions.
The design also can reduce water use for irrigation, and providing shade can decrease
ambient temperatures and promote pedestrian comfort (Figure 4.13, Figure 4.14, and
Figure 4.15).
Figure 4.13 Lawn Area to Help Reduce Ambient Temperatures
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Figure 4.14 Irrigation for Lawn
Figure 4.15 Trees to Provide Shade
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4.3.8 Walking, Cycling, and Public Health

Public health can be improved by promoting higher rates of walking and cycling, and
the quality of the public realm and pedestrian routes can influence people’s choice of
transport mode. People are more likely to walk or bike if the street is comfortable, safe,
and visually interesting. Figure 4.16 shows examples of walking and cycling
infrastructure.
Figure 4.16 Examples of Walking and Cycling Infrastructure
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4.3.9 Activity
CSD should create public space that provides for a diverse range of activities
appropriate to the urban context. Variety is fundamental to creating a place with its
own character, visual interest, and activity, catering to a range of lifestyles and
responding to local community needs.
The public realm should be designed to be purposeful, meaningful, well integrated, and
with a distinctive identity. Public open spaces should be designed with high-quality and
multifunctional spaces that are attractive, feel safe, and provide usable public space for
a range of uses, such as walkable communities, social interaction, cafe seating and
dining, children’s play space, and public plazas.
The layout of public spaces (Figure 4.17) should be integrated into the street network
with respect to the area’s character, particularly the use of materials, street furniture,
and plantings, which can help create a sense of community ownership.
Figure 4.17 Examples of Public Spaces
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4.3.10 Legibility and Image

Designers should seek to improve the image of the area by creating a distinctive
identity, brand, and style for the streetscape and a high-quality public realm.
Landmark buildings, other built and landscape features, a clear hierarchy of routes and
intersections, and high-quality, consistent signage should be considered to increase the
legibility of the road environment. Building and layout design, planting and views can
be employed to form visual focal points and landmarks along the road. Creating
landmarks and important public spaces also can assist with orientation for local people
and visitors.
Landmark buildings (Figure 4.18) can be used to terminate vistas along key streets and
define pedestrian routes. Routes should be direct with consideration for creating
gateways and landmarks to improve the sense of arrival and place. Gateways also are
an opportunity for including public art.
Figure 4.18 Examples of Qatar Landmarks
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4.3.11 Culture and Heritage

Preserving and integrating local heritage helps preserve features valued by the local
community and adds to a sense of place and local identity. Road designs should help
preserve and express local customs and traditions, emphasize privacy and security, and
promote community neighborhoods. Figure 4.19 shows examples of heritage features.
Figure 4.19 Examples of Heritage Features
4.4 Urban Road Design

This section provides guidance for the key design issues relating to urban roads and the
competing priorities of the place and movement functions of roads, the need to balance
land use and travel demand, and the need to reconcile the design priorities of different
users, stakeholders, and local residents.
4.4.1 Urban Context and Road Character

The designer should consider the place and movement functions of a road, as well as
the land use context, which is the key generator of travel demand.
Street design needs to respond to changes in land use so there is a seamless transition
between areas. Toward an urban center, development density tends to be higher, and
more intensive land uses will lead to higher levels of movement and a need for greater
road capacity. The higher density also places a need for increased public realm space
for pedestrians, cyclists, and public transport provisions.
The type of land use also is an influencing factor for designs. Planning can help reduce
vehicle trips by providing a mix of land uses within walking or cycling distance, or along
public transport routes, and ensuring good access to services and amenities.
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The level of access and parking required from a road is heavily dependent on the land
uses adjacent to the road. This parameter refers to the land use categories that are
appropriately adjacent to each road class. The following land use categories are used,
often overlapping each other:
• Industrial
• Commercial
• Residential
• Recreational
• Mixed use
The industrial area category includes activities associated with manufacturing, storage
warehouses, logistics, and military facilities. The features and issues of this area
typically include:
• Larger footprint buildings

• A need to accommodate large delivery vehicles
The commercial area (Figure 4.20) category includes offices, shopping malls, retail
outlets, strip malls, restaurants, banks, hotels, and business districts such as West Bay.
The features and issues associated with the commercial area typically include:
• High-density land uses toward the urban center with larger-scale development and
building heights
• Higher traffic volumes toward the urban center
• Higher levels of pedestrian movement, particularly in office, shopping, and retail
areas
• Need to accommodate a range of users, including delivery vehicles
• Higher function for shopping, tourism, hotel, and restaurant areas
Figure 4.20 Commercial Area
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The residential area (Figure 4.21) category includes villas, townhouses, and apartments.
Buildings that are comprised of apartments but have significant retail facilities on the
ground floor should be considered in the commercial category above. The features and
issues associated with the residential area include:
• The need to balance movement and access with place function

• A higher place function on local access roads and the need to create safe residential
environment
Figure 4.21 Residential Area
The recreational area category includes sports facilities, leisure centers, gymnasiums,
stadiums, open spaces, and public parks. The place function of parks and open space
areas is influenced by the landscape character as well as the built character, thus
environmental quality of these areas is a key issue.
The mixed-use area category can include a diverse mix of land uses and at variable
densities of use, form, and character. They may be distinct areas or be on the boundary
between areas that have a singular land use.
4.4.2 Road Function

A context sensitive approach to the street environment requires the designer to focus
on the road network role and function to determine a hierarchy in which to deliver an
appropriate design approach.
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Classifying roads into various categories is an important consideration in planning and

engineering. Roads in Qatar can be classified in a number of ways, including:
• Functional: classifying roads according to the type of service they provide

• Geometric: classifying roads according to their physical attributes
• Administrative: classifying roads according to the government agency that has
responsibility and control over them
• Performance: classifying roads according to the level of service they offer
Of these, functional classification is the predominant method of categorizing roads in

planning and engineering. It is based on actual or intended use of a road within the
network as a whole and the degree of access or mobility that is to be provided to
adjacent properties.
The first step for the designer to consider is the function the road will serve within the
surrounding context. Urban and rural areas have different characteristics in terms of
their road network density, extent of their built-up areas, and nature of their travel
patterns. Table 5.1 shows the land use frontage and functions of roadway
classifications. Figure 4.22 shows the change in character moving out from the urban
center through commercial and retail land use, Figure 4.23 shows different road types
through residential land use areas with different densities, and Figure 4.24 shows
different road types through different recreational, industrial, and urban edge areas.
Refer to Part 2, Planning, for road classifications.
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Table 4.1 Land Use Frontage and Functions of Roadway Classifications

