Abu Dhabi Transportation

Impact Study Guidelines 2012

 Traanspo
ortatio
on Imp
pact S
Study
Guid
delines
2012

Emirate of
o Abu Dhabi

UNITED ARAB EMIRATES

 His Highness Sheikh Khalifa bin Zayed Al Nahyan

President of the United Arab Emirates

Abu Dhabi DoT Transportation Impact Study Guidelines

 His Highness General Sheikh Mohamed bin Zayed Al Nahyan

Crown Prince of Abu Dhabi, Deputy Supreme Commander of the UAE Armed Forces

and Chairman of the Abu Dhabi Executive Council

Abu Dhabi DoT Transportation Impact Study Guidelines

Acknowledgements

T he need for a comprehensive approach to address the impact of developments on the road and public
transportation network was emphasized on the onset in the creation of the Department of Transport by H.E.
Abdulla Rashed Al Otaiba, Chairman of the Abu Dhabi Department of Transport.

O ur sincere appreciation to H.E. Abdulla Rashed Al Otaiba, Chairman of the Abu Dhabi Department of
Transport and to H.E. Khalid Mohammed Hashim, Executive Director of Surface Transport Sector at DoT for his
support and encouragement, and the following manual development committee members: Bader Al Qamzi,
Director of the Integrated Transportation Planning Division and Chairman of the Manual Development Committee,
Asma Al Jassmi, Section Head Plan Implementation and Monitoring and Project Director of the Manual
Development Committee, Mahmoud Dibas, Project Manager.

Special thanks are extended to all the people who collaborated in the preparation of the guidelines in particular
the Integrated Transportation Planning Division of the DoT.

Abu Dhabi DoT Transportation Impact Study Guidelines

Vision
These guidelines are a part of the departments continued efforts and steps towards meeting its vision, mission
and objectives. To deliver an effective transport system that contributes to the economic growth, quality of life and
environmental sustainability of the Emirate of Abu Dhabi.

Mission
Regulate, plan and develop an efficient and well integrated transport system that serves the public interest by
enhancing mobility and delivering safe, secure and environmentally responsible Aviation, Maritime, Public
Transport and Highways.

Objectives
; Creating and delivering a world-class transport system that supports Abu Dhabi’s broader social and
economic ambitions, and meets the Emirate’s needs for the future.

; Delivering a clear and appropriate allocation of responsibilities between the various public and private
entities in Abu Dhabi involved in the delivery, supervision and management of transport services.

; Delivering cross-portfolio visibility and effective information sharing between public and private sectors to
ensure transport decisions can support and influence real estate and industrial development in other
areas.

; Creating an appropriate structure for the Department of Transport to efficiently and effectively deliver the
Emirates Transport vision.

Abu Dhabi DoT Transportation Impact Study Guidelines

 Content
1 Background ................................................................................................................................ 1

2 Introduction ................................................................................................................................ 3
2.1 TIS Purpose ................................................................................................................................ 3
2.2 TIS Application Stage ................................................................................................................ 3
2.3 Guideline Structure .................................................................................................................... 7

3 Application.................................................................................................................................. 9
3.1 Application and Review Fees ...................................................................................................10

4 Circulation Plan
(Projects generating less than 100 vehicular trips per hour) ................................................11
4.1 Project Description ...................................................................................................................11
4.2 Service and Emergency Access ..............................................................................................11
4.3 Site Access & Exit Provision....................................................................................................12
4.4 Parking Demand & Supply .......................................................................................................12
4.5 Application Fee .........................................................................................................................12

5 Methodology Report .................................................................................................................13

5.1 Project Description ...................................................................................................................14
5.2 Existing Transport Infrastructure ............................................................................................14
5.3 Baseline Traffic (Existing and Future) .....................................................................................15
5.4 Trip Generation .........................................................................................................................15
5.5 Internal Capture and Pass-by Trips .........................................................................................16
5.5.1 Internal Capture.........................................................................................................................16
5.5.2 Pass-by Trips/ Combined Trips ...............................................................................................17
5.6 Study Area .................................................................................................................................17
5.7 Parking Demand ........................................................................................................................17
5.8 Proposed Strategic Modelling Approach ................................................................................17
5.9 Assumptions and Agreements ................................................................................................18

6 Transportation Impact Study (TIS)...........................................................................................19

6.1 Introduction ...............................................................................................................................19
6.2 Existing Conditions ..................................................................................................................19
6.3 Methodology Report Outcome .................................................................................................19

Abu Dhabi DoT Transportation Impact Study Guidelines

6.4 Traffic Impact of the Development...........................................................................................20
6.5 Mitigation of Impacts ................................................................................................................21
6.6 Site Access & Exit Provision....................................................................................................22
6.7 Emergency and Service Access ..............................................................................................23
6.8 Parking .......................................................................................................................................23
6.8.1 Parking Demand & Supply .......................................................................................................23
6.9 General Car Parking Design .....................................................................................................24
6.10 Further Conditions ....................................................................................................................24
6.11 Parking Access .........................................................................................................................26
6.12 Parking Circulation ...................................................................................................................26
6.13 Pedestrian and Cycling Accessibility ......................................................................................26
6.14 Public Transportation ...............................................................................................................27
6.15 Conclusions and Recommendations ......................................................................................27

7 Transportation Master Plan (TMP) ...........................................................................................28

7.1 Introduction ...............................................................................................................................28
7.2 Methodology Report Outcome .................................................................................................28
7.3 Land Use Characteristics/Travel Characteristics ...................................................................28
7.4 Internal Network ........................................................................................................................29
7.4.1 Alternative Modes .....................................................................................................................29
7.4.2 Internal Road Network ..............................................................................................................29
7.5 Impact on Surrounding Network ..............................................................................................31
7.6 Mitigation of Network Impacts .................................................................................................32
7.7 Parking Demand ........................................................................................................................32
7.8 Essential Facilities ....................................................................................................................32
7.9 Public Parking Structures ........................................................................................................33
7.10 Travel Demand Management (TDM).........................................................................................34
7.11 Future Responsibilities.............................................................................................................34
7.12 Summary and Conclusions ......................................................................................................34

8 TIS for Plot within TMP .............................................................................................................35

8.1 Introduction ...............................................................................................................................35
8.2 Methodology Report Outcome .................................................................................................35
8.3 Traffic Impact of Development .................................................................................................35
8.4 Mitigation of Impacts ................................................................................................................36

Abu Dhabi DoT Transportation Impact Study Guidelines

8.5 Infrastructure that is Master Developer Responsibility .........................................................37
8.6 Infrastructure that is Public Responsibility ............................................................................37
8.7 Site Access & Exit Provision....................................................................................................37
8.8 Emergency and Service Access ..............................................................................................37
8.9 Parking Demand & Supply .......................................................................................................38
8.10 General Car Parking Design .....................................................................................................38
8.11 Further Conditions ....................................................................................................................39
8.12 Parking Access .........................................................................................................................39
8.13 Parking Circulation ...................................................................................................................39
8.14 Pedestrian and Cycling Accessibility ......................................................................................40
8.15 Public Transportation ...............................................................................................................40
8.16 Conclusions and Recommendations ......................................................................................41

9 Approval Plans and the Executive Summary .........................................................................42

9.1 Executive Summary ..................................................................................................................42
9.2 Approval Plans for a TIS ...........................................................................................................43
9.3 Approval Plan for a TMP ...........................................................................................................44

10 Multi-Modal Performance Standards and Transportation Planning Parameters .................45

10.1 Introduction ...............................................................................................................................45
10.2 Terminologies............................................................................................................................45
10.2.1 Quality of Service ......................................................................................................................45
10.2.2 Level of Service .........................................................................................................................46
10.3 Principles and Categories of Planning and Operational Measures of Performance ...........46
10.4 Principles for Acceptable Level of Performance ....................................................................47
10.5 Level of Service Definitions and Standards ............................................................................47
10.5.1 Urban Roads ..............................................................................................................................47
10.5.2 Basic Freeway Segments and Multi-lane Rural Roads ..........................................................48
10.5.3 Merge/Diverge Segments and Weaving Sections...................................................................49
10.5.4 Signalized Intersections ...........................................................................................................51
10.5.5 Priority Intersections and Roundabouts .................................................................................51
10.6 Bicycle Facilities .......................................................................................................................52
10.7 Pedestrian Facilities .................................................................................................................53
10.8 Public Transportation Services ...............................................................................................54
10.9 Transportation and Traffic Analysis Parameters....................................................................54

Abu Dhabi DoT Transportation Impact Study Guidelines

10.10 Traffic Volume Demand Parameters ........................................................................................55
10.11 Road Network Facility Types ...................................................................................................55
10.12 Average Daily Traffic Volumes and Peak Hour .......................................................................55
10.12.1 Heavy Vehicle Proportions .....................................................................................................55
10.12.2 Peak Hour Factor .....................................................................................................................55
10.12.3 Traffic Growth Rate .................................................................................................................56
10.13 Traffic Capacity Parameters .....................................................................................................56
10.13.1 Posted Speed ...........................................................................................................................56
10.13.2 Uninterrupted Roadway Capacity ..........................................................................................57
10.14 Saturation Flow Rate at Signalized Intersections...................................................................58
10.14.1 Lost-time at Signalized Intersections ....................................................................................58
10.15 Parking Access Capacity Parameters and Queuing Analysis ...............................................58
10.16 Pedestrian and Bicycle Parameters.........................................................................................59
10.16.1 Pedestrian Speeds ..................................................................................................................59
10.16.2 Bicycle Speeds ........................................................................................................................59
10.17 Traffic Signal Warrants Analysis and Requirements .............................................................60
10.18 Thresholds for Mitigations .......................................................................................................61

11 Traffic Data Collection Methodology .......................................................................................63

11.1 Technical Requirements ...........................................................................................................63
11.1.1 Automatic Traffic Counts .........................................................................................................63
11.1.2 Turning Movement Counts .......................................................................................................64
11.1.3 Automatic Speed Surveys ........................................................................................................65
11.1.4 Other Surveys............................................................................................................................66

12 Strategic Transport Modelling Protocol ..................................................................................67

12.1 Protocol For Background Flows Only .....................................................................................67
12.2 Protocol For Legacy TIS / TMP Projects Using ADEEM .........................................................68
12.3 Protocol for TIS / TMP Projects And
Transportation Studies With Remote Access To STEAM ......................................................68

13 Cost Share .................................................................................................................................72

13.1 Regional Development Charge ................................................................................................72
13.1.1 Regional Development Charge Rate........................................................................................72
13.2 Local Mitigation Charge............................................................................................................72
13.3 Payment Schedule ....................................................................................................................72

Abu Dhabi DoT Transportation Impact Study Guidelines

14 Road Hierarchy and Right of Way Requirements ...................................................................73
14.1 Hierarchy....................................................................................................................................73
14.2 Cross Sections ..........................................................................................................................74
14.3 Reservation for Junction Right of Ways .................................................................................74

15 Capital Improvement Program (CIP) Form ..............................................................................75

15.1 CIP Form ....................................................................................................................................76

16 Software Suites .........................................................................................................................77

17 Car Parking Standards and Rates ...........................................................................................79

17.1 Minimum Dimensions for Parking Structures.........................................................................79
17.2 General Car Parking Design .....................................................................................................80
17.3 Further Conditions ....................................................................................................................80

18 Consultant Pre-qualifications ..................................................................................................82

18.1 Prequalification Process ..........................................................................................................82
18.1.1 Transportation Planning Staff ..................................................................................................83
18.1.2 Support Staff .............................................................................................................................83
18.1.3 Modelling Software Licenses ...................................................................................................83
18.1.4 DoT Procedures ........................................................................................................................83

Abu Dhabi DoT Transportation Impact Study Guidelines

Abbrevations
ADEEM: Abu Dhabi Enhanced Emme Model

ATC: Automatic Traffic Count

CIP: Capital Improvement Program

DOT: Department of Transport

HCM: Highway Capacity Manual

LOS: Level of Service

RoW: Right of Way

STEAM: Strategic Transportation Evaluation Assessment Model

STMP: Surface Transport Master Plan

TIS: Transportation Impact Study

TMC: Turning Movement Count

TMP: Transportation Master Plan

UPC: Urban Planning Council

Abu Dhabi DoT Transportation Impact Study Guidelines

Appendices
Appendix A: TIS Application Form

Appendix B: Pre-qualified TIS Consultants List

Appendix C: DoT Car Parking Rates

Appendix D: Car Parking Design Standards

Appendix E: Small Development Circulation Plan Checklist

Appendix F: Small Development Circulation Plan Examples

Appendix G: Methodology Report Checklist

Appendix H: TIS Checklist

Appendix I: TMP Checklist

Appendix J: TIS within a TMP Checklist

Appendix K: TIS Cross Sections and Junction Right of Ways

Appendix L: Sample TMP Approval Plan

Appendix M: Sample TIS within a Master Plan Approval Plan

Appendix O: Capital Improvement Project (CIP) Form

Appendix P: Central Business District (CBD) Definition

Appendix Q: TIS and Parking Laws

Abu Dhabi DoT Transportation Impact Study Guidelines

1 Background
Over the last decade the United Arab Emirates (UAE) has experienced enormous growth in all aspects of urban
life. As a result of the booming economy, the population of Abu Dhabi has rapidly increased and is forecasted to
continue to rise at a high rate. This economic growth is also responsible for a corresponding rise in car ownership,
traffic growth and congestion.

Major developments are being planned and constructed on and around Abu Dhabi Island. These developments
are expected to more than double Abu Dhabi’s population within the next 20 years.

In 2007, Abu Dhabi Executive Affairs Authority (EAA) released the Abu Dhabi 2030 Vision to serve as a strategic
framework for development. In 2008, the Department of Transport launched the corresponding 2030 Abu Dhabi
Surface Transport Master Plan (STMP). The STMP developed a coordinated set of policies and a detailed,
comprehensive, multi-modal transportation plan for the year 2030, with short and medium term interim plans.

Unless mitigations are in place, traffic congestion is projected to intensify as the road network becomes
increasingly over saturated. Abu Dhabi’s planned transportation system comprises of Rail, Metro, LRT, bus
services and cycle facilities as well as further development of the road network. These hard measures would be
complemented with additional supply and demand management strategies such as the use of advanced ITS
technologies and an overall revamp of the transportation network to make it more pedestrian and environmentally
friendly and above all safer. Figure 1.1 shows an example of a pedestrian friendly environment right of way.

As a consequence, the Abu Dhabi Department of Transport (DoT) realized the need to enforce and monitor the
recommendations of the Transportation Impact Studies (TIS’s). Between 2009 and 2011, the Abu Dhabi
Executive Council and DoT took numerous steps to improve compliance with the recommendations of TIS’s as
shown in table 1.1.

Figure 1.1 Ideal Pedestrian Realm Image

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Table 1.1 TIS Process Time Line

Date Action

Under the directions of the Executive Council, the TIS Process, previously overseen by
May 2009
several authorities became centralized in DoT.

July 2009 DoT released a pre-qualified TIS consultant list to improve technical competence.

DoT published TIS Guidelines Circular for all new developments, for the first time including
August 2009
comprehensive, pedestrian, cyclist, public transportation, maritime and aviation requirements.

September 2009 DoT issued its TIS Procedures Circular for Developers.

October 2009 DoT released its transportation modelling and network coding protocol.

H.H. Shaikh Khalifa bin Zayed Al Nahyan, Ruler of Abu Dhabi Issues Parking Law (Law
October 2009
Number 18/2009) legislating TIS and parking requirements.

November 2009 DoT published the first edition Transportation Impact Study Guidelines.

DoT provided TIS training and awareness programs for all relevant government departments,
November 2009
developers and consultants.

DoT provided formal traffic and parking design training for architects working on single
December 2009
buildings.

May 2010 DoT released parking design standards for Abu Dhabi Emirate.

DoT released a revised pre-qualified TIS consultant list following comprehensive surveys,
November 2010
reviews and interviews with all locally based consultants in the TIS field.

H.H. Mohamed bin Zayed Al Nahyan, Crown Prince of Abu Dhabi and Chairman of the
28 February 2011
Executive Council Issues TIS Resolution (Executive Council Resolution 13/2011).

The structure and format of the new manual have been changed and are more focused on the process and
required study content, aiming at a consistent quality in studies, assisting the review process and accelerating
approvals.

This new guideline follows a multimodal approach giving increased consideration to non-car transport modes,
such as public transportation, cycling and walking. The term TIS therefore now refers to a Transportation Impact
Study rather than Traffic Impact Study.

The standards and procedures in these guidelines override and supersede all manuals used in the preparation of
studies for DoT. This document shall be the official document for preparing TIS.

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2 Introduction

2.1 TIS Purpose

The primary objectives of this guide are to:
„ Provide guidance in determining if and when a Transportation Impact Study (TIS) is needed.
Consistency and uniformity in the identification of impacts.
„ Provide developers and their consultants with the information necessary to make informed decisions
regarding requirements for proposed developments and their transportation infrastructure.
„ Provide information about DoT’s review process early in the planning phase of projects to avoid abortive
work.
„ More accurately identify cost of transportation infrastructure enabling developers and government to
meet requirements on time.

2.2 TIS Application Stage

Generally, the overall process from the idea or commitment to a project and the realization can be split into three
important stages:

„ Planning or Concept Design

„ Detailed Design

„ Construction
The Transportation Impact Study (TIS) is part of the Planning (Concept Design) stage,’ its outcome is a pre-
requisite to detailed design. In the Urban Planning Council (UPC) Development Review Process this corresponds
to Enquiry and Concept Planning Review Stages.

It is required that the developers appointed consultant submits an application for a TIS (Appendix A) as early as
possible in the planning (Concept Design) stage and long before commencing with Detailed Design or
Construction. The Department of Transport will not be responsible for delays or abortive work resulting from a
belated start to the TIS process.

All TIS submissions to DoT require a transport consultant who has been pre-qualified by DoT at the appropriate
level (Appendix B).

Following submission of application form, the detailed requirements of the TIS (including whether strategic
modelling will be required) will be agreed with the DoT reviewer, referred to as Liaison Engineer in this guideline.
Based on the scale of the development, the requirement would be categorized as:

„ Circulation Plan (small developments)

„ Transportation Impact Study (TIS)

„ Transportation Master Plan (TMP)

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Small developments require minimal assessment of parking requirements, provision and access to the
development. The outcome of this analysis needs to be provided on a DoT standard Circulation Plan, a report is
usually not required. Small developments typically generate less than 100 trips during any peak hour (highest
total generation during AM, noon or PM peak). The requirements are outlined in Chapter 2.

All other TIS and TMP studies require a Methodology Report. This allows for an early agreement of trip
generation, trip distribution, mode split and trip assignment methods to be used, before commencing with the
impact analysis. This aims to avoid unnecessary revisions to the assumptions and analysis. The requirements for
a Methodology Report are explained in Chapter 3.

Where the Liaison Engineer has determined that a strategic modelling assessment is not required, background
travel demand volumes from the Abu Dhabi strategic transportation model will be made available. The consultant
simply needs to submit the Modelling Output Request Form (as per protocols in Chapter 12) and the information
will be provided by DoT.

A TIS is usually required for developments generating more than 100 trips during any peak hour. There may be
exceptions for developments that are in complex or sensitive areas or are in master developments where a TIS is
waived and a circulation plan is required. Also, a TIS may be required for sites that generate less than 100 trips,
depending on the location of the site. The requirements for a Standard TIS are described in Chapter 4. The
Liaison Engineer may determine different requirements for the TIS depending on location and other information
available. For example, developments that are within an already approved TMP may have different requirements.

The requirements for typical TIS for a plot within an approved Transportation Master Plan (TMP) are described in
Chapter 6. This TIS mainly focuses on consistency with the TMP, parking requirements, provision, access and
development of the immediately surrounding infrastructure.

A Transportation Master Plan (TMP) focuses on large area impacts, internal network operations and integration of
all transport modes. TMP's are usually consist of multiple buildings or phases of the main development that may
be constructed in different time period. The liaison engineer will confirm the process of the TMP during the
methodology stage. For each plot development within the master plan, a separate Master Plan Plot TIS or
Circulation Plan may be required as part of the building permit process. This is to be confirmed with DoT. The
requirements for a TMP are described in Chapter 5.

Checklists, forms and a summarizing Circulation Plan for each TIS are a compulsory part of the process to ensure
consistent quality and to accelerate the reviews and approval process. Example Circulation and Approval Plans
have been included in the appendices.

Additional note
„ Although this manual and the examples within it focus on traditional real estate development projects, it
(
is also applicable to all infrastructure developments and modifications to the road corridor and public
realm (public gardens, surface car parks, new traffic signals, upgrading of road corridors, large outdoor
exhibitions, etc.). Applications for such projects should be submitted to DoT,’ the appointed Liaison
Engineer will determine if and the type of study required (Circulation Plan, TIS, TMP, traffic or event
management plan, Construction TIS, Operational TIS, etc.)

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Figure 2.2.1 TIS Process, Categorization and Submittal Requirements

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Figure 2.2.2 TIS Process, Participants and Responsibilities

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 2.3 Guideline Structure
The aim of this Transportation Impact Study Guideline is to make the TIS process simple and user-friendly.

The manual clearly sets out the requirements of a TIS and parameters to use. It is accompanied by a set of forms
and checklists.

The manual will lead the consultant through the review and approval process and provide the structure and
requirements for all required reports and documents. The structure of the manual reflects the review process and
TIS categorization starting with the TIS Application in Chapter 1.

Each chapter accompanies a checklist that clearly summarizes all items that will need to be included in the
required type of TIS, listing which tables, figures or analysis that need to be covered. The tick box icon (;)
indicates which paragraph is associated to a checklist entry.

Where can I find which information?

„ The Application procedure is described in Chapter 3.
(
„ Guidance on a Circulation Plan required for small developments is provided in Chapter 4.
„ For all TIS and TMP a Methodology Report is required as set forth in Chapter 5.
„ The analysis and production of the TIS and TMP, is set out for each type of TIS in Chapters 6, 7, and 8
respectively.
„ The Executive Summary and Approval Plan required for all TIS and TMP is explained in Chapter 9.
„ Multi-Modal Analysis parameters can be found in Chapter 10, whilst the model protocol for the use of
the strategic transport model for Abu Dhabi is set forth in Chapter 12.
„ Road and Junction Design Parameters are in Chapter 14.
„ Checklists for Circulation Plans, TIS and TMP can be found in Appendices H, I and J.

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Table 2.3.1 Required Documents

Transportation Master
Transportation Impact
Small Development
Circulation Plan

Study (TIS)

Plan (TMP)
Documents

Application Form 9 9 9

Circulation Plan 9 9 9

Methodology Report with Checklist 9 9

Modelling Synopsis Report 9 9

Transportation Impact Study Report with Checklist 9

Transportation Master Plan Report with Checklist 9

Final Modelling Report 9 9

Executive Summary and Approval Circulation Plan 9 9

Presentations Can be requested by the reviewer to allow

for a better involvement of management or
other relevant stakeholders

When to apply? How does it work?

„ The TIS is part of the conceptual planning stage of any development and should be submitted as early
(
as possible and before commencing Detailed Design.
„ Based on the TIS Application (by the Consultant) the TIS will be categorized (by the DoT’s appointed
Liaison Engineer ) determining the extent of analysis required.
„ The manual sets out the requirements and steps in consecutive order and one chapter for each type of
report.
„ All reports and Circulation Plans submitted to DoT need to be prepared by a transport consultant who
is pre-qualified by DoT for a project of this scale. See Chapter 18 of this manual

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3 Application
For all developments an Application to the Department of Transport (DoT) is required. The Application Form can
only be submitted by a DoT pre-qualified TIS consultant. The application is used to determine the extent of
transportation analysis required.

The Application Form is provided in Appendix A. A brief guide to filling the application form follows:

; Attach scaled drawing clearly showing size and location of development, also showing the corresponding land-
use classification and densities.

; Development Name Æ All projects must have a name; you cannot use plot number or any Identity number to
name your project. If the project has different phases, you can give the project a name with a phase number.

; Tracking number Æ If this is the first application for a new development then leave blank. The tracking number
will be assigned by the DoT on the first submittal. All re-submittals and subsequent submittals shall use the same
tracking number. The time for inactivity (between submissions) for any project shall not exceed 6 months. If it
exceeds the 6 month year period, a new application is required.

; Consultant Information Æ The consultant must be listed on the Department of Transportation Prequalification
List. The contact details for the consultant Project Manager needs to be filled.

; Developer Information Æ The contact details for the developer or owner of the development will be used for
the study coordination. The contact details should be for the developers Project Manager.

; Project Information Æ Please indicate the location of the project area (Reem Island, Khalifa City B, Al Bateen,
etc.). Clearly state the project opening date or the completion date of the first phase of the project.