Land Use Frontage Function
Not Residential Mainly free-flow traffic connecting major land
Not Recreational uses across wide urban areas. Medium to high
Expressway
traffic volumes. Primary function is mobility.
No access.
Commercial Industrial Connect urban districts. Medium to high
Major Preferred traffic volumes. Primary function is mobility.
Access is secondary function.
Commercial Industrial Connect urban districts. Medium to high
Arterial Minor Preferred traffic volumes. Minor arterials place emphasis
on access.
Retail Special arterial. Medium to high traffic
Boulevard Commercial volumes. Primary function is access. Mobility
Recreational is secondary function.
Not Residential Distribute traffic between Expressway
Not Recreational interchanges. Medium to low traffic. Primary
Collector Distributor
function is mobility. Access is secondary
function. Parking prohibited.
Industrial Collect traffic from service roads and local
Commercial roads and distribute to arterials.
Major
Residential Medium traffic flows, Mobility and access
Recreational given equal importance.
Collector
Industrial Collect traffic from service roads and local
Commercial roads and distribute to arterials.
Minor
Residential Low traffic flows. Mobility and access given
Recreational equal importance.
Industrial Provide access to adjacent land. Primary
Commercial function is access. Minor mobility function.
Residential Through traffic is discouraged with traffic-
Local Road
Recreational calming. Parking permitted with conditions.
For recreational, minimal mobility and access
functions.
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Figure 4.22 Change in Character Moving Out From the Urban Center through
Commercial and Retail Land Use
Figure 4.23 Different Road Types through Residential Land Use Areas with
Different Densities
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Figure 4.24 Different Road Types through Different Recreational, Industrial, and
Urban Edge Areas
4.4.3 Streetscape Zones

To deliver comprehensive street design, the designer should consider the pedestrian
realm in terms of different zones reflecting different functions. Design proposals must
consider the specific requirements of each zone and the particular requirements of
pedestrian, cyclists, and transit users. Figure 4.25 shows the streetscape zones. The
pedestrian realm zones include:
• Threshold
• Pedestrians
• Street furniture
• Cyclists
• Edge
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Figure 4.25 Streetscape Zones
4.4.3.1 Threshold Zone

The threshold zone forms the transition between a building or plot boundary, or
combination of both, and the pedestrian zone.
In retail, commercial areas, particularly in urban centers, this zone serves to provide
space for building access elements such as steps, ramps, door openings, signs, displays,
and canopies related to the building. This zone provides gathering space outside
buildings; it should be kept reasonably free of street clutter so people can stand or walk
in the shadow of buildings. Materials within this zone should relate to the pedestrian
movement zone and materials within the plot boundary to provide a seamless
appearance to the public realm.
In residential areas, this zone has an important role in terms of providing privacy and
acting as a boundary.
In land use areas away from the urban center, the threshold area may have a stronger
planted character.
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Figure 4.26 Threshold Zone
4.4.3.2 Pedestrian Movement Zone

The pedestrian movement zone forms the primary movement area for pedestrians. The
pedestrian movement zone provides direct routes linking destinations; it should be free
of street furniture and other street clutter to facilitate easy and direct pedestrian
movement.
The design and width of this zone needs to be based on the expected usage and
respond to adjacent land uses, as higher-density commercial or retail areas may result
in higher volumes of pedestrians. The materials used in this zone also will reflect the
adjacent land uses and character of the wider area.
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Figure 4.27 Pedestrian Movement Zone
4.4.3.3 Street Furniture Zone

The street furniture zone forms the location of street furniture, equipment, kiosks,
cafes, signage, trees, and landscape.
In urban centers, this zone can be the most cluttered of the pedestrian zones, with
elements affecting the visual appearance of the street in terms of individual
appearance and the cumulative impact of a larger number of elements. It is important
that street furniture elements be consolidated and organized to minimize this visual
impact and avoid unnecessary street clutter. This zone also can provide screening and
buffering for specific elements. The design of this zone should consider movement
between the other pedestrian realm zones and include breaks between street furniture
groups to allow access and provide a visual break in the street scene.
Tree planting within this zone affects visual appearance of the street and can provide
shade and screening. For the wider street scene, it is important that street tree planting
and planting areas not impede forward visibility for cyclists, affect passive surveillance
from surrounding properties, or create hiding places close to sidewalks.
In residential areas, the amount of street furniture provided is potentially more limited
and likely to include lighting, bollards, signage, and occasional seating.
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Figure 4.28 Street Furniture Zone
4.4.3.4 Cyclists Zone

The cyclist’s zone may be required where there is a need to provide cyclists with a
dedicated, off-road bike lane. Integrating segregated bike lanes within the pedestrian
realm zone requires consideration to avoid conflicts with pedestrian movement. There
also is a need to consider links back onto the roadway and with other bike routes for
safe bike movement.
Figure 4.29 Cyclist Zone
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4.4.3.5 Edge Zone

The edge zone is adjacent to the roadway or parking areas and provides space to open
car doors, pedestrian waiting areas for buses, and waiting areas for taxis.
In urban centers, this zone can be visually cluttered with signage, lighting, and other
street elements affecting the visual appearance of the street individually and
cumulatively. For narrower streets, such as residential streets, it may be possible to
locate these elements in the street furniture zone. In areas that include public transit
stops and taxi lay-bys, it is possible to combine the street furniture zone and edge zone.
Figure 4.30 Edge Zone
4.4.4 Special Urban Roads

Mushtarak, a narrow shared-space road, is a shared space in residential areas where
different transport modes have equal priority. This special street provides social space
that responds to the residential environment. The aim is to accommodate social
activities by providing seating, children’s play space, and other features that promote
social interaction.
The approach to shared space is focused on integration rather than separating different
functions and users within the public realm. This design approach reduces the
dominance of motor vehicles by reducing vehicle speeds, minimizing the physical
demarcations between vehicles and pedestrians, and encouraging drivers to behave
differently. This enables all users to share the space equally and for pedestrians to use
parts of it that normally would be dedicated for vehicle use only.
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Some shared spaces omit curbs and have a contiguous level; these are shared surfaces.
A shared surface is one where the physical barrier of a curb has been removed to allow
the pedestrian to move freely across the street and to indicate to motorists that they
should expect this behavior. Equally, motorists can use the whole street. It is important
to create spaces where pedestrians can feel comfortable that vehicles will not be
present in these areas.
Figure 4.31 Mushtarak – Shared Space
A Sikka is a narrow alleyway that provides access mainly for pedestrians, although some
alleyways can be used by cyclists and offer useful pedestrian and bike links within
neighborhoods. A Sikka should be designed with quality materials, street furniture,
lighting, and avoiding street clutter that could obstruct pedestrian movement.
Figure 4.32 Sikka
4.5 Pedestrians, Cyclists, and Transit Users

Designers need to consider pedestrians, cyclists, and public transport users to provide
adequate facilities that are safe, attractive, and respond to the project objectives, their
context, and be appropriate to the functional classification of the road.
This section needs to be read in conjunction with the guidance and standards set out in
Part 19, Pedestrian, Bicycle and Public Transportation, of this manual. Part 19 provides
information and guidance relating to providing pedestrian facilities including types of
pedestrian facilities, recommended geometric design criteria, and consideration of
features to improve pedestrian safety. It provides information and guidance relating to
providing cyclist facilities, including selecting suitable bike facilities, recommended
geometric design criteria, integrating bike facilities with the highway network, and
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designing other bike-related features. In addition, it discusses the provision of public

transport facilities, particularly the design of bus facilities, bus stops, and bus terminals.
4.5.1 Designing for Pedestrians

It is essential to consider pedestrian needs in designing projects and give them equal or
greater consideration than other road users. The design of pedestrian facilities must
consider the needs of all potential users, including those visually and physically
impaired. In addition, when providing for pedestrian movement and direct pedestrian
routes, the pedestrian environment should provide sufficient space and facilities to
provide comfort and safety for pedestrians.
The level of provision of pedestrian facilities is related to the function of the roadside
development and the road classification. Part 4, Intersections and Roundabouts, of this
manual provides information on the design standards related to pedestrian facilities
and provides further information on the following pedestrian facilities:
• Sidewalks
• Off-road sidewalks
• Shared-use paths
• Segregated paths
• Integrated facilities
• Verges and shoulders
• Crossings
Pedestrian routes (Figure 4.33) should be designed to a high standard and be clearly
defined through high-quality paving materials, pedestrian signage, and street furniture.
The use of materials is important in terms of defining activities, pedestrian routes, and
the different pedestrian zones.
Figure 4.33 Examples of Pedestrian Routes and Facilities
Seating and shade shelters should be provided at key nodal points and at appropriate
distances to provide opportunities for pedestrians to rest. Providing sufficient seating
space and associated shade shelters also will maximize opportunities for social
interaction.
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The design should consider usage throughout the day and after dark, and consider
community safety issues and seek to minimize personal risk and isolation.
The lighting design should recognize the importance of the public realm after dark
when temperatures are cooler and people are more likely to be outside. Lighting also
should be provided to address community safety issues, through lighting associated
with the road and the public realm, and with feature and landscape lighting.
In addition, street trees (Figure 4.34) should be planted to provide shade and shelter
along clearly defined pedestrian routes.
Figure 4.34 Examples of Street Trees
4.5.2 Designing for Cyclists

Part 19, Pedestrian, Bicycle and Public Transportation, of this manual provides
information on the overall design standards related to bike facilities, and provides
guidance on a wide range of issues such as design speed, visibility, and intersections.
Part 19 sets out the following types of facilities:
• Bike path: A separate path away from the roadway is provided exclusively for
cyclists.
• Shared path: A separate path away from the roadway is provided and shared by
cyclists and pedestrians.
• Segregated path: A separate path away from the roadway is provided where part
of the path is for use by cyclists, and the remainder is dedicated for pedestrian use.
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The designer should consider the following in the design of bike facilities:
• Convenience
• Accessibility
• Safety
• Comfort
• Attractiveness
Providing bike parking is as an essential element in a multimodal transportation system.

There are various forms of bicycle parking facilities, which are classified by the degree
of security. Bike parking can be located in the street furniture zone and grouped with
other street furniture items to reduce visual clutter. In terms of the street scene, it is
important that street tree planting, planting areas, and other street furniture elements
not impede forward visibility for cyclists. Figure 4.35 shows and example of a
segregated bicycle facility.
Source: Ashghal
Figure 4.35 Provisions for Bikes
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4.5.3 Designing for Public Transport Users

Part 19, Pedestrian, Bicycle and Public Transportation, of this manual provides
information on the overall design standards related to public transport facilities. Qatar
either already operates or plans to construct the following public transport
infrastructure to support its growing urban population:
• Bus
• Bus rapid transit
• Tram
• Light rail train
• Metro
• Rail
Part 19, Pedestrian, Bicycle and Public Transportation, of this manual also highlights the
following considerations for public transport infrastructure:
• Access for pedestrians and other vulnerable road users

• Adequate visibility and stopping sight distance
• The balance of road space with requirements for public transport facilities
• Road safety and traffic calming measures
The designer should identify a comprehensive street design solution so public transit
facilities are fully integrated into the wider street scene.
In designing public transit facilities, the designer should consider the needs of all
potential users, including the visually and physically impaired. Sufficient high-quality
space for gathering and waiting is important, and facilities should provide for the
comfort and safety of all users.
Built facilities can play an important role in terms of local distinctiveness and can be
designed as local landmarks. The materials used are important in terms of defining
space for different activities, such as waiting areas as shown in Figure 4.36, and
Figure 4.37. Appropriate use of materials also serves to integrate built facilities within
the streetscape by providing a complementary palette of materials. Figure 4.38 shows
an example of dedicated bus lanes integrated alongside a major urban arterial.
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Figure 4.36 Bus Waiting Facilities
Figure 4.37 Rendering of Public Transit Facility
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Figure 4.38 Dedicated Bus Lanes
4.6 Urban Road Intersections and Features