; Master Plan Information Æ If the project is located within an approved “Transportation Master Plan” then write
the name of the master plan, date of approval and name of the approving authority.

; Specify whether the development contains or is in close proximity to a large body of water, public
transportation or to an airport.

; Land-use and Trip Generation Information Æ List the major development land-use types and size (densities)
for quick reference.

; Trip generation codes must be provided based on DoT’s adopted Trip Generation and Parking Rates Manual.
If rates are not available then rates from another manual can be used or rates can be based on a survey for
similar land-use in the Emirate of Abu Dhabi. The code used must be confirmed with the DoT Liaison Engineer
during the methodology stage for TIS’s and TMP’s. The land use classifications and densities in this form will be
used for all approvals to other governmental agencies. Total Generated trips "IN" must be filled in separately from
the total generated trips "OUT".

; Parking Demand & Supply Æ Calculate the parking demand based on DoT parking rates (Appendix D). State
the parking demand as calculated per the DoT parking rates and land-use without applying any reduction factors.
State the parking supply as per the current proposal (this can be modified during the review process).

The Liaison Engineer will assess the application and determine the relevant category.

„ If only a Circulation Plan for small developments is required, prepare a Circulation Plan addressing all
relevant items as per the instructions provided in Chapter 2.

„ If a TIS or TMP is required, proceed with the Methodology Report according to instructions in Chapter 5.

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 3.1 Application and Review Fees
In line with Law 18 of 2009 and the Executive Council Resolution 13 of 2011, fees for registration, review or
modelling will be applicable to studies as per Table 3.1. Fees for Circulation Plan submittals are to be paid with
the application form. DoT will not accept applications without the fee.

Fees for TIS and TMP are to be paid upon DoT’s approval of the methodology report. If projects reach the TIS or
TMP report submission stage and payment has not been made, the report will not be reviewed and will be
rejected.

The payment for fees can be paid by either the developer or the consultant, receipts need to be attached to the
TIS or TMP report submission.

Table 3.1.1 Fees Associated with TIS’s, TMP’s and Circulation Plans.

Study Registration Fee Review Fee Modelling Fee Payment Stage

Circulation Plan AED 1,000 - - Application

AED 7,500 + AED 1 AED 5,000 + AED 1 Upon Approval of the

TIS/TMP -
per trip per trip Methodology Report

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4 Circulation Plan (Projects generating less than 100 vehicular trips
per hour)
As per DoT requirements, Circulation Plans have to be submitted and approved by DoT for all projects that are
generating less than 100 trips during the peak hour. All required information that needs to be included in the
Circulation Plan are explained below and listed in the Checklist, which will be provided by the Liaison Engineer .
DoT retain the right to require developments that generate less than 100 trips during the peak hour to submit a
TIS due to the site nature & location.

DoT is carrying out a prequalification process for all consultants dealing with Circulation Plans; only pre-qualified
consultants are eligible to submit for approval.

DoT will only accept Circulation Plans prepared in the DoT template which is provided to all pre-qualified
consultants. In addition, the drawing no. shall have the following format: “Circulation Plan symbol / Tracking
Number/ Drawing x of y”.

Any variation from the below list needs to be discussed and agreed with the Liaison Engineer and documented in
the minutes of meeting.

4.1 Project Description

; Include the proposed land use for the development as a table, typically in the key chapter of the drawing. The
table should follow the below format:

Land Use Type Unit Quantity

; Include the trip generation for the development as per the below format. Typically this would include AM peak,
Noon and PM peak. The calculation of the trip generation shall be based on Dubai Manual for Trip Generation &
Parking Rates or other manuals as advised by DoT. The land use class & trip rate shall be agreed in advance
with the DoT liaison engineer.

AM Peak Noon Peak PM Peak

In Out Total In Out Total In Out Total

4.2 Service and Emergency Access

; Present on the drawing delivery and service routes, locations and accesses.

; Present on the drawing access to taxi drop-off and pick-up facilities (if applicable).

; Show on the drawing emergency vehicle access to the development (fire engine, ambulance, etc.). Ensure
that emergency access can be kept free from blockages (from other vehicles for example). Please be aware that
separate Civil Defense approval must also be sought for all developments.

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 4.3 Site Access & Exit Provision
; The key plan showing the location of the development and the adjacent main & local roads should be
presented in the top right hand corner of the drawings, in the title box. The key plan shall be presented in a proper
drawing format (e.g. AutoCAD).

; Indicate clearly on the drawing the locations and proposed design of all site access and adjacent roads
provided; the key plan shall be used as a reference. The Liaison Engineer may request amendments to the
design or location of the access or exit to improve safety. Also Road markings and traffic signage shall be shown
on drawings.

; Show existing pedestrian and cycling routes on the drawing (if applicable).

4.4 Parking Demand & Supply

; Provide a table showing the parking demand calculated according to current Abu Dhabi DoT manual and the
parking supply of your development.

; Provide a drawing clearly showing all parking spaces provided with the development, highlight all parking
facilities and number each parking space.

All turning radii and dimensions for the parking spaces and access to these parking spaces must comply with
current DoT design guidelines and must be checked using Autoturn or similar software.

; The location and design of disabled parking bays are to be shown (closest to access points with drop curbs
and designed to DoT or municipality standards).

; Provide prints of Autoturn (or similar analysis) for all relevant movements within the parking area as requested
by the Liaison Engineer.

4.5 Application Fee

The DoT application fee for Circulation Plans is fixed at AED 1,000. This fee is valid for resubmissions for the
same project for only one NOC and for a period of no more than one year,

If DoT reclassifies a study submitted as a Circulation Plan to a TIS or TMP, the fee paid will be deducted from the
TIS or TMP fee.

What is the purpose of the Circulation Plan?

„ The Circulation Plan is the concept approval plan to be adhered to and used for the detailed design
(
drawings. It serves as evidence of DoT’s approval for all concerned and is archived (upon approval) in
DoT and other relevant government departments.
„ Occupancy Permits by Municipalities will be issued only after a DoT inspection to verify that the
development has been constructed in line with the approved Circulation Plan conditions.
„ DoT issues additional technical guidance and parking rates for developments on plots less than
900 sqm. An updated version of these technical circulars is available from the Integrated
Transportation Planning Division.

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5 Methodology Report
A methodology report will be required for all TIS and TMP studies. The methodology report establishes and
documents, the methods and assumptions to be used in the study.

Before progressing with the Methodology Report, the consultant should arrange for a meeting with the DoT
Liaison Engineer, and DoT Transportation Modelling Specialist as required, to establish the following:

„ Manual or model assignment for trip distribution and assignment

„ If a Modelling Application is required Æ Chapter 12

„ Surveys to be undertaken

„ Adjacent developments and assumptions to be included in the assessment

„ Preliminary study area

„ Planned traffic and public transportation infrastructure to be considered

„ Peak hours, horizon years and phases for the assessment

„ If Cost Sharing Calculations will be required Æ Chapter 13

Trip Distribution and Assignment manual or model based?

„ TIS Æ Manual assignment may be sufficient for small developments (< 500 trips), however this also
(
depends on location, access and character of development (to be determined by the liaison engineer ).
„ TIS for plot within approved Master Plan Æ trip distribution and assignment for the development can
be derived from the TMP (unless unavailable, outdated or requested otherwise by the liaison engineer).
„ For all other TIS and TMP developments a Modelling Application Form will be required

Surveys process shall be discussed and agreed with the Liaison Engineer in advance as outlined in Chapter 11.

The Methodology Report should be a short and concise document, outlining all essential information in the form
of tables and clearly understandable figures (at sufficient scale and including relevant key). The structure and
content of a typical Methodology Report are presented below. Any variation from the below structure needs to be
agreed with the DoT Liaison Engineer , and DoT Transportation Modelling Specialist as required, and
documented in minutes, which will need to be attached to the report.

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 5.1 Project Description
; Provide a brief description of the following:

„ Location of proposed development

„ Proposed land use and how this relates to the surrounding area

„ Specific constraints and issues

„ History of the development (stage of project, previous submissions, approvals by UPC or municipalities,
etc.).

; Include a table detailing the land use of the development based on the land use categories according to Abu
Dhabi guidelines. Show trip generators like resident population, workers and students expected in the
development along with trip attracting land uses - office, retail, hotels, schools etc.

5.2 Existing Transport Infrastructure

; Provide a brief description of the following (existing and future without development):

„ Surrounding road infrastructure (type of roads, connectivity, observed road conditions)

„ Public transportation facilities within and in close proximity to the development, including:
• Metro, Tram or Bus routes and frequencies
• Metro, Tram or Bus stop locations
„ Pedestrian and cycling infrastructure:
• Pedestrian and cycling routes
• Pedestrian access to public transportation facilities (from development site)
• Current pedestrian routes crossing the development site

; Provide a drawing illustrating the future (opening year) road and public transportation network, pedestrian and
cycling facilities and routes mentioned in the above description (without development).

If several phases are planned for the implementation of the development, the above drawing needs to be
provided for each phase.

; Provide a drawing illustrating the future (2030 Full Build-Out Scenario) road network and public transportation,
pedestrian and cycling facilities and routes mentioned in the above description (without development).

TIS for plot within TMP Æ If the infrastructure of the approved TMP has not been implemented at the time
preparing the TIS, the existing and future scenarios will be determined using the proposed infrastructure of the
TMP. Highlight any changes that have been made since approval of the TMP would impact on conditions
immediately surrounding the development. Horizon years for the analysis are the opening year of the plot
development and 2030 (Full Build-Out Scenario) based on the TMP.

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 5.3 Baseline Traffic (Existing and Future)
; In some undeveloped or under developed areas the comparison with and the requirement for a review of
existing traffic conditions may not be appropriate.

; List the traffic surveys to be used, survey company, time the surveys are to be undertaken, and the locations
and peak periods covered by each source. List all assumptions and adjustments made and explain.

; If the data has already been obtained, provide a drawing illustrating the expected future baseline traffic flows in
and around the proposed development site for the opening year scenario. These flows should be based on either
the existing traffic flows using an agreed growth rate or on modelling results taking into consideration all
developments and infrastructure confirmed for the relevant horizon year (to be agreed with the liaison engineer ).

; If available, provide a drawing illustrating the future transportation flows in and around the proposed
development site for the Full Build-Out scenario. These flows should take into consideration all developments and
infrastructure committed for the relevant horizon year (to be agreed with Reviewer). These flows will generally be
derived from one of the three following initial sources and further adjusted as required:

„ For a Plot TIS - an existing TMP

„ For a small TIS - background traffic flows requested via the DoT Modelling Output Request Form

„ For other TIS’s / TMP’s - first order flow estimates before the pre-qualified consultant undertakes any
project specific modelling

TIS for plot within TMP Æ Background traffic shall be derived from the TMP. If the opening year of the plot
development is different from the TMP, traffic flows can be manually adjusted to meet relevant conditions. Clearly
explain all assumptions and include the following figures:

„ traffic flow as derived from TMP

„ adjusted traffic flow

; Discuss the baseline traffic flows and growth and highlight implications for the proposed development.

5.4 Trip Generation

; Provide a table showing trip generation for each land use type and classification. The calculation shall not
include any reductions for public transportation, internal capture or pass-by trips.

Trip generation must be calculated based on the adopted DoT trip generation rates based on CBD or Non CBD
rates. If rates for a particular land use are not available, then the ITE manual rates can be used or rates can be
based on a survey for similar land-use. The code used must be confirmed with the DoT Liaison Engineer. Total
generated trips "IN" must be filled in separately from the total generated trips "OUT". Figure 5.1 shows a view of
Abu Dhabi CBD with high land use densities.

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Figure 5.1 Abu Dhabi CBD View

TMP Æ In addition to the above, provide a land use drawing of the development with appropriate level of detail
and scale (A3 or A1 may be required). This should be to scale and should include a drawing showing building
heights (number of planned floors).

TIS for plot within TMP Æ In addition to the above provide a comparison to the land use and trip generation used
for this site to the relevant TMP.

If several phases of completion apply, clearly indicate which land uses are being included in which phase and
summarize for each phase. The trip generation calculation for each phase must be clearly comprehensible from
the report.

5.5 Internal Capture and Pass-by Trips

; Provide the calculation of Internal Capture and Pass-by Trips proposed, as applicable. The calculations should
be presented in a concise and comprehensible manner. The use of pass-by trips is subject to the acceptance of
the DoT Liaison Engineer.

; Summarize the factors with the resulting total trip generation values for each peak period in a table.

5.5.1 Internal Capture

TIS Æ Calculate Internal Capture based on methodology described in Chapter 7, ITE Trip Generation Handbook,
2010 or as agreed by with the Liaison Engineer. The use of Internal Capture trips is subject to the model output
and acceptance of the Liaison Engineer.

TMP Æ Internal Capture should be based on the distribution established using the agreed model, which should
include all relevant attractors within the development. However, a potential reduction can only be proposed for the
traffic using the external road network. No reduction can be made for traffic using the internal road network.

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 5.5.2 Pass-by Trips/ Combined Trips
If agreed to by the Liaison Engineer, calculate Pass-by and Combined Trips based on methodology described in
Chapter 5, ITE Trip Generation Handbook.

5.6 Study Area

The Consultant proposes a study area which is then discussed and agreed with the Liaison Engineer . Generally,
the study area should include all links and junctions whose traffic is composed of greater than 10% of traffic
generated by the development or where the development has a direct impact on a congested link, junction, or
area. For studies which include strategic modelling, agreement on the final study area may be delayed until the
extent of changes in transport demand beyond the development site are available from the modelling.

TIS for plot within TMP Æ The study area should be confined to the immediate surrounding and affected network.
If trip generation results are smaller or equal to the trip generation used in the TMP and network performance was
addressed in the TMP, the study area may be restricted to the plot and its access points only. This will need to be
agreed and discussed with the Liaison Engineer.

; Include a drawing clearly showing the extent of study area as agreed with the Liaison Engineer.

5.7 Parking Demand

; Provide a table showing the parking demand calculated based on Abu Dhabi Department of Transport Rates
and the proposed land use. If a suitable land use code is not available, refer to ITE parking rates or surveys to
determine an appropriate local rate (to be agreed with the Liaison Engineer).

Parking Demand and Supply

„ Please be aware that all parking requirements must be met 100% within the limits of the development!
(
„ If this is not possible for plots, the developer has to consider land use reduction or basement extension
and DoT (subject to management approval) may accept a Payment in Lieu (AED 50,000 per space as
per Law 18/2009) and Executive Council Order No. 5C 21/2010.

5.8 Proposed Strategic Modelling Approach

; For studies which include a strategic modelling component provide an overview of the proposed modelling
approach in the Methodology Report. Also provide specific details where the proposed approach will deviate from
the standard modelling approach used with the DoT transportation model, e.g. additional or modified modelling
scripts, modules or applications or the proposed use of a sub area model.

Note also for studies which include a strategic modelling component two specific modelling reports are also
required, a Modelling Synopsis Report submitted and approved before the TIS or TMP Report and Final
Modelling Report submitted after the TIS or TMP Report. Further details are provided in Chapter 12.

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 5.9 Assumptions and Agreements
A list of factors and assumptions to be used in studies is contained in the checklists (Appendices H, I and J).
Deviation from the listed assumptions and/or standard assumptions must be listed on the form with justification.

; List all assumptions regarding development, trip generation, impact analysis that are proposed or have been
agreed with the Liaison Engineer.

; List all variations from the checklists and standard procedures that have been agreed with the Liaison
Engineer.

Approved Minutes of Meeting for all agreements with the Liaison Engineer should be attached in the appendix.

; Include a table summarizing the trip generation of the development in the following format (if several phases
apply, one row for each phase):

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6 Transportation Impact Study (TIS)
The structure and content of a typical Transportation Impact Study report are presented below. Any variation from
the below structure needs to be agreed with the Liaison Engineer and documented in minutes, which will need to
be attached to the report.

6.1 Introduction
; Background - Explain the background of the project and the TIS, outlining responsibilities, stakeholders,
relevant documents and decisions.

; Project & Location - Describe the project and the project location, summarizing the character of the
development, its impact on the location and how it corresponds to Abu Dhabi’s 20 years long-term strategy
currently set out in the 2030 Surface Transportation Master Plan (STMP).

; Include a figure clearly showing the location and boundaries of the proposed development.

; Include the initial land-use approval letter from UPC or the affection plan from the relevant municipality
approving the land use of the development.

6.2 Existing Conditions

; Describe traffic and road network conditions within the study area. Refer to road hierarchy, main routes,
capacities, traffic volumes (refer to Methodology Report), peak movements and identify areas and locations with
problems or of particular relevance for the development.

; Describe the existing public transportation network in the study area, identify existing stops and services,
connectivity, capacity and relevance for the development.

; Identify key walking and cycling routes and desire lines in and around the development.

; Describe parking conditions in the surrounding area, identify possible oversupply, and lack of parking at which
times.

6.3 Methodology Report Outcome

; Summarize trip generation, assumptions and assignments established in the Methodology Report using the
tables and figures included in the Summary chapter of the report.

; Include the figure showing the agreed study area and the parking demand calculated for the development.

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 6.4 Traffic Impact of the Development
All analysis needs to be undertaken for all agreed peak periods and the following scenarios:

„ Opening year

„ 2015 Horizon Year (to be agreed with the liaison engineer).

„ The “Full Build Scenario” with the full scheme or development included (currently corresponding to
2030).

„ Interim years corresponding to phases of a major development.

For studies using a strategic modelling approach the corresponding “developer with tdms scenario” must be used
in DoT’s transportation model to derive the travel demand flows for the analyses of the above scenarios and
periods.

; Provide results for intersection analysis, weaving, merging and diverging in tabular format for all scenarios and
all agreed peak periods.

The intersection analysis results should be presented in a table format as follows:

Intersection Intersection Worst Movement

No. Delay LOS v/c ratio Delay LOS v/c ratio

; Provide a drawing clearly showing intersection locations and numbers.

The merging/diverging analysis results should be presented in a table format as follows:

Freeway Ramp
Location LOS
No. Lanes Speed Volume No. Lanes Speed Volume

The weaving analysis results should be presented in a table format as follows:

No. of Weaving Weaving Freeway

Location Weave Type LOS
Lanes Length Speed

; Provide a drawing clearly indicating the location of each merging/ diverging/ weaving segment.

; Discuss the results. See Chapter 10 for analysis thresholds.

; For each critical intersection (as per the above criteria) figures need to be included showing: conceptual
intersection layout, lane configuration, phasing plan and movement volumes. Indicate all failing movements in the
relevant table. Mitigation measures shall be identified for all movement that has LOS E or worst. DoT will not
accept any junction that has an overall LOS F, mitigation measures shall be identified.

Intersection analysis should be based on existing cycle time and phasing, with optimization of the phase splits
only. Any change in cycle time or phasing in a future scenario must be explained, which will need to be agreed
with the Liaison Engineer.

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If a new signal is accepted by the Liaison Engineer as part of the proposed mitigations in a developed area, a
signal warrant may be required following the conditions outlined in Chapter 10.

6.5 Mitigation of Impacts

; Based on the above results identify the need for mitigations, include a table detailing the mitigation
assessment using the given thresholds.

; Develop and explain proposed mitigations in a concise format in the report. Include conceptual designs and for
intersections also include phasing plan and cycle time if signalized.

; Compare modelling results (with, without and mitigated) for each measure, showing the Level of Service for all
approaches and highlight critical movements (See Chapter 10).

; The mitigations presented (grade separation, free right turns, extending tapers, etc.) must be based on volume
and not design preference. Where mitigations for one user group negatively impact facilities for another user
group (i.e. pedestrians) the negative impact must be mitigated (i.e. pedestrian bridge).

; Additional access points on an existing network must not negatively impact traffic flow, safety distances or
capacities.

;Estimate the costs of each mitigation measure. These estimates are preliminary only and should be done
based on standard rates and specifications.

; Calculate the developers regional cost share. The principles and methodology for cost share calculation are
presented in Chapter 13.

; Local mitigations required to provide safe and sufficient access to the development will be 100% at the cost of
the developer.

; Summarize the cost estimates and calculated cost share in a table in the following format:

Implementation
Estimated Cost Developer Cost
Mitigation No. Mitigation Description required by
(Dirham) Share (%)
(Year)

Figure 6.1 displays a sample concept for mititgations.

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Figure 6.1 Sample Concept Design for Mitigations at Existing Intersection

Mitigation Measures
„ Simply increasing capacity may not always be possible or sensible, hence alternative measures should
(
be explored, altering land uses, structure of the development or utilizing other transport modes.
„ All mitigation measures proposed must be feasible and reasonable.
„ All measures should be in line with the DoT network plans (i.e. STMP).
„ The Capital Improvement Plan (CIP) Form for Mitigations needs to be filled by the Consultant if
requested by the Liaison Engineer (Appendix O).

6.6 Site Access & Exit Provision

; Provide a drawing clearly showing the location and design of all site access and exit roads provided. Highlight
potential conflicts with pedestrian movements.

; Provide a table showing the volume, capacity ratios (v/c ratio) for all access and exit roads to the development.
For access, exits with a v/c ratio > 0.5 a queue assessment will be required. Include 95%ile queue results and
queuing capacity in the table. A v/c ratio > 1 will not be accepted.

; Typical capacities are given in Chapter 10.

; Assess potential conflicts with pedestrian movements and explain how safety for pedestrians will be ensured
(reduction of vehicle speed, visibility, etc.).

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 6.7 Emergency and Service Access
; Provide a drawing showing all delivery and service routes, access and exit.

; Provide a drawing showing access to taxi drop-off/ pick-up facilities or if provided on the development, how
taxis would enter and exit the taxi facilities.

; Provide a drawing showing emergency vehicle access to the development (fire engine, ambulance, etc.).
Indicate how emergency access will be kept free from blockages (from other vehicles for example). For hospitals
and clinics drawings with turning paths for ambulances will be required.

6.8 Parking
6.8.1 Parking Demand & Supply
; Provide a table showing the parking demand calculated and the parking supply of your development.

; Provide a drawing clearly showing all parking spaces provided within the development, highlight all parking
facilities and number each parking space. Specify the provision for disabled parking (Table 6.2).

; Parking facilities considered in the parking supply table must be provided on the site of the development.
Publicly available on-street parking facilities cannot be included.

Table 6.1 Parking Dimensions

Standard Parking Dimensions Width x Length (Minimum)

Standard Parking Bay (90-30° Angle): 2.5m x 5.5m

Standard Parking Bay (Parallel): 2.5m x 6m (6.5m) *

Accessible (Disabled) Parking: 2.5m+1.5m x 5.5m

Accessible Van Parking: 3.35m+1.5m x 5.5m

Parking next to Walls or Physical Obstructions: Standard width + 200mm

Minimum Headroom: 2.5m

Minimum Headroom for Service Vehicles: 4.5m

Ramp Gradient Maximum: (Centre Line for Curved Ramps) 1 in 8 or 12.5%

Maximum Gradient for Parking Ramps: 1 in 20 or 5%

*6.5m along Main Circulatory

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; A transition ramp of a minimum length of 3m at both sides of the primary ramp.

; The maximum gradient of the transition ramps is 1 in 12 or 8.3%.

; Depending on site constraints, ramps with gradients up to 1 in 6 or 16.5% can be permitted based on a case
by case evaluation and subject to the following provisions:

6.9 General Car Parking Design

; One-Way circulations are typically recommended for most car parks to minimize conflicts and improve
circulation. For large car parks and car parks with high turnover One-Way circulations should be given
preference.

; All driveways to car parks must have a minimum width of 6 metres for two-way traffic and 4.5 metres for one-
way traffic.

; However, depending on local conditions and for smaller car parks Two-Way circulations/driveways may be
more appropriate. For example, Two-Way driveways should be used for dead-end aisles and up to 20 spaces on
each side or similar situations.

; For large car parks and parking structures the Consultant is required to define a Main Circulatory network.
Main Circulatories are subject to the main traffic movement through the car park. To ensure the operation of the
car park typical parking should not be provided along Main Circulatories. Ramps in multi-storey car parks are
naturally part of the Main Circulatory network.

; The width of the Main Circulatory shall be designed to a minimum (depending on emergency access
requirements, turning radii and anticipated traffic volumes) to avoid excessive speeds. However, if parking
provision on a Main Circulatory is required and/or acceptable wider driveways are required.

; It is recommended that large car parks that require Main Circulatories should be as follows:

„ Residential: more than 500 spaces (total).

„ Office: more than 300 spaces (total).

„ Retail: more than 300 spaces (total).

„ Mixed-Use (20% Office or Retail, 80% Residential): more than 400 spaces (total).

„ Mixed-Use (50% Office or Retail, 50% Residential): more than 300 spaces (total).
The final layout shall be agreed with the liaison engineer.

6.10 Further Conditions

; Tandem Parking can be permitted only for residential 3+ bedroom apartments. Each pair of Tandem Parking
bays must be pre-designated or reserved to one apartment, which needs to be declared by the Consultant. The
required width for Tandem Parking bays is 2.7m. Limited tandem parking for hotels with valet service may be
permitted. Approval of a Liaison Engineer should be sought.

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; Dead-end driveways in excess of 15m length will require appropriate U-Turn facilities (T- or L-shape)
equivalent to 2 standard parking bay size.

; The standard vehicle to be used for AutoTurn (or similar) analysis for parking in Abu Dhabi is AUSTROADS
2006 CAR (Large Car).

; Access for emergency vehicles and services shall be in accordance with the requirements of the respective
agencies.

; Sufficient and safe pedestrian access must be provided to all car parks. On Main Circulatories separate
pedestrian paths and safe crossing facilities are recommended. Where pedestrian facilities are not provided (i.e.
separate ramps, etc.) a minimum clearance of 300mm between kerb and wall/ obstruction must be maintained as
illustrated in Diagram 10.

; Disabled parking shall be provided in accordance with the International Building Code (IBC) as illustrated
below.

Table 6.2 Minimum Disabled Parking Bays

Total Parking Bays Provided Required Minimum Number of Disabled Bays

1 to 25 1

26 to 50 2

51 to 75 3

76 to 100 4

101 to 150 5

151 to 200 6

201 to 300 7

301 to 400 8

401 to 500 9

501 to 1,000 2% of total

1,001 and over 20, plus one for each 100 or fraction thereof, over 1,000

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 6.11 Parking Access
; Undertake capacity analysis of vehicle access to car park based on the highest peak traffic inflow. Particular
consideration need to be given to access control systems (gates, barriers, ticketing systems, etc.) and their
capacity in relation to the expected peak traffic inflow.

; Provide a table showing the capacity ratios (v/c ratio) for all access and exit roads to the development. For
access/exits with a v/c ratio > 0.5 a queue assessment will be required. Include 95%ile queue results and queuing
capacity in the table. A v/c ratio > 1 will not be accepted. 95%ile queues must be fully contained within the site
and/or within slip lanes providing exclusive access to the site parking facilities only. Pedestrian footpaths are not
to be included as queuing space.

6.12 Parking Circulation

; Provide a drawing showing vehicle access to and circulation in the proposed car park (main movements).
Show main pedestrian routes in the car park (from/to lifts, gates, stairways, etc.). Highlight conflict areas and
proposed measures to address the conflict.

; All turning radii and dimensions for the parking spaces and access to these parking spaces must comply with
current DoT guidelines and must be checked using Autoturn or similar.

; Provide prints of Autoturn (or similar analysis) for all relevant movements within the parking area.

6.13 Pedestrian and Cycling Accessibility

; Provide a drawing showing the key desire lines for pedestrians leaving and entering the development and
within the development (if more than one building). Illustrate how the desire lines are met by existing and
proposed facilities.

; Illustrate whether the development changes existing pedestrian routes in and around the plot.

; Provide a drawing showing access to the nearest public transportation facilities (bus stops, metro stations,
etc.). Illustrate the average walking time using isochrones (5min, 10min, 15min) based on the established access
routes. Road crossings will naturally impact on the travel time, reducing the connectivity and distance covered.
Typical speeds would be 1 m/sec for pedestrians.

; Include a drawing showing these routes and illustrate how the development and proposed measures support
the use of the cycling facilities. Refer to DoT’s Abu Dhabi Pedestrian and Cycle Master Plan.

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 6.14 Public Transportation
; In areas with existing public transportation, the existing services need to be identified. The impact or potential
changes in the modal split need to be evaluated, discussed with the Liaison Engineer and presented in the report.

; Comparative analysis with the DoT’s current STMP routes is required. The consultant must request updates to
the STMP from the Liaison Engineer at the start of the study.

; Thresholds for the Level of Service for Public Transportation Facilities are presented in Chapter 10.
Assumptions must be agreed and presented in the report.

; Changes to the present and planned transportation network need to be approved by the DoT explicitly prior to
implementation. The cost of changes needed is to be identified and presented in the report.

6.15 Conclusions and Recommendations

; Summarize trip generation, parking demand and supply and any important facts about the development.

; Summarize all findings of the report. Draw conclusions and show all measures, policies and strategies
proposed to mitigate impacts.

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7 Transportation Master Plan (TMP)
The structure and content of a typical Transportation Master Plan report are presented below. Any variation from
the below structure needs to be agreed with the Liaison Engineer and documented in minutes, which will need to
be attached to the report.

7.1 Introduction
; Background - Explain the background of the project and the TMP, outlining responsibilities, stakeholders,
relevant documents and decisions.

; Project & Location - Describe the project and the project location, summarizing the character of the
development, its impact the location and how it corresponds to Abu Dhabi’s 20 year long term strategy currently
set out in the 2030 Surface Transport Master Plan (STMP).

; Include a figure clearly showing the location and size of the proposed development.

7.2 Methodology Report Outcome

; Summarize trip generation, assumptions and assignment established in the Methodology Report using the
tables and figures included in the Summary section of the report.

; Include the figure showing the agreed study area.

7.3 Land Use Characteristics/Travel Characteristics

; Include the initial land-use approval letter by UPC approving the land use of the development.

; Show that local amenities (schools, shops, restaurants) provide for expected population. This could be done
using a table showing population, factor used (i.e. students per population), source of the factor, demand
established using the factor and supply in the development. This will inform the assumptions regarding internal
capture of generated trips.

; Provide a drawing showing all land uses for this development. Show all plots, name or number. This is
required for the parking demand, which needs to be calculated for each plot in the development.

; Discuss how the desire lines are supported by the planned network (all modes).

; 10% of the parking for master developments must be provided on-street for visitors. This will cater to non-
tenant visitors and for stopping vehicles.

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 7.4 Internal Network
7.4.1 Alternative Modes
; Show existing and planned public transportation network, including routes and planned Right of Way (ROW).

; Show existing and planned bicycle and pedestrian network. This is best done using a drawing, showing the
network, highlighting the planned DoT bicycle network, crossing points, location of bicycle parking and other
facilities provided and conceptual designs for crossing points.

; Show on a drawing isochrones of pedestrians walking and cyclists to/from public transportation interchanges
and access points (5min, 10min, and 15min walking/cycling time).

; Isochrones must be based on existing and proposed infrastructure that can be used by pedestrians and
cyclists. Road crossings will naturally impact travel time, reducing the connectivity and distance covered. Typical
speeds would be 1m/sec. for pedestrians and 5.5m/sec. for cyclists.

Based on the isochrones above, analyze and estimate the resident population and employment covered by the
catchment areas.

; Based on the outcome of the above, discuss whether mode share targets, internal capture targets identified in
Methodology Report can be achieved.

7.4.2 Internal Road Network

; Show scaled drawing(s) of road network and illustrate road categories, major junctions and any important or
non-typical road and intersection designs. Include numbers and indices used in the analysis.

All analysis needs to be undertaken for all agreed peak periods and the following scenarios:

„ Opening year

„ 2015 Horizon Year (to be agreed with the liaison engineer).

„ The “Full Build Scenario” with the full scheme or development included (currently corresponding to
2030).

„ Interim years corresponding to phases of a major development.

For studies using a strategic modelling approach the corresponding “developer with tdms scenario” must be used
in DoT’s transportation model to derive the travel demand flows for the analyses of the above scenarios and
periods.

; Provide drawing of traffic flows and turning movements in internal road network for all scenarios and all agreed
peak periods.

; Provide results of the link capacity analysis on links within the internal network for all scenarios and all agreed
peak periods.

; Link capacity analysis needs to be undertaken for all links within the Master Plan in line with the thresholds
presented in Chapter 10.

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; The link capacity results may be presented in tabular format if only a small number of links needs to be
analyzed. However, a drawing needs to be included showing all links that have been assessed. The table needs
to include link reference, volume/capacity ratio (v/c ratio) and corresponding Level of Service (LOS).

; For larger networks a graphical presentation (drawing, CUBE Voyager print) of the link capacities is more
appropriate and is recommended. The drawings need to show volume/ capacity ratio (v/c ratio) and
corresponding Level of Service (LOS).

; For all links showing a v/c ratio > 0.7 further analysis will be required.

; Provide results for intersection analysis, weaving, merging and diverging in tabular format for all scenarios and
all agreed peak periods. The analysis needs to be undertaken for all intersections and links identified by the link
capacity analysis and any other intersection that must be amended or has a non-standard configuration.

; Provide a drawing clearly indicating the location of each intersection with merging, diverging and weaving
segments.

The intersection analysis results should be presented in the following format:

Intersection Intersection Worst Movement

No.
Delay LOS v/c ratio Delay LOS v/c ratio

The merging/ diverging analysis results should be presented in the following format:

Freeway Ramp
Location LOS
No. Lanes Speed Volume No. Lanes Speed Volume

The weaving analysis results should be presented in the following format:

No. of Weaving Weaving Freeway

Location Weave Type LOS
Lanes Length Speed

; For each critical intersection (as per Chapter 10 criteria) figures need to be included showing: conceptual
intersection layout, lane configuration, phasing plan and movement volumes. Indicate the failing movement in the
relevant figures.

Internal Network Operation

„ Simply increasing capacity may not always be possible or sensible, hence The proposed internal
(
network needs to be designed to cater sufficiently to the anticipated demand.
„ Network amendments should be made before submitting the TMP for approval.
„ Increasing road capacity may not always be possible or sensible. Alternative measures should also be
explored, altering land uses, structure of the development or utilizing other transport modes

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 7.5 Impact on Surrounding Network
All analysis needs to be undertaken for all agreed peak periods and the following scenarios:

„ Opening year

„ 2015 Horizon Year (to be agreed with the liaison engineer).

„ The “Full Build Scenario” with the full scheme or development included (currently corresponding to 2030)

„ Interim years corresponding to phases of development (if any and if different from the above)

For studies using a strategic modelling approach the corresponding “developer with tdms scenario” must be used
in DoT’s transportation model to derive the travel demand flows for the analyses of the above scenarios and
periods.

; Provide drawings, figures of traffic flows, turning movements in surrounding network for all scenarios and all
agreed peak periods. This should be in line with outcome of Methodology Report. Any differences must be
discussed and agreed by the Reviewer.

; Provide results of the link capacity analysis on links within the study area for all scenarios and all agreed peak
periods.

; Link capacity analysis needs to be undertaken for all links within the study area.

; The link capacity results may be presented in tabular format if only a small number of links needs to be
analyzed. However, a drawing needs to be included showing all links that have been assessed. The table needs
to include link reference, capacity ratio (v/c ratio) and corresponding Level of Service (LOS).

; For larger networks a graphical presentation (drawing, Cube Voyager print) of the link capacities is more
appropriate and is recommended. The drawings need to show capacity ratio (v/c ratio) and corresponding Level
of Service (LOS).

; For all links showing a v/c ratio > 0.7 further analysis will be required. This usually entails analysis of the
affected intersections or interchanges or any other qualitative assessment necessary (e.g. conflicts with parked
vehicles/queues from side streets/driveways, etc., to be agreed with Liaison Engineer).

; Provide modelling results for intersection analysis, weaving, merging and diverging for all scenarios and peak
periods as above (table detailing LOS, v/c ratio and delay) based on existing layout. The analysis needs to be
undertaken for all intersections and links identified by the link capacity analysis and any other intersection that
must be amended or has a non-standard configuration. Compare scenarios with and without (baseline) proposed
development.

; Provide a drawing clearly indicating the location of each intersection and its merging, diverging and weaving
segment.

; Modelling outputs shall be provided in the TIS Report appendices. Depending on the number of intersections
analyzed, a softcopy of the outputs may suffice to avoid unnecessary prints (to be agreed with the Liaison
Engineer). All modelling files must be provided as softcopy except for any DoT strategic transport model files
already housed on the DoT network and only accessed remotely during the study.

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 7.6 Mitigation of Network Impacts
; Based on the above results identify the need for mitigations, include a table detailing the mitigation
assessment using the given thresholds (in Chapter 10).

; Develop and explain proposed mitigations in a concise format in the report. Include conceptual designs for
intersections including phasing plan and cycle time if signalized.

; Compare modelling results (with, without and mitigated) for each measure, showing the Level of Service for all
approaches, highlight critical movements (See Chapter 10).

; Estimate the cost of each mitigation measure. These estimates are preliminary only and should be done based
on DoT rates and specifications.

; Complete the Capital Improvement Program Application Form in Appendix O.

Submittal Requirements
„ Three sets of the Methodology Report and 2 CD sets.
(
„ Generally, 2 phases of draft report submissions will be required. The first draft submission will be
made, comments will then be received from DoT, and a further draft incorporating the comments will be
required. 3 Hardcopy sets and 2 softcopy sets (CD’s) of draft submissions will be required for each
submission including all software files, reports, drawings and tables in their native format.
„ 4 Hardcopy sets and 3 softcopy sets of the Final Report, Approval Drawings, Drawings in pdf and in
geo-referenced AutoCAD format as well as all modelling files.
„ If a strategic modelling approach has been part of the study then 2 hardcopies and 2 softcopies of the
Modelling Synopsis Report and Final Modelling Report are required at the draft and final submission
stage.

7.7 Parking Demand

; Master developers are required to provide a minimum of 10 percent on-street parking for visitors. This parking
should be evenly distributed on the road network and should be adjusted to match roads and land-use. Where
there is justification, this minimum 10% provision can be reduced with the approval of DoT management.

; Calculate the parking demand based on the established land uses for each plot. Provide a table summarizing
the parking demand for each block and the total parking demand.

; Explain how the developer aims to ensure parking demand will be met by plot developments.

7.8 Essential Facilities

; The consultant needs to convey that it is the responsibility of the developer to work with the Urban Planning
Council (UPC) to ensure that the land use for medium and large master developments is balanced and contains
essential facilities such as mosques, petrol stations and retail facilities. This can have a significant impact on
travel plans, patterns and frequency.

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; Provide a table listing all essential facilities to be included in the TMP.

; Demand & Supply Æ Provide a table showing the parking demand calculated based on the Abu Dhabi Rates.

; Provide a drawing clearly showing all parking spaces provided with each of the facilities included; highlight all
parking facilities and number each parking space.

; All turning radii and dimensions for the parking spaces and access to these parking spaces must comply with
current DoT design guidelines and must be checked using Autoturn or similar.

; Provide prints of Autoturn (or similar analysis) for all movements requested by the Liaison Engineer that are
within the parking area.

; Access Æ Undertake capacity analysis of vehicle access to car park based on the highest peak traffic inflow.
Particular consideration needs to be given to access control systems (gates, barriers, ticketing systems) and their
capacity in relation to the expected peak traffic inflow. For the purpose of analysis, capacity for barrier controlled
access is limited to 550 vehicles per hour. 95%ile queues must be fully contained within the site and/or within slip
lanes providing exclusive access to the site parking facilities only. Pedestrian footpaths are not to be included as
queuing space.

; Provide a table showing the capacity ratios (v/c ratio) for all access and exit roads to the development. For
accesses with a v/c ratio > 0.5 a queue assessment will be required. Include 95%ile queue results and queuing
capacity in the table. A v/c ratio > 1 will not be accepted. 95%ile inbound queue lengths must be fully contained
within slip lanes providing access to the site.

7.9 Public Parking Structures

; Provide a table listing all public parking structures included in the TMP and include the total capacity of each.

; Supply Æ Include a drawing clearly showing all parking spaces provided with the development; highlight all
parking facilities and number each parking space.

; Parking for community facilities can be shared with other community facilities within walking distance (300
metres) and can be used to account for some of the on-street parking requirements (i.e. a mosque car park next
to a public park).

; Access Æ Undertake capacity analysis of vehicle access to the car park based on the highest peak traffic
inflow. Particular consideration needs to be given to access control systems (gates, barriers, ticketing systems)
and their capacity in relation to the expected peak traffic inflow. 95%ile queues must be fully contained within the
site and/or within slip lanes providing exclusive access to the site parking facilities only. Pedestrian footpaths are
not to be included as queuing space.

; Provide a table showing the capacity ratios (v/c ratio) for all access and exit roads to the development. For
accesses exits with a v/c ratio > 0.5 a queue assessment will be required. Include 95%ile queue results and
queuing capacity in the table. A v/c ratio > 1 will not be accepted. 95%ile inbound queue lengths must be fully
contained within slip lanes providing access to the site.

; Typical capacities and the methodology for the queue assessment are given in Chapter 10.

; Circulation Æ Provide a drawing showing vehicle access to and circulation in the proposed car park (main
movements). Show main pedestrian routes in the car park (lifts, gates, stairways, etc.). Highlight conflict areas
and proposed measures to address the conflict.

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; All turning radii and dimensions for the parking spaces and access to these parking spaces must comply with
current DoT design guidelines and must be checked using Autoturn or similar.

; Provide prints of Autoturn (or similar analysis) for all relevant movements within the parking area.

7.10 Travel Demand Management (TDM)

; All new developments in Abu Dhabi are encouraged to promote walking, cycling and the use of public
transportation. Explain how the developer aims to influence travel behaviour, particularly focusing on the climatic
and cultural characteristics of Abu Dhabi.

; Travel behaviour could for example be influenced by:

„ High quality walkable environment (shaded walk ways, bus shelters, etc.)
„ Provision of facilities for cyclists (cycle stands, lockers, showers, etc.)
„ Well designed Pedestrian Crossings
„ Bus Priority measures (green wave signal timing, etc.).
„ Improved connectivity, interchanges between public transportation services

7.11 Future Responsibilities

; Each major development will require organizational bodies to ensure maintenance of infrastructure and to
follow-up on policies and targets set. From a transportation point of view, these bodies would be responsible for
monitoring travel behaviour, implementing demand management measures and maintenance of infrastructure,
such as roads, walkways, cycle paths and access to public transportation facilities.

; If there are traffic signals proposed within the master development, explain where the regional traffic control
centre will be located and which agreements to operate and maintain the signals have been made. Clearly list the
responsibilities for each item listed and date of effect (i.e. signals to be installed by developer and transferred to
DoT in 2014).

; The proposed responsibilities have to be in line with current DoT policies and should be discussed with all
relevant authorities.

7.12 Summary and Conclusions

; Summarize trip generation, parking demand, parking supply and any important facts about the development.

; Summarize all findings of the report. Draw conclusions and show all measures, policies and strategies
proposed to mitigate impacts.

; Summarize the results of the internal network analysis. Explain how the network will perform in the future and
how potential issues will be dealt with.

; Summarize the results of the external impact analysis and highlight major impacts. Outline mitigations
proposed and explain briefly if and how these mitigations fully address the identified impacts.

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8 TIS for Plot within TMP
The typical structure and requirements for a TIS for a plot within an approved TMP are very similar to a standard
TIS report. However, there are different requirements regarding the land use data, mitigating impacts and further
details.

For ease of use the requirements are therefore explained separately below. The decision whether the below
applies to the development is at the discretion of the Reviewer. This would be established during the Methodology
Stage where the type of checklist and any variation in structure will need to be agreed between the Liaison
Engineer and the Consultant. This shall be documented in minutes, which will need to be attached to the report.

8.1 Introduction
; Background - Explain the background of the project and the TIS with respect to the Master Plan project,
outlining stakeholder responsibilities, previous approvals, relevant documents and decisions.

; List any changes to the land-use or transportation network in the master plan since its approval by DoT.

; Project & Location - Describe the project and the project location, summarizing the character of the
development.

; Include a figure clearly showing the location and size of the proposed development (ideally based on an aerial
photograph).

8.2 Methodology Report Outcome

; Summarize trip generation, assumptions and assignment established in the Methodology Report using the
tables and figures included in the Summary chapter of the report.

; Include a figure showing the agreed study area.

; Summarize the comparison with the TMP trip generation.

8.3 Traffic Impact of Development

; Provide results in tabular format for intersection analysis, weaving, merging and diverging for the following
scenarios for all agreed peak periods:

„ Opening year

„ 2015 Horizon year

„ The “Full Build Scenario” with the full scheme or development included (currently corresponding to 2030)

„ Interim years corresponding to phases of development (if any and if different from the above)

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If the flows have to be updated from those provided in the TMP and the study is required to use a strategic
modelling approach then the corresponding “developer with tdms scenario” must be used in DoT’s transportation
model to derive the travel demand flows for the analyses of the above scenarios and periods.

; Provide a drawing clearly indicating the location of each intersection and merging, diverging and weaving
segment in the study area.

; The intersection analysis results should be presented in the following format:

Intersection Intersection Worst Movement

No. Delay LOS v/c ratio Delay LOS v/c ratio

; Provide a drawing clearly showing intersection locations and numbers.

; The merging, diverging analysis results should be presented in the following format:

Freeway Ramp
Location LOS
No. Lanes Speed Volume No. Lanes Speed Volume

; The weaving analysis results should be presented in the following format:

No. of Weaving Weaving Freeway

Location Weave Type LOS
Lanes Length Speed

; Discuss the results. See Chapter 10 for analysis thresholds.

; Plots within recently approved TMP’s may not require several of the modelling and analysis steps. To be
agreed with the Liaison Engineer.

; For each critical junction (as per the above criteria) figures need to be included showing: conceptual
intersection layout, lane configuration, phasing plan and movement volumes. Indicate the failing movement in the
relevant figures.

; Where applicable, intersection analysis should be based on existing cycle time and phasing, optimization of
the phasing split only. Any change in cycle time or phasing in a future scenario must be explained and is
considered a mitigation measure, which will need to be agreed with the Liaison Engineer and included in the list
of mitigations, although the cost is considered minimal.

8.4 Mitigation of Impacts

; Based on the above results identify the need for mitigations and include a table detailing the mitigation
assessment using the given thresholds.

; Develop and explain proposed mitigations in a concise format in the report. Include conceptual designs and for
intersections also include phasing plan and cycle time if signalized.

; Compare modelling results (with, without and mitigated) for each measure, showing the Level of Service for all
approaches, highlight critical movements (See Chapter 10 for analysis thresholds).

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; The infrastructure in a new Master Plan development is usually the responsibility of the master developer
before it is handed over to public authorities. In some cases it may not have been built at the time of the
application. Changes may therefore be easier to implement, as they may only induce amendments to planned
designs. After infrastructure has been handed to the public authorities, the same procedures for regular TIS apply
with regard to infrastructure development.

8.5 Infrastructure that is Master Developer Responsibility

; The master and sub-developers need to agree on the schedule and responsibilities for the implementation of
the identified mitigation measures. This needs to be presented in the TIS. If this is not clarified, the individual
building developers will be held responsible and may be prevented from obtaining occupancy permits.

; Summarize the agreements in a clear and concise form. Attach relevant meeting minutes to the report.

8.6 Infrastructure that is Public Responsibility

; Estimate the costs of each mitigation measure. These estimates should be done based on DoT standard rates
and specifications and are meant to be indicative.

; Summarize the cost estimates and calculated cost share in a table in the following format:

Developer Implementation
Estimated Cost
No. Mitigation Measure Cost Share Required by
(Dirham)
(%) (Year)

8.7 Site Access & Exit Provision

; Provide a drawing clearly showing the location and design of all site access and exit roads provided. Highlight
potential conflicts with pedestrian movements.

; Provide a table showing the volume, capacity ratios (v/c ratio) for all access and exit roads to the development.
For access, exits with a v/c ratio > 0.5 a queue assessment will be required. Include 95%ile queue results and
queuing capacity in the table. A v/c ratio > 1 will not be accepted. 95%ile inbound queue lengths must be fully
contained within slip lanes providing access to the site.

; Typical capacities are given in Chapter 10.

; Assess potential conflicts with pedestrian movements and explain how safety for pedestrians will be ensured
(reduction of vehicle speeds, visibility, etc.).

8.8 Emergency and Service Access

; Provide a drawing showing all delivery and service routes, access and exit.

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; Provide a drawing showing access to taxi drop off/pick-up facilities or if provided on the development, how
taxis would enter and exit the taxi facilities.

; Provide a drawing showing emergency vehicle access to the development (fire engine, ambulance, etc.).
Indicate how emergency access will be kept free from blockages (from other vehicles for example). For hospitals
and clinics, drawings with turning paths for ambulances will be required.

8.9 Parking Demand & Supply

; Provide a table showing the parking demand calculated and the parking supply of your development.

; Provide a drawing clearly showing all parking spaces provided within the development, highlight all parking
facilities and number each parking space.