The landscape design approach for intersections should respond to the scale of the road
and complexity of the intersection. The design also should reflect the urban context in
terms of land uses, relationship to buildings, and other contextual factors.
In terms of planting, visibility requirements often restrict the amount, type, and
location of planting. It is important that pedestrian space be uncluttered. Crossing
facilities for pedestrians and cyclists should be direct and in the appropriate location,
as well.
4.6.1 Priority Intersections

Part 5, Qatar Roadway Design Criteria and Process, of this manual sets out standards
and guidance methodology for the design of this common type of junction between
minor roads giving way to traffic on the major road. Part 5 is important for the design
of roads in urban areas and identifies a range of good practices. The requirements of
Part 5 and this Part must be implemented in parallel.
This section outlines the geometric design process and elements to be considered in
designing priority intersections. Many of the elements are dealt with separately; the
designer should work systematically through the design procedure before assembling
the component parts, which is an iterative process, and the urban context needs to be
considered in the design process.
Part 5, Qatar Roadway Design Criteria and Process, of this manual describes the
commonly used layouts, design considerations, and standards to be used, particularly
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visibility requirements that will influence design of the public realm. Priority
intersections do permit reduced corner radii on local and service roads where
pedestrians have greater priority. Figure 4.39 shows a simple intersection.
Figure 4.39 Simple Intersection
The needs of pedestrians and non-motorized users have to be considered as part of the
overall design of an intersection. Intersections are potential areas of conflict between
non-motorized users and motorized vehicles, and appropriate provision must be
considered. Pedestrians and cyclists are particularly vulnerable and, therefore, require
particular consideration. The appropriate level of provision for pedestrians and cyclists
will depend on the nature of the intersection and the relative levels of use. For example,
an urban intersection in a commercial area with high pedestrian use will require greater
provision than a rural intersection where pedestrian numbers are negligible.
4.7 Roundabouts
Part 7, Design for Roundabouts, of this manual provides a wide range of guidance,
standards, and a process for designing roundabouts to achieve an optimal balance
between safety, operational performance, and catering for vehicles. It identifies the
distinct but interrelated elements that comprise roundabouts. In urban situations, land
constraints can have a significant influence on the design process and how the
roundabout can be successfully integrated into the design of the public realm. Part 7
also describes some commonly used categories of roundabouts: mini, single-lane, two-
lane, grade separated, and signal controlled.
Mini roundabouts and single-lane roundabouts are appropriate on lower-classification,

urban routes, for example, minor collectors and local and service roads, which provide
a safer alternative to a crossroad intersection. In addition, the nonflared entries and
exits give the designer more flexibility in siting pedestrian crossings.
In urban areas, the designer should consider allocating road space to provide priority
to public transport services. Cyclists may be encouraged to dismount and use off-street
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facilities at roundabouts, particularly at large roundabouts with significant operating

speeds that form a hazard for cyclists.
The landscape design approach for roundabouts should respond to the size of the
roundabout, its location, and its urban context. The scale of the roundabout is a key
factor that will affect the design approach. Figure 4.40 shows examples of landscaping
at roundabouts and how this aspect of design has an important role in defining the
character of the area.
Figure 4.40 Roundabouts in Urban Areas
Smaller roundabouts still have potential to contribute to the streetscape as part of the
wider landscape. Roundabouts benefit from planting even in urban environments.
Planting should be coordinated between the roundabout and the surrounding
landscape to provide a holistic approach.
Roundabouts can form important gateways to urban areas by incorporating planting,

public art, signage, and hard landscape elements. Roundabouts can be designed in
accordance with particular themes to reinforce local identity and assist with
orientation. Signage can be incorporated into the roundabout to assist with orientation
and wayfinding. Tree planting can play an important role in contributing to the overall
planting theme to create a distinctive character. Similarly, there may be potential for
public art pieces and other structures to act as local landmarks. Water features also
have been incorporated into roundabouts, but should be kept simple or avoided
because of maintenance issues.
The photographs show example roundabouts that include public art and landmark
structures, which contribute to the sense of place. They also show examples of
roundabouts that are integrated into the overall design approach and contribute to
traffic calming objectives.
4.8 Signalized Intersections

Part 8, Design for Signal Controlled Intersections, of this manual sets out standards,
provides guidance, and identifies good practices for designing layouts for signal-
controlled intersections on roads with a design speed of 80 kilometers or less. These
roads are more likely to be arterials, collectors, and local roads in urban areas. It is
essential that the requirements of Part 8 be implemented in parallel.
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There are particular requirements in the design of signalized junctions for design
speeds, stop sight distances, and inter-visibility zones. Minor obstructions to visibility
caused by slim objects such as lighting columns, sign supports, signal posts, controller
cabinets, and guardrails placed within the intersection inter-visibility zone may be
unavoidable in the optimum design. When placing signs, street furniture, and plantings,
consideration should be given that their obstructive effect is minimized.
Existing buildings in the urban environment, however, may present a major

obstruction, and the intersection design will need to respond accordingly.
The crossing distances for vehicles and pedestrians should be kept as short as practical
to reduce exposure to conflicting movements and reduce intergreen lengths and hence
the amount of lost time during signal group changes. Pedestrian crossings should be
located beyond the limits of the intersection radius (inset crossings) to minimize the
road crossing distance. Tactile paving and tactile devices, audible signals, dropped
curbs, and guardrail are mobility aids designed to assist disabled pedestrians at the
crossing. Pedestrians should be encouraged to use defined points to cross the road.
Preferably, crossings should be located to minimize crossing distances and avoid
excessive detours. Figure 4.41 shows and example of a signalized intersection in a built
up area.
Figure 4.41 Urban Signalized intersection
4.9 Interchanges
Part 4, Intersections and Roundabouts, of this manual sets out standards and provides
guidance for designing interchanges. Part 4 notes that the designer, in deciding on the
form of interchange, should consider the location of the interchange within the
network. The interchange can have a significant effect on the surrounding urban
environment because the size is determined by route classifications, weaving volumes,
ability to sign, and lengths of the auxiliary lanes.
Part 4, Intersections and Roundabouts, of this manual provides a wide range of design
criteria (for example, number of lanes, capacity, ramps, signing and markings, weaving,
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and geometric design). It also describes some commonly used interchange layouts and
lists some of the selection criteria and controlling factors. This information should be
used to determine the most suitable facility for the site and associated design
parameters. The urban context and surrounding environment are among those
considerations.
The advantages and disadvantages of commonly used interchange types also focus on
the potential land take required and the potential impact of a given layout on the urban
environment. For example, a compressed diamond interchange may be more suitable
for an urban area as land availability or other constraints preclude the use of a
conventional diamond interchange.
Accommodating pedestrians and cyclists should be considered early in developing