; Parking facilities considered in the parking supply table must be provided on the site of the development.
Publicly available on-street parking facilities cannot be included.

8.10 General Car Parking Design

; Car parking dimensions should conform to DoT requirements as per Chapter 6, Table 6.1.

; One-Way circulations are typically recommended for most car parks to minimize conflicts and improve
circulation. For large car parks and car parks with high turnover, One-Way circulations should be given
preference.

; However, depending on local conditions and for smaller car parks, Two-Way circulations/driveways may be
more appropriate. For example, Two-Way driveways should be used for dead-end aisles and up to 20 spaces on
each side or similar situations.

; For large car parks and parking structures, the Consultant is required to define a Main Circulatory network.
Main Circulatories are subject to the main traffic movement through the car park. To ensure the operation of the
car park, typically parking should not be provided along Main Circulatories. Ramps in multi-storey car parks are
naturally part of the Main Circulatory network.

; The width of the Main Circulatory shall be designed to a minimum (depending on emergency access
requirements, turning radii and anticipated traffic volumes) to avoid excessive speeds. However, if parking
provision on a Main Circulatory is required and/or acceptable wider driveways are required.

; Large car parks that require Main Circulatories are defined as follows:

„ Low turnover (i.e. residential) and more than 500 spaces (total).

„ High turnover (i.e. office, retail, food, events) and more than 300 spaces (total).

„ Mixed use car parks are defined by whichever use dominates (high or low turnover).

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 8.11 Further Conditions
; Tandem Parking can be permitted only for residential 3+ bedroom apartments. Each pair of Tandem Parking
bays must be pre-designated or reserved to one apartment, which needs to be declared by the Consultant. The
required width for Tandem Parking bays is 2.7m. Limited tandem parking for hotels with valet service may be
permitted. Approval of the Liaison Engineer should be sought.

; Dead-end driveways in excess of 15m length will require appropriate U-Turn facilities (T- or L-shape)
equivalent to 2 standard parking bay size.

; The standard vehicle to be used for AutoTurn (or similar) analysis for parking in Abu Dhabi is AUSTROADS
2006 CAR (Large Car).

; Access for emergency vehicles and services shall be in accordance with the requirements of the respective
agencies.

; Sufficient and safe pedestrian access must be provided for all car parks. On Main Circulatories separate
pedestrian paths and safe crossing facilities are recommended. Where pedestrian facilities are not provided (i.e.
separate ramps, etc.) a minimum clearance of 300mm between kerb and wall/obstruction must be maintained as
illustrated in Diagram 10.

; Disabled parking shall be provided in accordance with the International Building Code (IBC) as per Chapter 6.

8.12 Parking Access

; Undertake capacity analysis of vehicle access to car park based on the highest peak traffic inflow. Particular
consideration needs to be given to access control systems (gates, barriers, ticketing systems, etc.) and their
capacity in relation to the expected peak traffic inflow.

; Provide a table showing the capacity ratios (v/c ratio) for all access and exit roads to the development. For
access/exits with a v/c ratio > 0.5 a queue assessment will be required. Include 95%ile queue results and queuing
capacity in the table. A v/c ratio > 1 will not be accepted. 95%ile inbound queue lengths must be fully contained
within slip lanes providing access to the site.

8.13 Parking Circulation

; Provide a drawing showing vehicle access to and circulation in the proposed car park (main movements).
Show main pedestrian routes in the car park (from/to lifts, gates, stairways, etc.). Highlight conflict areas and
proposed measures to address the conflict.

; All turning radii and dimensions for the parking spaces and access to these parking spaces must comply with
current DoT guidelines and must be checked using Autoturn or similar.

; Provide prints of Autoturn (or similar analysis) for all relevant movements within the parking area.

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 8.14 Pedestrian and Cycling Accessibility
; Provide a drawing showing the key desire lines for pedestrians leaving and entering the development and
within the development (if more than one building). Illustrate how the desire lines are met by existing and
proposed facilities.

; Illustrate whether the development changes existing pedestrian routes in and around the plot.

; Provide a drawing showing access to the nearest public transportation facilities (bus stops, metro stations,
etc.). Illustrate the average walking time using isochrones (5min, 10min, 15min) based on the established access
routes. Road crossings will naturally impact on the travel time, reducing the connectivity and distance covered.
Typical speeds would be 1 m/sec for pedestrians.

; Include a drawing showing these routes and illustrate how the development and proposed measures support
the use of the cycling facilities. Refer to DoT’s Abu Dhabi Pedestrian and Cycle Master Plan.

8.15 Public Transportation

For large developments (generating over 2,500 veh/hr. in the weekday peak hour) and those on rail transport
routes, public transportation stations, stops, right of ways and lay-by’s shall be located on site. These larger
master plans shall incorporate DoT planned transportation facilities. Even if there are no pre-planned DoT
facilities, DoT may require such facilities. If land and corridors are insufficient or could be better placed, this will
need to be rectified in close coordination with the Urban Planning Council.

These larger TMP’s are required to provide a section in the TMP report clearly showing the PT ratio by mode and
how the PT ratio assumed in the traffic modelling will be achieved.

The Liaison Engineer may request conceptual plans for additional PT routes (metro, LRT or buses). This may
include land requirements, conceptual vehicle and facility specifications and operational plans (scheduling, etc.).

Facilities should be provided to minimize walking distances and pedestrian –vehicle conflicts. Stops should be
located at the entrance to major trip attractors (buildings). Driveways to be used by public transport vehicle shall
be appropriately dimensioned.

Sufficient taxi waiting, pick-up and drop-off locations shall be identified and adequately dimensioned.

; Comparative analysis with the DoT’s current STMP routes is required. The consultant must request updates to
the STMP from the Liaison Engineer at the start of the study.

; Thresholds for the Level of Service for Public Transportation Facilities are presented in Chapter 10.
Assumptions must be agreed and presented in the report.

Figure 8.2 and 8.3 are samples of future LRT and metro stations.

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Figure 8.2 LRT on Roadway Sample Image

Figure 8.3 Sample Image of Metro Station

8.16 Conclusions and Recommendations

; Summarize trip generation, parking demand and supply and any important facts about the development.

; Summarize all findings of the report. Draw conclusions and show all measures, policies and strategies
proposed to mitigate impacts.

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9 Approval Plans and the Executive Summary
After the approval of the TIS or TMP the consultant is required to prepare an Executive Summary including
Approval Plans. The formal approval of the TIS will only be issued after the Executive Summary and Approval
Plans and Final Modelling Report if required, have been submitted and approved by DoT.

The content required for the Executive Summary is listed below. For the approval plan guide, please refer to
Chapter 4.

Approval Plans
„ The Approval Plans need to clearly show all agreed measures and impacts as identified by the
(
TIS/TMP.
„ If questions arise, these need to be discussed and agreed with the Reviewer.
„ Formal approval of the TIS/TMP will only be given once the Approval Plan is agreed and finalized!

9.1 Executive Summary

The Executive Summary should be a short and concise document summarizing the TIS or TMP which shall be
prepared once the final report is approved, the contents of executive summary shall include the following:

„ Overview of the Project:

• Location and surrounding road network (with a graphical illustration)
• Nature of land use
• Number of residential units, floor area of commercial and office spaces, etc.
• Number of residents
• Limits of the study area (graphical illustration)

„ Background Traffic:
• Graphical or tabular display of the background traffic at all horizon years including current year

„ Development Traffic:
• Assumptions used in trip generation (including growth factor, trip reduction rates, etc.)
• Graphical or tabular display of the development traffic at all horizon years.

„ Combined Traffic:
• Graphical or tabular display of the development traffic for all horizon years and hours.

„ Expected LOS within the study area:

• Graphical or tabular display of the LOS at main junctions and links at all horizon years including
current year.

„ Proposed Mitigation Measures and Expected LOS after Mitigation:

• Listing of mitigation measures with a graphical illustration.

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 • Graphical or tabular display of the LOS at main junctions and links at all peak hours and horizon
years.
• Time schedule for implementation of the mitigation measures and the party responsible for the
mitigation.

„ Access Strategy to the Development

„ Parking Supply and Demand

9.2 Approval Plans for a TIS

The Approval Plans should be scaled cadastral drawings (e.g. AutoCAD drawing), typically in A1 format showing
the development plot, including tables and detailed views illustrating the following:

„ Location of the development (in the top right hand corner of the title box)

„ Concept design of proposed mitigations (intersection designs, etc. – figures)

„ Road accesses to the development

„ Internal circulation of the development

„ Public transportation facilities within and surrounding the development

„ Typical cross-section roads

„ Pedestrian access and circulation facilities

„ Table of land uses in the following format:

Land Use Land Use Class Unit Quantity

„ Table of land uses in the following format:

Land Use Land Use Class Unit Quantity

„ Table detailing trip generation in the below format

AM Peak Noon Peak PM Peak

In Out Total In Out Total In Out Total

„ Table detailing parking supply (no. of parking spaces)

„ Approval box for DoT approval

All Approval Plans shall be folded in A4 size with the front page showing the title and approval box.

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 9.3 Approval Plan for a TMP
The Approval Plan for a TMP follows the same principles as described above, however with slightly different
content as shown below. The Approval Plans are scaled cadastral drawing (e.g. AutoCAD drawing), typically in
A1 format showing the development plot, including tables and detailed views illustrating the following:

„ Land use, trip generation, parking demand and supply for each plot or block (as agreed with the Liaison
Engineer ), maximum building height for each plot

„ Location of the development and all mitigation measures

„ Plot boundaries

„ Right of Way for all agreed transport infrastructure within the development (road, public transportation,
cycling, pedestrian infrastructure)

„ Road hierarchy, public transportation network

„ Typical cross-sections for all internal roads

„ Concept design of proposed mitigations (intersection designs, etc. – figures)

„ Phasing of master plan implementation

„ Approval box for DoT approval

TMP Plots
(
„ An approval of a Transportation Master Plan (TMP) does not necessarily include the approval of the
sub-plots. A TIS or Circulation plan is usually required

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10 Multi-Modal Performance Standards and Transportation Planning
Parameters

10.1 Introduction
The performance measures and standards are intended to be used for the purpose of evaluating and assessing
the perception of roadway users’ quality/level of service (Q/LOS) and capacity at planning, preliminary/detailed
engineering design and operation levels. They also provide an integrated multimodal approach to the analysis
and evaluation of roadway transportation facilities from the points of view of automobile drivers, transit
passengers, bicyclists, and pedestrians. Further, they provide thresholds for estimating and predicting acceptable
performance levels in Abu Dhabi.

10.2 Terminologies
10.2.1 Quality of Service
Quality of Service (QOS) is a user (traveller) based perception of how well a transportation service or facility
operates. In other words, how the existing and potential travellers perceive the overall quality of service provided
to them. It is a qualitative measure describing operational conditions within a traffic stream, based on service
measures such as speed and travel time, freedom to manoeuvre, traffic interruptions, comfort, safety and
convenience. Figure 10.1 shows an animated signalized junction with Multi Modal Transport Systems.

Figure 10.1 Multi Modal Street Concept

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 10.2.2 Level of Service
Level of Service (LOS) is a quantitative stratification of quality of service. LOS reflects the quality of service as
measured by a scale of user satisfaction and is applicable to each of the following modes that use roadways:
automobiles, trucks, bicycles, pedestrians, and buses. LOS is given a letter of designation from A to F, with LOS
A, representing the best operating condition while LOS F, represents an over-saturated and heavily congested
condition.

Benefits of Performance Measures and Level of Service

„ They are metrics that directly support an understanding of how the transportation facilities are
(
performing relative to one or more of DoT’s goals.
„ They can be used to measure the success of individual mitigations or groups of mitigations.
„ They can assist in striking a balance between the demand and capacity of transportation facilities when
sizing developments.
„ They act as benchmarks to establish “best practice” or “superior performance” in order to improve
performance of the transportation facilities.
„ They support planning and budgetary decision-making processes.

10.3 Principles and Categories of Planning and Operational Measures of

Performance
„ The performance measures should be measurable and expressed quantitatively over time to determine if
the performance toward a goal is getting better or worse.

„ The target for each performance indicator should be attainable and the desired result must be
acceptable.

„ The performance measures should be relevant and specific to each transportation facility.

The following categories of performance measures are considered to be inclusive and appropriate for Abu Dhabi
transportation facilities. The proposed Level of Service standards and thresholds for each roadway facility
corresponds to the relevant performance categories.

„ Volume-based measures

„ Delay-based measures

„ Density-based measures

„ Index-based measures

„ Speed and Frequency-based measures

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 10.4 Principles for Acceptable Level of Performance
While determining the acceptable LOS threshold for Abu Dhabi (See Chapter 10 for analysis thresholds), a
comprehensive scan has been made to the international best practice and relevant literature has also been
referred to. Special and distinguished focus has been paid to how LOS thresholds relate to the following;

„ Greenhouse gas emissions and air quality

„ Energy consumption and vehicle operating costs

„ Network performance variations

„ Safety

„ Quality of life

„ Traffic congestion

„ Travel Time reliability and costs

„ Vehicle operating costs

On the basis of the findings of the above relationships, the following sections provide the performance measures
and Level of Service standards for various transportation facilities. However, it should be noted that the
methodologies and procedures employed in determining the LOS standards for different transportation facilities
are specified and described within the most current edition of the Transportation Research Board’s Highway
Capacity Manual, i.e. HCM2010. The specific parameters that are related to traffic volumes demand, traffic
capacity, vehicular, pedestrian or bike do vary and will be updated from time to time.

10.5 Level of Service Definitions and Standards

10.5.1 Urban Roads
The Level of Service (LOS) definitions for urban roads is given in Table 10.1. The LOS is based on average
speed and v/c ratio. Whichever parameter shows the worst conditions determines the LOS to be used. For
planning analysis, Level of Service A is considered acceptable and should correspond to the posted speed limits
of the specific roads. However, for operational analysis, Level of Service D is considered as the limit of
acceptable urban area operation and remedial works would be needed if Level of Service worse than D would
otherwise result.

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Table 10.1 Urban Roads Level of Service (LOS) Definitions

Local
Road Class Arterial Distributor Collector
Access

Speed

Range of Free Low Speed 90-70 km/h 70-55km/h 55-50km/h 55-40km/h

Typical Posted Speed Limit 80km/h 60km/h 55km/h 40km/h

Measure of Performance

Level of Service
Volume/Capacity
Average Speed
Ratio

A >72 >59 >50 >41 0-0.6

B 56-72 46-59 39-50 32-41 0.6-0.7

C 40-56 33-46 28-39 23-32 0.7-0.8

D 32-40 26-33 22-28 18-23 0.8-0.9

E 26-32 21-26 17-22 14-18 0.9-1.0

F <26 <21 <17 <14 >1

Adopted from Highway Capacity Manual 2010 (HCM 2010), TRB

10.5.2 Basic Freeway Segments and Multi-lane Rural Roads

The Level of Service (LOS) definitions for links are given in Table 10.2. The LOS is solely based on the links
density measured in terms of passenger cars per kilometre per lane. Level of Service D is considered acceptable
for both planning and operational analysis. In rural areas, Level of Service C can be considered the minimum
standard, although Level of Service D can be considered acceptable where weekend peaks are the defining
movements and occur on recreational routes.

Figure 10.2 shows a freeway segment operating at LOS F.

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Table 10.2 Basic Freeway Segments and Multi-lane Rural Roads Level of Service (LOS) Definitions

Measure of Performance
Level of Service
Freeway Density (pcpkpl)* Multilane Rural Highways Density (pcpkpl)

A 0-7 <8

B 7-15 8-15

C 15-20 15-20

D 20-35 20-23

E 35-50 23-25

F >50 >25

*pcpkpl – passenger cars per kilometre per lane

Adopted from Highway Capacity Manual 2010 (HCM 2010), TRB

Figure 10.2 Freeway Operating at LOS F

Source: Adopted from Highway Capacity Manual 2010 (HCM 2010), TRB

10.5.3 Merge/Diverge Segments and Weaving Sections

The Level of Service (LOS) definitions for merge and diverge segments are given in Table 10.3 and Table 10.5
below respectively, and are based on the links density measured in terms of passenger cars per kilometre per
lane. It should also be noted that the density measurements correspond to specific number of stops before getting

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an appropriate gap to clear a queue. For both, Level of Service D is considered acceptable for both planning and
operational analysis.

Table 10.3 Level of Service (LOS) Definitions for Merge and Diverge Segments

Measures of Performance
Level of Service
Density (pcpkpl) Number of Stops Before Clearing

A 0-6 -

B 6-12 -

C 12-17 -

D 17-22 1-2

E >22 3-4

F Demand exceeds capacity

*pcpkpl – passenger cars per kilometre per lane

Adopted from Highway Capacity Manual 2010 (HCM 2010), TRB

Table 10.4 Level of Service (LOS) Definitions for Weaving Sections

Measures of Performance
Level of Service
Density (pcpkpl)

A 0-6

B 6-12

C 12-17

D 17-22

E 22-27

F >27

Adopted from Highway Capacity Manual 2010 (HCM 2010), TRB

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 10.5.4 Signalized Intersections
The Level of Service (LOS) definitions for signalized intersections is given in Table 10.5. The LOS is based on
delay, intersection capacity utilization and v/c ratio. Whichever parameter shows the worst conditions determines
the LOS to be used. At a planning level, Level of Service D is considered as the threshold for all the signalized
intersections in an urban area. It should also be noted that the delay measurements correspond to specific
number of stops before clearing queue as depicted by field measurements in Abu Dhabi. However, at an
operational level, intersection Level of Service E is considered acceptable within the CBD with no individual
movement operating at less than Level of Service E to be acceptable. Under saturated conditions and where
unacceptable, Levels of Service are calculated for background or “no-build” conditions, the applicant is
responsible for proposing mitigation measures aimed at maintaining the same level of service or better when site
traffic is added to the roadway element. However, under such circumstances, the approval of such developments
will be subject to DoT’s management decision.

Table 10.5 Level of Service (LOS) Definitions for Signalized Intersections

Measures of Performance
Level of
Service Intersection
Intersection Capacity Volume/Capacity Number of Stops
Delay
Utilization Ratio before clearing
(seconds)

A 0-10 0-0.6 0-0.6 0

B 10-20 0.6-0.7 0.6-0.7 0

C 20-35 0.7-0.8 0.7-0.8 0

D 35-55 0.8-0.9 0.8-0.9 1-2

E 55-80 0.9-1.0 0.9-1.0 2-3

F >80 >1 >1 >3

Adopted from Highway Capacity Manual 2010 (HCM 2010), TRB

10.5.5 Priority Intersections and Roundabouts

The Level of Service (LOS) definitions for priority intersections and roundabouts is given in Table 10.6. The LOS
is based on stopped delay and intersection capacity utilization. Level of Service D is considered an acceptable
threshold for all priority intersections in urban areas. Under saturated conditions and where unacceptable, Levels
of Service are calculated for background or “no-build” conditions, the applicant is responsible for proposing
mitigation measures aimed at maintaining the same level of service or better when site traffic is added to the
roadway “element”. However, under such circumstances, the approval of such developments will be subject to
DoT’s management decision.

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Table 10.6 Level of Service (LOS) Definitions for Priority Intersections

Measures of Performance
Level of
Service Stopped Delay Intersection Capacity Number of Stops
(seconds) Utilization before clearing

A 0-10 0.00-0.55 0

B 10-15 0.55-0.64 0

C 15-20 0.64-0.73 0

D 20-35 0.73-0.82 1-2

E 35-50 0.82-0.91 2-3

F >50 0.91-1.00 >4

Adopted from Highway Capacity Manual 2010 (HCM 2010), TRB

10.6 Bicycle Facilities

The Level of Service (LOS) definitions for bicycle intersections and roundabouts is given in Table 10.7. The
capacity of a bicycle facility depends on the number of effective lanes used by bicycles, which is found to be more
important than the total width of the bicycle facility or of the individual lanes. Different sets of LOS criteria have
been developed, based on the type of bicycle facility and the performance measures criteria include speed, delay
at signalized intersections and percentage of hindrance. Level of Service A should be considered acceptable for
planning and operational analysis using any of the above measures of performance criteria.

Table 10.7 Level of Service (LOS) Definitions for Bicycle Facilities

Measures of Performance
Level of
Service Delay at signalized Uninterrupted flow Speed on urban street
intersections (seconds) (% of hindrance) (kph)

A <10 <10 22

B >10-20 >10-20 14-22

C >20-30 >20-40 11-14

D >30-40 >40-70 8-11

E >40-60 >70-100 6-8

F >60 100 <6

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 10.7 Pedestrian Facilities
The Level of Service (LOS) definitions for public transport services is given in Table 10.8. Pedestrian service
standards are based on the freedom to select normal traffic speed, the ability to bypass slow moving pedestrians,
and the relative ease of cross and reverse flow movements at various pedestrian traffic concentrations. The LOS
criteria is based on delay experienced by pedestrians at signalized intersections, pedestrian density, speed and
flow rate. Level of Service A should be considered acceptable for planning and operational analysis using any of
the above measures of performance criteria. Figure 10.3 shows pedestrian friendly facilities.

Table 10.8 Level of Service (LOS) Definitions for Pedestrian Facilities

Measures of Performance
Level of
Service Delay at signalized intersections Density Speed Flow Rate
(seconds) (sqm/ped) (m/second) (ped/m/min)

A <10 >3.3 1.33 23

B >10-20 2.3-3.3 1.30 23-33

C >20-30 1.4-2.3 1.20 33-49

D >30-40 0.9-1.4 1.10 49-66

E >40-60 0.5-0.9 1.00 66-82

F >60 >0.5 0.50 >82

Adopted from Highway Capacity Manual 2010 (HCM 2010), TRB

Figure 10.3 Shared Pathway Concept by the Urban Planning Council

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 10.8 Public Transportation Services
The Level of Service (LOS) definitions for public transport services are given in Table 10.9. The LOS is based on
service frequency, headway and temporal coverage of the public transport services. Level of Service B should be
considered acceptable for planning and operational analysis using any of the above measures of performance
criteria.

Table 10.9 Level of Service (LOS) Definitions for Public Transport Services

Measures of Performance

Level of
Service Service Span of
Headway
Frequency Service Comments
(minutes)
(vehicles/hour) (hours)

A >6.0 <10 19-24 Passengers do not need schedules

Frequent Service, passengers consult

B 4.01 - 6.0 10 - 14 17-18
schedules

Maximum desirable time to wait if transit

C 3.0 - 4.0 15 - 20 14-16
vehicle missed

D 2.0 - 2.99 21 - 30 12-13 Service unattractive to choice riders

E 1.0 - 1.99 31 - 60 4-11 Service available during hour

F <1.0 >60 0-3 Service unattractive to all riders

Adopted from Highway Capacity Manual 2010 (HCM 2010), TRB

10.9 Transportation and Traffic Analysis Parameters

The purpose of this section is to provide guidance regarding the selection of appropriate transportation/traffic-
related parameters. These parameters are to be used in various types of transportation engineering studies as
inputs to approved analysis procedures and software.

These parameters can be categorized as follows:

„ Traffic volume demand parameters including those parameters needed to calculate daily volumes,
design hourly volumes, truck volume, sub-hourly volume variations, and expected growth in demands.
„ Traffic capacity parameters that include various parameters needed to assess the capacities and levels
of service of transportation facilities.

Signal control parameters such as minimum green, clearance and change intervals, and pedestrian timing
parameters.

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 10.10 Traffic Volume Demand Parameters
Traffic volume demand parameters are needed to produce traffic demand estimates for use in planning, project
alternative evaluation and selection, environmental studies, highway designs that lead to construction,
transportation network improvement and pavement design.

10.11 Road Network Facility Types

In order to determine traffic volume demand parameters, it is important to identify the different road network
facility types (i.e. definitions and attributes) that currently exist. The different types of road network facilities in Abu
Dhabi are classified in Chapter 14 of this manual.

10.12 Average Daily Traffic Volumes and Peak Hour

The analysis of the level of service (LOS) should be based on peak rates of flow occurring within the peak hour.
Because traffic demand does not follow a uniform distribution during the hour, a design based on the average
peak-hour volume would result in oversaturated conditions for a substantial portion of the hour. Comprehensive
traffic volume data collection for the surrounding area is required to establish the existing situation. Typically,
traffic data collection should capture three peak hours comprising of AM, PM and EVE periods. The traffic survey
should consist of automatic link counts and intersections turning movements counts conducted on typical days
that are representative of the traffic flow within the study area. The methodologies and format of traffic data
collection exercise is presented in more detail in Chapter 11 of this document.

10.12.1 Heavy Vehicle Proportions

Heavy vehicles have significant impacts on traffic operations and also on traffic safety of highway facilities. For
this reason, the percent of trucks expected to use the highway segment during the design hour needs to be
estimated. The value should ideally be estimated based on data collected from the survey.