interchange configurations, particularly in urban situations. Adjacent high-density land
use can generate heavy pedestrian and bike movements, resulting in conflicts with
vehicles. The movement of pedestrians through interchanges can be enhanced by
providing facilities to separate pedestrians from vehicular traffic. When sidewalks are
provided, they should be placed as far from the roadway as practical and be wide
enough to handle the anticipated pedestrian volumes. To maximize pedestrian usage,
the sidewalk should provide the most direct route through the interchange with
minimal change in vertical alignment, and the use of informational signing may be
appropriate to direct pedestrians to appropriate alternate routes. Crossings of ramps
should be close to the at-grade intersection at the ramp terminal.
Because of their size and scale, interchanges provide an opportunity for planting, as
well. The landscape design approach for interchanges should respond to the scale of
the interchange and the need to integrate the road into the surrounding landscape.
There may also be potential for sustainable urban drainage that needs to be integrated
with the road and landscape design.
The landscape design should consider the potential of the interchange as a gateway or
landmark feature. By creating a distinctive landscape design for the interchange, there
is an opportunity to create a specific identity for the space that can help vehicle drivers
with orientation and legibility.
The landscape design also can be designed to deter pedestrians away from the
roadway, creating safe, segregated routes for pedestrians and cyclists. Figure 4.42
shows an example of an interchange in the urban context.
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Source: Ashghal
Figure 4.42 Interchange in the Urban Environment
4.10 Curb Extensions

Curb extensions can be used to integrate on-street vehicle parking into the street scene
and reduce the visual impact of vehicles as shown in Figure 4.43. When used in this
way, curb extension provide added safety benefits by formalizing on-street parking
such that parked vehicles are located outside of intersection sight triangles.
Figure 4.44 shows how curb extensions can also be used to facilitate pedestrian
movement at intersections and mid-block crossings by reducing the crossing distance
for pedestrians and providing visibility between drivers and pedestrians. In addition,
the local narrowing of the street can have an added traffic calming effect. Further
information on traffic calming is provided in Part 23, Design and Operations of Road
Safety.
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Figure 4.43 Examples of Curb Extensions
Figure 4.44 Curb Extensions Used to Facilitate Pedestrian Crossing at Intersection
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4.11 Medians
Medians (Figure 4.45) in the center of the road can be used to control traffic and
provide a central refuge for crossing pedestrians. Medians also can be used as a location
for street lighting and signage. The overall design standards are described in Part 3,
Roadway Design Elements, of this manual.
If designed appropriately, medians can contribute to traffic calming and be designed as

part of a comprehensive approach to street design, by using a consistent approach to
materials within the road corridor. Medians also can contribute to the streetscape by
breaking up the roadway in visual terms by using trees, planting, and other features.
Providing a sufficiently wide median presents an opportunity for planting; narrow

widths, however, are not suitable for tree planting. Planting in medians also can have a
positive impact in the streetscape and provide a visual contrast to hard landscape
materials adding color, texture, and form. Low planting can allow good forward visibility
while providing a visual contrast to the wider urban environment.
Figure 4.45 Examples of Medians
4.12 Traffic Calming

Traffic calming comprises engineering and other measures to control traffic speeds and
provide a safe environment for street users. Further details on the overall design
standards relating to traffic calming are provided in Part 23, Design and Operations of
Road Safety, of this manual, which also sets out a range of design criteria associated
with various traffic calming features, including objectives, benefits, and disadvantages.
Part 23 outlines the different ways in which the design team can find solutions to traffic
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speed problems within residential or other low-speed environments, such as around

schools, places of worship, or community parks.
Context-enhancing roadway features and surface treatments can be an important

feature of traffic calming and comprehensive street design. A holistic approach to
traffic calming involves physical traffic calming measures, enhanced crossing facilities,
and context-enhancing roadway features and surface treatments. Paving materials and
gateway features can create a sense of entering a new place, be associated with
pedestrian and bike crossing facilities, and seek to create a traffic-calmed environment.
Figure 4.46 shows roadways with traffic calming.
A general toolbox of traffic management measures includes:
• Gateway treatments
• Tighter road geometry, such as compact roundabouts
• Narrowing such as pinch points and simple road narrowing, if appropriate and safe
• Visual narrowing using changes in materials such as curb channels
• Vertical deflection measures where suitable, such as speed tables, rumble strips,
and extended speed or junction tables
• Roadway surfacing
• Reduced surface differentiations
• Enhanced crossing facilities and improved bike and pedestrian provisions
• Splatter islands and central medians
• Carefully considered approaches to road edge design, particularly in commercial
and business areas
• Control and priority changes at junctions
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Figure 4.46 Roadways with Traffic Calming
Tree planting is an integral part of the public realm quality, and their careful location
can slow traffic speeds by limiting forward views and reducing the perceived width of
the roadway. Gateway elements, if designed appropriately, can add to visual identity
and image and can be designed creatively to include public art, where appropriate.
Traffic calming measures should be integrated into the streetscape by using

complimentary materials and ensuring the design and location of measures relates to
the overall design of the road.
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4.13 Streetscape Design

This section provides guidance on important considerations and objectives for good
quality urban design as part of the road design, focusing on street design and the visual
appearance of the urban road. For a comprehensive approach to designing roads in
urban areas, this section includes key elements that influence the streetscape,
including the relationship of the road to adjacent buildings, shade and climate, planting
materials, street furniture, public art, lighting, and signage.
4.13.1 Relationship to Buildings

Designers will be expected to consider the relationship of buildings to the road and the
public realm and, in particular, to the scale and mass of adjacent buildings. The setback
of buildings to the road also should consider the proposed use of the adjacent public
realm and the types of activities required. Public and private spaces should be clearly
defined to create a sense of ownership.
The proportions of street width to building height are an essential component in

defining local distinctiveness, and these proportions should be taken into account
within road design proposals. The height of adjacent buildings strongly affects the sense
of scale of the road.
Active frontages to buildings create interest and activity and provide overlooking.
Buildings that do not front the street or are enclosed by boundary walls, do not
contribute strongly to the street scene. Figure 4.47 show examples of various
streetscapes.
Figure 4.47 Streetscape Relationship to Buildings
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4.13.2 Shade and Climate

Providing shade is an important consideration in improving the comfort for pedestrians
and cyclists. Shade generally is provided by shade structures (Figure 4.48) and shade
trees (Figure 4.49), but can be provided by using adjacent buildings.
Structures should be used for immediate shading, recognizing that trees require time
to establish and grow before effective shade cover can be provided. Shade structures
should be attractive features in the street scene as well as meeting their functional
requirements.
Figure 4.48 Shade Added from Structures
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Figure 4.49 Shade Provided by Trees
4.13.3 Planting in the Street

Planting is a contrast to a built form and can be used to define public and private spaces.
Trees and planting have a role in defining routes and spaces, providing landmarks and
focal points, and defining views and vistas.
Tree planting, in particular, is an integral part of the streetscape quality. Trees often are
the most memorable aspect of roadside planting design. They should have an
appropriate scale for a road corridor and are the best means to soften the hard built
elements of the road and create character. They should be the primary element of a
landscape design where space allows, and be located carefully and deliberately to
establish a balance between enclosures and allow for framing views from the road.
Tree species also should be carefully selected so the landscape design objectives are
achieved. They should relate to context, possible design themes, and be arranged in
rows for formal landscapes and groups for informal landscapes. Using a single species
can have a powerful effect, and using a range of species can create diversity and
contrast.
Planting can play an important role in the street scene, providing color, text, and
contrast to the adjacent built form. Further details are provided in Part 22, Landscape
and Planting Design, of this manual. Planting also should be set back from the curb line
to provide space for improved safety of landscape maintenance staff.
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Part 11, Utilities, of this manual places a requirement for the utility designer and the
landscape designer to develop a design solution that addresses potential conflicts
between the requirements for tree planting and underground utilities. Greater
flexibility over corridor widths for the various utilities is required to resolve conflicts
with tree planting as well as other utilities. Figure 4.50 shows examples of roadside
planting; Figure 4.51bshows examples of formal and informal planting design themes.
Figure 4.50 Examples of Roadside Planting
Figure 4.51 Planting in the Street
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4.14 Paving and Street Furniture

4.14.1 Paving Materials
The choice of paving materials is an integral part in defining the quality of the
streetscape and public realm, and areas for specific activities. One of the primary aims
of the design is to provide a palette of materials that can be used throughout the area
to bring visual coordination, continuity, diversity, and interest.
Materials use will vary according to the type of space and proposed use. For safety and
attractiveness, it is important to have a consistent treatment of street surfaces related
to different functions. Particular materials should indicate, for example, vehicular or
parking areas within the street. Strong visual unity of street space is important, so
surfacing materials should be selected from a range of similar colors, and textures, but
subtle changes should make functions clear. Paving patterns should be a subordinate
element of the street scene.
A common color theme can help unify a space and bring together a range of otherwise
disparate elements. This is applicable to highways elements and the public realm. A
color theme also can assist with unifying items of street furniture to relate to a
particular setting or context.
Vernacular architecture often reflects the same range of colors as its mineral setting.
Changes in locality, therefore, can be reflected in changes in the color of built
development. The wide availability of building materials for buildings and floorscape
can erode local distinctiveness; therefore, the intention should be to replace subjective
color choices with more objective ones that help instill a sense of place. The proposed
color themes should build on those that currently exist in the area. The existing colors
often reflect the traditional natural materials in an area. The proposed materials palette
should seek to reflect and complement these traditional color palettes. Figure 4.52
shows changes in materials defining gateways and entrances; Figure 4.53 shows a
comprehensive approach to use paving materials.
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Figure 4.52 Changes in Materials Defining Gateways and Entrances
The photographs show how materials can be used to define sidewalks and parking bays.
Materials can be used as part of a comprehensive approach to the street environment and also serve to
calm traffic.
Figure 4.53 Approach to Use of Paving Materials
4.14.2 Street Furniture

Street furniture (Figure 4.54) contributes to the character of places and is an important
element in creating quality streetscapes. The aim should be to develop a consistent
style of street furniture that is distinctive and unique to the road and context. The
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design of seating, bollards, bike racks, and other items of street furniture generally
should be of a simple robust design coordinated between different character areas. In
particular, street furniture should be placed within the street furniture zone to avoid
street clutter.
In terms of style, street furniture should not obstruct movement and create clutter,
should respond to the wider design approach, and be integrated with the adjacent built
form and paving materials. In some areas, a contemporary approach may be required,
while in other areas, a style with a more traditional appearance may be appropriate.
Figure 4.54 Examples of Street Furniture
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4.14.3 Feature and Landscape Lighting

Quality street lighting (Figure 4.55) is an important element of urban areas and is vital
for community safety and aesthetics. Improved lighting addresses community safety
issues and helps attract visitors during the evening.
The lighting of roads can be a complex issue, and the landscape designer and lighting
engineer need to work together to develop successful solutions specific to the site and
design objectives. Lighting can help reduce the risk of nighttime crashes and enhance
the appearance of an area after dark.
Lighting is particularly important for the public realm, as many public activities happen
after dark when the temperature is lower and the streets are cooler. At night, much of
the visual interest that defines spaces is lost. Through selective lighting of key features
in the street, this visual interest can be retained. The approach to lighting should
capitalize on key views, vistas, and panoramas to enhance distant, intermediate, and
close-up vistas. Using a variety of lighting sources and techniques will maintain visual
diversity and create an interesting nighttime view.
Part 18, Street Lighting, of this manual sets out guidance on the process for designing
lighting, identifying stakeholders and the hierarchy of standards that must be adhered
to. A fundamental requirement is that lighting design solutions should be constructible
and maintainable.
Figure 4.55 Example of Street Lighting
Part 18, Street Lighting, of this manual also discusses a number of sustainability
objectives for the following:
• Social and economic
• Safety
• Operational energy consumption
• Resource efficiency through sustainable procurement
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• Visual impact and landscape design