10.12.2 Peak Hour Factor

The previous sections describe the estimation of the traffic volume as daily traffic and design hour volume
forecasts. Most of the capacity analysis procedures are based on the peak 15-minute flow rates. The measure of
traffic demand fluctuation within the peak hour that is used to calculate the peak 15-minute flow rate from the
hourly volume is the peak hour factor (PHF). PHF can be calculated as the ratio of the peak hour volume divided
by the peak 15-minute rate of flow within the peak hour and should be estimated based on the actual traffic
counts.

Mathematically, the peak hour factor is calculated as follows:

PHF = hourly volume/(4 * maximum 15 minute volume)

The PHF’s in urban areas generally range between 0.80 and 0.98. Lower values indicate higher variability of flow
within the subject hour and higher values signify less flow variation. For oversaturated conditions, the PHF’s are
close to 1.0. PHF’s over 0.95 often indicate high traffic volumes, sometimes with capacity constraints during the
peak hour.

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 10.12.3 Traffic Growth Rate
In studies that do not require running the regional travel demand forecasting model to estimate future traffic
demands, the growth factor method can be used to estimate these demands. To establish future year forecasts,
the growth factor method relies on the use of projected growth factors to existing year traffic data. The method
assumes that the recent percentage of growth in traffic will continue in the future. These trend-line forecasts are
most reliable for relatively short periods of time (5 years or less).

Ideally, the growth factors are obtained based on traffic counts taken in the past few years. To estimate the
growth factors, the following equations should be used:

FD = BD * (1+ i)n

where: BD = base year demand

i = growth rate

n = number of years between base year and future year

10.13 Traffic Capacity Parameters

10.13.1 Posted Speed
One of the important parameters used in capacity analysis is speed. These speeds are to be used only in traffic
capacity analysis (modeling) and as the posted speed. The design speed to be used during the detailed design
shall comply with an approved DoT design manual.

Table 10.10 Typical Free Flow Speeds (Posted) in Abu Dhabi by Link Type

Link Type Posted Speed (kph)

Freeway 100-120

Expressway 100-120

Arterial road 60-80

Collector road 40-60

Ramp 30-40

Rural 2-lane highway 60-80

Local road 30-40

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 10.13.2 Uninterrupted Roadway Capacity
Vehicle capacity of uninterrupted roadway facility is the maximum number of vehicles that can pass a given point
during a specified period under prevailing roadway and traffic conditions. It is normally expressed in passenger
car/hour/lane. Thus, in the capacity and level of service analysis, heavy vehicles have to be converted to their
passenger car equivalents, as described later in this document. In general, the capacity analysis procedures that
are used identify capacity values for a set of standard “ideal” or “base” conditions.

A link capacity analysis is required for all links within the study area. Lane capacities for each link type in Abu
Dhabi are given in Table 10.11. This includes all links excluding local roads.

Table 10.11 Typical Lane Capacities in Abu Dhabi per Link Type

Link Type Lane Capacity (passenger cars/hour/lane)

Freeway 2200

Expressway 2000

Arterial road, signalized, non-CBD 1000

Arterial road, signalized, CBD 700

Collector road 700

Ramp 1500

Rural 2-lane highway (without median) 1100

Local road 600

The results of the capacity analysis for links on arterial or collector roads with signal, stop, give-way or
roundabout control needs to be discussed comparing to the relevant intersection analysis results. Free-flow links
(freeway, etc.) may also be affected by weaving and merging. Critical results therefore need to be discussed and
agreed upon with the Reviewer.

For local (or residential) roads a maximum traffic flow of 600 vehicles per direction per lane per peak hour applies.
Traffic flows exceeding this value suggest “rat-running” or other through-traffic using this road. A different
function, for example as collector road demanding different designs and dimensions may be more appropriate.

For a local road, other criteria, such as safety improvements and the reduction of noise and pollution, are of
higher importance and should guide design and dimensioning of the road, rather than capacity.

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 10.14 Saturation Flow Rate at Signalized Intersections
For signalized intersections, capacity is calculated as the product of saturation flow rate and effective green
divided by the cycle length. Saturation flow rate is the maximum flow rate of vehicles that can be sustained across
a signal stop line, assuming 100% green time and is expressed in passenger cars per hour green per lane. The
value of saturation flow rate is required to estimate signalized intersection capacities and other associated
performance measures using analytical procedures and microscopic simulation models.

10.14.1 Lost-time at Signalized Intersections

The capacity of a signalized intersection movement is calculated as the product of saturation flow rate and the
effective green divided by cycle length. The effective green for a given movement is calculated as the sum of the
green and yellow times for the movement minus the total lost time. The lost time consists of two components:

„ the start-up lost time due to perception-reaction time of the drivers at the beginning of green and,

„ the clearance (yellow) interval lost time at the end of yellow.

The default value for the start-up lost time is 2.0 seconds.

The default value of the number of seconds used by vehicles during the yellow (sec.) is 3.0 seconds in the
Emirate, even at intersections that have flashing green. The applicable All Red time is 2 seconds.

10.15 Parking Access Capacity Parameters and Queuing Analysis

Capacities for access roads (entry and exit) are given in Table 10.12 below:

Table 10.12 Entry/Exit Lane Capacities for Car Parks

Type of Entry Capacity (veh/hour)

Free-flow access into internal distributor road/structure (no parking spaces immediately
800
after access, i.e. ramp distributing to several levels of car park)

Free-flow access 580

Lifting-arm barrier without ticket issue (i.e. loop, etc.) 550

Lifting-arm barrier with automatic ticket issue (push button) 360

Lifting-arm barrier with access card (slot-based) 235

Lifting-arm barrier with transponder (no slot – RFID, etc.) 380

Type of Exit Capacity (veh/hour)

Ticket on entry and payment at a manned exit 240

Ticket on entry and variable payment to a machine linked to the exit barrier 270

Ticket on entry and operation of the exit barrier by a prepaid ticket or token 400

Free-flow exit Analysis based on specific

road layout (i.e. yield, etc.)
Rates based on: “Design recommendations for multi-storey and underground car parks”, Institute of Structural Engineer s, 3rd Edition, June 2002 and HBS 2001, FGSV Verlag,
January 2002.

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A volume/capacity (v/c) ratio > 1 will not be accepted. For access roads with a v/c ratio > 0.5 a queuing
assessment will be required. The assessment shall be based on modelling or the following formula:

2
p p p = volume capacity ratio
Qaverage = Q95% =
1− p , 1 − p , with Qaverage = average queue (vehicles)
Q 95% = 95%ile queue (vehicles)

The results shall be presented in a table comparing average, 95%ile queue and available queuing capacity,
based on 7 meters per vehicle.

10.16 Pedestrian and Bicycle Parameters

10.16.1 Pedestrian Speeds
Pedestrian and bicycle speeds are the most important capacity characteristics that need to be considered when
designing pedestrian and bicycle facilities. Walking speed is influenced by pedestrian density, gender, size of
platoon, percentage of elderly population, handicapped pedestrian population, and child pedestrian population. A
walking speed of 1.2 metres per second (m/sec) can be used as the design speed. However, the use of 0.9 to
1.05 m/sec is recommended at locations with high proportions of elderly and slower pedestrians.

10.16.2 Bicycle Speeds

The typical speed of bicycles is about 24 km/hour. Among the factors that affect bicycle speed are the type of
bicycle, the bike path, pavement surface type, weather conditions, the grade of the path, and the mix of other
non-motorized users on the bike path.

The figure below shows an implemented bicycle lane and a proposed one in the planning stage.

Figure 10.4 Dedicated Cycle Lane Marking

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 10.17 Traffic Signal Warrants Analysis and Requirements
A traffic signal warrant analysis should be conducted to determine the need for signalization. In the absence of a
specific Abu Dhabi Manual, the procedures and specific warrants analysis similar to those specified in the USA
Manual on Uniform Traffic Control Devices should be adopted. Applicable software such as Synchro studio
warrants analysis package can be used for warrants analysis.

As a standard, an engineering study of traffic conditions, pedestrian characteristics, and physical characteristics
of the location shall be performed to determine whether installation of a traffic control signal is justified at a
particular location.

The investigation of the need for a traffic control signal shall include an analysis of the applicable factors
contained in the following traffic signal warrants and other factors related to existing operation and safety at the
study location:

Table 10.13 Traffic Signal Warrant Types

Warrant No. Warrant Type

Warrant 1 Eight-Hour Vehicular Volume

Warrant 2 Four-Hour Vehicular Volume

Warrant 3 Peak Hour

Warrant 4 Pedestrian Volume

Warrant 5 School Crossing

Warrant 6 Coordinated Signal System

Warrant 7 Crash Experience

Warrant 8 Roadway Network

However, it should be noted that the satisfaction of a traffic signal warrant or warrants shall not in itself require the
installation of a traffic control signal.

For new installations, new area developments, a common cycle time for all intersections must be selected
(usually 90s ≥ cycle time ≤ 120s). For existing installations or intersection within an already existing signal area,
the cycle time must be in line with adjacent signalized intersections.

Standard phasing would be split phasing (one phase for each approach) and the standard inter-green would be
5’s. This is based on a standard layout with four approaches; central median, right-turn slip lanes and all
movements permitted.

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Any variation from the standard setup (different layout, phasing, cycle time or inter-green) needs to be explained
in detail in the report. This needs to be done separately for each affected intersection and needs to include:

„ Preliminary junction layout

„ Figure showing proposed phasing

„ Explanation for different layout/phasing

„ Cycle time if different and explanation for difference

„ Inter-greens if not 5’s and explanation for difference

Signal Phasing
„ Apart from split phasing, “lead/lag” phasing may be used in Abu Dhabi to accommodate large through
(
movements.
„ Other opportunities may be offered by banning movements or grade-separation.
„ Dedicated turning phases (i.e. as a result of the Ring & Barrier method) or permitted left-turns are
currently not recommended for use in Abu Dhabi for safety reasons.

10.18 Thresholds for Mitigations

Thresholds to identify the need for mitigations are given in Table 10-13. The horizon year for mitigations will be
the opening year of the development with full build-out and assuming full occupancy.

For signalized intersections the overall intersection LOS shall be used to determine the need for mitigation. Note,
this LOS is based on delay and on v/c ratio (see Table 10-5 as reference), depending on whichever shows the
worst conditions.

For non-signalized intersections (give-way/yield, roundabout) the LOS of the worst approach shall be used to
determine the need for mitigation.

For links, the LOS will be determined based on volume/capacity ratios. Local roads however shall not exceed a
traffic volume of 600 vehicles per direction during the peak hour. This aims at maintaining the residential
character of local roads. The final decision whether or not a mitigation is required should however always be
based on good engineering judgment and common sense. The values given below are indicators to identify the
need and results needed to be discussed and mitigation measures will need to be agreed with the Reviewer. All
mitigation measures need to be in line with the strategic plans and policies set out in the Surface Transport
Master Plan (STMP). The developer and consultant need to ensure that mitigation measures proposed are
feasible. DoT may require NOC from other relevant authorities.

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Table 10.14 Threshold to Establish the Need for Mitigation

LOS
Category Mitigation required
(with Development)
Signalized
Intersections A –C No mitigation required
(Intersection LOS)

Mitigate if change in overall LOS occurred (i.e. C Æ D) – “without

D–E development” LOS should be achieved. If the LOS standard for this
area is exceeded, mitigation must achieve required LOS standard

Always mitigate – delay must be maintained at “without

development” level or improved
F
If the LOS standard for this area is exceeded, mitigation must
achieve required LOS standard

Non-signalized
Intersections A –C No mitigation required
(worst approach LOS)

Mitigate if change in approach LOS occurred (i.e. C Æ D) –

“without development” LOS should be achieved
D–E
If the LOS standard for this area is exceeded, mitigation must
achieve required LOS standard

Always mitigate – delay must be maintained at “without

development” level or improved
F
If the LOS standard for this area is exceeded, mitigation must
achieve required LOS standard

Volume > 600veh/h per Mitigation required – mitigation must reduce volume on local road
Local Road
direction (possibly changing land use, road network)

Links (Freeway,
A –C No mitigation required
Arterials, Collectors)

Mitigate if change in LOS occurred (i.e. C Æ D) – “without

development” LOS should be achieved
D–E
If the LOS standard for this area is exceeded, mitigation must
achieve required LOS standard

Always mitigate – delay must be maintained at “without

development” level or improved
F
If the LOS standard for this area is exceeded, mitigation must
achieve required LOS standard

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11 Traffic Data Collection Methodology
Traffic surveys form the basis for much of the analysis; from strategic network modelling to junction analysis.

In order to improve and ensure accuracy there are five requirements that must be met:
1. The survey firm shall be approved by DoT.
2. The consultant should inform the DoT Liaison Engineer of the types, dates, times, and locations of any
agreed survey no less than 48 hours before its commencement. This gives DoT the opportunity to carry
out site inspections and spot counts during the surveys.
3. A consultant’s representative must attend the site during the survey period to supervise and monitor the
survey work.
4. Every survey should be accompanied by a short report setting out the date, time, precise locations, a
record of any road works in the area that may affect the results, traffic incidents during the survey period,
weather conditions, and any other pertinent information.
5. NOC must be obtained from the relevant Police Authority (Abu Dhabi, Al Ain, Western Region).

Accuracy
„ It is the TIS consultant’s responsibility to ensure the competence of its traffic survey sub-consultants
(
and supervise all site survey work. Therefore, serious and/or persistent inaccuracies in traffic counts
provided by a TIS consultant will result in serious action taken by DoT.

11.1 Technical Requirements

11.1.1 Automatic Traffic Counts
Data supplied should be on the basis of 24-hour classified counts, with the duration of days to be agreed on with
the DoT Reviewer.

The relevant technology used is to be agreed with the Liaison Engineer but standard pneumatic tube equipment
is acceptable, as are more advanced techniques (laser, radar, etc.)

The raw data is to be processed and presented in an Excel spread sheet format and should include:

„ Time and date

„ Location (coordinates)

„ 15 minute and hourly totals

„ Totals by vehicle class and direction

„ Calculation of morning, afternoon, and evening peak hours

„ 12, 16 and 24-hour averages for weekday and weekends (both 5 and 7 day averages)

„ A simple graphical presentation as agreed with the reviewer

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Obvious errors (e.g. periods when tubes and detectors are not working) are to be highlighted and omitted from
subsequent analysis.

Unless otherwise specified, ATC data should be classified into the standard 7 classes as listed below or as
specified by DoT liaison engineer. The public services and commercial vehicle classification is based on axle
length and can be grouped into the categories shown in Table 11.1.

Table 11.1 Vehicle Descriptions for Surveys

Class Vehicle Vehicle Description Commercial Vehicle Group

1 Motorcycles Motorcycles -

2 Cars Cars and taxis -

Boxed light goods vehicles with maximum

3 Vans -
gross weight 3.5 tonnes

4 Buses Passenger Service Vehicles (PSVs) PSV

5 Trucks 2 axle rigid LGV (Light Goods Vehicle)

6 Trucks 3 axle rigid MGV (Medium Goods Vehicle)

7 Trucks 3 axle articulated or more HGV (Heavy Goods Vehicle)

Unless otherwise agreed, the vehicle classification should be motorcycles, passenger cars, buses, Heavy Goods
Vehicles (HGV), Light Goods Vehicles (LGV) and other vehicles.

11.1.2 Turning Movement Counts

The time period for the peak hour counts will vary depending on location and project and should therefore be
agreed with the reviewer. However, in the absence of direct guidance, the minimum time periods to capture the
peak flows should be:

„ AM – 06:30 to 09:00

„ Noon – 12:30 to 15:00

„ PM – 17:30 to 20:00

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The raw data is to be processed and presented in an Excel spreadsheet format to include (at minimum):

„ Time and date

„ Location (coordinates)

„ Schematic plan of permitted movements

„ 15-minute and hourly totals by individual movement, by approach, and by vehicle class

„ Calculation of morning, afternoon and evening peak hours

Turning Count Surveys

„ For turning count surveys, DoT’s preference is for camera recorded data or automatic lane counters
(
where the raw data is retained for checking by both the TIS consultant and DoT. Where counts are
carried out manually, the consultant should provide evidence of appropriate spot checks carried out by
the survey supervisor.

At roundabouts, where the consultant does not propose to use cameras, the consultant must set out a detailed
methodology of how the counts will be conducted. For large roundabouts an Automatic Number Plate Matching
(ANPR) surveys or Camera Recorded Counts are required unless agreed with the reviewer.

11.1.3 Automatic Speed Surveys

Data should be supplied on the basis of 24-hour counts with the duration of survey in days to be agreed with by
the DoT Reviewer.

The raw data is to be processed and presented in an Excel spread sheet format and should include:

„ Time and date

„ Location (coordinates)

„ Classification in 10 km/hr. bins by direction

„ Average and 85%ile speed in hourly intervals

„ 12, 16 and 24-hour average and 85%ile speeds for weekdays and weekends

„ A simple graphical presentation as agreed with the Liaison Engineer

Again, errors, such as periods when tubes/detectors are not working, are to be highlighted and omitted from
calculations.

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 11.1.4 Other Surveys
Other surveys that may typically be required include:

„ Origin and destination

„ ANPR (automatic number plate recognition)

„ Speed radar

„ Parking Occupancy

„ Freight

„ Public transportation Patronage

„ Pedestrian

„ Cyclist

These surveys are to be agreed upon with the DoT Liaison Engineer as appropriate. Pedestrian and cyclist
surveys in particular should be bespoke as the requirements can vary significantly from project to project.

Traffic Surveys
„ The consultant must provide the DoT with the traffic count data and with the TIS or TMP submission.
(
This shall include both hard and soft copies of the summarized data and soft (Excel) copies of only the
raw data.

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12 Strategic Transport Modelling Protocol
Once a TIS application has been submitted and reviewed, the DoT Liaison Engineer will, in consultation with the
DoT Transportation Modelling Specialist assigned to the study, determine whether a strategic transport modelling
exercise is required and inform the consultant of the decision and, where modelling is required, which of the
following four protocol options is to be used:

„ For a Plot TIS within a TMP where the TMP has been previously approved the flows from the TMP can
be used unless the DoT Liaison Engineer determines otherwise.

„ For small TIS projects where background flows only are required DoT will provide the flows from STEAM
model as appropriate. Manual distribution of the development traffic will be required by the consultant.

„ For a limited number of legacy TIS / TMP projects – Pre-qualified consultants code data for input into the
DoT’s EMME based ADEEM model. DoT runs the model and provides the outputs back to the
consultant for analysis.

„ For large and medium sized TMP/TIS projects – Pre-qualified consultants will be provided remote
access to the DoT’s Strategic Transportation Evaluation and Assessment Model (STEAM) to undertake
the modelling.

„ For transportation studies for DoT or others – Pre-qualified consultants will be provided remote access to
the DoT’s Strategic Transportation Evaluation and Assessment Model (STEAM) to undertake the
modelling.

In all cases where strategic modelling or modelling output is required the consultant is to submit a completed
Transport Modelling Application Form including required attachments. This form is included in Appendix N.

Where background flows only are required then the Modelling Output Request Form should also be submitted.
This form is also included in Appendix N.

Where the consultant is to be provided remote access to STEAM for strategic modelling purposes then the
consultant should contact the DoT Modeling Specialists at itp.steammodel@dot.abudhabi.ae for a copy of the
latest version of the STEAM Official Procedures which includes the requirements for STEAM access.

Scanned softcopy drafts of the completed forms should be emailed to the Liaison Engineer and
itp.steammodel@dot.abudhabi.ae for review prior to submitting the formal hardcopies.

Further information on the last four modelling protocols is provided below.

12.1 Protocol For Background Flows Only

DoT will provide background flows from STEAM or ADEEM as appropriate as the starting point for the TIS
project. The consultant will be responsible for performing manual trip distribution of the development traffic and
providing revised files for DoT Liaison Engineer to review as part of the TIS.

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 12.2 Protocol For Legacy TIS / TMP Projects Using ADEEM
The protocol for legacy TIS projects using ADEEM is governed by:

„ DoT Modelling Protocol For Transportation Studies, Version 3,

„ Highway and Transit Infrastructure Coding Instructions, Version 6, 28 March 2010, and,

„ Any addendums and any full updates of the above document, which may be issued from time to time.

The consultant must:

„ Submit the Methodology Report to the DoT Liaison Engineer and have it approved by the DoT Liaison
Engineer and DoT Modelling Specialist before any ADEEM files will be provided to the consultant for
coding.

„ Submit the TMP/TIS Modelling Synopsis Report to the DoT Liaison Engineer and have it approved by
the DoT Modelling Specialist before the DoT runs the ADEEM model and supplies the output back to the
consultant. The DoT Modelling Protocol For Transportation Studies Letter of Liability is to be included
with the Synopsis Report.

„ Submit an Updated TMP/TIS Modelling Synopsis Report to the DoT Liaison Engineer and have it
approved by the DoT Modelling Specialist before the DoT makes any additional run of the ADEEM
model and supplies the output back to the consultant. The DoT Modelling Protocol For Transportation
Studies Letter of Liability is to be included with the Updated Synopsis Report.

12.3 Protocol for TIS / TMP Projects And Transportation Studies With
Remote Access To STEAM
Once the application forms for access to STEAM have been approved and processed, DoT will provide a
username and password for remote access to STEAM and upload a STEAM project model for the consultant to
use. The consultant must have the appropriate Cube software modelling skills and resources for carrying out the
modelling work.

The full protocol and modelling reporting requirements for TIS / TMP projects and Transportation Studies using
STEAM are set out in and governed by:

„ STEAM Official Procedures Document

„ Any addendums and any full updates of the above document, which may be issued from time to time.

„ Any technical circulars released by DoT relating to modelling requirements which may be issued from
time to time

Before the start of each study using STEAM the consultant should confirm the latest version of the Official
Procedures Document with the DoT transportation modelling specialists at itp.steammodel@dot.abudhabi.ae.

The consultant must:

„ For TIS / TMP and Transportation Studies submit a Modelling Methodology Report to the DoT Liaison or
Project Engineer respectively and have it approved by the DoT before any formal runs of the STEAM

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 project model are undertaken. The purpose of the report is to provide a basis for agreement on the
methodology to be used in the study.
• For TIS / TMP Studies the modelling methodology is to be a section of the TIS / TMP
Methodology Report
• For Transportation Studies a separate Modelling Methodology Report is required
„ For TIS / TMP and Transportation Studies submit the Modelling Synopsis Report to the DoT Liaison or
Project Engineer respectively and have it approved by the DoT before proceeding further with modelling.
The purpose of the report is to allow DoT to audit the project model setup.
• For TIS / TMP Studies, submit the report when the STEAM project model has been set up and
formally run with the development in place, but before any mitigation measures are added
and tested.
• For Transportation Studies, submit the report when the STEAM project model has been set up
and formally run with the reference case or do minimum in place, but before any options are
added and tested.
„ For Transportation Studies only submit a Modelling Analysis & Results Report to the DoT Project
Engineer once the study has reached the point of recommending a strategy or option and have the
report approved by the DoT. The purpose of the report is to document the modelling analysis and results
which justify the strategy or option being recommended. For TIS / TMP studies the TIS / TMP Report is
the equivalent report which is submitted and approved.
„ For TIS / TMP and Transportation Studies submit the Final Modelling Report to the DoT Liaison or
Project Engineer respectively and have it approved by the DoT. The purpose of the report is to
document the model setup for the development and mitigation or recommended option / strategy, so that
it can be added back into the master STEAM model.
• For TIS / TMP Studies this approval is required before formal approval will be given by DoT to
the Circulation Plan / Approval Plan.
• For Transportation Studies approval of the report is required before the study can be
considered to have been completed.

Figures 12.1 – 12.4 shows screen shots from the STEAM Model, the future development distribution in the
Emirate of Abu Dhabi and a Travel Time explanation for Strategic Models.

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Figure 12.1 STEAM Strategic Model Interface

Source: Screen Shot STEAM Model

Figure 12.2 Existing and Planned Ultimate Build Model Regions

Any other changes made, that are not covered above, should be documented and provided to the DoT. Any
changes from the STMP model have to be approved by the TIS and modelling section.

Once the TIS is approved, DoT will integrate the project into the larger STEAM model and into DoT’s strategic
plan.

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Figure 12.3 Travel Time Options in a Strategic Model

Figure 12.4 STEAM Strategic Model Interface – Turning Movements

Source: Screen Shot STEAM Model

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13 Cost Share
The Abu Dhabi Surface Transportation Master Plan (STMP) identified capital transportation infrastructure
(roadway & public transportation) projects that are required to support the anticipated growth. In order to generate
revenue for funding the costs of these transportation capital improvement projects, Cost Share is being
introduced by the Abu Dhabi Government to provide a tool and mechanism for sharing the cost of the STMP
projects and local mitigations/improvements proportionately between the government and developers.

Cost Share is wholly distinguished to be consisting of two fees, i.e. Regional Development Charge (RDC) and
Local Mitigation Charge (LMC).

13.1 Regional Development Charge

The Regional Development Charge (RDC) is a fee levied to developers and is intended to contribute to the
funding of the cost of regional, growth-related capital transportation improvement projects identified in the Surface
Transport Master Plan (STMP).

13.1.1 Regional Development Charge Rate

The unit cost per trip will be issued in a separate circular by DoT upon Executive Council approval. Based on the
analyses the PM Peak hour trips are considered in determining the cost share.

13.2 Local Mitigation Charge

The Local Mitigation Charge (LTC) is a fee to be paid by developers and applies only to funding of the
transportation projects required as mitigations for the development. It supplements the RDC’s by evaluating each
proposed development on a case by case basis as outlined in this guideline.

Transportation improvements required as part of the developments’ accesses or circulation will be fully funded by
the developer as per TIS approval.

13.3 Payment Schedule

Payment schedule for the Regional Development Charge and Local Mitigation Charge will be coordinated
between the developer and DoT. A payment undertaking will be required before the TIS is approved. Details of
payment schedule will be issued in a separate circular by DoT upon Executive Council approval.

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14 Road Hierarchy and Right of Way Requirements
It is important that roads and junctions are designed to meet both international standards and local requirements
in serving community needs and in design standards.

This section introduces the standard road hierarchy, cross sections and provisions to be met in roadway designs.
These are included in Appendices R and S.

14.1 Hierarchy
Establishing a functional road hierarchy is the first step in network planning, ensuring safety, and safeguarding
road corridors for all users and in enhancing connectivity for all modes. Table 14.1 summarizes the functions of
each road hierarchy class. Further description can be found in Chapter 10.

Table 14.1 Road Hierarchy Table

Road Class General Description

Divided highway designed for safer high-speed operation with at least 3

Freeways
lanes in each direction and full access control.

Divided highway with at least 3 lanes in each direction, designed for high-
Expressways speed through traffic with at least partial control of access. An example is
Al Salaam Street.

Serves the major centres of activity of an urban area. Arterial roads serve
the longest trip desires and represent highest traffic volume corridors.
Major and Minor Arterials
They carry a high proportion of the total urban area travel on a minimum of
mileage. An example is Airport Road.

Collects traffic from local subdivision areas and channels it into the arterial
system. Collector roads provide both, land access and traffic circulations,
Major Collectors within residential neighbourhoods, commercial and industrial areas. In
reverse, they distribute trips from the arterial roads through these areas to
their ultimate destination. An example is Hamdan Street.

Undivided high-speed principal road outside of urban areas, serving long

Minor Collector
trips between urbanized areas or major generators.

Provides direct access to abutting land and serves as access to the higher
Local Road
order system. Through traffic is deliberately discouraged.

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 14.2 Cross Sections
Standard road Right of Ways (ROW) reservations to be used in TMP’s and TIS’s have been developed for each
type of road and are shown in Table 14.2. The right of ways and cross-sections are to be adopted in new master
plans and periphery roads.

Reduction in the ROWs and utility reservation area (as a whole or for any particular utility) can be accepted if an
NOC from utility agencies can be obtained.

These ROW’s are applicable only if the minimal requirements of other agencies have been met (UPC, utilities,
municipalities, etc.).

Table 14.2 Standard Cross-Sections

Road Corridor Width

Road Class Transit RoW
(metres)

Freeways 140

Expressways 112

Major Arterials 82

To be agreed with DoT Public Transport

Minor Arterials 72 Division. Indicative RoW can be found in
Appendix K.

Major Collectors 65

Minor Collector 57

Local Road 36

Official written requests, with justification, for departures from the standards contained will be reviewed by DoT.
DoT is currently preparing detailed road design manuals that will complement this manual.

14.3 Reservation for Junction Right of Ways

It is important that Junction Right of Ways are correctly reserved, particularly within TMP’s. Appendix K contains a
number of standard Junction Right of Ways that should serve as a starting point for designs.

Due to the large number of possible road and junction facilities and types, the RoWs presented in this manual are
for guidance. Justification for departure from these guide of ways should be presented in the methodology and
TIS/TMP reports.

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15 Capital Improvement Program (CIP) Form
Capital Improvement Programs (CIP’s) are a timetable program of infrastructure improvement plans. In DoT
context, the improvements could vary from small improvements (modifications to an access) to major
improvements (constructing a new freeway, rail line or bridge). CIP is defined as an improvement that enhances
network performance, accessibility or safety of Abu Dhabi’s Multimodal Transportation System.

These projects and their expected cost are required as part of the TIS and TMP submittal. When mitigations
outside the immediate access to the development are proposed, the CIP Form will also be required for the
Circulation Plan.

This chapter is a guide to filling the CIP form, which carries no legal obligations by DoT or the developer. It is
simply for planning purposes.

The aims of the CIP are

„ To develop a scope of work for the required mitigations.
„ To develop a project budget estimate. Ensure adequate funds are provided for in the CIP budget through
government or private developer funding or a combination of the government and private partnership
through the cost share outlined in Chapter 13.
„ To implement a uniform and objective ranking system to prioritize all CIP projects effectively and
efficiently.
„ To manage infrastructure needs and secure funding.
„ To document when the CI is required so as to deliver infrastructure projects in a timely fashion to avoid
any negative impact on growth and development.

The figure below shows a CIP example, which is the main input to develop the CIP Program.

Figure 15.1 Example of CIP Plan

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 15.1 CIP Form
The CIP Form is generally required when the Circulation Plan, TIS, or TMP is accepted by the Liaison Engineer
prior to the approval letter from DoT. The Liaison Engineer will inform the consultant when it is required. With
justification, changes to the CIP form can be made following submission.

; Project Name: Be consistent with the project name as per the initial application form for the study.

; Tracking Number: This is the same Circulation Plan, TIS or TMP tracking number that was issued in response
to the original application.

; CIP Number: If this is the first application, leave blank. The CIP Number will be assigned as part of the DoT
registration process.

; Community Name or Street Name: The name of the area or road where the project is located.

; To the top right hand side of the form, there are title boxes ranging from FY10 to FY31+. This indicates the
year and below each year is a blank box. Please fill in the years when the project design and construction are
required. For example, a new interchange may be required for 2016 but the design process must begin 2012 and
the construction in 2013. For this example fill in the years FY12 and FY13.

; Leave the shaded row below the community name blank. This is for DoT to fill.

; Project Overview and Background: Clearly describe the nature of the project, its history and the mitigations
required.

; Project Plan: Please attach an image of the mitigation measures required for the project. A separate electronic
copy of the drawing attached shall be submitted with the CIP Form.

All other cells in the form are to be completed by DoT, please leave blank.

The CIP form must be submitted formally to the DoT by letter or by an email. The form is not legally binding but
will be retained for reference.

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16 Software Suites
All modelling software, other than listed below, must be approved by DoT prior to use.

CUBE Voyager software is used for strategic modelling in Abu Dhabi. The DoT STEAM model is required to be
used for all strategic modelling requirements.

Where micro-simulation is required, this should be done using PTV VISSIM. Data validation needs to be provided
for the existing scenario, including GEH comparison of the traffic flows, a comparison of LOS and drawings
showing the selected locations for the GEH test and the LOS comparison. 85% of the measurements must
achieve a GEH ≤ 5.

SIDRA Intersection is the preferred software for the analysis of Un-signalized junctions, roundabouts and isolated
signalized junctions. For the analysis of networks of signalized intersections Synchro should be used. SIDRA and
Synchro must be set to the latest version of HCM algorithms.

Weaving analysis for ramps and merges should be undertaken using HCS+. The methodology applied must be
clearly explained in the report. The Liaison Engineer may require the Consultant to use micro-simulation to
assess weaving and merging sections.
Table 16.1 is summarising the software to use

Table 16.1 Transportation Software

Software Description

CUBE Voyager Strategic Modeling

VISSIM Micro-Simulation

SIDRA Intersection Un-signalised junctions, Roundabout, isolated signalized intersections

SYNCHRO Network signalized intersections

HCS+ Weaving Analyses

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Figure 16.2 Cube Network Link Level of Service Screen Shot

Modelling outputs shall be provided in the appendix of any report submitted. Depending on the number of
intersections analyzed, a softcopy of the outputs may suffice to avoid unnecessary prints (to be agreed with
Reviewer). All modelling files, except STEAM model files remotely accessed, must be provided as softcopy to the
Reviewer.

Drawings should only be submitted in DWG AutoCAD. Swept path analysis shall be done on CAD supported
platforms/software such as AutoTurn.

Figure 16.3 Abu Dhabi STEAM Model Run Screen Shot

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17 Car Parking Standards and Rates
This chapter outlines minimum parking standards and requirements for developments. These are minimums and
relate to parking structures. On-Street parking requirements are covered in Chapters 4-8 and in the typical cross
sections for each road type (Chapter 14).

17.1 Minimum Dimensions for Parking Structures

Please note these are minimum dimensions as shown in table 17.1 below. Depending on location and land use
type larger dimensions may be recommended by DoT.

Diagrams and plans corresponding to the design parameters below can be found in Appendix D.

Table 17.1 Minimum Parking Dimensions

Standard Parking Dimensions Width x Length (Minimum)

Standard Parking Bay (90-30° Angle): 2.5m x 5.5m

Standard Parking Bay (Parallel): 2.5m x 6m (6.5m) *

Accessible (Disabled) Parking: 2.5m+1.5m x 5.5m

Accessible Van Parking: 3.35m+1.5m x 5.5m

Parking next to Walls or Physical Obstructions: Standard width + 200mm

Minimum Headroom: 2.5m

Minimum Headroom for Service Vehicles: 4.5m

Ramp Gradient Maximum: (Centre Line for Curved Ramps) 1 in 8 or 12.5%

Maximum Gradient for Parking Ramps: 1 in 20 or 5%

*6.5m along Main Circulatory

Depending on site constraints, ramps with gradients up to 1 in 6 or 16.5% can be permitted based on a case by
case evaluation and subject to the following provisions:

; A transition ramp of a minimum length of 3m at both sides of the primary ramp.

; The maximum gradient of the transition ramps is 1 in 12 or 8.3%.

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 17.2 General Car Parking Design
; One-Way circulations are typically recommended for most car parks to minimize conflicts and improve
circulation. For large car parks and car parks with high turnover One-Way circulations should be given
preference.

; All driveways to car parks must have a minimum width of 6 metres for two-way traffic and 4.5 metres for one-
way traffic.

; However, depending on local conditions and for smaller car parks Two-Way circulations/driveways may be
more appropriate. For example, Two-Way driveways should be used for dead-end aisles and up to 20 spaces on
each side or similar situations.

; For large car parks and parking structures the Consultant is required to define a Main Circulatory network.
Main Circulatories are subject to the main traffic movement through the car park. To ensure the operation of the
car park typical parking should not be provided along Main Circulatories. Ramps in multi-storey car parks are
naturally part of the Main Circulatory network.

; The width of the Main Circulatory shall be designed to a minimum (depending on emergency access
requirements, turning radii and anticipated traffic volumes) to avoid excessive speeds. However, if parking
provision on a Main Circulatory is required and/or acceptable wider driveways are required.

; It is recommended that large car parks that require Main Circulatories should be as follows:

„ Residential: more than 500 spaces (total).

„ Office: more than 300 spaces (total).

„ Retail: more than 300 spaces (total).

„ Mixed-Use (20% Office or Retail, 80% Residential): more than 400 spaces (total).

„ Mixed-Use (50% Office or Retail, 50% Residential): more than 300 spaces (total).
The final layout shall be agreed with the liaison engineer.

17.3 Further Conditions

1) Tandem Parking can be permitted only for residential 3+ bedroom apartments. Each pair of Tandem Parking
bays must be pre-designated or reserved to one apartment, which needs to be declared by the Consultant.
The required width for Tandem Parking bays is 2.7m.

For hotels, convention halls and other developments that rely on valet parking, a proposal for tandem parking
can be made to DoT. This may or may not be accepted depending on the development scale, car park
design and location.

2) A parking bay length of 5.2m can be permitted based on a case by case evaluation and subject to the
following provisions:

a) 90° parking against a kerb with a maximum height of 150mm.

b) Footway width is sufficient to cater to all pedestrian requirements, with a 300mm overhang for
parked vehicles.
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 c) The curb must be unobstructed (clear of trees, bushes, fences, signs, etc.).

This is illustrated in Appendix D.

3) Dead-end driveways in excess of 15m length will require appropriate U-Turn facilities (T- or L-shape)
equivalent to twice the standard parking bay size.

4) The standard vehicle to be used for AutoTurn (or similar) analysis for parking in Abu Dhabi is AUSTROADS
2006 CAR (Large Car).

5) Access for emergency vehicles and services shall be in accordance with the requirements of the respective
agencies.

6) Sufficient and safe pedestrian access must be provided to all car parks. On Main Circulatories, separate
pedestrian paths, and safe crossing facilities are recommended. Where pedestrian facilities are not provided
(i.e. separate ramps, etc.) a minimum clearance of 300mm between curb and wall/obstruction must be
maintained as illustrated in Diagram 10 in Appendix D.

7) Accessible parking shall be provided in accordance with the International Building Code (IBC) as illustrated in
Table 6.2 in Chapter 6.

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18 Consultant Pre-qualifications
DoT, on a yearly basis, publishes a list of technically approved or pre-qualified TIS consultants to ensure that
practitioners have the required expertise, staffing, software and training.

TIS should be prepared by a qualified and experienced engineer or planner who has specific experience in traffic
engineering and transport modelling.

Due to the highly specialized and technical requirements of TIS and TMP studies, the prequalification list is
required to assist developers and architects in identifying consultant firms that are capable and competent.

In the prequalification list, TIS Consultants are classified to reflect the scale of development for which they have
the proven technical expertise and resources. Larger development studies require both greater expertise and
resources (staffing and software).

The scale of developments is classified according to the weekday peak hour vehicular trip generation of
developments. The classes are as follows:

Table 18.1 Prequalification Classification of TIS Consultants

Weekday Peak Hour Trip

Prequalification Grade Type of Study (Typically)
Generation (2-way) Trip Limit

Grade 1 Unlimited Trips TMP

Grade 2 20,000 TMP

Grade 3 10,000 TMP

Grade 4 2,500 TMP/TIS

Grade 5 500 TIS

Ungraded 100 Circulation Plans

18.1 Prequalification Process

DoT sends out a circular on an annual basis to all existing and potential TIS consultants, requesting
submittal of the following:

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 18.1.1 Transportation Planning Staff
CVs for the following:

„ Transportation Planning Manager (with a minimum of a Master’s Degree and 10 years transportation
planning and/or traffic engineering experience). The Manager is to be based in the Gulf Region,
preferably in the UAE.

„ Two Transportation Planning Staff (transport planners, traffic engineer s or strategic transportation
modellers) with a minimum of a Relevant Masters Degree and 5 years experience or a Bachelor’s
Degree and 7 years experience. The Transportation Planning Staff are to be based in the UAE with a
valid residence permit.

18.1.2 Support Staff

CVs of a maximum of 6 key support staff (highway engineer s, master planners, CAD technicians, etc.) and
their percentage availability for Abu Dhabi TIS projects.

18.1.3 Modelling Software Licenses

The UAE based software license number and expiry date for all traffic and transportation planning software
including CUBE Voyager, PTV Vissim, SYNCHRO and SIDRA currently held by the consultant.

18.1.4 DoT Procedures

DoT will review the submissions made by consultants and may require additional documentation. DoT may
reclassify or disqualify consultants based on performance and the above mentioned submission at any time.

Failure to submit these documents, when requested, or the submission of inaccurate or out-dated
information can lead to downgrading or removal of the consultant from DoT approved TIS Consultant List.

It is advised that TIS consultants, in writing, make DoT aware of changes in staffing or periods of restructuring or
inactivity. This will assist in avoiding misunderstandings and delays between the consultant, developers and DoT.

Appointing a Pre-qualified Consultant

„ It is the developers responsibility to appoint an appropriately pre-qualified TIS Consultant for TIS‘s and
(
TMP’s.
„ A pre-qualified consultant is not required for Circulation Plans. However the consultant or architect
must be registered with the DoT. The developer should retain a qualified and experienced architect or
consultant.
„ All Pre-qualified TIS consultants are registered and considered qualified for all Circulation Plans.

Abu Dhabi DoT Transportation Impact Study Guidelines

83
 TABLE OF CONTENTS
Appendices

A - TIS APPLICATION FORM

B - PRE-QUALIFIED TIS CONSULTANTS LIST

C - DOT CAR PARKING RATES

Abu Dhabi Transportation Impact Study (TIS) Guidelines 2012

D - CAR PARKING DESIGN STANDARDS

E - SMALL DEVELOPMENT CIRCULATION PLAN CHECKLIST

F - SMALL DEVELOPMENT CIRCULATION PLAN EXAMPLE

G - METHODOLOGY REPORT CHECKLIST

H - TIS CHECKLIST

I - TMP CHECKLIST

J - TIS WITHIN A TMP CHECKLIST

K - CROSS-SECTIONS

L - SAMPLE TMP APPROVAL PLAN

M - SAMPLE TIS WITHIN A MASTERPLAN APPROVAL PLAN

N - STRATEGIC MODELING APPLICATION FORM

O - CAPITAL IMPROVEMENT PROJECT (CIP) FORM

P - CENTRAL BUSINESS DISTRICT (CBD) DEFINITION

Q - TIS AND PARKING LAWS

TIS APPLICATION FORM Abu Dhabi Transportation Impact Study (TIS) Guidelines 2012
A - TIS APPLICATION FORM
B - PRE-QUALIFIED TIS CONSULTANTS LIST
Transportation Impact Study (TIS)
Transportation Master Plan (TMP)
Application Form
Tracking Number
Development Name Assigned by DOT
(Project ID)

A - Traffic Consultant Information

Consultant Name: Pre Qualified Consultant Only
Consultant Liaison Engineer:

Phone, Fax, E-mail Phone # Fax E-mail

B - Developer Information
Developer Name:

Developer Contact Name:

Phone, Fax, E-mail Phone # Fax E-mail

C - Project Information
Location (Area, Sector and Plot): Project Opening Date:

Was a TIS/TMP submitted before: If yes please explain the

reason for re-submittal:
YES NO

Has the development been pre-approved by UPC/ADM: UPC Reviewer Name and If "No" approval specify
Project Number status:
YES NO

D - Master Plan Information

Is the project located within an approved Development Master
YES NO Name
Plan, If yes, please state the name of the Master Plan:

If yes, state the date of masterplan approval, and the approving

Date of approval Approving Authority
authority:

Is the land use consistent with the approved Master Plan? YES NO

Maritime Feature such as a Coast or a Lake or with

YES NO
proposed water transport?

Public Transportation Mode (Bus, Tram, LRT etc.)? YES NO

Does the Development Contain or is
it Adjacent to:
An Airport (within a 15km radius)? YES NO

What is the proposed maximum building height?

(meters)
A location plan with Land-use tables, densities and UPC/ADM approval (if available) must be attached (Land use Table must be shown as per
Section E)

E - Trip Generation Information

AM NOON PM Peak Hr. Generator
Total Vehicle Trips Generated (in &
out) for AM, LT, PM and peak hour In In In In
generator as per Dubai Trip
Generation Manual used without Out Out Out Out
applying any reduction factors:
Total Total Total Total

LEVEL 1 LEVEL 2 LEVEL 3

TIS Level Based on Total Trip Generation for the highest peak hour (AM,
LT, PM) without Applying any Reduction Factors Less than 100 Vehicle trips 100 to 2,500 Vehicle Trips More than 2500 Vehicle Trips

F - Parking Demand & Supply

Please state the Reference Manual used Dubai Trip Generation
DOT Parking Rates ITE OTHER
to calculate Parking Demand Manual (DTGM)

Total Parking Supply

Total Parking Supply = Total Parking Demand =
within development boundaries
 PRE-QUALIFIED TIS CONSULTANTS LIST Abu Dhabi Transportation Impact Study (TIS) Guidelines 2012
B - PRE-QUALIFIED TIS CONSULTANTS LIST
C - DOT CAR PARKING RATES
A - TIS APPLICATION FORM
 DOT Prequalified Consultants List for Transportation Impact Study

Please contact DOT Integrated Transportation Planning Division for the latest
“TIS and TMP Consultant Prequalification List”.

A circular listing pre‐qualified consultants and their grading is issued yearly.

Page 1 of 1
B - PRE-QUALIFIED TIS CONSULTANTS LIST

DOT CAR PARKING RATES

C - DOT CAR PARKING RATES
D - CAR PARKING DESIGN STANDARDS

Abu Dhabi Transportation Impact Study (TIS) Guidelines 2012

 Parking Rates - Emirate of Abu Dhabi

Class Land Use Parking Rate Unit

101 Regional Shopping Center 3.16 Per 100 m2 GLA
102 Other Shopping Center 3.09 Per 100 m2 GLA
103 General Retail 2.15 Per 100 m2 GFA
4
104 Supermarket 2.2 Per 100 m2 GFA
4
104 Supermarket 1.03 Per Employee
105 Gas Station 1.5 Per Pump
106 Department Store 0.94 Per Employee
107 Showroom4 2.26 Per 100 m2 GFA
4
107 Showroom 1.85 Per Employee
108 Restaurant 10.29 Per 100 m2 GFA
4
109 Fast Food 0.22 Per Seat
4
109 Fast Food 7.08 Per 100 m2 GFA
4
110 Furniture Store 0.58 Per 100 m2 GFA
110 Furniture Store4 1.13 Employee
4
111 Elect. Store 1.73 Per 100 m2 GFA
4
111 Elect. Store 0.7 Per Employee
201 Office (CBD) 2.4 Per 100 m2 GFA
203 Office (Non CBD) 2.6 Per 100 m2 GFA
4
204 Bank 4.12 Per 100 m2 GFA
204 Bank4 1.52 Per Employee
301 Gov. Kindergarten 0.06 Per Student
Gov. Primary & Intermediate School
302 0.07 Per Student
Male
Gov. Primary & Intermediate School
303 0.06 Per Student
Female
304 Gov. Secondary School Male 0.13 Per Student
305 Gov. Secondary School Female 0.12 Per Student
Private School – Intermediate &
306 0.12 Per Student
Secondary School
307 Private Kindergarten or Primary School 0.1 Per Student
4
308 Higher Education 1.55 Per Employee
4
308 Higher Education 0.22 Per Student
309 Hospital 1.49 Per Bed
310 Government Clinic 3.18 Per 100 m2 GFA
311 Private Clinic 3 Per 100 m2 GFA
313 Local Government Building 2.12 Per Employee
314 Federal Government Building 0.76 Per Employee
4
315 Semi-Government Building 1.97 Per 100 m2 GFA
315 Semi-Government Building4 0.82 Per Employee

Page 1 of 2
 Class Land Use Parking Rate Unit
316 Telecom ( Du, Etisalat ) 6 Per 100 m2 GFA
317 Mosque-Jumma 6.26 Per 100 m2 GFA
318 Post Office4 6.1 Per 100 m2 GFA
4
318 Post Office 0.75 Per 100 PO Boxes
319 Library 2.1 Per 100 m2 GFA
3
401 Luxury Hotel (CBD) (4 Above) 0.65 (+other uses) Per Room
3
402 Luxury Hotel (non CBD) (4 Above) 0.8 (+other uses) Per Room
403 Resort Hotel 1.03 Per Room
404 Other Hotel (3* Below) 1 Per Room
501 Movie-Seats 0.16 Per Seat
502 Sport Club 2.18 Per 100 m2 GFA
4
601 Industry Light 0.13 Per Employee
4
601 Industry Light 0.14 Per 100 m2 GFA
602 Industry Mid 0.09 Per 100 m2 GFA
603 Industry Heavy 0.09 Per 100 m2 GFA
705 Apartment Studio or 1Bdr [CBD] 1 Per Apartment
705 Apartment Studio or 1Bdr [non CBD] 1 Per Apartment
705 Apartment 2Bdr [CBD] 1.1 Per Apartment
705 Apartment 2Bdr [non CBD] 1.25 Per Apartment
705 Apartment 3Bdr [CBD] 1.75 Per Apartment
705 Apartment 3Bdr [non CBD] 2 Per Apartment
705 Apartment 4Bdr [CBD] 2 Per Apartment
705 Apartment 4Bdr [non CBD] 2 Per Apartment
707 Residential Room (CBD) 0.53 Per Room
709 Residential Room (Non CBD) 0.89 Per Room
710 Villa (CBD) 0.2 Per Villa
712 Villa (Non CBD) 2.18 Per Villa
713 Arabic House (CBD) 0.63 Per House
715 Arabic House (Non CBD) 1.64 Per Villa
716 Labor Camp 0.25 Per 100 m2 GFA
716 Labor Camp 0.03 Per Laborer
717 Furnished Apartment 1 Per Apartment
1
GFA = The Gross Floor Area is the total built-up are minus the parking area.
2
GLA = The Gross Leasable Area is the GFA minus service areas (lobbies, corridors, stairways etc.) in Malls. The
GLA can be a minimum of 80% of the GFA.
3
For Luxury Hotels, any additional hotel use such as restaurants and furnished apartments shall, in addition, have
the parking demand calculated as per the parking rates table.
4
For classes which have more than one unit type listed (i.e. GFA and Seats for Class 109), the higher parking
demand calculation shall be adopted.
5
DOT may allow revised parking rates to be applied for specific land uses which generate less than 100 trips and
located outside Abu Dhabi City. This shall be agreed & approved in advance with the DOT Liaison Engineer

Page 2 of 2
C - CAR PARKING DESIGN STANDARDS

CAR PARKING DESIGN STANDARDS

D - CAR PARKING DESIGN STANDARDS
E - SMALL DEVELOPMENT CIRCULATION PLAN CHECKLIST

Abu Dhabi Transportation Impact Study (TIS) Guidelines 2012

Car Parking Design Standards – Emirate of Abu Dhabi

Page 1 of 4
Page 2 of 4
Page 3 of 4
Page 4 of 4
D - CAR PARKING DESIGN STANDARDS

CHECKLIST
SMALL DEVELOPMENT CIRCULATION PLAN
E - SMALL DEVELOPMENT CIRCULATION PLAN CHECKLIST
F - SMALL DEVELOPMENT CIRCULATION PLAN EXAMPLE

Abu Dhabi Transportation Impact Study (TIS) Guidelines 2012

Circulation Plan (TIS) Checklist
A - Project Information
Project Name:
P j t ID:
Project ID
Reviewer:
Date Submitted:
B - Circulation Plan Checklist
Included
Information Required Drawing Reference
(Yes/ No/ N/A)
Project Information
1 Table of proposed land uses and land use classes Please Select

2 Table of trip generation for all peak periods Please Select

3 Map clearly showing the location and size of the proposed development Please Select

Site Access and Exit Provision

4 Site access and exit roads Please Select

5 Indicate potential conflicts with pedestrians/cyclists and proposed measures Please Select

6 Nearest public transport access and walking distance Please Select

7 Highlight pedestrian routes in and around the development Please Select

Emergency and Service Access

8 Delivery and service access Please Select

9 Taxi access Please Select

10 Emergency
E access** Please
Pl Select
S l t

*The above does not replace Civil Defense approvals. A separate Civil Defense approval must be sought for all developments.