• Light pollution and disturbance
• Cultural heritage
• Sustainable transport
It is essential that feature and landscape lighting (Figure 4.56) be incorporated into
lighting performance calculations and supporting electrical calculations. Design
software must be able to address landscape lighting within its features for it to be
approved.
Figure 4.56 Example of Feature Lighting
The lighting design should not interfere with the requirements for safety, for example at
conflict areas where an increase of lighting level is required for the safety of motorists
and pedestrians. The location of columns, ducts, access covers, and feeder pillars should
be considered an integral part of the design of the public realm and landscape to
minimize visual clutter. Figure 4.57 shows examples of distinctive street lighting.
The following should be considered in the design of street lighting:
• The position, number, shape, height, and color of the columns, brackets, and fittings
can be used to create a distinctive and attractive feature.
• Designs should be simple, elegant, and functional, with the column designed to be
unobtrusive.
• Well-illuminated landmarks can help motorists know where they are and add
interest to a journey.
• Light spill should be controlled.
• A coordinated approach to street lighting and street furniture can create an
attractive public realm and meet functional requirements.
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• Careful consideration should be given to the location and number of lighting

columns within the streetscape to avoid street clutter.
• The potential impact of street lighting through light pollution and spillage also is a
factor to be considered, particularly where lighting columns are near or fixed to
residential properties.
Figure 4.57 Examples of Distinctive Street Lighting
4.14.4 Public Art

Public art (Figure 4.58) can contribute to local distinctiveness and should be an integral
part of the road design. Public art can perform an important role in the public realm by
creating identity, focus, link with the history of an area, and add to the cultural
experience. Public art installations should be sited in highly visible locations such as
main access roads, open spaces, and squares.
In addition to individual set pieces, there are opportunities for public art to be included
into signage, street furniture, paving, building facades, lighting, and sculpture. The
involvement of local artists and artisans in designing street furniture can add creativity
and local distinctiveness.
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Figure 4.58 Examples of Public Art
Opportunities for featuring the art using lighting include:
• Key landmark buildings can be lit to reveal particular aspects of their design or
construction
• Historic structures and tree groups or significant individual trees can be lit,
potentially from luminaires recessed into the pavement construction or grassed
areas
4.14.5 Signage and Wayfinding

The approach to signage and wayfinding and design standards is set out in The New
Qatari Street: Interim National Public Realm Guidelines (Ashghal, 2014). Signage should
enhance the legibility of the area, elevate the status of key destination points and
places of interest, and provide visual coherence. A coherent system should link local
facilities and wider destinations. Signage also can be used to provide a distinctive
identity and brand for the area.
Gateway sites are important locations for signage. Visitors could be welcomed into the
area by a distinctive marker sign located at key entry points, car parks, major pedestrian
links, and major roads. Signs should be located in visible places in public open spaces
and main routes without obstructing pedestrian flow. Figure 4.59 shows examples of
directional signs.
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Figure 4.59 Examples of Directional Signs
In terms of style, to create a more locally distinctive product, a creative approach to

signage is required, and the inputs of local artists and crafts people should be
welcomed. In particular, involving artists in gateway signage, interpretation boards, and
community boards is a valuable resource that can help create a sense of community
ownership and inclusion. Figure 4.60 shows examples of gateway signs.
Figure 4.60 Examples of Gateway Signs
Traffic signs are necessary for driver and pedestrian safety and convenience. From the
streetscape point of view, the number of signs should be minimized, where possible, to
reduce their cumulative visual impact and should be as small as possible and grouped
together to avoid clutter.
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5 Rural Roads
This chapter describes the design approach and guidance for rural roads. Rural roads
lie outside existing urban areas or areas zoned for built land uses. This chapter also
provides guidance on issues relating to CSD and how these principles are applied to
rural roads. This chapter should be read with Part 3, Roadway Design Elements, and
Part 4, Intersections and Roundabouts, of this manual, which describe the road design
standards for geometrical alignments and elements.
5.1 Approach
The design approach to rural roads should respond to the key elements of CSD as set
out in Chapter 1, which comprise:
• A collaborative approach to teamwork

• Multidisciplinary teamwork
• Effective stakeholder engagement
• Working with the local community
• A comprehensive appraisal of the local landscape and its character
5.2 Objectives of Rural Roads

The designer should prepare design objectives for rural roads that relate to the overall
project vision, which should be read in parallel with other project transport objectives.
Objectives for rural roads should relate to the visual appearance of the road and its
integration into the landscape and could include the following:-
• Safety: A safe environment for all modes of travel

• Policies, plans, and strategies: Support wider objectives through an integrated
approach
• Landscape context: Relate to the landscape character
• Walking, cycling, and public health: Promote healthy living through walking and
cycling
• Legibility: A road which is easy to understand
• Sustainability: A road that can be sustained over time
• Culture and heritage: A place that preserves and expresses local customs and
traditions
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5.2.1 Safety
Safety should be at the forefront of designers’ thinking from the beginning of the design
process. A key objective is to create safer movement for vehicles, pedestrians, and
cyclists at all times of the day.
5.2.2 Policies, Plans, and Strategies

The objectives for the road should support achieving and delivering wider policies,
plans, and strategies that are relevant to the road and its context.
5.2.3 Landscape Context

Landscape objectives should be derived from a sound understanding of the landscape
character that the road passes through. The appraisal process discussed in Chapter 1
should be used to develop objectives that seek to protect, restore, or enhance the rural
landscape character and the features that make it distinctive.
5.2.4 Walking, Cycling, and Public Health

Rural roads can provide opportunities for walking and cycling, particularly where the
roads are close to rural settlements or on the edge of urban areas. Promoting higher
rates of walking and cycling to help improve public health can be achieved by
developing appropriate objectives to create high-quality, comfortable, safe, and
visually interesting routes.
5.2.5 Legibility
Designers should seek to improve the legibility of the road through landmarks and
landscape features that help with driver orientation and improve driver awareness.
Features, planting, and views can be employed to form visual reference points and
landmarks along the road.
5.2.6 Sustainability
The design of rural roads can contribute toward wider sustainability objectives,
including designing adaptable roads, considering whole life costs, identifying
maintenance and management requirements at the design stage, using local materials,
using appropriate plant species, and conserving soils.
5.2.7 Culture and Heritage