Parking Demand and Supply

11 Table of parking demand and supply Please Select

12 All parking
ki spaces highlighted
hi hli ht d andd numbered
b d Please
Pl Select
S l t

13 Autoturn prints of internal turning movements Please Select

All Circulation Plans Must be Prepared as per TIS Guidelines.
Please submit to DOT 4 hardcopies (A1) and softcopy (pdf and AutoCAD file) on a CD.

C - Signatures
Date Name Signature

Consultant Engineer

Consultant Project Manager

DOT Liaison
Li i Engineer/
E i /RReviewer
i
E - SMALL DEVELOPMENT CIRCULATION PLAN CHECKLIST

EXAMPLE
SMALL DEVELOPMENT CIRCULATION PLAN
F - SMALL DEVELOPMENT CIRCULATION PLAN EXAMPLE
G - METHODOLOGY REPORT CHECKLIST

Abu Dhabi Transportation Impact Study (TIS) Guidelines 2012

 METHODOLOGY REPORT CHECKLIST Abu Dhabi Transportation Impact Study (TIS) Guidelines 2012
G - METHODOLOGY REPORT CHECKLIST
F - METHODOLOGY REPORT CHECKLIST

H - TIS CHECKLIST
Methodology Report Check List (TIS/TMP)
A - Project Information
Project Name:
DOT Project ID:
DOT Liaison Engineer/ Reviewer:
Date Submitted:
Development Modeling Type (1 - 4):
Agency/ Consultant adminstrating the model:
DOT modeler reviewing the model:

B - Report Checklist
Included
Information Required Page / Appendix Number
(Yes/ No/ N/A)
Report Submission

1 Table of Contents, Figure and List of Appendices Please Select

Project Description
Description of:
- Location of pproposed
p development
p
3 - Character of surrounding area Please Select
- Character of proposed development/ proposed land use
- Special constraints/ issues

4 Land use table of the development based on Dubai Trip Generation and Parking Rates Manual Please Select

Existing Transport Infrastructure

5 Description of the following (existing and future without development):

A Surrounding road infrastructure Please Select

B Public transport facilities in the proximity of the development Please Select

C Pedestrian / cycling infrastructure in the proximity Please Select

6 Map of existingg road network and public transport, pedestrian and cycling
y g facilities and routes Please Select

Map of future (opening year) road network and public transport, pedestrian and cycling facilities and
7 Please Select
routes
Map of future (2021 or 2030 - as applicable) road network and public transport, pedestrian and cycling
8 Please Select
facilities and routes
Baseline Traffic (Existing and Future)

9 Map of existing traffic flows in and around the proposed development site Please Select

10 List of traffic surveys used incl. origin, time, locations, peak periods and assumptions/ adjustments Please Select

11 Map of future traffic flows in and around the proposed development site (opening year) Please Select

Map of future traffic flows in and around the proposed development site (year 2021 or 2030 – as
12 Please Select
applicable)

13 Discussion of traffic flows, growth and implications Please Select

Trip Generation

14 Table of trip generation for each land use type/ code and Summary Please Select

15 Land use map of development (TMP only) Please Select

16 Comparison of of land use to Masterplan (Reduced Scope TIS only) Please Select
 Internal Capture and Pass-by Trips

17 Calculations for internal capture and pass-by trips Please Select

18 Table of internal capture and pass-by trips and resulting trip generation values Please Select

Trip Distribution
Maps showing main attractors, incl. number of trips and percentage (for each peak period and horizon
19 Please Select
year)
Maps showing main origins for trips to the development, incl. number of trips and percentage (each peak
20 Please Select
period and horizon year)
Modal Split
21 Calculations and assumtions made for modal split Please Select

22 Table of modal split and resulting trip generation values Please Select

Trip Assignment

23 Map or figure showing added traffic turning volumes for each affected junction Please Select

Study Area

24 Map showing extent of study area Please Select

Parking Demand

25 Table showing parking demand Please Select

Assumptions and Agreements

26 List of assumptions Please Select

27 List of agreements Please Select

Summary

28 Table summarizing the trip generation Please Select

29 Summary of internal capture, pass-by/ combined trips and modal split Please Select

30 Figure showing the key areas of impact based on the traffic assignment results Please Select

31 Discussion of the results Please Select

Please submit to DOT 3 hardcopies of the report and softcopy on CD. The softcopy shall include the complete report in Pdf format, all survey data in DOT standardized MS Excel
format and all modeling files.

C - Factors and Assumptions

Factors/ Assumptions Used (state value or N/A)

Proportion of Truck/HGV traffic Depending on area

Internal Capture ITE calculation

Pass-by Trips Adjustment To be agreed

D - Signatures
Date Name Signature

Consultant
C lt t Engineer
E i
Consultant Project Manager
DOT Liaison Engineer/ Reviewer
 TIS CHECKLIST Abu Dhabi Transportation Impact Study (TIS) Guidelines 2012
H - TIS CHECKLIST
G - TIS APPLICATION FORM

I - TMP CHECKLIST
Transportation Impact Study

A - Project Information
Project Name:
DOT Project ID:
DOT Liaison Engineer/ Reviewer:
Date Submitted:
B - Report Checklist
Included
Information Required Page / Appendix Number
(Yes/ No/ N/A)
Report Submission

1 Table of Contents, Figure and List of Appendices Please Select

2 Executive Summary Please Select

Project Description

3 Background - incl. responsibilities, stakeholder, relevant document and decisions Please Select

4 Please Select
Project & Location - project location, character, impact on area and compliance with Abu Dhabi 2030

5 Map / Arial Photo clearly showing the location and size of the proposed development Please Select

6 UPC/ ADM land use approval letter Please Select

Existing Condition

7 Description of traffic/ road network and conditions Please Select

8 Description the existing public transport network Please Select

9 Walking and cycling routes and desire lines Please Select

10 Description of parking conditions Please Select

Methodology Report Outcome

11 Trip generation summary Please Select

12 Figure showing study area and parking demand Please Select

Traffic Impact of the Development

13 Tables showing results of intersection analysis, weaving/ merging/ diverging for each scenario Please Select

14 Map of intersection locations and numbers Please Select

15 Map of location of each merging/ diverging/ weaving segment Please Select

16 Discussion of the results Please Select

17 Figures showing layout, phasing and movement volumes for each critical junction Please Select

Mitigation of Impacts

18 Mitigation assessment table Please Select

19 Explanation of proposed mitigations Please Select

20 Result comparison Please Select

21 Summary of the cost estimates and calculated cost share Please Select

Site Access and Exit Provision

22 Map of all site access and exit roads/ highlight pedestrian conflicts Please Select

23 Table showing v/c ratio for all access and exit roads Please Select

24 Assessment of pedestrian conflicts and safety measures Please Select

Emergency and Service Access

 25 Delivery and service access map Please Select

26 Taxi access map Please Select

27 Emergency access map Please Select

Parking Demand and Supply

28 Table of parking demand and supply Please Select

29 Map showing all parking spaces (highlighted and numbered) Please Select

Parking Access

30 13568513 4.4046E-293

31 Table showing the volume/ capacity ratios (v/c ratio) for all access and exit roads to the development Please Select

Parking Circulation

32 Map showing vehicle circulation and pedestrian conflicts in the proposed car parks Please Select

Pedestrian Accessibility

34 Illustrate changes to existing pedestrian routes Please Select

35 Public transport access map/ Walking time estimation using isochrones Please Select

36 Estimate of catchment area and population Please Select

37 Cycle routes and facilities map Please Select

Summary and Conclusions

38 Summary of trip generation, parking demand / supply and any important facts Please Select

39 Summary of all conclusions, mitigations Please Select

Please submit to DOT 3 hardcopies of the report and softcopy on CD. The softcopy shall include the complete report in Pdf format, all survey data in DOT standardized MS Excel format and all modeling files.

After approval of the report a Circulation Plan must be prepared by the Consultant and submitted to DOT for final sign-off and formal approval.

C - Factors and Assumptions

Used Other
Factors/ Assumptions Suggested Value
(Yes/ No/ N/A) (state value)
Peak Hour Factor PHF 0.95 Please Select

Lane Utilisation 0.95 Please Select

Yellow Time 3s Please Select

All Red Time 2s Please Select

Ideal Intersection Capacity per Through Lane 1900 Please Select

Ideal Intersection Capacity per Left/Right Lane 1500 Please Select

Ideal Freeway Lane Capacity 2000 Please Select

Proportion of Truck/HGV traffic Depending on area

D - Signatures
Date Name Signature
Consultant Engineer

Consultant Project
j Manager
g

DOT Liaison Engineer/ Reviewer

 TMP CHECKLIST Abu Dhabi Transportation Impact Study (TIS) Guidelines 2012
I - TMP CHECKLIST
J - TIS WITHIN A TMP CHECKLIST
H - TIS CHECKLIST
Transportation Master Plan (TMP) Check List

A - Project Information
Project Name:
DOT Project
P j t ID:
ID
DOT Liaison Engineer/ Reviewer:
Date Submitted:
B - Report Checklist
Included
Information Required Page / Appendix Number
(Yes/ No/ N/A)
Report Submission

1 Table of Contents, Figure and List of Appendices Please Select

2 Executive Summary Please Select

Project Description

3 Background - incl. responsibilities, stakeholder, relevant document and decisions Please Select

4 Project & Location - project location, character, impact on area and compliance with Abu Please Select
Dhabi 2030

5 Map / Arial Photo clearly showing the location and size of the proposed development Please Select

Methodology Report Outcome

6 Trip generation summary Please Select

7 Figure showing study area Please Select

Land Use Characteristics / Travel Characteristics

8 UPC land use approval letter Please Select

9 Asssment of provision of local amenities vs. expected population Please Select

10 Detailed land use mapp Please Select

11 Map of key desire lines and volumes Please Select

12 Discussion of network Please Select

Internal Network - Alternative Modes

13 Public transport network (routes, ROW, capacities etc.) Please Select

14 Map/ drawing of bicycle/ pedestrian network Please Select

15 Map/ drawing with isochrones of access to/from public transport Please Select

16 Map/ drawing with isochrones of access to/from amenities Please Select

17 Estimate of catchment area and population Please Select

Based on the isochrones above analyze/ estimate the resident population/ employment
18 Please Select
covered by the catchment areas

19 Tables with estimates of population/ employment within each catchment area Please Select

20 Discussion of mode share and internal capture targets Please Select

I t l Road
Internal R d Network
N t k
 Map(s) of road network. Include atypical road/ intersection designs, road categories and
21 Please Select
numbers/ indices used in the analysis
Maps of traffic flows/ turning movements in internal network for each scenario and peak
22 Please Select
period agreed

23 Link capacity analysis results (table/ map) for each scenario and peak period agreed Please Select

Result tables of intersection analysis, weaving/ merging/ diverging for identified locations and
24 Please Select
each scenario/ peak period agreed

25 Map of location of each intersection and merging/ diverging/ weaving segment Please Select

26 Discussion of the results Please Select

27 Figures showing layout, phasing and movement volumes for each critical intersection Please Select

Impact on Surrounding Network

28 For each scenario (opening year with/without development, 2030 with/without development) provide:

Maps of traffic flows/ turning movements in surrounding network for each scenario and
A Please Select
peak period agreed

B Link capacity analysis results (table/ map) for each scenario and peak period agreed Please Select

Tables showing results of intersection analysis, weaving/ merging/ diverging for each
C Please Select
scenario and peak period agreed

29 Map of location of each intersection and merging/ diverging/ weaving segment Please Select

30 Discussion of the results Please Select

Mitigation of Impacts

31 Mitigation
ga o assess
assessment
e table
ab e Please Select

32 Explanation of proposed mitigations Please Select

33 Result comparison Please Select

34 Summary of the cost estimates and calculated cost share Please Select

Parking Demand

35 Map showing the blocks of the development Please Select

36 Table of parking demand and parking supply per block Please Select

37 Discussion of parking requirements Please Select

M
38 Measures tto ensure plot
l t ddevelopers
l meett requirements
i t Pl
Please S l t
Select

Essential Facilities

39 Table listing all essential facilities to be included in Masterplan Please Select

40 For each listed facility include:

A Table showing the parking demand calculated Please Select

B Drawing clearly showing all parking spaces provided Please Select

C Capacity analysis of vehicle access to car park Please Select

D Autoturn prints of internal turning movements Please Select

Table showing the volume/ capacity ratios (v/c ratio) for all access and exit roads to the
E Please Select
development
 Map/ drawing showing vehicle circulation and pedestrian conflicts in the proposed car
F Please Select
parks
Public Parking Structure

41 Table listing all public parking structures to be included in Masterplan Please Select

42 For each listed parking structure include:

A Map/ drawing showing all parking spaces (highlighted and numbered) Please Select

B Autoturn prints of internal turning movements Please Select

Table showing the volume/ capacity ratios (v/c ratio) for all access and exit roads to the
C Please Select
development
Map/ drawing showing vehicle circulation and pedestrian conflicts in the proposed car
D Please Select
parks
T
Travel
l Demand
D d Management
M t (TDM)

53 Outline of Travel Demand Management measures proposed by the developer Please Select

Future Responsibilities

54 Outline of future responsibilities for Infrastructure and TDM measures Please Select

Summary and Conclusions

55 Summary of trip generation, parking demand / supply and any important facts Please Select

56 Summary of all conclusions, mitigations Please Select

Please submit to DOT 3 hardcopies of the report and softcopy on CD. The softcopy shall include the complete report in Pdf format, all survey data in DOT standardized MS Excel format
and all modeling files.

After approval of the report a Circulation Plan must be prepared by the Consultant and submitted to DOT for final sign-off and formal approval.

C - Factors and Assumptions

Used Other
Factors/ Assumptions Suggested Value
(Yes/ No/ N/A) (state value)

Peak Hour Factor PHF 0.95 Please Select

Lane Utilisation 0.95 Please Select

Yellow Time 3s Please Select

All Red Time 2s Please Select

Ideal Intersection Capacity per Through Lane 1900 Please Select

Ideal Intersection Capacity per Left/Right Lane 1500 Please Select

Ideal Freeway Lane Capacity 2000 Please Select

Proportion of Truck/HGV traffic Depending on area

D - Signatures
Date
D t Name
N Signature
Si t
Consultant Engineer

Consultant Project Manager

DOT Liaison Engineer/ Reviewer

 TIS WITHIN A TMP CHECKLIST Abu Dhabi Transportation Impact Study (TIS) Guidelines 2012
J - TIS WITHIN A TMP CHECKLIST
K - CROSS-SECTIONS
I - TMP CHECKLIST
Plot TIS within TMP Checklist
A - Project Information
Project Name:
DOT Project Number:
DOT Liaison Engineer/ Reviewer:
Date Submitted:
B - Report Checklist
Included
Information Required Page / Appendix Number
(Yes/ No/ N/A)
Report Submission

1 Table of Contents, Figure and List of Appendices Please Select

2 Executive Summary Please Select

Project
oject Description
esc pt o
Background - incl. responsibilities, stakeholder, relevant document and
3 Please Select
decisions

4 Project & Location - project location, character, impact on area and Please Select
compliance with Abu Dhabi 2030
Map / Arial Photo clearly showing the location and size of the proposed
5 Please Select
development
Methodology Report Outcome

6 Trip generation summary Please Select

7 Figure showing study area Please Select

8 Summarized comparison with the Masterplan TIS Trip Generation Please Select

Traffic Impact of Development

9 Tables showing results of intersection analysis, weaving/ merging/ diverging Please Select

10 Map of intersection locations and numbers Please Select

11 Map off location off each merging// diverging// weaving segment Please Select

12 Discussion of the results Please Select

Figures showing layout, phasing and movement volumes for each critical
13 Please Select
junction
Mitigation of Impacts

14 Mitigation assessment table Please Select

15 Explanation of proposed mitigations Please Select

16 Result comparison Please Select

Infrastructure in Masterplan Developer Responsibility

17 Summary of agreements with Masterplan developer regarding mitigations Please Select

Infrastructure in Public Responsibility

18 Summmary of the cost estimates and cost share for mitigations Please Select

Site Access and Exit Provision

19 Map of all site access and exit roads/ highlight pedestrian conflicts Please Select

20 Table showing v/c ratio for all access and exit roads Please Select

21 Assessment of pedestrian conflicts and safety measures Please Select

Emergency and Service Access

22 Delivery and service access map Please Select

23 Taxi access map Please Select

24 Emergency access map Please Select

Parking Demand and Supply

25 Table of parking demand and supply Please Select

26 Comparison to Masterplan TIS parking demand Please Select

27 Map showing all parking spaces (highlighted and numbered) Please Select

Parking Access

28 Capacity analysis of vehicle access to car park Please Select

Table showing the volume/ capacity ratios (v/c ratio) for all access and exit
29 Please Select
roads to the development
P ki Ci
Parking l ti
Circulation
Map showing vehicle circulation and pedestrian conflicts in the proposed car
30 Please Select
parks
Pedestrian Accessibility

31 Map of desire lines for pedestrians Please Select

32 Illustrate changes to existing pedestrian routes Please Select

34 Public transport access map/ Walking time estimation using isochrones Please Select

35 Estimate of catchment area and population Please Select

36 Cycle routes and facilities map Please Select

Summary and Conclusions

Summary of trip generation, parking demand / supply and any important
37 Please Select
facts

38 Summary of all conclusions, mitigations Please Select

Please submit to DOT 3 hardcopies of the report and softcopy on CD. The softcopy shall include the complete report in Pdf format, all survey data in DOT
standardized MS Excel format and all modeling files.

After approval of the report a Circulation Plan must be prepared by the Consultant and submitted to DOT for final sign-off and formal approval.

C - Factors and Assumptions

Used Other
Factors/ Assumptions Suggested Value
(Yes/ No/ N/A) (state value)

Peak Hour Factor PHF 0.95 Please Select

Lane Utilisation 0.95 Please Select

Yellow Time 3s Please Select

All Red Time 2s Please Select

Ideal Intersection Capacity per Through Lane 1900 Please Select

Ideal Intersection Capacity per Left/Right Lane 1500 Please Select

Ideal Freeway Lane Capacity 2000 Please Select

Proportion of Truck/HGV traffic Depending on area

D - Signatures
Date Name Signature
Consultant Engineer

Consultant Project Manager

DOT Liaison Engineer/ Reviewer

J - TIS WITHIN A TMP CHECKLIST

CROSS-SECTIONS
K - CROSS-SECTIONS
L - SAMPLE TMP APPROVAL PLAN

Abu Dhabi Transportation Impact Study (TIS) Guidelines 2012

 140.00
Right of Way
70.00 70.00
Right of Way Right of Way
13.80 3.00 20.60 12.00 20.60 3.00 13.80
Collector Distributor PS Carriageway Median Carriageway PS Collector Distributor

2.00 1.50 3.00 3.00 3.00 3.00 1.50 2.00

3.00 3.65 3.65 3.65 3.65 3.65 3.65 3.65 3.65 3.65 3.65 3.65 3.65 3.00

Right of Way / Plot Line

Right of Way / Plot Line

Verge
Out Sh.
Lane
Lane
Out Sh.
Lane
Lane
Lane
Lane
Inn Sh.
Inn Sh.
Lane
Lane
Lane
Lane
Out Sh.
Lane
Lane
Out Sh.
Verge

Inn Sh.
Inn Sh.

2.00 2.00 2.00

1.00 1.00
5.00 7.00 4.00 3.00 5.00 2.00 2.50 2.50 2.00 5.00 3.00 4.00 7.00 5.00

Irrigation

Clearance
Eelectricity
Water
Telephone
Clearance
Sewerage
Irrigation
Irrigation
Sewerage
Clearance
Telephone
Water
Eelectricity
Clearance

Street Lighting
Street Lighting

27.00 (Service Corridor) 27.00 (Service Corridor)

See Detail A See Detail B

Freeway (140m)
Notes Reference Drawings Rev Date Drawn Description
1. All dimensions are in meters unless otherwise stated.
A 15.09.11 EC First Issue
2. This drawing is for information only and do not use for construction.
Department of Transport
3. Final location of all services shall be based on the approval of the relevant authorities.
P.O. Box 20
4. Utilities can be relocated under the road as per USDM .
Abu Dhabi
5. The position and type of street furniture (e.g. lighting column and safety barrier) are
United Arab Emirates
shown for illustration only. Freeway (140m)
6. The dimensions of lane and parking widths shown are indicative, subject to detailed
design and approval by liaison engineer.
7. The overall ROW width may vary from project-to-project, subject to detailed design
and approval of relevant authorities.
Drawing Number
DoT TIS-X-Section-1001 A
 140.00
Right of Way
70.00
Right of Way
12.00 20.60 3.00 13.80
Median Carriageway PS Collector Distributor

3.00 3.00 3.00 1.50 2.00

3.65 3.65 3.65 3.65 3.65 3.65 3.00

Right of Way / Plot Line

Inn Sh.
Inn Sh.
Lane
Lane
Lane
Lane
Out Sh.
Lane
Lane
Out Sh.
Verge

Inn Sh.
2.00 2.00 2.00
1.00
2.50 2.50 2.00 5.00 3.00 4.00 7.00 5.00

Irrigation
Irrigation
Sewerage
Clearance
Telephone
Water
Eelectricity
Clearance

Street Lighting
Street Lighting
Freeway (140m) - Detail B
27.00 (Service Corridor)
Notes Reference Drawings Rev Date Drawn Description
1. All dimensions are in meters unless otherwise stated.
A 15.09.11 EC First Issue
2. This drawing is for information only and do not use for construction.
Department of Transport
3. Final location of all services shall be based on the approval of the relevant authorities.
P.O. Box 20
4. Utilities can be relocated under the road as per USDM .
Abu Dhabi
5. The position and type of street furniture (e.g. lighting column and safety barrier) are
United Arab Emirates
shown for illustration only. Freeway (140m)
6. The dimensions of lane and parking widths shown are indicative, subject to detailed
design and approval by liaison engineer.
7. The overall ROW width may vary from project-to-project, subject to detailed design
and approval of relevant authorities.
Drawing Number
DoT TIS-X-Section-1003 A
 140.00
Right of Way
70.00
Right of Way

13.80 3.00 20.60 12.00

Collector Distributor PS Carriageway Median

2.00 1.50 3.00 3.00 3.00

3.00 3.65 3.65 3.65 3.65 3.65 3.65

Right of Way / Plot Line

Verge
Out Sh.
Lane
Lane
Out Sh.
Lane
Lane
Lane
Lane
Inn Sh.
Inn Sh.