Retaining and integrating local heritage can preserve features valued by the community
and can add to the local sense of place and identity. Road design also should aim to
preserve and express local customs and traditions, emphasize privacy, and promote
integrated neighborhoods.
5.3 Rural Road Design

Rural roads present particular challenges for the designer in responding to the local
landscape context. Flat open landscapes means rural roads have a potentially high
impact on the landscape since the road and its associated features, particularly vertical
features, are highly visible.
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The road design in a rural landscape means existing features could have greater
importance; therefore, the design should seek to protect and enhance these features.
The guidance in Part 3, Roadway Design Elements, of this manual is particularly relevant
to rural roads.
5.3.1 Earthworks
There is greater potential on rural roads to integrate the road and structures into the
adjacent landform. Potentially fewer roadside constraints means there is space for
grading out slopes, mounding, slope variety, and other earthworks that can integrate
the road effectively into its context.
5.3.2 Structures
Bridges, tunnels, and other structures can be significant features of a road landscape,
and their size and scale can have a significant effect on the landscape context. They can
make a positive contribution, creating landmarks that support legibility and require
integration into the landscape with form, layout, materials, pattern, planting, barriers,
and lighting creating a cohesive design.
5.3.3 Priority Junctions, Roundabouts, and Interchanges

Priority Junctions, roundabouts, and interchanges are large-scale features of a rural
road with the potential to have a significant effect on the landscape. Lighting, signage,
and signals are vertical elements that may be visible from long distances. Simplifying
the road details by minimizing roadside elements will reduce the visual clutter, and
carefully considered planting will help integrate these features into the landscape.
5.3.4 Water Management

Rural roads have the potential to be able to integrate sustainable drainage features
effectively into the surrounding landscape so they are functional and attractive. There
is potentially more space to design naturally shaped detention systems with shallower
slopes and space for appropriate planting.
5.3.5 Planting
Rural roads are unlikely to be supplied by water for irrigating extensive landscape
planting, and it is important to establish early on in the design process the potential
irrigation water availability. It may be appropriate for plantings to be located at
junctions, roundabouts, and interchanges as part of an integrated design emphasizing
the feature as a landmark; however, consideration should be given for the need to
transport water to tanks for irrigating plantings at junctions, especially considering the
long-term sustainability of such an approach.
Native plants may be more appropriate to use since they have lower maintenance and
irrigation water demands. By understanding the existing plant species in the landscape
and replicating these, it is more likely to result in successfully established planting that
is appropriate to the landscape context.
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References
Ashghal. The New Qatari Street: Interim National Public Realm Guidelines. State of Qatar Public
Works Authority: Doha, Qatar. 2004.
Maryland Department of Transportation, Maryland State Highway Administration, Federal Highway

Administration (FHWA), and American Association of State Highway and Transportation Officials.
Thinking Beyond the Pavement: A National Workshop on Integrating Highway Development with
Communities and the Environment while Maintaining Safety and Performance. Conference
summary. http://www.sha.maryland.gov/oce/tbtp.pdf. University of Maryland Conference Center,
College Park, Maryland, United States. May 1998.
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Volume 3

Acronyms and Abbreviations ................................................................................................... ix

3 Working with Stakeholders ...........................................................................................23

3.7.5 One-on-One Meetings ................................................................................ 29

4 Urban Roads .................................................................................................................53

5 Rural Roads ................................................................................................................ 109

VOLUME 3 PAGE III

5.1 Approach .................................................................................................................. 109

References ........................................................................................................................... 113

Table 3.1 Landscape Types................................................................................................ 48

Figure 1.1 Phases of the Design Process .............................................................................. 7

Figure 4.16 Examples of Walking and Cycling Infrastructure ............................................... 65

Figure 4.49 Shade Provided by Trees ................................................................................... 98

VOLUME 3 PAGE VII

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PAGE VIII VOLUME 3

Acronyms and Abbreviations

Ashghal State of Qatar Public Works Authority

CSD context sensitive design

CSS context sensitive solutions

EIA environmental impact assessment

MMUP Ministry of Municipality and Urban Planning

QPRG Qatar Public Realm Guidelines

QHDM Qatar Highway Design Manual

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1.1 Qualities and Characteristics of Successful Projects

A process that would yield excellence has these characteristics:

• Communicate with stakeholders early in a manner that is open, honest, and

1.2 Importance of Context Sensitive Design to Qatar

1.3 Coordination with Other Parts of this Manual

Qualities of Excellence in Transportation Design:

1.4 Coordination with Other Guidelines

• Street design process and the wider scope of design considerations

1.5 Context Sensitive Design Priorities

1.5.1 Cultural Inspiration

1.6 Context Sensitive Design Process

1.6.1 Considerations for Street Design

• Safety and accessibility for all users

1.6.2 Phases of the Design Process

Figure 1.1 Phases of the Design Process

1.6.3 Phase I – Scoping

1.6.4 Phase II – Conceptual Design

Step 2, Development of Conceptual Designs: After all the necessary information is

Most user interaction and conflicts occur at urban intersections. It is important to

1.6.5 Phase III – Preliminary Design

• Design and further refinement of roadway geometry

• Conduct constructability analysis and prepare maintenance of traffic and

The preliminary engineering plans will be submitted to the Overseeing Organization

− Questions on Context Design and Connectivity

 Do bicycle facilities meet Department of Transportation guidelines, and are

1.6.6 Phase IV – Finalize Design

• Too Much Right-of-Way: Where utility requirements or existing conditions define a

1.6.7 Departures or Exceptions

1.6.8 Integration with the Approval Process

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2 Critical Success Factors for

2.1 Employ Effective Decision-making

Effective decision-making involves the following:

2.2 Reflect Community Values

Stakeholder engagement is an integral part of project development. Public involvement

2.3 Achieve Environmental Sensitivity

An important insight on CSD/CSS project development is the need for the

2.4 Provide Safe and Feasible Solutions

Figure 2.1 CSD/CSS Requires Interaction among Traffic, Design, and