Inn Sh.
2.00 2.00 2.00
1.00
5.00 7.00 4.00 3.00 5.00 2.00 2.50 2.50
Irrigation

Freeway (140m) - Detail A

Clearance
Eelectricity
Water
Telephone
Clearance
Sewerage
Irrigation
Street Lighting
Street Lighting

27.00 (Service Corridor)

Notes Reference Drawings Rev Date Drawn Description
1. All dimensions are in meters unless otherwise stated.
A 15.09.11 EC First Issue
2. This drawing is for information only and do not use for construction.
Department of Transport
3. Final location of all services shall be based on the approval of the relevant authorities.
P.O. Box 20
4. Utilities can be relocated under the road as per USDM .
Abu Dhabi
5. The position and type of street furniture (e.g. lighting column and safety barrier) are
United Arab Emirates
shown for illustration only. Freeway (140m)
6. The dimensions of lane and parking widths shown are indicative, subject to detailed
design and approval by liaison engineer.
7. The overall ROW width may vary from project-to-project, subject to detailed design
and approval of relevant authorities.
Drawing Number
DoT TIS-X-Section-1002 A
 112.00
Right of Way

Pedestrian Realm Traveled Way Pedestrian Realm

16.10 11.80 3.00 21.60 (Carriageway) 7.00 21.60 (Carriageway) 3.00 11.80
Collector Distributor PS 4.00 Center Median PS Collector Distributor
5.60 8.00 2.50 1.50 3.00 3.00 4.00 1.50 2.50 8.00 5.60
3.00 3.65 3.65 3.65 3.65 3.65 3.65 3.65 3.65 3.65 3.65 3.65 3.65 3.00

Buffer
Buffer

Out Sh.
Lane
Lane
Lane
Lane
Inn Sh.
Lane
Lane

Out Sh.
Lane
Lane
Inn Sh.
Out Sh.

& Through
& Through

Cycleway
Cycleway

Frontage
Footway /
Footway /
Frontage

Out Sh.
Lane
Lane
Lane
Lane
Inn Sh.

Right of Way / Plot Line

Right of Way / Plot Line

1.00 1.00 1.00

1.00 3.00
5.00 7.00 4.00 3.00 5.00 2.00 2.00 5.00 3.00 4.00 7.00 5.00
2.00

Irrigation

Clearance
Eelectricity
Water
Telephone
Clearance
Sewerage
Irrigation
Irrigation
Sewerage
Clearance
Telephone
Water
Eelectricity
Clearance

Street Lighting
Power (Transco)
27.00 (Service Corridor) 27.00 (Service Corridor)
Fiber Optic Cable

See Detail A See Detail B

Expressway (112m)
Notes Reference Drawings Rev Date Drawn Description
1. All dimensions are in meters unless otherwise stated.
A 20.07.11 EC First Issue
2. This drawing is for information only and do not use for construction.
Department of Transport
3. Final location of all services shall be based on the approval of the relevant authorities.
P.O. Box 20
4. Utilities can be relocated under the road as per USDM .
Abu Dhabi
5. The position and type of street furniture (e.g. lighting column and safety barrier) are
United Arab Emirates
shown for illustration only. Expressway (112m)
6. The dimensions of lane and parking widths shown are indicative, subject to detailed
design and approval by liaison engineer.
7. The overall ROW width may vary from project-to-project, subject to detailed design
and approval of relevant authorities.
Drawing Number
DoT TIS-X-Section-2001 A
 112.00
Right of Way

Pedestrian Realm Traveled Way

16.10 11.80 3.00 21.60 (Carriageway) 7.00 21.60 (Carr

Collector Distributor PS 4.00 Center Median
5.60 8.00 2.50 1.50 3.00 3.00
3.00 3.65 3.65 3.65 3.65 3.65 3.65 3.65 3.65

Buffer
Out Sh.
Lane
Lane
Lane
Lane
Inn Sh.

Out Sh.
Lane
Lane
Inn Sh.

& Through
Cycleway

Frontage
Footway /
Out Sh.
Lane
Lane

Right of Way / Plot Line

1.00 1.00
1.00 3.00
5.00 7.00 4.00 3.00 5.00 2.00
2.00
Irrigation

Clearance
Eelectricity
Water
Telephone
Clearance
Sewerage
Irrigation
Street Lighting
Power (Transco)

27.00 (Service Corridor)

Fiber Optic Cable

Expressway (112m) - Detail A

Notes Reference Drawings Rev Date Drawn Description
1. All dimensions are in meters unless otherwise stated.
A 15.09.11 EC First Issue
2. This drawing is for information only and do not use for construction.
Department of Transport
3. Final location of all services shall be based on the approval of the relevant authorities.
P.O. Box 20
4. Utilities can be relocated under the road as per USDM .
Abu Dhabi
5. The position and type of street furniture (e.g. lighting column and safety barrier) are
United Arab Emirates
shown for illustration only. Expressway (112m)
6. The dimensions of lane and parking widths shown are indicative, subject to detailed
design and approval by liaison engineer.
7. The overall ROW width may vary from project-to-project, subject to detailed design
and approval of relevant authorities.
Drawing Number
DoT TIS-X-Section-2002 A
 112.00
Right of Way
Traveled Way Pedestrian Realm

21.60 (Carriageway) 7.00 21.60 (Carriageway)

3.00 11.80
Center Median PS Collector Distributor
3.00 3.00 4.00 1.50 2.50 8.00 5.60
3.65 3.65 3.65 3.65 3.65 3.65 3.65 3.65 3.65 3.65 3.00
Buffer

Lane
Lane
Lane
Inn Sh.
Lane
Lane
Out Sh.
& Through

Cycleway
Footway /
Frontage

Out Sh.
Lane
Lane
Lane
Lane
Inn Sh.
Right of Way / Plot Line

1.00 1.00
1.00 3.00
2.00 5.00 3.00 4.00 7.00 5.00
2.00

Irrigation
Irrigation
Sewerage
Clearance
Telephone
Water
Eelectricity
Clearance

Street Lighting
Power (Transco)
27.00 (Service Corridor)

Fiber Optic Cable

Expressway (112m) - Detail B
Notes Reference Drawings Rev Date Drawn Description
1. All dimensions are in meters unless otherwise stated.
A 15.09.11 EC First Issue
2. This drawing is for information only and do not use for construction.
Department of Transport
3. Final location of all services shall be based on the approval of the relevant authorities.
P.O. Box 20
4. Utilities can be relocated under the road as per USDM .
Abu Dhabi
5. The position and type of street furniture (e.g. lighting column and safety barrier) are
United Arab Emirates
shown for illustration only. Expressway (112m)
6. The dimensions of lane and parking widths shown are indicative, subject to detailed
design and approval by liaison engineer.
7. The overall ROW width may vary from project-to-project, subject to detailed design
and approval of relevant authorities.
Drawing Number
DoT TIS-X-Section-2003 A
 82.00
Right of Way
Frontage Lane / Frontage Lane /
Pedestrian Realm Side Median Traveled Way Side Median Pedestrian Realm
5.00
16.50 8.80 Center Median 8.80 16.50
13.20 (Carriageway) 13.20 (Carriageway)
5.50 8.15 2.85 2.85 8.15 5.50
2.503.30 3.00 3.30 3.30 3.30 3.30 3.30 3.30 3.30 3.30 3.00 3.302.50

Buffer
Buffer

Lane
Lane

Lane
Lane
Lane
Lane
Lane
Lane
Lane
Lane

Side
Side

& Through
& Through

Cycleway
Cycleway

Frontage
Footway /
Footway /
Frontage

Parking
Parking

Median
Median

Right of Way / Plot Line

Right of Way / Plot Line

1.00 1.00 2.00 1.00

5.00 7.00 4.00 3.00 5.00 2.00 1.00 2.00 5.00 3.00 4.00 7.00 5.00
1.00

Clearance
Eelectricity
Water
Telephone
Clearance
Sewerage
Irrigation
Irrigation
Irrigation
Sewerage
Clearance
Telephone
Water
Eelectricity
Clearance

Street Lighting
27.00 (Service Corridor) 27.00 (Service Corridor)
Power (Transco)
Fiber Optic Cable
See Detail A See Detail B

Major Arterial (82m)

Notes Reference Drawings Rev Date Drawn Description
1. All dimensions are in meters unless otherwise stated.
A 20.07.11 EC First Issue
2. This drawing is for information only and do not use for construction.
Department of Transport
3. Final location of all services shall be based on the approval of the relevant authorities.
P.O. Box 20
4. Utilities can be relocated under the road as per USDM .
Abu Dhabi
5. The position and type of street furniture (e.g. lighting column and safety barrier) are
United Arab Emirates
shown for illustration only. Major Arterial (82m)
6. The dimensions of lane and parking widths shown are indicative, subject to detailed
design and approval by liaison engineer.
7. The overall ROW width may vary from project-to-project, subject to detailed design
and approval of relevant authorities.
Drawing Number
DoT TIS-X-Section-3001 A
 82.00
Right of Way
Frontage Lane /
Pedestrian Realm Side Median Traveled Way
5.00
16.50 8.80 Center Median
13.20 (Carriageway) 13.20 (Carriageway)
5.50 8.15 2.85
2.503.30 3.00 3.30 3.30 3.30 3.30 3.30 3.30

Buffer
Lane

Lane
Lane
Lane
Lane
Lane
Lane

Side

& Through
Cycleway

Frontage
Footway /
Parking
Median

Right of Way / Plot Line

1.00 1.00 2.00
5.00 7.00 4.00 3.00 5.00 2.00 1.00
1.00

Clearance
Eelectricity
Water
Telephone
Clearance
Sewerage
Irrigation
Irrigation
Street Lighting

27.00 (Service Corridor)

Power (Transco)
Fiber Optic Cable

Major Arterial (82m) - Detail A

Notes Reference Drawings Rev Date Drawn Description
1. All dimensions are in meters unless otherwise stated.
A 15.09.11 EC First Issue
2. This drawing is for information only and do not use for construction.
Department of Transport
3. Final location of all services shall be based on the approval of the relevant authorities.
P.O. Box 20
4. Utilities can be relocated under the road as per USDM .
Abu Dhabi
5. The position and type of street furniture (e.g. lighting column and safety barrier) are
United Arab Emirates
shown for illustration only. Major Arterial (82m)
6. The dimensions of lane and parking widths shown are indicative, subject to detailed
design and approval by liaison engineer.
7. The overall ROW width may vary from project-to-project, subject to detailed design
and approval of relevant authorities.
Drawing Number
DoT TIS-X-Section-3002 A
 82.00
Right of Way
Frontage Lane /
Traveled Way Side Median Pedestrian Realm
5.00
Center Median 8.80 16.50
13.20 (Carriageway) 13.20 (Carriageway)
2.85 8.15 5.50
3.30 3.30 3.30 3.30 3.30 3.30 3.00 3.302.50

Buffer

Lane
Lane

Lane
Lane
Lane
Lane
Lane

Side
& Through

Cycleway
Footway /
Frontage

Parking

Median
Right of Way / Plot Line

1.00 2.00 1.00

1.00 2.00 5.00 3.00 4.00 7.00 5.00
1.00

Irrigation
Irrigation
Sewerage
Clearance
Telephone
Water
Eelectricity
Clearance

Street Lighting
27.00 (Service Corridor)

Power (Transco)
Fiber Optic Cable
Major Arterial (82m) - Detail B
Notes Reference Drawings Rev Date Drawn Description
1. All dimensions are in meters unless otherwise stated.
A 20.07.11 EC First Issue
2. This drawing is for information only and do not use for construction.
Department of Transport
3. Final location of all services shall be based on the approval of the relevant authorities.
P.O. Box 20
4. Utilities can be relocated under the road as per USDM .
Abu Dhabi
5. The position and type of street furniture (e.g. lighting column and safety barrier) are
United Arab Emirates
shown for illustration only. Major Arterial (82m)
6. The dimensions of lane and parking widths shown are indicative, subject to detailed
design and approval by liaison engineer.
7. The overall ROW width may vary from project-to-project, subject to detailed design
and approval of relevant authorities.
Drawing Number
DoT TIS-X-Section-3003 A
 72.00
Right of Way

Pedestrian Realm Frontage Lane Traveled Way Frontage Lane Pedestrian Realm
Side Median Side Median
15.10 7.80 10.10 6.00 10.10 7.80 15.10
Carriageway Center Carriageway
Furnishings Median Furnishings
2.00 2.00
11.60 3.50 2.50 3.30 3.50 3.30 3.30 3.30 3.30 3.50 3.30 2.50 3.50 11.60
Frontage & Frontage &
Travel Travel Travel Travel Travel Travel Travel Travel
Through Lane Lane Lane Lane Lane Lane Lane Lane Through

Parking
Parking

Right of Way / Plot Line

Right of Way / Plot Line

Median
1.00 Median
2.50
1.00
1.00 1.00
5.00 7.00 4.00 3.00 5.00 2.00 1.50 2.00 5.00 3.00 4.00 7.00 5.00

Clearance
Eelectricity
Water
Telephone
Clearance
Sewerage
Irrigation
Irrigation
Fiber Optic Cable
Street Lighting
Power (Transco)
Irrigation
Sewerage
Telephone
Water
Eelectricity
Clearance

Clearance

27.00 (Service Corridor) 27.00 (Service Corridor)

Minor Arterial (72m)

Notes Reference Drawings Rev Date Drawn Description
1. All dimensions are in meters unless otherwise stated.
A 15.09.11 EC First Issue
2. This drawing is for information only and do not use for construction.
Department of Transport
3. Final location of all services shall be based on the approval of the relevant authorities.
P.O. Box 20
4. Utilities can be relocated under the road as per USDM .
Abu Dhabi
5. The position and type of street furniture (e.g. lighting column and safety barrier) are
United Arab Emirates
shown for illustration only. Minor Arterial (72m)
6. The dimensions of lane and parking widths shown are indicative, subject to detailed
design and approval by liaison engineer.
7. The overall ROW width may vary from project-to-project, subject to detailed design
and approval of relevant authorities.
Drawing Number
DoT TIS-X-Section-4001 A
 65.00
Right of Way

Pedestrian RealmFrontage Lane Traveled Way Frontage Lane Pedestrian Realm

Side Median Side Median
12.40 7.80 9.30 6.00 9.30 7.80 12.40
Carriageway Center Carriageway
Median
Furnishings 2.00 2.00 Furnishings
9.40 3.00 2.50 3.30 2.50 3.50 3.30 3.30 3.50 2.50 3.30 2.503.00 9.40
Frontage & Travel Travel Travel Travel Travel Frontage &
Travel
Through Lane Lane Lane Lane Lane Lane Through
Right of Way / Plot Line

Right of Way / Plot Line

Parking
Parking

Parking
Parking

Side Med
Side Med
2.50
1.50 1.50 2.50 1.50
1.00
2.00 2.50 2.50 2.00
1.00
2.00 0.50 1.00 1.00 0.50 2.00
1.50 1.50
1.00 1.00
2.50 2.50

Irrigation
Fiber Optic Cable
Street Lighting
Power (Transco)
Irrigation

Water (ADDC)
Water (ADDC)

Clearance
Clearance

Gas
Gas

TreeIrrigation
Tree

Telecom
Telecom

Sewerage
Sewerage

Stormwater Main
Stormwater Main

Power (ADDC)
Power (ADDC)

Stormwater Drain
Stormwater Drain

17.00 (Service Corridor) 17.00 (Service Corridor)

Major Collector (65m)

Notes Reference Drawings Rev Date Drawn Description
1. All dimensions are in meters unless otherwise stated.
A 15.09.11 EC First Issue
2. This drawing is for information only and do not use for construction.
Department of Transport
3. Final location of all services shall be based on the approval of the relevant authorities.
P.O. Box 20
4. Utilities can be relocated under the road as per USDM .
Abu Dhabi
5. The position and type of street furniture (e.g. lighting column and safety barrier) are
United Arab Emirates
shown for illustration only. Major Collector(65m)
6. The dimensions of lane and parking widths shown are indicative, subject to detailed
design and approval by liaison engineer.
7. The overall ROW width may vary from project-to-project, subject to detailed design
and approval of relevant authorities.
Drawing Number
DoT TIS-X-Section-5001 A
 57.00
Right of Way
Pedestrian Realm Pedestrian Realm
Frontage Lane Traveled Way Frontage Lane
Side Median Side Median
8.60 7.60 9.30 9.30 7.60 8.60
Carriageway Carriageway
6.00
Furnishings Furnishings
2.00 Center Travel 2.00
2.50 Median Lane 2.50
2.50 3.30 2.50 3.50 3.30 3.30 3.50 2.50 3.30 2.50
5.90 5.90
Frontage Travel Travel Travel Travel Travel Frontage
Lane Lane Lane Lane Lane
& Through & Through

Parking
Parking
Parking
Parking

Side Med
Side Med
1.50 2.50 2.50 1.50
1.00 3.00 1.00
2.00 2.50 2.50 2.00
0.50 0.50
2.00 0.50 1.00 1.00 0.50 2.00
1.50 1.50
1.00 1.00
2.50 2.50

Street Lighting

Irrigation
Clearance
Clearance
Irrigation
Irrigation

Water (ADDC)
Water (ADDC)

Clearance
Clearance

Gas
Gas

TreeIrrigation
Tree

Telecom
Telecom

Sewerage
Sewerage

Stormwater Main
Stormwater Main

Power (ADDC)
Power (ADDC)

Stormwater Drain
Stormwater Drain

17.00 (Service Corridor) Minor Collector (57m) 17.00 (Service Corridor)

Notes Reference Drawings Rev Date Drawn Description
1. All dimensions are in meters unless otherwise stated.
A 15.09.11 EC First Issue
2. This drawing is for information only and do not use for construction.
Department of Transport
3. Final location of all services shall be based on the approval of the relevant authorities.
P.O. Box 20
4. Utilities can be relocated under the road as per USDM .
Abu Dhabi
5. The position and type of street furniture (e.g. lighting column and safety barrier) are
United Arab Emirates
shown for illustration only. Minor Collector(57m)
6. The dimensions of lane and parking widths shown are indicative, subject to detailed
design and approval by liaison engineer.
7. The overall ROW width may vary from project-to-project, subject to detailed design
and approval of relevant authorities.
Drawing Number
DoT TIS-X-Section-6001 A
 36.00
Right of Way
Pedestrian Realm Traveled Way Pedestrian Realm
14.50 7.00 14.49
(Carriageway)
8.00 2.00 3.50 3.50 2.00 8.00
Frontage 3.00 1.50 1.50 3.00 Frontage
& Through & Through

Lane
Lane

Footpath
Footpath

Cycleway
Cycleway

Furnishings
Furnishings

Right of Way / Plot Line

Right of Way / Plot Line

1.50 1.50 0.50 2.50 2.50 0.50 1.50 1.50

2.00 2.50 2.50 2.50 2.50 2.00
2.00 1.00 1.00 1.00 1.00 2.00

Gas
Gas

Tree
Tree

Telecom
Telecom

Sewerage
Sewerage

Clearance
Clearance

Irrigation
Irrigation
Water (ADDC)

Water (ADDC)
Power (ADDC)
Power (ADDC)

Stormwater Main
Stormwater Main

Stormwater Drain
Stormwater Drain

17.00 (Service Corridor) 17.00 (Service Corridor)

Local Road (36m)

Notes Reference Drawings Rev Date Drawn Description
1. All dimensions are in meters unless otherwise stated.
A 15.09.11 EC First Issue
2. This drawing is for information only and do not use for construction.
Department of Transport
3. Final location of all services shall be based on the approval of the relevant authorities.
P.O. Box 20
4. Utilities can be relocated under the road as per USDM .
Abu Dhabi
5. The position and type of street furniture (e.g. lighting column and safety barrier) are
United Arab Emirates
shown for illustration only. Local Road (36m)
6. The dimensions of lane and parking widths shown are indicative, subject to detailed
design and approval by liaison engineer.
7. The overall ROW width may vary from project-to-project, subject to detailed design
and approval of relevant authorities.
Drawing Number
DoT TIS-X-Section-7001 A
K - CROSS-SECTIONS

SAMPLE TMP APPROVAL PLAN

L - SAMPLE TMP APPROVAL PLAN
M - SAMPLE TIS WITHIN A MASTERPLAN APPROVAL PLAN

Abu Dhabi Transportation Impact Study (TIS) Guidelines 2012

L - SAMPLE TMP APPROVAL PLAN

APPROVAL PLAN
SAMPLE TIS WITHIN A MASTERPLAN
M - SAMPLE TIS WITHIN A MASTERPLAN APPROVAL PLAN
N - STRATEGIC MODELING APPLICATION FORM

Abu Dhabi Transportation Impact Study (TIS) Guidelines 2012

M - SAMPLE TIS WITHIN A MASTERPLAN APPROVAL PLAN

STRATEGIC MODELING APPLICATION FORM

N - STRATEGIC MODELING APPLICATION FORM
O - CAPITAL IMPROVEMENT PROJECT (CIP) FORM

Abu Dhabi Transportation Impact Study (TIS) Guidelines 2012

  

2
  

9
  


Modeling Output Request Form

A – Project Information
Development / Project: ………………………………………………………………
Developer / Project Sponsor: ………………………………………………………………
Consultant: ………………………………………………………………
DOT Liaison Engineer/ Reviewer: ………………………………………………………………
Planned DOT Project
opening date: …………………….. Number:

B – Information Required
1 Attach a map clearly showing the study area and highlight locations/ sites of desired outputs. Provide
description if required:
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
2 List scenarios required (years, peak/ time periods):

Year Peak/ Time Periods

3 List the output types required:

C –Consultant Details
Contact Person ……………………….. Telephone ……………………………
Position ……………………….. Mobile ……………………………
Company ……………………….. Email address ……………………………
City ………………………..
P.O. Box ………………………..

....../….../…….. …………………………………………… Company Stamp

Date Signature

Attachments Required
Location Map (showing locations of the outputs required)

Modeling Output Request Form Page 1 of 1

N - STRATEGIC MODELING APPLICATION FORM

CAPITAL IMPROVEMENT PROJECT (CIP) FORM

O - CAPITAL IMPROVEMENT PROJECT (CIP) FORM
P - CENTRAL BUSINESS DISTRICT (CBD) DEFINITION

Abu Dhabi Transportation Impact Study (TIS) Guidelines 2012

Capital Improvement Project Form (CIP)
Project Name: FY10 FY11 FY12 FY13 FY14 FY15 FY16 FY17 FY18 FY19 FY20

Tracking Number:

CIP # FY21 FY22 FY23 FY24 FY25 FY26 FY27 FY28 FY29 FY30 FY31+
Community Name or
Street Name:
Code# CIP# Project Identified by STMP CIR/TIS Project Catogory Name:

Project Overview and Background

Project Plan
Benefit and advantages:

Government Private Shared Total Cost

Funding Source
CIP Coordinator Circulation Plan/TIS Prelimenary Engineering Design Start Construction Completion Date
Signature: Date MONTH FY MONTH FY MONTH FY MONTH FY MONTH FY
O - CAPITAL IMPROVEMENT PROJECT (CIP) FORM

DEFINITION
CENTRAL BUSINESS DISTRICT (CBD)
P - CENTRAL BUSINESS DISTRICT (CBD) DEFINITION
Q - TIS AND PARKING LAWS

Abu Dhabi Transportation Impact Study (TIS) Guidelines 2012

 CBD AREA DEFINITION
FOR ABU DHABI ISLAND

Cornich Road

Hamdan Street

Rd.
hid Bin Saeed R
Al Salm Street

SHK. Rash
l h Street
All Falah

Zayed the 1st Street

CBD Boundary y
Haza Bin Zayed Road
 TIS AND PARKING LAWS Abu Dhabi Transportation Impact Study (TIS) Guidelines 2012
P - CENTRAL BUSINESS DISTRICT (CBD) DEFINITION

Q - TIS AND PARKING LAWS

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